Class 100 (Locobase 16163)

Data from DeGolyer, Volume 18, pp. 131 and 227.Allen Stanley's extensive Rail Data Exchange of diagram books and locomotive summary tables. The diagram is dated October 30, 1926. Works numbers were 13138-13139 in January 1893, 13490-13491 in June; 13560-13561, 13596-13597 in July

Locobase 6484 shows the delivery of the first two engines of this design to the Evansville & Terre Haute, whose lineage and history differed from the railroad in this entry. In May 1889, the LE&StL Consolidated swept up into its corporate arms the Illinois.& St Louis Railroad and Coal; Venice & Carondelet.; Louisville, Evansville & St Louis; Huntingburg, Tell City & Cannelton; and Belleville, Centralia, & Eastern. The Louisville & St Louis was sold to the LE&StL in 1897.

In early 1893, the LE&St ordered two locomotives identical to the E&TH engines. They followed up with the purchase of the E&TH pair and an order of six more a few months later

The class came into the Southern in 1900 from the Louisville, Evansville & Saint Louis as a block. Most were sold for scrap in August 1923 with 104 & 108 lasting until 1928.

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Class 120/G-1 (Locobase 6484)

Data from DeGolyer, Volume 18, p.131. See also Allen Stanley's extensive Rail Data Exchange of diagram books and locomotive summary tables. The diagram is dated October 30, 1926. Works numbers were 13131, 13134 in January 1893.

It's doubtful that this pair of Consolidations ever rolled on Evansville & Terre Haute rails. As is explained in Locobase 16163, the Louisville, Evansville & St Louis bought another two locomotives of the same design at the same time. In April, just three months after the 120-121 rolled off the production line in Philadelphia intended for the E&TH, they were bought by the LE&StL; ee Locobase 16163.

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Class 133/G (Locobase 6502)

Data from Southern Railway All Steam Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. This class was shown on the Southern's 1914 locomotive summary tables. Also Prince (1965).

The first five -- works numbers 2009-2013 -- were among the first of the 20" x 24" Consolidations that the Southern system predecessors bought in large numbers in the 1880s and 1890s. The Knoxville & Ohio took delivery of five more in 1886 with identical dimensions; works numbers were 2127-2133.

After the Southern's adoption of the ten-engine class, they ran on for another 30 years except for 165, which was scrapped in July 1915. Only one was sold to another railroad when it went to the Virginia Central in March 1926.

Two -- 133 & 136 -- were sold for scrap in January 1925.Other scrappings occurred with 168 being dismantled in April 1929, 136 in August 1929, 134 in September 1932, and the remainder -- 164, 166, 167 -- in October-November 1933.

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Class 138 (Locobase 6488)

Data from Allen Stanley's collection of locomotive diagram books. This class was shown on a diagram dated July 18, 1913 and 1914 locomotive summary tables..

These were repeats of the Baldwins of two years earlier (Locobase 6502), although they put almost 12,000 lb more on the drivers. Schenectady works #2902-2909 (1889) and 2897-2901 (1890). According to Prince (1965), the latter originally ran on the Knoxville & Ohio, a Kentucky road. All were taken into the Southern in the 1890s.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

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Class 300 / I (Locobase 13667)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 35, p. 153. Works numbers were 33693-33694 in August 1909 and 33728-33729 in September.

This was a mid-size design that used the same length boiler as the much more numerous K class, but had a smaller-diameter and thus fewer tubes. The taller driver diameter also was a departure.

Unlike the other Southern Consolidations, this class was scrapped several years before World War II in December 1934 to April 1935.

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Class 40/H-5 (Locobase 12366)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 22, p. 169. Works number was 17106 in October 1899.

When the V&SW went into the Southern in 1916, it brought this one-engine Consolidation class with it. When ordered in 1899, the railroad noted that it used relatively light 60 lb/yard (30 kg/m) rail on a profile that included a ruling grade of 3 1/2%.

It was a relatively large and powerful 2-8-0 that operated for another 17 years before being scrapped in October 1933.

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Class 400/Ks (Locobase 13671)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 35, p. 61. Works numbers were 35421-35424, 35442-35446 in October 1910.

In the Baldwin specification, these nine locomotives formed part of a larger order for 28 more delivered directly to the Southern and numbered 797-819 and 879-883. The spec contained a 18 July 1911 "For Hereafter" recorded by "KR" that required "Cylinders to be strenthg as shown on sketch filed in box 30." On the other hand, their backbones (main and forward section frames were made from OH vanadium steel. Boiler steel came from Pittsburgh's Carbon Steel Company and Lukens Iron & Steel of Coatesville, Pa supplied the firebox steel.

This class served the GS&F for five years after which they joined similar engines on the Southern.

All remained in service until 1951-1952.

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Class 41/544 / G (Locobase 6498)

Data from 1914 List of Locomotive Descriptions and Specifications provided in April 2004 from Allen Stanley's extension collection and Prince (1965). Richmond works numbers were 1915-1916, 1919, 2018-2019, 2045-2047, and 2115-2119 delivered in 1889-1890.

Although the R&D took delivery of a dozen low-drivered Consolidations, the railroad almost immediately sold the last five of the 1890 batch to the Georgia Pacific.

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Class 411/G (Locobase 5147)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). See also DeGolyer, Volume 14, pp 11 and 211. Works numbers were 8767-8768, 8770-8771, 8774-8775, 8795-8797, 8802 in September 1887; 8866, 8868-8869, 8873 in November; 9009, 9011-9012 in January 1888; 9044, 9046, 9049, 9050, 9054, 9058-9059 in February; 9578-9581, 9590 in October.

One of the lightest Consolidations to be inherited by the Southern Railway as it absorbed the ETV&G in 1894, this relatively numerous class provided secondary-line service for decades, in a couple of cases until 1949. The last five locomotives were completed with larger-diameter 2 1/4" tubes, apparently for comparison purposes: see Locobase 11075.

A few were sold to other railroads in the interim, including the last one built to the Augusta Northern in March 1933.

The later career of the 8869 (107) began with its sale to the eastern Tennessee line Smoky Mountain Railroad (completed much earlier as the Knoxville, Sevierville & Eastern) in May 1942 as their 107. After the KS & E closed in 1962, the 107 was sold to the Rebel Railroad and operated in tourist service through the time that the Rebel was incorporated into the Dollywood amusement park. It remained on display at the entrance of Dollywood as recently as 2022.

