Class 156 (Locobase 12768)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 22, p. 57. See also Richard E Prince, The Nashville, Chattanooga, and St. Louis Railway: history and steam locomotives ( Salt Lake City, Utah:Richard E Prince, 1967; reprinted Indiana University Press, 2001), pp. 94-95. Works number was 16516 in February 1899.

Baldwin and the NC&StL wondered if a camelback would prove useful in burning slack coal that would otherwise go unused. Other railroads outside of the anthracite region, including a couple in the Far West, had undertaken such experiments. So Baldwin pulled one of the H5-29s described in Locobase 8325 and substituted a typical Wooten-boilered engine for it.

Little benefit seemed to come from the trial and by 1902 the 156 had been rebuilt as a member of the H5-29 class. But, Prince adds, the Wootten boiler itself "...was altered for stationary duty and served the Chattanooga Union Depot for many years as a steam plant in the boiler room."

---

Class C-1/H-4B-30 (Locobase 9844)

Data from DeGolyer, Volume 24, p. 95. NC&StL 1 - 1921 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 19714-19718 in November 1901.

This quartet of Consolidations was originally delivered from Baldwin in 1902. After they were sold to the Nashville, Chattanooga & Saint Louis in 1916, they were renumbered. By that time, the boilers had given up six of their tubes and the firebox heating surface then measured 171 sq ft (15.9 sq m). Total evaporative heating surface area amounted to 1,873 sq ft (174 sq m).

Except for 348, which was scrapped in March 1929, the class were sent to the ferro-knacker on 24 July 1936.

---

Class C-6/H-4-30 (Locobase 9841)

Data from DeGolyer, Volume 26, p. 49. NC&StL 2 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 21195-21196, 21250-21251, 21279 in November 1902.

The K&M was chartered in 1890 and linked Point Pleasant and Charleston, West Virginia, in 1892. The 1893 completion of a bridge over the New River allowed the K & M to link to the Chesapeake & Ohio and thus find an outlet to the Ohio River and beyond. It eventually reached Corning, Ohio on its own rails.

Ownership details are surprisingly fuzzy, but both the Hocking Valley and the Toledo & Ohio Central appear to have had financial interests. The C&O had bought the K&M in 1910, but was forced to divest in 1914 at which point the line was bought by the T&OC. (The T&OC became part of the New York Central system in 1922. The K & M did not surrender its independent identity until 1938, when it was merged with the T&OC.)

These Belpaire-boilered Consolidations constituted half of a ten-locomotive order; the other five went to the Hocking Valley (Locobase 11960).

The class was disposed of within a couple of years of the T&OC takeover, being sold to the Nashville, Chattanooga & St Louis in 1916. A slight reworking of the boiler increased the tube count to 240 tubes, which together with a recalculation of the firebox heating surface to 175.44 sq ft (16.3 sq m) increased the total evaporative heating surface to 1,903 sq ft (176.85 sq m). Adhesion weight increased to 137,000 lb and engine weight rose to 152,900 lb (

After another 20 years, three of the H4A-30 class were scrapped in the same month and year (July 1936), but the 341 and 342 weren't scrapped until September 1947 and January 1948, respectively.

---

Class H-0-27 (Locobase 6870)

Data from NC&StL 9 - 1925 Locomotive Diagrams-CLR CHTS supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 20, p. 264. Works numbers were 12427 and 12434 in January 1892, 15263 in April 1897.

The first two engines were delivered with boilers pressed to 145 psi (10 bar), which led the NC&StL to place them in class H-0-24; boiler pressure setting was later raised to 160 psi (11.03 bar). 97 was displayed at the 1897 Tennessee Centennial and International Exposition in Nashville. The specifications were prepared by N C & StL Superintendent of Motive Power James Cullen. The iron dome was described as "helmet shaped".

96 was scrapped in March 1932; 95 and 96 followed in October of that year.

