Class 015 (Locobase 13743)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 39, p. 182. Works number was 37063 in October 1910.

A ruling grade of 4 1/2% and curve radii down to 75 metres (15 deg) may have been a bit too much for the Baldwin that rolled onto the CC Rwy tracks in 1900 (Locobase 12443). So their next Baldwin Consolidation was a bit bigger and more powerful. Underlined in the specs was this demand: "Particular attention to be given to boiler design, boiler work, setting of tubes, &c."

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Class 018 (Locobase 15017)

Data from Roy V Wright (Ed.) 1922 Locomotive Cyclopedia of American Practice, Sixth Edition (New York: Simmons-Boardman Publishing Company, 1922), p. 1010. Works number was 58746 in November 1919.

Small narrow-gauge, outside-frame Consolidation that would later be sold to the Mercedita Sugar Company. After the 1959 Revolucion and expropriation, the mill would be renamed for Augusto Cesar Sandino and the 018 renumbered 1404.

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Class 02 (Locobase 12443)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 128. Works number was 18387 in November 1900.

This single Consolidation was on the small side as 3-foot-gauge 2-8-0s went. The CCRwy's requirements posed some challenges including a ruling grade of 4 1/2% and curve radii down to 75 metres (15 deg).

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Class 07 (Locobase 13746)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 54, p. 150. Works number was 42690 in December 1915.

This sugar-planter Consolidation later was sold to the Mercedita Sugar Company. Mercedita was renamed for Augusto Cesar Sandino after the 1959 Revolucion and nationalization and the 07 was renumbered 1382. It was known to still exist in 1995.

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Class 1 (Locobase 14797)

Data from DeGolyer, Vol 63, pp. 381+. Works number was 53726 in September 1920.

This oil-burning plantation Consolidation must have been the first standard-gauge engine to run on the CC.

After the 1959 Revolucion, the CC was renamed as Central Ciudad Caracas. The 1 was still in "existence" in 1995.

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Class 101 (Locobase 10979)

Data from Record of Recent Construction #64 (Baldwin Locomotive Works, 1908), p. 14-15; DeGolyer, Volume 28, p. 68; Volume 29, p. 148 and Volume 30, p.200. Works numbers were 26103, 26119 in July 1905; 26159 in August; 29616-29617 in November 1906; 33993 in November 1909; 35324-35326 in October 1910.

Supplied by Baldwin during the period it was delivering the 4-6-0s shown in Locobase 10981, these Consolidations had the same cylinder volume and a Belpaire boiler. Their drivers were smaller, of course, and they put more weight on them. The firebox sat inside the frame and was longer, so the grate was larger, but the firebox heating surface smaller.

In the 1910 specs, the railroad emphasized that the cab was to be roomy and comfortable with the clerestory roof raised 10 inches "...to allow men ample head room." And the roof was to extend two feet over the tender, most likely to shield the fireman from heat and rain. The two windows per cab side opened on hinges and were covered with "strong teak louvres". All were concessions to the tropical heat and probably welcome.

More fundamental adjustments concerned driving spring rigging. Supplement #40 reported "the equalizing beams and fulcrums as designed for the previous engines of this type have not given satisfactory wear." Recommendations included increasing the width of side checks on the fulcrum to increase the wearing surface on the fulcrum pin. Equalizing beams should present "ample bearing surfaces" and the spring rigging's wearing surfaces should have steel bushings.

Meanwhile, supplement #41 noted that the heel of the equalizing beam "where resting on the axle box top, also wears rapidly and tends to become unshipped from its seat and work inside axle box oil recess." The company suggested that the "axle box seat be made with a lip on the inside to prevent this lateral movement."

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Class 14 (Locobase 15349)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 78, p. 28+. Works numbers were 58645-58646 in September 1925.

This particular Baldwin oil-burning plantation Consolidation design might as well have been called the Central Caracas. Certainly the Cuban sugar central was a loyal customer over a long period. The first had arrived in 1894 (Locobase 12128), the second and third only slightly different in 1911-1912 (Locobase 13725), and this third pair, also numbered 14 & 15.

