Class 110 (Locobase 7104)

Data from CofG 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 18, pp. 198. Works number was 13387 in April 1893.

A single Baldwin Consolidation with a low-pressure boiler that was a bit bigger than the design of 1887 that added up to a nine-locomotive class (see Locobase 7103). The firebox heating surface included 22.5 sq ft of arch tubes.

The 17-mile-long C & D connected those two Georgia towns at a leisurely rate. Its 1893 passenger timetable allowed 1 1/2 hours to complete a one-way journey. The C & D had an excuse, at least in the Chickamauga-Durham direction, as it spent much of its time scaling Lookout Mountain, the eminence made famous by the 1863 battle waged there that helped the Union break the Confederate Army's hold on Chattanooga. Freight service consisted primarily of coal movement from the mines at the top, a task for which this 2-8-0 was well-suited.

Completed in 1892, the C & D was foreclosed upon only 2 years later. A reorganization retained its letters, but not its name, as the railroad was transformed into the Chattanooga & Durham. This C & D was sold to the Chattanooga, Rome & Southern Railway in 1900 and that railway was bought by the Central of Georgia in 1901.

The Durham branch would remain in use until 1951.

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Class 511 (Locobase 7103)

Data from CofG 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Vol 14, p. 8. Works numbers were 8810-8811, 8813, 8819, 8821, 8853-8854, 8857-8858, 8861 in October 1887.

Except for being relatively heavy on the drivers, these were typical North American Consolidations of the time. The firebox heating surface included 28.78 sq ft of arch tubes. Five had the 18" x 24" cylinders and 180-psi boilers shown in the specs. Four others had 20" x 24" (508 mm x 610 mm) cylinders and lower BP: 102 pressed to 150 psi; 103, 105, and 109 had 145-psi settings.

The C & W was a predecessor of the Central of Georgia. A year after these locomotives were purchased, the C & W became the Savannah & Western. Four years after that in 1892, the S & W was rolled into the Central of Georgia and these engines were renumbered 1001-1009. There they stayed for almost 40 years, acquiring their last number series in 1925.

Most were retired in the late 1920s. 1106 was sold to the Wrightsville & Tennille in November 1923, 100 was sold to the Ashland Railway in December 1928 with 107 following in September 1929, 105 and 108 went to the Keysville Lumber Company in June 1929.

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Class C-1 (Locobase 7106)

Data from the CofGA 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Firebox heating surface that included 25.15 sq ft of arch tubes. Works numbers were 2715-2719 in 1901, 26182-26186 in 1902, 28730-28741 in 1903.

These Consolidations were purchased for the Columbus (Ga)-Birmingham freight service. As Locobase 7107 shows, the design went through several revisions. Some were fitted with a combustion chamber that shortened the boiler tubes (but led to many more in the barrel).

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Class C-1 - cc (Locobase 7107)

Data from the CofGA 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Firebox heating surface that included 25.15 sq ft of arch tubes.

As the Cooke 2-8-0s went through modifications and upgrades, nine were fitted with a new boiler that had more tubes of shorter length and a much wider firebox (84"/2,134 mm vs the original design's 39"/991 mm). The combustion chamber contributed 67.4 sq ft (6.26 sq m) to the direct heating surface.

Locobase 7108 shows another variant.

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Class C-1 - wfb (Locobase 7108)

Data from the CofGA 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Firebox heating surface that included 25.15 sq ft of arch tubes.

Another variation of the Cooke-built Consolidations that arrived on the C of Ga had a boiler that was wider than the majority's 39" (it spanned 71 1/4"), but slightly shorter. The tubes were the same length as the original, but were a few more in number.

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Class C-2 (Locobase 7109)

Data from the CofGA 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 27, p. 79. Firebox heating surface that included 25.15 sq ft of arch tubes. Works numbers were:

1904

June 24392-24396, 24399, 24412-24414

July 24445, 24462

August 24620-24621, 24639-24640

September 24648-24649, 24666-24667, 24676-24677, 24685-24688, 24692, 24698-24700, 24719, 24740.

1905

January 25024-25025, 25038-25039

February 25053-25055, 25065, 25105-25106, 25122-25123, 25194-25195

March 25213

These Baldwins were procured specifically to haul fast and light freight trains and were used throughout the system. They used the wide firebox that had been fitted to some of the earlier Cooke engines. Like the Cookes, it appears that the combustion chamber was created by putting a low wall in an otherwise long firebox. The resulting space forward of the wall contributed 55 sq ft to the direct heating surface. The number of tubes was later reduced to 238.

Some were significantly reconfigured when superheated; see Locobase 7110.

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Class C-2s (Locobase 7110)

Data from the CofGA 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Firebox heating surface that included 25.15 sq ft of arch tubes.

When the C-2s (Locobase 7109) were superheated, the redesign replaced the firebox with a narrower version that had no combustion chamber but that did offer 29 sq ft (2.69 sq m) of arch tubes to contribute to the firebox heating surface.

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Class C-3 (Locobase 4048)

Profiled in a 1907 Baldwin catalogue excerpt from [] . See also DeGolyer, Volume 29, p. 215+ and Volume 30, p. 88+. Works numbers were 29263-29264, 29283-29285, 29297, 29308-29309, 29322-29323, 29352, 29364 in October 1906; 29386, 29423, 29506 in November; 32013-3201, 32054-32055, 32066-32067 in October 1907; and 32131, 32177 in November.

