Class 15 (Locobase 13033)

Data from DeGolyer, Volume 29, p. 255. See 12910 for a description of the CH&N, otherwise known as the Boca Grande Route. Works numbers were 29929 in January 1907 and 34145 in December 1909.

Unlike the later and larger 1910 Consolidations from Baldwin (Locobase 4973), this earlier pair did not ever serve the Seaboard Air Line after the 1926 merger.

16 was sold to American Agricultural Chemical Corp of Pierce, FL before 1925; its road number remained the same. 15 was simply retired.

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Class 17 (Locobase 4973)

Data from 1929 SAL locomotive diagrams published on []; and DeGolyer, Volume 33, pp. 367+. See 12910 for a description of the CH&N, otherwise known as the Boca Grande Route. Works numbers were 34259 in February 1910 and 36774 in May 1911.

Light Consolidations taken into the Seaboard Air Line as 925-926 when the CH&N was absorbed. Although these two had exactly the same dimensions as the 15-16 pair shown in Locobase 13033, the Seaboard's diagram showed the firebox heating surface area as 90 sq ft (8.36 sq m). Locobase can't determine the source of the difference.

They were retired in the 1930s (1933 and 1936).

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Class 200 (Locobase 9350)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (The Degolyer, Volume 31, pp. 17-18 are unreadable as scanned.) Works numbers were 29358-29359 in October 1906; 31498 in August 1907; 39267 in February 1913 and 40876 in November.

This quintet of Consolidations came to the G F & A over a seven-year period. All were later superheated and operated for a long time; see Locobase 4975.

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Class 200 - superheated (Locobase 4975)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Note: Drawings do not show superheating surface area, although it does show flue area. The superheat area is a calculated estimate based on similar boilers in other locomotives in Locobase.

Because this class was relatively new and possessed a relatively low axle loading, the GF&A deemed the quintet good candidates for superheaters and other updates. As usual with a superheated modification, the tube count of the original 200-class Consolidations (Locobase 9350) dropped by half in favor of the 24 flues that held the superheater elements. The railroad reduced the operating pressure in the revised boiler by about 10%. At the same time, the railroad fitted the engines with Walschaert radial valve gear and piston valves of several varieties. Also, at some point, the firebox gained 12 sq ft of arch tubes.

The class served until after the end of World War II. 923 was scrapped in January 1946 and 921 in December. The other three engines staved off the ferro-knacker until 1949 when 922 was scrapped in July, 920 in August, and 924 in November.

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Class 50 (Locobase 5011)

Much of the data comes from [] for 1929 locomotive diagrams. See 12910 for a description of the CH & N, otherwise known as the Boca Grande Route.

Wide-firebox Consolidation for light tracks. Later taken into the Seaboard Air Line as 927-928 and served the SAL until 1941 (928) and 1949 (927). The use of 5 1/2" superheater flues in a 2-8-0 of this vintage was unusual, the slightly smaller 5 3/8" flue usually being preferred.

NB: Superheat surface area is estimated from the calculation of the area of the flues and a calculated average ratio based on more that 350 locomotive entries in Locobase where both flue surface area and superheater areas are known. It's a close fit that likely slightly understates the real area.

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Class 71 (Locobase 5012)

Much of the data comes from [] for 1929 locomotive diagrams. See also DeGolyer, Volume 59, pp. 396+. See Locobase 12910 for a description of the CH & N, otherwise known as the Boca Grande Route. (Thanks to Chris Hohl for his 31 December 2016 email noting the firebox difference, original boiler pressure, and original tender capacities and weights.) Works numbers were 53314-53316, 53321 in June 1920.

Later Consolidations than 50-51 (see Locobase 5011) with more but smaller-diameter superheater flues and larger cylinders, fed by 12" (305 mm) piston valves, than the 1913 duo. 21 sq ft (1.95 sq m) of arch tubes were added in ink to the original firebox spec, but a still later cross-out and the SAL diagrams show that that installation was cancelled in July 1920. A Clark burner ignited the engine's oil fuel.