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Class 440 / G (Locobase 11075)

Data from SRY 1910 List & Description of Locomotives supplied in March 2004 and SRY 5 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 14, p 211. Works numbers were 9582-9585, 9587 in October 1888.

After Baldwin had delivered 29 of the 20" x 24", 50" driver Consolidations to the ETV & G, described in Locobase 5147, they changed the boiler layout to hold fewer, larger-diameter tubes, enlarged the firebox slightly, and produced five more. Probably intended to directly compare the performance of the two tube sizes, the ETV&G's engineer Lowar got his answer. According to a note entered on 14 November 1888 (not very long after they were delivered) next to the tube specifications on page 211, the engines with 2 1/4" tubes "did not steam well, had to reduce exhaust."

After more than 35 years of service, 130 and 131 were scrapped in September 1923. 128 followed in December 1928, then 129 in April 1931. 132 somehow escaped recycling until March 1939.

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Class 50/ J-1 (Locobase 12404)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 22, p. 283. Works numbers were 17658-17659, 17663-17666 in April 1900.

A few months after the V&SW took delivery of one simple-expansion Consolidation with 21" x 26" cylinders, it ordered a sextet of Vauclain compounds with the same boiler and grate. The cylinder stroke grew by 2 inches (50.8 mm), however, and the layout yielded an impressive total cylinder volume. Each set of 1 HP/1 LP cylinder was supplied by a 12" (305 mm) piston valve.

Locobase cannot tell when this set of 2-8-0s was converted to simple-expansion operation with 21" x 28"(533 x 711 mm) cylinders. But certainly the Southern operated them as such.

They were operated into the 1930s, five of the six being scrapped by the Southern. 408 was sold to the Blue Ridge Railway, which ran it until December 1939.

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Class 500 (Locobase 6493)

Data from locomotive diagram book provided from Allen Stanley's extension collection (diagram 22-F-22, dated August 2, 1910). See also DeGolyer, Volume 13, p. 49. Works numbers were 7663-7664, 7666, and 7670 in August 1885; 7962 in May 1886; 7966, 7969-7971, 7982-7985, 7988, 7991, 7995, 7999, 8003, 8005 in June; 8101, 8103 in August.

This large class of R&D locomotives were smaller than the Richmonds described in Locobase 6010, but had 2 1/4"-diameter boiler tubes. The first four were delivered for operation on the 5-foot gauge, but were soon converted to standard gauge.

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Class 516/G (Locobase 6010)

Data from SRY 12-1898 locomotive diagram book provided in April 2004 by Allen Stanley from his extensive Rail Data Exchange. Schenectady works numbers were 2459-2463 and 2709-2711.

In line with several other classes of Consolidations bought for Southern Railway predecessors in the late 1880s, these Schenectadys had the wider fireboxes (41" vs 34") then coming into wider use.

Their dimensions changed very little during the locomotives' long careers. All were sold for scrap in 1923-1932.

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Class 521 (Locobase 6500)

Data from SRY 12 - 1898 Locomotive Diagram book provided in April 2004 from Allen Stanley's extensive Rail Data Exchange and Prince (1965). See also DeGolyer, Volume 13, p. 174. Works numbers were 8333-8334 in January 1887.

According to Baldwin's specs, these two locomotives were originally ordered on 7 October 1886 by the Cape Fear & Yadkin Valley, where they were to have been numbered 14-15. The sale to the R&D was noted on 8 January 1887.

Although right in line with the other Consolidations bought by Southern subsidiaries at this time, these had somewhat bigger boilers that rode above the driving axles. This allowed an increase in grate width of more than 9". Note also the larger-diameter tubes.

49 was withdrawn on 1 October 1916 and 48 was retired on 19 February 1917.

NB: The firebox heating surface area is an estimate determined by subtracting the calculated area of the 240 tubes from the given total evaporative heating surface area.

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Class 523/G (Locobase 6501)

Data from 1914 List of Locomotive Descriptions and Specifications provided in April 2004 from Allen Stanley's extension collection and Prince (1965). See also DeGolyer, Volume 14, p. 23. Works numbers were 8772-8773, 8789, 8785 in September 1887; 8920-8923 in November; and 8963, 8965 in December.

Basic Southern design -- almost regardless of builder. This class offered a bit more heating surface area on a slightly lower adhesion weight.

Most of the class was sold for scrap beginning in 1923; the last to go that route was 58, which was scrapped in November 1935. A few entered second careers. 59 was sold to the Greenville Railway in August 1923, 53 went to the Franklin & Pittsylvania Railway in October 1926, and 57 was sent to the Mississippi Export Railway in August 1930.

(The F&P's headquarters in Rocky Mount, Va placed it in the south-central part of the state. Read more about the F&P's "long and troubled history" at [], last accessed 25 May 2015. Its unprofitable condition would be resented consecutively by the Richmond & Danville and, after 1894, by the Southern. But up until the motor car and bus made serious inroads in the area beginning in the 1920s, there was no other way to move easily among the small towns.)

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Class 546/G (Locobase 5144)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). Works numbers were 2394-2397 in 1890.

Consolidateds for one of the principal components of the Southern when the latter was formed on 1 July 1894 through a shotgun marriage imposed by JP Morgan.

Three of the four--5-6, 8--went to the ferro-knacker in the mid-1930s. #7 proved particularly durable, not being scrapped until 1950.

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Class 555 / G (Locobase 5145)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). See also DeGolyer, Volume 15, p. 74. Works numbers were 10041-10042, 10047-10048, 10051-10053, 10064 in June 1889; 10187-10190, 10204-10205 in August; 11314-11317, 11319 in September; 11314-11317 and 11319 in October of 1890.

A Baldwin batch Fifteen other members of this class went to the Georgia Pacific in the same year; see Locobase 5146 .

Firebox heating surface was later reduced to 118.85 sq ft.

Unlike the Ocean State engines, all of these Baldwins had been scrapped by the mid-1920s.