(The table in "Passenger and Freight Locomotives - Central of Georgia Railway," American Engineer and Railroad Journal, Vol 81, No (January 1907), pp. 31-33, shows 2,309 sq ft including 146 sq ft of firebox heating surface. Some of the difference lies in a difference in how the tubes were measured and in the likely addition of arch tubes later on. The illustration shows a high-pitched boiler, rounded dome, and slide valves.)

Baldwin's specification featured a long, handwritten (and quite legible) commentary on various components. Among the comments was "Particular attention given to crown stays. On last engines bolts leaked. Cast steel wedge and box on deck of eng. Present cast iron ones give trouble." Piston rings, connecting rod bushings, etc. each earned a modification.

Apparently, 1224 was completed with 22" x 28" cylinders.

Data from the CofGA 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange shows a firebox heating surface that included 25.15 sq ft of arch tubes.

Drury (1993) shows that these light Consolidations were accompanied by 25 heavier 2-8-0s (C-4) delivered by Baldwin in the same years; see Locobase 13055.

Both sets served for decades with the first retirements coming in 1935 and continuing until 1953.

[Locobase originally drafted the following based on a Nacional de Mexico diagram book. He didn't connect the two locomotives with this CofGa glass. But there's a good deal of local color in it, so he now includes it with this entry:

"When Locobase first wrote this entry, he didn't know what corporate entity took delivery of this pair of Consolidations in 1906. The current-day Mississippi Export shortline site has a good summary of all the different identies assumed at one point or another by this Moss Point-based railroad. ([], last accessed 24 August 2008). It was known variously as

The Moss Point & Pascagoula Railroad (1894) - four miles from Moss Point to Pascagoula.

The W. Denny Log Road (1902)

The Pascagoula & Northern Railroad: "Peanut Route" (1906-1912)

The Pascagoula-Moss Point Northern Railroad: "Poor Man's Perfect Nuisance" (1912-1914)

The Alabama & Mississippi Railroad: "Agony and Misery" (1914-1922)

The locomotives had varied histories, too. Both went to the Atlanta & St Andrews Bay in 1936 as 200-201. 200 was later sold to Marine Junk for scrap. 201 was sold to the Gainesville Midland, which in turn sold it to Georgia Car & Locomotive, which sold it to the Nacional de Mexico as their lone G-21. ]

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Class C-3s (Locobase 7105)

Data from the CofGA 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Firebox heating surface that included 25.15 sq ft of arch tubes.

This entry represents the C-3 Consolidations (Locobase 4048 for the original data) that were later superheated as shown. They gave up a considerable amount of evaporative heating surface for the 24 flues. Another change was the substitution of 8" (203 mm) piston valves for the slide valves that had originally distributed the steam. One - 204 - later had one arch tube removed and 38 sq ft (3.53 sq m) of thermic syphons added, which increased the firebox heating surface to 191.5 sq ft (17.79 sq m).

Clearly the design -- relatively small, but superheated and thus recently rebuilt -- filled a niche on lightly built railroads as several other railroads extended the careers of many of these engines.

The earliest of these was the Atlanta & St Andrews Bay, which bought the 209 in October 1930, and the 211-212 a year later in October 1931. They were numbered 200, 202, and 201, respectively. 200 and 201 were sold in 1936 to Mississippi Export, a 42-mile short line between Evanston and Pascagoula. See below.

The Gainesville Midland stocked its motive power roster with:

CofGa number GM number Date of sale to GM

201 119 194603

214 112 193606

215 116 194300

217 111 193512

218 118 194503

219 110 193512

220 113

The Wrightsville & Tennille received 6, all after World War II:

CofGa and W & T number Date of sale to W&T

200 195001

203 195105

208 194803

213 194810

221 195208

223 195208

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Class C-4 (Locobase 13055)

Data from the CofGA 12 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 29, pp. 217 and Volume 30, pp. 86. Works numbers were 29579, 29584, 29605-29608 in November 1906; 29657-29660 in December; 31832 in September 1907; 31849, 31890-31891, 31908-31909, 31934-31935, 31971-31974, 32027, 32092, 32103 in October.

Firebox heating surface included 12.7 sq ft (1.18 sq m) of arch tubes.

Baldwin's Consolidations came in two sizes to the CofGa in 1906. The lighter C-3 class is shown in Locobase 4048 and 7105 .The current set came in two batches that differed only in valve gear - the first 10 had Stephenson link motion inside, the last 15 used Walschaert's outside constant-lead radial valve gear.

Like the smaller C-3s, the C-4s were superheated in the 1920s; see Locobase 7939.

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Class C-4s (Locobase 7939)

Data from the CofGA 12 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Firebox heating surface included 12.7 sq ft of arch tubes.

When the larger Baldwin Consolidations described in Locobase 13055 came due for superheating in the 1920s, they were modified only to the degree necessary to accommodate a superheater and 12" (305 mm) piston valves. The boiler sacrificed 180 small tubes in favor of the 34 superheater flues needed, but combined heating surface nearly equalled the saturated boiler figure even without taking into account the bonus of drier steam.

The class remained in service until the end of steam on the C of Ga.