Although the Baldwin spec described tenders weighing 141,000 lb (63,957 kg) when carrying 3,200 US gallons (12,112 litres) of oil and 7,000 gallons (26,495 litres) of water, the SAL diagram shows slightly less oil, but greater loaded weight.

Later taken into the Seaboard Air Line as 929-932 and served the SAL until retired in 1950-1951. The 930 enjoyed a second career on the Gainesville Midland as the 301.

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Class 8 (Locobase 16569)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 28. Works numbers were 17763 in May 1900 and 18101 in September.

The buyer for the 8-9 appears as Atlantic Coast Lumber, but the engine tenders bore the G&W identity. The Baldwin specification does not show heating surface areas for this pair of wood-burning Consolidations, but Locobase found an exact match in every respect to the 1906 Peace River .Phosphate Company #4 described in Locobase 12910. Thus the PRPC used a design from an earlier locomotive rather than the other way around.)

The G&W's modest specs provided for the power to work a train of 150 gross tons up a 1% grade and 115 up 1 1/2%. Burning wood as fuel meant exhausting the steam and cinders up a Radley & Hunter spark-arresting stack.

Both were taken onto the Seaboard Air Line roster as #954-955. The SAL sold the 954 to Southern Iron & Equipment locomotive reseller, which found Lutcher & Moore Cypress as a buyer. L&MC gave it number 10, then sold it to locomotive rebuilder/reseller Georgia Car & Locomotive [serial 558], which sold it to the Elsberry Brothers as their #2.

955 also went through the SI&E and emerged as Gulledge Lumber Company #110.

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Class C120-H (Locobase 1392)

Data from 1929 SAL locomotive diagrams published on [] . See also DeGolyer, Volume 26, p. 186. Baldwin works numbers were 24424, 24426-24431 in June 1904 and 24450-24451, 24470 in July 1904.

Fitted with a wide firebox. These Consolidations had above-average steaming capability, although its firebox surface area was relatively low despite the four arch tubes that contributed 26.6 sq ft (2.47 sq m). For some reason, #995 had 352 2" tubes. Piston valves measured 11" (279 mm) in diameter.

These engines were never superheated, possibly because they were deemed to be too small. As with most North American locomotives, these were delivered with 3" tires on their drivers, but later retrofitted with thicker 3 1/2" tires that slightly reduced calculated tractive effort.

993 & 998 were sold to the Macon, Dublin & Savannah in June 1937. The others were all scrapped in June-July 1938.

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Class C130-H1 (Locobase 9365)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volumes 35, pp. 47+; and 38, pp. 252+. (Thanks to Chris Hohl for his 10 December 2016 email noting the variations in tender weights and capacities as well as pointing out differences in valve gear.) Works numbers were 36119-36120 in February 1911; 36219-36226 in March; 36994-36997, 37008 in September; and 37009-37013 in October.

This was the largest single class of Consolidations to be delivered to the SAL.

As 2-8-0s went in that immediately pre-superheater era, these were relatively large engines in terms of boiler, grate, and firebox area, they were fitted with outside radial valve gear that cycled 12" (305 mm) piston valves. Chris Hohl noted that the first ten operated Walschaert gear while the latter ten used Baker-Pilliod gear.

And they put a generous amount of weight on their small drivers, which the specs describe as a "do not exceed" weight limit. A 13 July 1911 note indicates a problem in operation, however: "Mr Poole reports that engines ride hard when running thirty miles per hour. For Hereafter see if counterbalances cannot be improved."

The ten engines delivered in September-October trailed significantly larger tenders carrying 8,000 US gallons (30,280 litres) of water and coal heaped to 14 tons (12.7 metric tons).

Even so, they were a good bet to be superheated later and so they were; see Locobase 1393.