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Class 56 (Locobase 3288)

Data from "Compound Consolidation Locomotives for the South Carolina & Georgia Railroad", Railroad Gazette, Volume XXX [30], No 16 (22 April 1898), pp. 290-291. B Rumary's summary of Richmond production, supplied by Allen Stanley in March 2004, shows these locomotives to have been works numbers 2765-2769.

Designed to the specifications of JH Sands, the SC&G's general manager, these cross-compounds were claimed to be hauling almost twice the train of that pulled by simple-expansion contemporaries on the railroad. Railroad Gazette noted that indicator cards, "taken while the new engines were hauling maximum loads and working compound, show a very even distribution of the work done in the high and low-pressure cylinders."

They were taken into the Southern Railway System with the SC&G in 1899. Not long afterward, the shops replaced the compound setup with two 21" (533 mm) diameter simple-expansion cylinders; see Locobase 6482

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Class 560/G (Locobase 6009)

Data from Evaporative heating surface information in a Southern Railway from locomotive diagram book provided in April 2004 from Allen Stanley's extension collection. Works numbers were 4340-4343.

Consolidateds for one of the principal components of the Southern when the latter was formed on 1 July 1894 through a shotgun marriage enforced by JP Morgan.

Three were scrapped. 4 was sold in August 1930 to Mississippi Export as their #34.

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Class 586 (Locobase 6499)

Data from 1914 List of Locomotive Descriptions and Specifications provided in April 2004 from Allen Stanley's extension collection and Prince (1965). Richmond works numbers were 1915-1916, 1919, 2018-19, 2045-47, 2119 delivered in 1889-1890. See also "The Richmond Locomotive Works", Railroad and Engineering Journal , Volume LXIV [54], No 10 (October 1890), pp. 466-467; and Angus Sinclair, The Development of the Locomotive Engine (New York: 1907), pp. 603-604.

Sinclair tells us that Tanner and Delaney opened a machine shop in the ashes of Richmond at the end of the American Civil War that prospered. As the Metropolitan Iron Works, the business grew until it was hit by a devastating fire in November 1881. That blaze prompted Tanner & Delaney to build a new plant on a 14-acre suburban site in 1882-1883 under Alexander Delaney's direction.

William Trigg succeeded Tanner as president and recast the business as a locomotive builder, although heavy borrowing by the company led to its takeover by Willam Bryan and Lewis Ginter in 1887, when it was incorporated as the Richmond Locomotive and Machine Works in 1886.

This set of Consolidations were delivered only two years after Richmond turned out its first.

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Class 60 (Locobase 16405)

Data from "Detroit & Mackinac Consolidation Locomotives", Railway Gazette, Volume 36 No 4 (11 January 1904), p. 70. Works numbers were 29040-29042 in August 1903.

RG's report noted that the railroad's improvments in grades and "alinements" (a revised spelling of "alignment" adopted in the same spirit as the dropping of the "u" in "gauge").

These apparently were not quite the ticket for the D&M for they bought three more powerful 2-8-0s from Rogers (Locobase 12427) three years later. By then, this pair had been sold to the Virginia & Southwestern in 1905 as their 66-67. Taken into the Southern Railway, the pair took numbers 211-212 in 1916.

They served the Southern into the 1930s before being scrapped in November 1933 (212) and February 1936 (211).

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Class 671 / F (Locobase 13709)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 36, p. 103. Works numbers were 34906-34907 in July 1910.

A pair delivered together in 1910 to Hodges Downey Construction, these two long-stroke Consolidations were bought by the NO & NE in 1912. It was either the NO&NE or the Southern that later superheated the pair, with results shown in Locobase 6094.

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Class 68 (Locobase 11411)

Data from "Locomotive Building" Railroad Gazette, Vol XLIII, No 1 (5 July 1907), pp. 26. Works numbers were 41119-41122 in 1906, 44445-44447 in 1907.

Strictly speaking, the data for this entry refer to the three locomotives delivered in 1907. But a comparison of Prince's Southern Steam Locomotives and Boats (Green River, Wyo: Richard E Prince, 1965), p. 179 and later Southern Railway descriptions of locomotives (1926, e.g.) show that the two batches were essentially identical.

Presumably that continuity extended to the "special equipment" shown in the 1907 article, but at least in 1907, some of the component suppliers for Schenectady were:

Air-brake Westlnghouse

Boiler check Phillips

Boiler lagging Johns-Manvllle

Injector Nathan simplex

Lubricators Franklin

Piston rod packing United States

Valve rod packing United States

Safety valve Crosby

Sanding devices Coates

Sight-feed lubricators Nathan Bull's-eye

Steam gages Crosby

Tires+driving wheel Latrobe

The 1926 list shows the 1907 engines with 2,140 sq ft of evaporative heating surface. Because these lists did not include superheater area and because the 1926 list shows the 1906 locomotives with 2,558 sq ft (5 sq ft difference from the 1907 "class"), Locobase concludes that 1) the 1906 engines were not superheated, and 2) the 1907 engines were by 1926.

The Railroad Gazette entry offers the problem of showing too many tubes for the heating surface area it reports. Locobase has been unable to determine whether the tube count is too high (300 tubes would leave about 200 sq ft left for the firebox heating surface area, which is plausible.) Or is the tube length too long? (The entry insists on 15 feet.)

All three ran into the 1930s before being scrapped or sold in 1935-1936.

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Class D / D1 (Locobase 6109)

Data from the 1912 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3045-3050 in 1900 and 3309-3312 in 1902.

The first of the AGS Consolidations were 126-131, these were better-suited than the Moguls to mainline freight duties. They had taller drivers, more ample steaming capacity, and higher tractive effort. The D1s followed two years later. and took road numbers 132-135. There's no indication from the diagrams of any differences between the two classes.

Five of these locomotives were sold to the Nashville, Chattanooga & St Louis as their class H-4C-28, road numbers 335-339.