---

Class H-0-28 (Locobase 6873)

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

Upright pair of Consolidations with relatively tall drivers and a small grate for the Dixie Line 2-8-0s.

---

Class H-0-28 (Locobase 9843)

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

This single locomotive is described in the 1921 diagrams as a switcher. It had a narrow, but deep firebox.

---

Class H-1-12 (Locobase 6867)

Data from NC&StL 9 - 1925 Locomotive Diagrams-CLR CHTS supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.collection. See also DeGolyer, Volume 11, p. 220; and "Nashville & Tuscaloosa" in George Hilton, American Narrow Gauge Railroads (Stanford, CA: Stanford University Press, 1990), p. 520.. Works numbers were 6832 in July 1883, 7355 in June 1884, 9794 in 1889, 13485-13486 in June 1893.

Small Consolidations with very modest boiler proportions because Baldwin originally built them to operate on the NC&StL's 3-foot (914 mm) gauge Nashville & Tuscaloosa Division.

Hilton wrote that E F Falcolner envisioned a narrow-gauge railroad extending south from a NC&StL junction south to Florence, Alabama on through to Tuscaloosa, Alabama. Under its incorporated management, the N&T completed 14 miles of track south from Dickson to Graham. Following its acquisition by the NC&StL in 1880, its new owner continued 3-gauge construction to Goodrich and beyond to the north bank of Duck River, crossed at Centerville (from which the latter designation of Centreville Branch came), and continued to Kimmins at the Lewis County line in 1884, 47 miles from its junction with the main line.

At that point, Hilton wrote, the NC&StL stopped building more track. A few years later, Southern Iron Company built 17 miles up from its new mines in Mannie and the NC&StL saw an opportunity. The resulting purchase agreement in 1892 required SIC to build two furnaces at Mannie and to use only its buyer to transport the product.

As soon as the deal went through, the NC&StL began converting the 62 mile (100 km) branch from Dickson to Allen's Creek to standard gauge, completing the transformation on 27 July 1894. Taking the found objects that were the quintet of small Consolidations, the rairway's shops modified the class to run on the standard gauge.

All were sold or scrapped in 1915-1916

---

Class H-2-26 - rebuilt (Locobase 6869)

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

This quartet of Consolidations resembled the single locomotive shown in Locobase 6868, but with a big jump in heating surface and some expansion of grate area. They appear to be rebuilds of four earlier engines from the early 1890s. The small tender suggests short-distance duty.

---

Class H-3-28 (Locobase 6871)

Data from NC&StL 9 - 1925 Locomotive Diagrams-CLR CHTS supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 28, p. 285. Works numbers were 27362, 27393, and 27399 in January 1906.

Locobase figures that repeating a nine-year-old design (the one described in Locobase 6870) to a virtual T must have been dictated by axle-loading considerations. The boiler was pressed a little harder, but otherwise there seem to be no significant innovations. The original tender carried the same amount of water as is shown in the specs, but at 60,000 lb (27,216 kg) estimated, probably held less coal.

Small and low-drivered, the class worked the mountains for a bit more than 25 years before being scrapped in 1932 (316 in April, 315 and 317 in October).

---

Class H-4-28 (Locobase 6872)

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

Upright pair of Consolidations with relatively tall drivers and a small grate for the Dixie Line 2-8-0s.

---

Class H4C-28 (Locobase 9842)

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

As delivered, these Consolidations were fitted with equipment from the following suppliers:

Richardson slide valves

Latrobe tires

United Slates metallic packing, phosphor bronze bearings

American equalized brakes

Nathan lubricators

Crosby gauges

French springs

Sterlingworth brakebeams

Coale muffled safety valves

Monitor injectors

Buck 22-inch headlights.

---

Class H5-29 (Locobase 8325)

Data from NC&StL 1 -1 1921 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 22, p. 55. Works numbers were 16510-16516 in February 1899; 18195-18196, 18223-18224 in September; 18278-18279, 18304, 18310-18312 in October; 19546-19549 in September 1901; and 19636-19638 in October.