Changes were more evident in this update as the tender grew considerably, boiler pressure increased by 20%, both adhesion and engine weights grew, and the valves were now actuated by outside constant-lead radial valve gear. A note in the specifications advises "Increased boiler pressure to 180 pounds will necessitate slightly increased frame section , rods, pins and main axle. Main axle to be 6" x 6" instead of 5 1/2" x 6""

14's history may have been confined to serving the CC. The 15, however, was sold to the Central Andrieta. After the 1959 Revolucion and expropriation the CA was renamed Central Mal Tiempo and the 15 renumbered 1238.

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Class 3 (Locobase 14794)

Data from DeGolyer, Vol 63, pp. 374+. Works number was 53884 in October 1920 and 57021

Originally ordered by the Central Cabaiguan in 1920, this oil-burning plantation Consolidation was sold two years later by the West India Sugar Finance Company. The WISFC assigned it to the Central Cupey.

Its later career included operations on the Central Altos Cedro and the Central Maceo. When the latter was nationalized after the 1959 Revolucion, the 3 was renumbered 1681.

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Class 3 (Locobase 14893)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 64, pp. 230. Works numbers were 53633 and 53654 in September 1920.

A set of oil-burning plantation Consolidations, this pair served a sugar central at Encrucijada in Santa Clara Province. The specification required that "Details to be arranged so that Loco. can be readily changed to burn coal fuel. Holes for grate work to be drilled in frame so that railway company may apply rigging when engine is changed for burning coal."

The 3 and 4 were sold to the Garcia Beltran Company before 1932 and were rebuilt it to the 3-foot gauge. The 3 was later sold it to the Central San Jose. After the 1959 Revolucion and nationalization, the CSJ was renamed "Central Hermanos Ameijeiras" and the 3 renumbered to 1323.

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Class 35 (Locobase 13745)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 54, p. 150. See also Oscar Zanetti Lecuona, Alejandro Garcfa Alvarez, Sugar & railroads: a Cuban history, 1837-1959 (U of North Carolina Press, 1998 (translation)). Works numbers were 44285-44286 in October 1916.

Sugar plantations often bought a design off the rack and the smallest-gauge portion of the CC Rwy found this Ten-wheeler in the catalogue. One custom detail concerned the placement of the tank on the tender frame: "Tank to be moved back on frame to make more room for the fireman."

Both were later sold to the Central Caracas (of Cuba) and the 36 continued on to serve the Central Soledad.

The opening of the eastern provinces to sugar during this period, by the way, elicits this sardonic comment from Zanetti and Garcia, who said (p. 231) that the FC Central "...brought civilization to the eastern regions of Cuba--only, in this case, 'civilization' took the form of a gigantic imperialist plantation."

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Class 4 (Locobase 14429)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 54, pp.141+ and Vol 64, pp. 240. Works number was 45829 in June 1917 and 54485 in January 1921.

Plantation Consolidation ordered for the CF, which operated 27 km (16.8 miles) of sugar road in Orient. Three and a half years later, the CF ordered a duplicate that differed in two relatively minor ways: the engine's adhesion weight had risen to 43,600 lb (19,777 kg), but the truck's weight dropped such that total engine weight came to 47,700 lb (21,636 kg). The tender's water capacity also increased by 100 US gallons (388 litres). Empty weight registered 12,500 lb (5,670 kg) and loaded weight rose to 28,500 lb (12,927 kg).

The system was laid down at the turn into the 20th Century and remained in operation until 1941.

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Class 4 (Locobase 14914)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 64, pp. 325. Works number was 54251 in January 1921.

This plantation Consolidation was originally ordered for the lightly built Central Alquizar, which had 25 lb/yard (12.5 kg/metre) rail, tight curve radii of 112 ft (34.1 metres), and grades of 0.5%. The order was redirected to the Central Caracas before delivery.

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Class 4 (Locobase 14932)

Data from DeGolyer, Volume 64 pp. 413+. Works number was 57021 in September 1923.

Locobase 14794 shows an identical plantation Consolidation oil-burner that was sold to the Central Cupey by December 1923, three years after delivery. A notable difference between the two was the 4's larger tender. As with many plantation oil burners, the 4's specification states that the details were to be "arranged so locos can be readily changed to burn coal fuel."

The 4 would later be sold to the Central Altos Cedro, presumably at the same time as the 3.

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Class 5 (Locobase 14798)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 63, p. 383. Works number was 53657 in September 1920.

One of the larger types of plantation Consolidations, this oil-burner served a Central constructed in Camaguey Province.