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Class D-6, D-7, D-8/G-4 (Locobase 2652)

Data from CNO&TP 1912 Locomotive Diagrams supplied in Auguast 2013 by Allen Stanley from his extensive Rail Data Exchange and Degolyer, Volume 25, p. 104. Rhode Island works numbers were Pittsburgh (D6) works numbers were 2018-2027 in 1899 (road numbers 640-649). Rhode Island (D7) works numbers were 3233-3237, 3258-3260 in 1900 (650-657), Baldwin (D8) works numbers were 19814, 19834, 19844, 19845-19846, 19958-19960, 19995 in 1901 (658-666); 20039, 21214-21216, 21226, 21293-21294, 21321-21322, 21354-21355, 21408-21410, 21415, 21548, 21522, 21579, 21591, 21640, 21641 in 1902 (667-683, 686-689) in 1902. Alco-Rhode Island (D7) works numbers were 26845-26859 in 1902 (600-614).

This big clutch of relatively modest Consolidations enhanced their freight motive power stud.

The Ocean State builder's D7 engines had two fewer boiler tubes (238 instead of 240), but were otherwise identical.

The CNO&TP sold the D8 670 in 1911 to the 20-mile (32 km) Harriman & North East, headquartered in Harriman, Tenn, as their #6. It was "condemned" in 1930.

Virtually all came under the Southern Railway System when the CNO&TP was taken into the SRS in 1917..

They were scrapped between 1922-1929.

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Class D-7/G-4 (Locobase 12879)

Data from CNO&TP MB 1917 Locomotive Diagrams supplied in May 2005 and CNO&TP 1893 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 26845-26859 in November 1902.

Even for the time, these were relatively small Consolidations. Their low axle loadings suggest a particular service on branch lines.

Most served the CNO&TP for about twenty years with 6103 and 6106 remaining on the roster until 1934.

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Class D-9 / K (Locobase 5699)

Data from table in the June 1908 AERJ. Alco-Richmond's works numbers were 30971-30975 in 1905, 40113-40117 in 1906, and . Baldwin works numbers were 31540-31542, 31606, 31614, 31625-31628 in August 1907; 31674-31676, 31689, 31724-31726, 31748-31749, 31798-31800 in September; 31850-31851, 32028-32029 in October; 36442-36447, 36498-36501 in April 1911.

After purchasing dozens 20" x 24" Consolidations over the previous decade, the CNO & TP caught up to the 20th Century with the acquisition of this clutch of larger engines. They still didn't lead the pack, but their larger, higher-pressure boilers and grates provided more heating area and punch for the larger cylinder volume they supplied and they packed 30 short tons more adhesion weight.

13 went to the New Orleans & Northeastern in 1923. The rest stayed on the CNO & TP rails as both roads became part of the Southern System. A large portion of the class was scrapped in the few years leading up to World War II. Five survived the war and the last of these -- 6198 (ex-718) -- was scrapped in May 1952.

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Class D-9 / K (Locobase 6112)

Data from the 1912 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange.

This was the standard 2-8-0 on the Southern Railway System in the first decade of the 20th Century. The 18 shown here on the AGS differed only in tender size from earlier engines. What's puzzling to Locobase is the very small firebox heating surface, although the grate area is sizable enough. The 1909 batch of Baldwins were specified to have fewer tubes but a larger firebox; see Locobase 13510.

Deliveries came in batches, as follows:

Year Builder Works numbers Road #

1905 Richmond 30980-30987 190-197

1906 Richmond 40647-40650 198-201

1907 Richmond 42903-42908 202-207

All were reclassified as K. Many were superheated and reclassified Ks. As might be expected for so ubiquitous a machine, retirements spanned decades.

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Class D-9/K (Locobase 13510)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 33, p. 148.. Works numbers were 33696-33699, 33709-33711, 33721-33722 in August 1909; 33730-33733 in September.

Locobase 6112 shows the Richmond engines delivered in 1907. Those are used as the template for all of the class in the Alabama Great Southern's 1917 Locomotive Diagram book. Yet Baldwin's specifications indicate that the follow-on order for this triskadeka set of Ten-wheelers included cutting the number of tubes in the boiler by 34. The tenders also carried 500 more US gallons (1,893 litres).

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Class D/D-2 (Locobase 7619)

Data from CNO&TP 1912 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also [], both accessed 3 July 2006 for the history of the engine. The DeGolyer Volume 11 as imaged is missing page 14, which held the Baldwin specs for this design. Works numbers 6084-6085 in March 1882; 6144, 6153 in April; and 6219-6220 in May.

Noting that the CNO&TP was not regauged from 5 feet to the standard gauge for five years after the 55 was delivered, the Tidewater Southern historian speculates that the first engine, 55, may have been delivered on the broader gauge. Locobase confirms that the Baldwin specs show the wider gauge. Delivered as a coal-burner, this engine was later converted to oil-burning.

After more than 20 years of service bearing three engine number, 589 went to the Boca & Loyalton in California in 1905 as that railroad's #5. The B & L was incorporated in 1900 to serve the lumbering area encompassed by Truckee, Boca, Loyalton and other Sierra Valley towns. The WP bought the railroad in 1905, apparently because it would simplify supporting the Feather River Canyon construction over the next several years. In 1916, the 5 became the WP's 124.

592 was later sold to the Birmingham Southern as their #20.

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Class D/D2 (Locobase 9154)

Data from CNO&TP 1912 Locomotive Diagrams, Clinch 1943ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p. 227. Baldwin works numbers were 6862, 6867 in July 1883; 6894-6895 in August; 6947, 6959, 6964 in September; 6953, 6969 in October.

In December 1904, the Queen & Crescent Route employed Males & Company to sell the 585 to the Manistee & Grand Rapids. Gene Connelly's Baldwin production list shows that the M&GR sold the engine in November 1913 to the M&EW, which Connelly suggests was the Michigan East & West.

583 went to the scrapper in April 1913, 580-582, 584 were scrapped in December 1914.

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Class D2 / H-7 (Locobase 6110)

Data from the 1912 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 25, p. 92. Works numbers were 21217-21219 in November 1902.

The Baldwin version of the basic AGS Consolidation had more cylinder volume, slightly longer tubes and slightly larger grate, but a shallower firebox. They were delivered in a batch. Locobase's specs reflect the boiler pressure when the class was ordered; later diagreams show a lower setting of 180 psi (12.4 bar).

When the Southern Railway renumbered, these were grouped with the later group as H-7. Retirements occurred over several years - from 1924 to 1938.

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Class D3 / D5 (Locobase 12034)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 18, p.80. Works numbers were 12992 in October 1892; 13018 in November; 13633-13664 in August 1893.