This looks like an enlargement of the Baldwin Consolidation that arrived on the NC&St L two years earlier. . Its appearance was marked by a small steam dome centered over the gap between the 2nd and 3rd driven axles and a capped stack. Road #156 of the class was completed as a camelback to burn slack coal; see Locobase 12768.

Its firebox heating surface increased to 177.22 sq ft (16.47 sq m) when the railroad added 15 sq ft (1.39 sq m) of arch tubes

The first of the class was retired in 1934, but sixl were superheated (Locobase 9845) and the last lasted until 1950.

---

Class H5C-31 superheated (Locobase 9845)

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

When seven of the H5-29 series of 1899 (Locobase 8325) was superheated, it received a relatively rare number of large-tubes, Walschaert outside constant-lead radial valve gear, and 13" (330 mm) piston valves. Arch tubes contributed 15 sq ft (1.39 sq m) to the firebox's heating surface area.

The refit paid off for the septet , it seems, as virtually as they all remained in service until the late 1940s and early 1950s.

---

Class H6-37 (Locobase 9846)

Data from NC&StL 6 - 1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 25, p. 29. Works numbers were 20944 in September 1902; 21157 in October; 21275 in November; 21567 in January 1903; 21631, 21636 in February; 21772 in March; 22060 in April; 22279, 22334 in June.

This class duplicated many of the specifications developed for the earlier 20 x 26" Consolidations shown in Locobase 8325. But the cylinder volume, grate area, and boiler size represented a substantial enlargement in power and steaming capacity over earlier NC&StL Consolidations.

Sometime later the NC&StL superheated the class; see Locobase 8326.

---

Class H6A-39 - superheated (Locobase 8326)

Data from NC&StL 6 - 1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When this class was delivered in 1902-1903, it was with saturated boilers; see Locobase 12766. . Sometime later the N, C & St L superheated the class. The process involved the usual trade off between small tubes and larger flues. And the firebox heating surface now included 20 sq ft of arch tubes.

All of the class served at least 40 years each with the first being retired in 1946 and the last in 1952.

---

Class H7-36 (Locobase 9847)

Data from NC&StL 1 - 1921 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 26, p. 159. Works numbers were 23231, 23236, 23281 in November 1903, 23291, 23378, 23389, 23464, 23465 in December; 23493, 23505 in January 1904; 23831, 24524-24525, 24541, 24558, 24561-24562, 24638 in August; 24647, 24674-24675 in September; and 25064, 25083 in February.

Following right on the heels of the H6As (Locobase 8327), this class had the same power dimensions and grate, but substantially more heating surface.

See Locobase 8327 for the superheated update.

---

Class H7A-37 (Locobase 12767)

Data from NC&StL 1 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volumes 27, p. 220; Volume 28, p. 6; and Volume 29, p. 150. Works numbers were 23231, 23236, 23281 in November 1903, 23291, 23378, 23389, 23464, 23465 in December; 23493, 23505 in January 1904; 23831, 24524-24525, 24541, 24558, 24561-24562, 24638 in August; 24647, 24674-24675 in September;25064, 25083 in February 1905; 29636-29637, 29687, 29729, 29828-29829 in December 1906.

Following right on the heels of the H6As (Locobase 9846), this class had the same power dimensions and grate, but substantially more heating surface. A note in the last spec said that there wasn't enough clearance between equalizers and radius bar pin, which led to an equalizer rubbing against the pin. (The pin held the rear vertex of the traversing frame holding the leading truck..) It recommended that the equalizer between the first and intermediate drivers be arranged "to obviate excessive were on fulcrum pin.")

See Locobase 8327 for the superheated update.

