Class G-0-18 (Locobase 6860)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

For some reason (likely because it came from a predecessor road), this single locomotive had its own class. It was bigger than the other NC & St L Ten-wheelers and carried its wider grate over the rear axles instead of between them.

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Class G-0-21 (Locobase 6861)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This was a repeat of the one-off 1891 Ten-wheeler from Rogers (Locobase 6860), but with more cylinder volume, higher boiler pressure, and a slightly larger grate. Other than having a somewhat generous direct heating surface, this was a middle-of-the-pack 4-6-0 of the late 1890s.

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Class G-2-18 (Locobase 6856)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Numerous Rogers Ten-wheelers for the Dixie Line that shared their deep, narrow firebox with the D-4 4-4-0s that came from the same builder at the same time. The G-2s' low drivers suggest freight applications while the unequal spacing of their drivers and the dome positioned over the firebox places them firmly in their era.

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Class G-3-18 (Locobase 6857)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Contemporaneous with the Rogers G-2s (Locobase 6857), these Ten-wheelers had larger grates and boilers and a longer driving wheelbase.

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Class G-4-20 (Locobase 6858)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Ed Brock for his 11 August 2020 comment concerning the 965 quoted below, which led Locobase to construct the ownership daisy chain that follows the quote.) Works numbers were 962-965 in April 1888.

Pittsburgh's Ten-wheeler contribution to the Dixie Line had a smaller boiler than that of the more numerous Rogers G-2 of the same year (Locobase 6856), but a larger grate and more firebox heating surface. Indeed, compared to other 4-6-0s of the same period (1884-1889), the G-4s had among the most generous amounts of firebox heating surface.

Ed Brock provided the following personal glimpse into a locomotive's career. "My grandfather drove No. 965 from about 1922 until 1939 for the Nashville & Atlantic Railroad Co. of Campaign Tn For Rocky River Coal and Lumber Co."

The quartet proved to be a long-lived lot for several owners. The four were relettered for the Paducah, Tennessee and Alabama when it merged with the TM in November 1892. Most likely victims of the Panic of 1893, both roads went into receivership from 1 November 1893 to 14 December 1895, at which point they were sold at foreclosure to the All four locomotives were taken into the Nashville, Chattanooga & St Louis in 1896, who renumbered them 304-307. They were renumbered again iin 1915, taking 204-207.

All four ended their days in Tennessee, all served for at least 35 years, but none of them in the same place. 206 (ex-306, ex-203) finished its days on the NC&Stl as a scrapping victim in January 1926.) The other three were sold in 1923 to locomotive rebuilder/reseller Georgia Car & Locomotive. The GC&L assigned stock numbers 490, 488, and 495. The first to find a new home was 205, which was shipped on 24 June 1923 to the Oneida, Tenn as "Tennessee #21".

207 went next in July to the Nashville & Atlantic as 965. As Ed Brock noted, this engine steamed for more than 50 years until the N&A closed in 1939.

204 lingered in the stock pile the longest before being "shipped under steam" to Knoxville, Tenn lettered for the Knoxville & Carolina. The K&C was renamed the Smoky Mountain Railroad in 1926.

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Class G-5-19 (Locobase 6859)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Richard E Prince, Nashville, Chattanooga, and St Louis Railway (1967, reprinted 2001 by Indiana University Press), p. 87. Rogers works numbers 3809, 4434, 4444-4445, 4450.

The Dixie Line's listing shows the first four as built in 1902 and the last in 1907 and constructed by Baldwin. Prince's table offers the information shown in the specifications, which Locobase accepts as being much more in line with the class's data. The locomotives are described as "rebuilt", which may explain the NC & St L notations.

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Class G-6B-28 (Locobase 6705)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like the G7s, these G6s were delivered by Baldwin in 1901 as simple expansion (works numbers were 19692-19696 in November 1901.)

Like the G8s, however, they had the larger diameter pistons and proved amenable to superheating. These weren't big Ten-wheelers, but they found work for more than 40 years before retiring in the late 1940s.

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Class G-7-2 (Locobase 6704)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Rogers Locomotive for the N C & St L", Railway and Locomotive Engineering, Volume (April 1904), p. 150. (Thanks to Chris Hohl for his 2 May 2018 email noting the original cylinder diameter., boiler pressure, fuel capacity, and firebox area ) Works numbers were 6093-6096 in December 1903.