Vauclain compound Consolidations that came on the road at the same time as similar Ten-wheelers described in Locobase 12033.

Some time around the turn of the Century, the class gave up their Baldwin cylinder set in favor of the Weir-Harden compound arrangement, which was said to be easily retrofitted to any locomotive. An 1893 patent application shows that valve settings involved the use of a lever that operated a rack and pinion arrangement to allow operation as a compound or simple-expansion engine. (The cylinder itself was awarded patent #490348.)

A 1900 Railway and Locomotive Engineering Report in 1901 (Vol 14, June 1901, pp.277-278) on the CNO & TP's Covington, Ky shops reported that the Weir-Harden cylinders being installed there were similar to the long-cylinder Cleveland design (which had 13" diameter valves and was 60 inches long and are described in Locobase 4087), but had shorter valves: "This valve is about 9 inches in diameter by 27 inches long and has 12 packing rings."

This installation was supplanted by a 20" x 24" simple-expansion setup and the quartet was classed D-5.

571-572 were sold in 1912 to locomotive rebuilder/reseller Birmingham Rail & Locomotive, who found a ready customer in the Gulf & Sabine River in Louisiana. The 570 was bought by the Fordyce & Princeton in Crossett, Arkansas, which logged shortleaf pine and hauled it on a relatively solid right-of-way laid with 45-lb/yard steel rail. 573 went to Chattanooga Station Company, a terminal railroad in that eastern Tennessee city.

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Class D3 / H-7 (Locobase 6111)

Data from the 1917 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 25, p. 93. Works numbers were 21645, 21665, 21669 in February 1903 and 21733 in March.

A year after producing its first batch of Consolidations for the AGS, Baldwin added four more. These locomotives had substantially larger -- namely wider -- grates; the width went from 41" (1,041 mm) to 66" (1,676 mm). Overall heating surface didn't change much at all and the AGS reduced the boiler pressure as delivered to 180 psi by 1917.

When the Southern renumbered, this quartet was grouped with the previous year's engines as class H-7. Retirements occurred over several years - from 1924 to 1938.

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Class DA (Locobase 12880)

Data from "Consolidation for the C, NO and TP," Railway and Locomotive Engineering, Volume 15 (November 1902), p.489. Works numbers were 25588-25589.

Although most of the 20" x 24" Consolidations delivered to the CNO & TP in the first couple of years of the 20th Century had deep, narrow fireboxes, a few had much wider and shallower furnaces with bigger grates. The Schenectady pair shown here had fewer tubes than the usual as well.

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Class DA-1, DA-2/G-4 (Locobase 12881)

Data from "Consolidation for the C, NO and TP," Railway and Locomotive Engineering, Volume 15 (November 1902), p.489. See also DeGolyer, Volume 25, p. 105; and CNO&TP 1912 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange . Baldwins works numbers for the 684-685 were 21513

21520 in January 1903. Alco's Rhode Island supplied 615-620 and 690-696 (works 27495-27507, also in January 1903).

As noted in Locobase 12880, amid the large numbers of narrow-firebox Consolidations delivered to the CNO&TP there were some wide-firebox engines as well. This order followed the smaller pilot pair and had as many tubes as the standard 2-8-0s, but these were 5" (127 mm) shorter. The grate was much bigger, but the firebox area as a whole was smaller.

The Baldwins were scrapped in September (6168) and November (6167) of 1927. Except for 6177 (ex-694), which went to the Danville & Western in October 1924), the others were all scrapped by the Southern. Seven went to the ferro-knacker in 1922 -1923, 6119 (ex-618) followed in December 1927, and 6179 (ex-696) went a month later in January 1928. 6171 and 6176 (ex-693 and 695) entered the early thirties before being dismantled in February 1931 and 6174 (ex-691) ended the class in February 1932.

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Class F / Hs-6 (Locobase 6094)

Data from the 1917 New Orleans & North Eastern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange.

Consolidations that were delivered with saturated boilers (Locobase 13709), this pair went to the NO&NE with the end of construction and were superheated. Sacrificing 137 small tubes for a good amount of superheat meant that combined heating surface area barely changed, which meant still more power than most such contemporaneous conversions yielded.

In the Southern renumbering, they became 6898-6899 and as such slogged along at the head of drag freights for another 33 years. Both were retired in May 1949.

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Class G (Locobase 5146)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). See also DeGolyer, Volume 16, p. 68. Works numbers were 11029 in June 1890; 11031, 11052, 11056-11059, 11064, 11068, 11070-11072, 11081 in July; and 11314-11317, 11319 in October (they were later numbered 68-72).

Identical to the Baldwins that went to the Richmond & Danville in the same year (Locobase 5145). Disposals began in the 1920s and continued one at a time into the 1940s.

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Class G (Locobase 5148)

Data from Southern Railway diagrams hosted on [] (viewed September 2002). See also Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 156-157. Works numbers were 3098-3099, 3110-3123.

Repeats of the previous year's Schenectady Consolidation (Locobase 6488), these ETV&G engines had shorter, sharply coned boilers and a few more tubes.

When absorbed by the Southern in 1894, the class consisted of 24 simple-expansion engines. Two years later, the two other locomotives finished as cross-compounds (Locobase 16645) lost their unequal cylinders and joined the others.

The class continued continued on in their secondary-line duties until scrapped one by one.

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Class G-2 (Locobase 2632)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899) and from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works numbers were 2671-2676 in June 1896.

A relatively light Consolidation, this class retired between May 1927 (200) and November 1947 (191) with most out of service by World War II.

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Class G-2 (Locobase 5137)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). B Rumary's summary of Richmond production, supplied by Allen Stanley in March 2004, showed works numbers 2371-2381 and 2391-2395.

These are the G-2s described by Prince (1965) as having been delivered by Richmond in 1895-96. In 1903, the G-2s were renumbered 179-200. A relatively light Consolidation, this class retired between May 1927 (200) and November 1947 (191) with most out of service by World War II.

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Class G-compound (Locobase 16645)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 158-159; and "Compound Locomotives on the East Tennessee, Virginia & Georgia Railroad", National Car & Locomotive Builder, Volume 22, No 3 (March 1891), p. 38, and "East Tennessee Compound Locomotives", December 1891, pp. 189-190. Works numbers were 3100-3100 in May 1890.