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Class 6 (Locobase 14826)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 64, p. 56 and p. 135 and Vol 78, pp. 32+. Works numbers were 54021 in November 1920 and 54225 in December. A third one built to the same design was works number 58781 in October 1925.

Both oil-burning plantation Consolidations were built at around the same time but came by different routes to this mill. The 6 (to be renumbered 8) was ordered in May 1920. The 7 originally was one of a pair ordered by the Central Mascota in June 1920. For whatever reason, both Mascotas were resold to other buyers.

The Central CTspedes sold the 7 to Central Soledad, which was renamed for Julio Reyes Cairo after the 1959 Revolucion and expropriation. At that point, the 7 was renumbered 1646.

Gene Connelly's Baldwin production list does not record what became of 8.

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Class 8 (Locobase 15246)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 72, pp. 4+. Works number was 57403 in October 1923.

This oil-burning plantation Consolidation was originally built by Baldwin to carry as stock in the reasonable expectation that it would soon find a home. And it did--the CC bought the engine within months of its production, thus adding to the large number of Cuban sugar centrals that operated this particular standard-gauge design. Like many other sugar-cane oil burners, this engine was to be able to be "readily changed to burn coal."

After the 1959 Revolucion and expropriation, the CC was renamed for Luis Arcos Bergnes and the 8 was renumbered 1622.

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Class Chenonceau (Locobase 12128)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 19, p. 156. See also Humphrey J Kiely, "Notes on the Sugar Industry in Cuba," Scientific American (18 February 1893), pp. 104-105. Works number was 14123 in September 1894.

At the time this little Consolidation was ordered, the Central Caracas was being described as "probably the finest estate" on the island, also known as the "Pearl of the Antilles". Kiely touted the investment opportunities that awaited the savvy American manufacturer of up-to-date sugar-processing machinery. His report contains no mention of Spain's position as colonial master nor of the revolutionary fervor that soon would lead to revolt, a US invasion, and the reorientation of a "free" Cuba as a quasi-colony of the United States.

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Class Nathalie (Locobase 12051)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 18, p. 105. Works numbers were 13135-13136 in January 1893.

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Class Silvia (Locobase 13502)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 33, p. 13. Works numbers were 34048 in November 1909 and 34150 in January 1910.

Silvia's older sister Teresa (Locobase 11513) had arrived on the Central Caracas sugar road in 1904 and been assigned number 11. When the CC went back to Baldwin for the next little Consolidation, broker Emilio Terry chose a somewhat larger boiler that was already in service on the Central Andreita (Locobase 12832). Except for a few tweaks, most notably more adhesion weight, the two engines were essentially identical. Silvia's batch mate L. Falla Gutierrez arrived 2 months later in 1910.

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Class Teresa (Locobase 13725)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 36, p. 192 and Vol 44, p. 308. Works numbers were 35459 in October 1910 and 38663 in November 1912.

Some 15 years and 20,000+ builders numbers after its purchase of a small, skinny-gauge Consolidation from Baldwin (Locobase 12128), the Central Caracas returned for a second engine. Other than a small increase in boiler pressure, the biggest difference was in the 14's weight gain of over 3 tons. (Locobase has noticed that repeated designs of almost any vehicle or ship seem to gain weight.) Two years later, the 15 repeated most of the particulars, but added 4,000 lb (1814 kg) to the adhesion weight and 2,000 lb (907 kg) to total engine weight.

Some time later, the Teresa went to the Central Soledad. The unnamed 15 apparently remained with the FC de Caracas.

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Class Theresa (Locobase 11513)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 26, p. 204. See also the US War Department, Military Notes on Cuba (Washington: Government Printing Office, 1909), p. 78. Works number was 23586 in January 1904.

This sugar-cane railway also was known as the Ciudad Caracas. Located near Santa Isabel de las Lajas, by 1909 the CC boasted 111 narrow-gauge miles, 12 locomotives, 4 passenger cars, 300 cane cars and 150 small iron cane cars.

The little Consolidation was coal-fired.

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Class Tomas Terry (Locobase 11527)

Data from Baldwin Locomotive Works Specification for Engines, 1903, as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 167. Works number 23282 in November 1903.

Of the two Consolidations built by Baldwin for the FC de Caracas in 1903, this was much the bigger. Perhaps it was too big for such a modest railroad as it was soon sent along to the Central Andreita and later was sold to the Mal Tiempo(located north of Cienfuegos in the center of the island) as their 1322.