---

Class H7B-37 (Locobase 12993)

Data from NC&StL 1 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection; and Degolyer, Volume 30, p.64+. Works numbers were 31464, 31492-31493, 31552, 31579 in August 1907; 31840 in September; 32001-32002 in October; 35793-35794, 35812-35813 in December 1910; 35826-35831 in January 1911

The NC & StL distinguished between the 1905-1906 Consolidations from Baldwin (Locobase 12767) and this set, which arrived almost two years later. The Baldwin spec include a Hereafter note (though not so called) "fix T-iron on bottom of boiler to which is secured expansion plate to guide yoke, it works loose on former engines causing boiler studs to leak."

The entire specifications is worth reading to see the tweaks and changes a builder and a railroad might have to adopt to improve, in large ways and in small, a well-established technology.

See Locobase 8327 for the superheated update.

---

Class H7C-40 - superheated (Locobase 8327)

Data from NC&StL 9 - 1934 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.

When the H7A-37s were superheated, the modification involved the usual tradeoff of tubes and flues. To accommodate the 26 large flues, the first ten (Locobase 9847) surrendered 135 small tubes, the 1905 and 1907 (Locobase 12767 and 12993), which had fewer tubes, sacrificed 91. They also gave up their American balanced slide valves in favor of piston valves. Arch tubes contributed 20 sq ft (1.86 sq m) to the direct heating surface area.

All of the class operated into the late 1940, with retirements beginning in 1948 and ending in 1952.

---

Class H8-40 (Locobase 9849)

Data from NC&StL 1 - 1921 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 26, p. 39. Baldwin works number 23291 was produced in December 1903, 25772 came out in May 1905

This pair of relatively large, saturated-boiler Consolidations was supplied one at a time at an 18-month interval. When ordered, the 99 had 347 tubes amassing 2,614 sq ft (242.85 sq m) of heating surface area and 2,786 sq ft (253.83 sq m)overall.

The pair was superheated; see Locobase 9850.

---

Class H8B-40 (Locobase 11062)

Data from NC&StL 1 - 1921 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 29, pp. 140+. Works numbers were 29571, 29603, 29635 in November 1906.

This trio of low-drivered Consolidations repeated the design shown in Locobase 9849 (H8A-40), but reduced the number of boiler tubes by 37 . Baldwin's specification required the maximum axle load to come in at 43,000 lb (19,504 kg) or less. The spec also described an operating environment that included grades as steep as 176 ft/mile (33.3 m/km) or 3.3% as well as 18 degree reverse curves.

At least some of these were superheated; see Locobase 9850.

---

Class H8C-40 (Locobase 9850)

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

When the 5-locomotive H8 class (Locobase 9849) was superheated, the weights stayed the same, but the boiler tubes and flues apparently shrank slightly. The firebox heating surface area increased thanks to the addition of 30 sq ft (2.79 sq m) of arch tubes.

All remained in service until 1948-1950.

---

Class H9-44/H9-46 (Locobase 13680)

Data from NC&StL 6 - 1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 35, pp. 271+. Works numbers were 35793-35794, 35812-35813 in December 1910; 35826-35831 in January 1911.

These Consolidations were delivered with 22" diameter cylinders and Richardson Balanced slide valves.. Before too long, the railroad had fitted them with new 24" diameter cylinders and redesignated the class H9-46;firebox heating surface included 23.1 sq ft of arch tubes.

Before too long, the NC & StL had superheated the class; see Locobase 8328.

---

Class H9-46 - superheated H9-44 (Locobase 8328)

Data from NC&StL 6 - 1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These Consolidations were delivered with 22" (559 mm) diameter cylinders; they were then designated H9-44 (Locobase 13680). Before too long, the railroad had fitted them with new 24" diameter cylinders. The firebox heating surface included 23.1 sq ft (2.15 sq m) of arch tubes.

Then the road superheated the class, swapping tubes for flues and 13" (330 mm) piston valves for the Richardson Balanced slide valves. After the makeover, the H9s were the most powerful 2-8-0s to operate on the NC&StL, serving the road for more than 40 years.

The first to be scrapped -- 455 -- went in July 1950. The others followed in the next year and a half, ending with 450 and 459 in 1953.