As part of the order for two-cylinder simple-expansion Consolidations described in Locobase 5148, Schenectady delivered two of its brand of cross-compounds. Fitted with manager Pitkin's intercepting valve, the pair went to work on the Tweetsie's freight service.

The NC&LB's editor Angus Sinclair, a fan of compounding, reported the railroad's data points, which summarized the apparent advantages in a higher trailing load (20.28 cars vs 17.78 for its simple-expansion stablemates) while burning 24.7% less coal. "The compounding principle," he quoted from the railroad's assessment, " has proved itself valuable, and it is recommended that road engine purchased in the future be of the compound type."

But neither the ETV&G nor the Southern, which took over the line in 1894, ever invested much capital in procuring rigid-wheelbase compounds. The Southern removed the cross-compound components in 1896, which added two locomotives to the other Schenectady Consolidations.

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Class H (Locobase 6482)

Data from Allen Stanley's extensive Rail Data Exchange of diagram books and locomotive summary tables. 1914 Southern Railway locomotive summary and Nov 7, 1913 diagram. Works numbers were 2675-2679.

Orginally delivered to the South Carolina & Georgia as five cross-compounds (Locobase 3288), this batch of Consolidations was simpled soon after the Southern acquired them in a merger. The resulting engines were very similar to 10 delivered in the same year as the compounds and described in Locobase 3287, but had slightly smaller cylinders,and a larger boiler.

The Southern sold the 177 in July 1924 to J A McDermott of Barbourville, Ky. 176 went to the High Point, Randleman, Ashenboro & Southern Railroad as the Artemus Jellico. 175, 174, and 178 were scrapped by the Southern in December 1927, April 1930, and April 1932

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

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Class H-1 (Locobase 5139)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). Works numbers were 2906-2913 in 1899, 3018-3019 in 1900, 3020-3042 and 3124-3133 in 1901.

Although classed and numbered below the H-2s (Locobase 5138), these appear to be follow-ons to that design.

More chaos in numbering is apparent from the Prince (1965) roster, in which the first Richmond engines were delivered in 1899 and numbered 262-269 (later 275-282). Then came the 238-239 in 1900 (later 250-251), immediately followed by 277-299 and by 400-409 in 1901. These later engines were later renumbered 290-322.

The principal changes were a slight lengthening (7"/179 mm) of the firetubes and the mounting of taller drivers. The latter alteration undoubtedly enhanced the design's ability to undertake mixed-train service and the class was built in relatively large numbers.

Baldwin chipped in 25 more of the same design (with slightly different specs) in 1901; see Locobase 11076.

Most of the class was scrapped in the 1930s, although many of the 1901 batch survived World War II.

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Class H-1 (Locobase 11076)

Data from SRY 1910 List & Description of Locomotives supplied in April 2004 and SRY 5 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 86. Works numbers were 19602-19609 in October 1901; 19685-19688, 19731, 19749-19753, 19768-19769, 19774-19778 in November.

Virtually identical to the Richmond-built H-1s (Locobase 5139), this Baldwin product had slightly less firebox heating surface and weighed more.

Most of the class was scrapped in the 1930s, although 362 ran its string beyond World War II before being dismantled in February 1949.

361 was sold to the Cumberland Railway sometime after 1905. The CR sold 361 to the brand-new Artemus-Jellicoe Railroad connecting Artemus, Ky and Jellicoe, Tenn in July 1924. The AJR scrapped the 361 in April 1937.

363 found a second career on North Carolina short-line High Point, Randleman, Asheboro & Southern.

370 was bought in October 1933 by the Mexican railroad Nacional de Tehuantepec.

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Class H-2 (Locobase 3287)

Data from "New Locomotives for the Southern Railway", Railroad Gazette, Vol XXX [30], No 9 (4 March 1898), pp. 159-161. (Some data also from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). Works numbers were 2731-2738 in 1898.

Locobase took one entry (this one) and split it into two, the other being 11071. His thinking ran as follows: The 1910 descriptions and the 1929 diagrams show only that 18 locomotives were combined as a single class with the sole difference apparently being the tender capacity. But when that data was compared to the 1898 article, there was a small difference in grate and firebox areas that would account for the disparity in heating surface. Supposing that the larger firebox would have come a year later, Locobase assigned the 1897 batch to 11071 and the 1898 batch to this entry.

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Class H-2 (Locobase 5138)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). See also DeGolyer, Volume 21, p. 201. Works numbers were 16162-16165 in August 1898.

The only H-2s not built by Richmond, these four Consolidations followed the design closely.

Like the others, three of these engines served into the mid-1930s while the 272 ran until November 1952.

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Class H-2 (Locobase 11071)

Data from SRY 1910 List & Description of Locomotives supplied in April 2004 and SRY 5 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2626-2635 in 1897. (258-261 from Baldwin probably also had the same specifications.)

This was a batch of 10 locomotives supplied to the Southern in 1897; The 248s were renumbered 253-262 in 1903. They were a good size and soldiered on into the 1930s. The first was scrapped in November 1933 and the others followed in the 1930s, except for 260 (old 247), which was retired in September 1949.

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Class H-3 (Locobase 6490)

Data from the Southern Railway locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also Prince (1965). Works #2008-2014 in October-November 1899 and 2165-2194 in October- December 1900.

Similar to the Alabama Great Southern D (Locobase 6109), this larger class had slightly larger boilers. They were delivered from Pittsburgh in two batches, a small one of seven in 1899 and the larger run in 1900. By 1910 (when diagram 22-F-35 was prepared), they'd been renumbered as shown.

The first scrappings began in 1933 (342, 346). While many H-3s were gone by World War II, a few survived into the late 1940s.

Most were scrapped by the Southern in the 1930s and 1940s. 338 went to the Atlantic & Yadkin in April 1937, keeping the same number.(The A&Y ran from Mount Airy to Sanford in North Carolina from 1900 to 1950.) It was returned to the Southern for scrapping in October 1945. 348 experienced a similar history, going to the A&Y in August 1936.

David Bott, who maintained the definitive A&Y website ([]) explains the attraction of this class for the A&Y:"This little consolidation was used on the Climax to Ramseur branch because it had a wheelbase sufficiently short for the turntable and was light enough for the weak trestles on that line."

