Class 1326 (Locobase 7918)

Data from the CofGA 1905 and CofGA 4 -1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase notes that when this class was profiled in the 1927 diagrams, the firebox had gained 17.85 sq ft of arch tubes, which increased the total evaporative heating surface to 1,661 sq ft.

Class 1340 (Locobase 7903)

Data from the CofGA 1905 and CofGA 4 -1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Like Locobase 7901, which in fact followed this class, this locomotive offers only the visual evidence from the diagrams.

Class 1366 (Locobase 7919)

Data from the CofGA 1905 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase notes the boiler profile of this locomotive -- swollen back half with steam dome right over the firebox's forward sheet and the 2nd driving axle dramatically shrinking in size over the front truck. It's a relatively older design. But the weight distribution on the 3 axles is decidedly unbalanced. The leading axle bore 25,850 lb, the middle axle 37,150 lb, and the rear axle 19,150 lb. So the middle axle probably carried the eccentrics for the inside valve gear as well as the steam dome and perhaps a significant percentage of the firebox.

Class 1367 (Locobase 7920)

Data from the CofGA 1905 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Although the profile is similar to that of the Manchester engine described in Locobase 7919, this engine was of later vintage.

Class 1385 (Locobase 7902)

Data from the CofGA 1905 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This engine differs from the 1356 class shown in Locobase 7901 in having the firebox ride above the rear two axles rather than between them.

Class T (Locobase 7901)

Data from the CofGA 1905 and CofGA 4 -1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works #11090-11092,11094-11096, 11098-

11101, 11103-11104, 11106-11107.

The locomotive's profile has the swollen boiler around the firebox compared to the slender first course. A large steam dome perched over the second driving axle ahead of the firebox. Compared to Locobase 7903, which apparently preceded these engines, the 1356s were a bit larger and heavier.

They were delivered to the Savannah & Western as 700-704 and to the "Central Railroad & Banking Company" as 300-307. Most stayed with the Central of Georgia until they were scrapped, but 232 went to the Talbotton Railroad where it ran until January 1953 and the 1362 was sold to the Wrightsville & Tennille and the 307 ended up on the Utah Central.

Class T / 1397 (Locobase 7930)

Data from the CofGA 12 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Firebox heating surface included 30 sq ft of arch tubes.

High-pitched boiler and sloping firebox over the rear drivers mark this design as turn-of-the-century. This trio was identical to the 1902s (Locobase 7931) except for the cylinder dimensions and smaller driver diameter. . The three engines remained in service with the C of Ga until 1934.

Class T / 1600 (Locobase 7931)

Data from the CofGA 12 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Firebox heating surface included 30 sq ft of arch tubes.

These were the only pure passenger Ten-wheelers bought by the Central of Georgia, which soon adopted the 4-6-2 layout. They still had relatively narrow fireboxes, but the boiler rode higher and the forward part of the grate was sloped. Also, the boiler grew and the result was a heftier profile. The 1927 diagram book shows the 405 with a substantially altered firebox in which arch tubes were cut to one (for 13.8 sq ft) in favor of a thermic syphon which added 28.5 sq ft to the firebox heating surface, which now amounted to 207.3 sq ft. For some reason, the boiler lost two firetubes as well. 407 had its cylinder diameter cut by 2" to 19".

Three were later superheated; see Locobase 7932.

Class T / 406 (Locobase 7932)

Data from the CofGA 12 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Firebox heating surface included 30 sq ft of arch tubes.

When the C of Ga modified their Ten-wheelers to accept superheaters, the alterations proved more extensive than most such makeovers. As with many of these engines, the adoption of superheat meant a substantial reduction in firetubes. In this case 119 were removed in favor of 21 flues for the Type A superheater. Cylinder size was reduced by an inch and boiler pressure dropped by 10 psi (in 403, it was reduced to 185 psi). Slide valves were replaced by 12" piston valves which were now actuated by Walschaert radial valve gear. In addition, the engines gained almost 5 tons of adhesion weight (9,400 lb) and 6 1/2 tons of engine weight overall.