These were simple-expansion locomotives from the start (unlike the Baldwins (Locobase 119) that operated on the line at around the same time. The specifications show the original adhesion and engine weights, which later increased to 124,000 lb (56,245 kg) and 161,000 lb (73,028 kg), respectively. Later installation of 18.77 sq ft (1.74 sq m) of arch tubes raised firebox heating surface area to 187.77 sq ft (17.45 sq m). Boiler pressure setting was lowered slightly to 190 psi (13.1 bar).

Relatively modest in power, this class served the NC & StL for about 30 years.

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Class G-8A-32 (Locobase 119)

Data from NC& StL 1 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error .)

This class designation reflects the conversion of these seven Ten-Wheelers from the four-cylinder compounds they were when delivered to a simple-expansion locomotive. The result was an engine considerably more powerful than the earlier G6-24 (five Baldwins in 1902), and G7-25 (four Rogers in 1904).

Locobase has found that at least four of the engines were superheated while retaining their 16"(406 mm) HP and 27" (686 mm) LP balanced-compound arrangement (Locobase 16153). But whether compound or simple, the superheater modification apparently included a new boiler because the firetubes had smaller diameters than the original set as well as being fewer in number to make room for the superheater flues. The change seems to have allowed for a higher total of evaporative heating surface than was typical of such changes.

The G6 and G8 classes left service in 1947-1949; the G7s were retired in 1936.

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Class G6 (Locobase 15922)

Data from DeGolyer, Volume 24, p.79. Works numbers were 19692-19696 in November 1901.

Like the G7s, these G6s were delivered by Baldwin in 1901 as simple expansion engines (as opposed to the four-cylinder compounds found in some other classes.)

Being of handy size for local passenger hauling, they lent themselves to modifications including the installation of superheaters. See Locobase 6705.

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Class G7A-28 (Locobase 16353)

Data from NC& StL 9 - 1925 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for his 2 May 2018 email noting the absence of the G7 class's superheated variant. )

Locobase 6704 shows the original saturated-boiler G7 class of mixed-traffic Ten-wheelers. When they were superheated, they took the superheater installation applied to the G6A (Locobase ) and fitted to a smaller boiler and grate. Thirteen-inch (330 mm) piston valves actuated by Walschaert gear supplied the hotter steam to larger cylinders, while boiler pressure was dialed back to 175 psi. 18 sq ft (1.67 sq m) arch tubes contributed to the relatively high firebox heating surface area.

It was a serviceable conversion and added at least a decade to its operational life. But the design was smaller than either the G6A or G8A conversions. The NC&StL sold all four en bloc to recycler Hyman Michaels Company on 24 July 1936.

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Class G8 (Locobase 10811)

Data from "Nashville, Chattanooga & St Louis Ten-Wheeler," Railway Master Mechanic, Vol XXX, # 2 (February 1906), pp. 54. See also DeGolyer, Volume 28, p. 60, Volume 29, pp. 80 and 310; and "Balanced Compound, NC & St L," Railway and Locomotive Engineering, Volume 19, No 4 (April 1906), p. 149-150. Works numbers were 27000, 27085, 27178 in December 1905; 28561 in July 1906; 33035-33037 in November 1908.

Locobase is a little surprised that the NC&StL was still buying balanced compounds as late as 1908. Passenger engines suited for the railroad's hilly profile, this class had moderate power. An illustration in the RLE report shows the four cylinders arranged side-by-side "with their centers in the same horizontal plane. l Each of the two 15" (381 mm) piston valves mounted above the cylinders served a set of HP and LP cylinders. Short connecting rods drove the front axle. Because, therefore, the front axle had cranks, the valve eccentrics were mounted on the second axle.

RLE choice to visualize the total evaporative heating surface area as equivalent to a square 52 feet (15.85 m) to a side.

These were converted to simple-expansion locomotives or superheated or both; see Locobase 119.

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Class G8A-29 (Locobase 16153)

Data from NC&StL 9 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Considering the usually quick conversion of compounds to simple-expansion engines on North American railroads, the NC&StL's superheater installation in four of its 1908 four-cylinder compounds (Locobase 10811) stands out in its unusual history.

By 1930, all of the engines had been converted to simple-expansion locomotives; see Locobase 119.

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Class K1 (Locobase 13499)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 33, pp. 9+. Works numbers were 33972-33973 in October 1909 and 33984-33985 November.

This quartet provides an interesting view of early 20th-Century trends in express passenger locomotives. The 290s were delivered as Ten-wheelers with Baldwin smokebox superheaters. But according to Drury (`1993), the engines were poor steamers.

The NC & St L returned them to Baldwin, which abandoned both the wheel arrangement and the Baldwin superheater in favor of the a much larger boiler and grate of a true Pacific.

For the result of the 1912 conversion, see Locobase 13500.