347 was picked up by the Baltimore Shipbuilding Co in July 1935 as a switcher.

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Class H-4 (Locobase 5143)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002) and DeGolyer, Volume 31, pp. 108. (Many thanks to Chris Hohl for his 20 January 2018 email informing Locobase that the 401 had undergone a restoration and supplying the new diagram as well as supplying the tender's coal capacity) Works numbers were 32252-32253, 32282-32283, 32294, 32298, 32301, and 32312

in November 1907; 32351-32352, 32370-32371, 32386-32389, 32438-32440, 32466-32468, 32486-32487 in December; and 52548 in January 1908.

Continuing the acquisition of a standard light Consolidation design for the system, the Southern bought this set in 1907. A principal difference from the H-2 (Locobase 5138) was the use of 57" drivers. Main frames were made of vanadium steel.

The first to be scrapped went in 1933, but most worked through World War II. 385 went to the Virginia Blue Ridge in March 1947 as their #6; in May 1963, the 6 was sold to Anthony Citro for tourist operation on the Morris County Central. 380 was sold to Republic Steel in August 1947.

401's second career began in when the Alabama Asphaltic Limestone Co of Margerum, Alabama bought her, gave her a name "Southern Stone", but kept her number. How long the 401 actually ran on the AAL isn't certain, but the archly named Society for the Perpetuation of Unretired Railfans of Decatur, IL gained title in Septenber 1967. Not quite a year and half later, the SPUR sold the 401 to the Monticello & Sangamon Valley Railway Historical Society. It went into storage until October 1971.

Here the engine remained on display at the Museum. In 1995, the museum began planning a restoration to operating service for the 401. Chris Hohl's January 2018 report that the restoration had been long since completed led to the drafting of Locobase 16341.

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Class I (Locobase 2653)

Data from Prince (1965) and List and Description of Locomotives - Southern Railway System (1914) provided in April 2004 from Allen Stanley's extensive Rail Data Exchange. Pittsburgh built the first 4 in 1907 (works 44462-44465) while Baldwin built the last 4 in 1909 (works 33693-33694, 33728-33729). The Baldwins originally operated on the Georgia Southern & Florida.

These had the tallest drivers of any Consolidations on the Southern system and were unusual in their use of Walschaert radial valve gear.

They were scrapped between 1934-1938.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

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Class J (Locobase 2654)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002), where the class is described as a "wide-firebox" variety Consolidation. Also from 1914 locomotive diagram book provided in April 2004 from Allen Stanley's extensive Rail Data Exchange. Pittsburgh works numbers were 26187-26195, 26201-26206; Richmond's Alco numbers followed immediately after and were 26207-26221.

These Alco Consolidations had a long frame that ended 8 ft 2 in (2,489 mm) behind the last axle.

The first to be scrapped went in 1933, the last endured until 1950.

Prince (1965)

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

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Class J (Locobase 5140)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). Evaporative heating surface information from 1914 locomotive diagram book provided in April 2004 from Allen Stanley's extensive Rail Data Exchange. See also DeGolyer, Vol 25, p. 99. Works numbers were 21879 in March 1903; 21897, 21911, 21923, 21932-21933, 21959, 21963-21964, 21995, 22014-22016, 22043, 22055, 22064, 22073, 22084 in April; 22087, 22109, 22135, 22177, 22200, 22206, 22233 in May; 22323, 22353 in June; 22512, 22519, 22520, 22525, 22531, 22570 in July; 22637, 22667, 22688, 22728 in August; 22854 in September; 22914 in October; 23249-23250, 23266, 23280, 23317 in November; 23500-23501, 23573-23574, 23618

The 1914 diagram gives a total heating surface of 2,715 sq ft (252.2 sq m), which suggests that the direct heating surface in the original design was later augmented by 24 sq ft (2.2 sq m) of arch tubes to reach 173 sq ft (16 sq m).

The first to be scrapped went in 1933, the last endured until 1950.

Prince (1965)

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Class J-2 (Locobase 5142)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002); DeGolyer, Volume 25, p. 95; and from 1914 locomotive diagram book provided in April 2004 from Allen Stanley's extensive Rail Data Exchange. Works numbers were 21234-21235, 21260-21265, 21290, 21320 in November 1902.

Slight variation on the J class produced by Alco's Pittsburgh and Richmond Works at the same time (Locobase 2654), but with a shorter frame that gave the cab a bob-tailed look.. For some reason, the Baldwin spec's calculation of tube heating surface area falls a little short of the value in the calculation in Locobase. Later Southern lists gave the EHS as presented here, which is very close to the addition of the firebox heating surface given in the specs and Locobase's tube heating surface calculation.

The first to be scrapped went in 1933, the last endured until 1950.

Prince (1965)

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Class K - 437 tubes (Locobase 6113)

Data from the SRY List and Description of Locomotives book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange.

Alco-Pittsburgh works numbers were 28927-28951 in 1904; road numbers 637-661

Alco-Richmond works numbers were 27508, 28422-28446, 27509-27514 in 1903; 29882-29906 in 1904; road numbers ran 605-636, 697-721.

Baldwin works numbers were 23069, 23075, 23110, 23103 (road numbers 601-604); 24238-24239, 24254-24255, 24259-24261, 24278-24281 in May 1904 (road numbers 672-682); 24296, 24302, 24311, 24325, 24329-24330, 24336, 24355, 24363-24364, 24371-24375, 24401-24402, 24419-24420 in June (road numbers in two series: 683-696 and 662-666); 24434-

24435, 24453, 24484 ( (road 667-670) in July; 24530 (road 671) and 24729-24733, 24749, 24760 (road 722-728) in August.

This was the standard 2-8-0 on the Southern Railway System in the first decade of the 20th Century. Like the AGS D9 class, these CNO & TP engines had a very small firebox heating surface, although the grate area is sizable enough. These preceded the K-series engines shown in Locobase 2655, which had 34 fewer tubes and were produced beginning in 1905.

As with all of the other K Consolidations, these ranged widely and retired only gradually. Most were gone by the end of the 1930s, but a few hung on to be scrapped in 1949-1950. 722 was sold to the East Tennessee & Western North Carolina in November 1952 as their 208.

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Class K/Ks - 403 tubes (Locobase 2655)

This was one of the two main variants of by far the largest batch of Consolidations to be procured by the Southern (318) itself, the Cincinnati, New Orleans & Texas Pacific (50), Alabama Great Southern (50 K, 1 Ks), New Orleans & North-Eastern (15), and Georgia Southern & Florida (9).

In 1903 the series started with the 437-tube version; that version is outlined in Locobase 6113. In 1906, the K design featured a 3,300-sq ft heating surface in 403 tubes. The orders were filled in large batches from Alco's Richmond plant as well as substantial orders from Baldwin. Richmond's works numbers were 37620-37669 in 1905 (road #722-778) 39283-39317 in 1906.

Baldwin works numbers were 27059, 27082-27083, 27102-27103, 27118-27120 in December 1905 (road numbers 779-786).

Road numbers 822-876 were produced as work numbers 28874, 28883, 28909 in August 1906; 28923, 28938-28939, 28949, 28970, 28987-28988, 28992, 29001-29002, 29010, 29020, 29024-29025, 29071-29072, 29104, 29142-29143, 29149-29151 in September; 29185, 29204, 29228-29229, 29294-29295, 29303, 29329 in October; 29404-29405, 29493-29494, 29546-29548, 29577, 29611 in November; 29633-29634, 29661-29662, 29693, 29697-29699, 29753, 29823 in December.

Some data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). A separate diagram for engines 601-729 has slight differences in number of tubes (407) and in grate area (53 sq ft). Evaporative heating surface information from locomotive diagram book provided in April 2004 from Allen Stanley's extension collection. See also Locobase 6112-6113.

Many of the K-class engines (393 of them) received a refit in which the Universal valve chest with piston valve was bolted right onto the square slide-valve casting, the boilers received superheating, and Stephenson valve gear was replaced (in most cases by Southern valve gear). See separate database entry.

Prince (1965)

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Class K/Ks - 403 tubes - Baker (Locobase 13670)

Data from DeGolyer, Volume 35, p. 74. Baldwin works numbers were 35478-35491 in November 1910.

When the Southern bought its 1910 batch of K-class Consolidations, it specified the Baker-Pilliod outside radial valve gear. A note in the Baldwin specs suggests the relative newness of the Baker gear: "Notify Pilliod Co. in time for then to send a representative hree to inspect the workmanship of the valve gear and also to supervise the valve setting."

Main and front frames were made of vanadium cast steel. This saturated-boiler design retained the Richardson balance slide valves and the firebox was plain with no fire bricks or brick arch.

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Class Ks - 22 1/2" cylinders (Locobase 5141)

Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002), supplemented by SRY 5 - 1943 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Many of the Southern's Ks engines (393 of them) received a refit in which the Universal valve chest with piston valve was bolted right onto the square slide-valve casting, the boilers received superheating, and Stephenson valve gear was replaced (in most cases by Southern valve gear, but some examples had Baker and others Walschaert gear).

The result is shown in the specifications. The superheater area is an estimate, based on several 2-8-0s for which that dimension was already known that shared the same number and diameter of flues and the same flue length.

See also Prince (1965) and Dale Roberts/Bill Schafer in Drury (1993).

27 received very similar boiler refits, but employed different cylinder diameter/boiler pressure combinations; see Locobase 16080.

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Class Ks-1 (Locobase 6114)

Data from the 1917 - 2 Alabama Great Southern locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 33, pp. 155+. Works number was 33795 in September 1909.

This was a one-off based on the D9 /K class, but with 4" (102 mm) larger cylinders, 34 fewer small tubes, and a superheater as part of the kit.

Delivered in 1909, it was unique. In the 1917 diagram, the working pressure shown in the specs is precisely recorded as 162 psi. The Baldwin was a smokebox superheater that infused steam with only a slight boost in temperature.

Sometime before 1924, cylinder diameter was reduced to 24" (610 mm) while boiler pressure rose to 190 psi. Some of the earlier D9s were rebuilt to the same standard, according to the 1924 Southern chart, which also gives the heating surface as 2,325 sq ft.

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Class Ks-1/Ks-2 (Locobase 16080)

Data from SRY 5 -1943 Locomotive Diagrams book supplied in March 2005 by Allen Stanley from his extensive Rail Data Exchange.

In addition to the NO&NE Consolidations described in Locobase 6097, the Southern converted seventeen of its 22 1/2" Ks-class 2-8-0s (Locobase 5141) to the same standard. The makeover traded a 25 psi reduction in boiler pressure in favor of an increase of two inches in cylinder diameter. Firebox heating surface area included 25 sq ft of arch tubes.

Eleven of the seventeen had Southern valve gear: 624, 630, 685, 712, 719, 722, 769, 786, 848, 862, and 872.

Six used Walschaert gear: 580, 639, 670, 804, 857, and 861.

Another ten used similar boilers but in an more extreme exchange, swapped another 20 psi in favor of another inch of cylinder diameter. Nine had Southern gear: 573, 586, 695, 698, 711, 725, 735, 781, and 835. The lone Walschaert engine was 651.

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Class Ks-3 (Locobase 410)

Data from Southern Railway 5 - 1929 supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 66903-66912.

Served coal mines north of Knoxville, Tenn. Equipped with Elesco injectors, feedwater heaters and mechanical stokers. Firebox heating surface included 26 sq ft (2.42 sq m) of arch tubes. The piston valves measured 12" (305 mm) in diameter with 7 1/2" (191 mm) travel.

Blessed with lots of available steam, these were the heaviest Consolidations in Southern service and served the coal lines well until the 1950s. Four were sold to the Interstate Railroad (25-28) on 17 July 1952.

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Class Ks-4 (Locobase 6097)

Data from the 1927 New Orleans & North Eastern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 66913-66917.

Firebox heating surface included 25 sq ft (2.32 sq m) of arch tubes. The superheat surface area is estimated based on the very similar KCS E-3 Pacific of virtually identical dimensions (see Locobase 5093).

All of the class were retired in the last few years of steam on the NO&NE. The 6923 went to the scrapper in February 1949 followed by 6922 in November 1951. The rest left in July 1952 (6926) and December (6924-6925).