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Class C130-H1 - superheated (Locobase 1393)

Data from 1929 SAL locomotive diagrams published on [] . The H1s came into service in 1911 as rather large, low-drivered Consolidations with saturated boilers; see Locobase 9365.

The last of the class, 919, was delivered with a superheater (Locobase 13795) that used 14 1/2-foot tubes and flues, more cylinder volume, and lower boiler pressure. When the Seaboard began superheating the rest, they adopted a shorter tube in what amounted to a brand-new boiler. Also, the class used the same 23" x 30" cylinders as had been fitted to the saturated engines. Later engines retained their Baker gear while earlier ones used Walschaert.

They were a most successful upgrade and all operated until the end of World War II. The first two (903, 911) went to the ferro-knacker in December 1945 with the last (914) surviving until November 1951.

The diagram does not show superheater area. Therefore, superheat surface area is an estimate from the calculation of the area of the flues and a calculated average ratio based on more that 350 locomotive entries in Locobase where both flue surface area and superheater areas are known. It's a close fit that likely slightly understates the real area.

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Class C130-H1s (Locobase 13795)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 38, p. 258. Works number was 37013 in October 1911.

Even as the Seaboard was taking delivery of 19 large Consolidations (Locobase 9365), it was looking ahead to superheating. So the 20th locomotive to be delivered in the batch incorporated a healthy amount of superheater area by replacing 162 of the small tubes with 32 flues. At the same time, Baldwin increased cylinder diameter by two inches (50.8 mm) and cut the boiler pressure by 30 psi (2.07 bar).

(A strong current of thought at the time was that one big advantage to superheating steam was the ability to reduce the strain on the boiler by dropping the pressure. It wasn't long before the realization that higher pressure meant even drier steam led to restoring earlier settings.)

Like the other 2-8-0s, this engine demonstrated a drawback to the high adhesion weight. In a note recorded on 13 July 1911: "Mr Poole reports that engines ride hard when running thirty miles per hour. For Hereafter see if counterbalances cannot be improved."

919 remained unique in its attributes. The other 19 engines in the H1 class were superheated using shorter tubes and smaller cylinders. See Locobase 1393.

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Class C78-L (Locobase 9373)

Data from SAL 1907 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 16, p.136. Works numbers were 11283, 11290-11291 in October 1890; 11397, 11399, 11409-11410 in November 1890 were originally to be lettered for the Georgia, Carolina & Northern, but were redesignated for the SAL before delivery Works numbers 12101-12102, 12107 in August 1891 reported to the SAL itself.

The 1890 specs reveal one advantage of small drivers on a Consolidation; they allowed the firebox to ride over the frames rather than between them and thus provide a considerably bigger grate. The layout was common to a lot of Consolidations of the period, but the 508 et seq were delivered with a more robustly pressed boiler and thus boasted a higher tractive effort than most.

Baldwin's specifications credit tube heating service with 1,480 sq ft (137.5 sq m), 76 sq ft (7.06 sq m) more than the actual calculation yields. Locobase adopted the figure given in the 1907 diagram.

508 was destroyed on 19 January 1906 when it wrecked at North Mima, Georgia. All were renumbered in 1916, when they were given slopeback tenders to support their new duties as switchers.

One of the class later received a boiler with 247 tubes; see Locobase 9376.

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Class C78-L (Locobase 9376)

Data from SAL 1907locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This locomotive originally came to the Seaboard with ten others in the early 1890s (see Locobase 9373). Locobase supposes that at some later date, the Seaboard replaced the original boiler with a considerably larger vessel containing 42 more tubes. Its firebox heating surface also grew, likely due to the addition of 24 sq ft (2.2.3 sq m) of arch tubes although the Seaboard diagram does not say.

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Class C78-L1 (Locobase 9374)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

A trio of Virginian Consolidations for drag-freight service. Works numbers 2125-2127.

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Class C99-L3 (Locobase 5005)

Data from SAL 1907 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Collection and 1929 SAL locomotive diagrams published on [] . Works numbers were 25476-25485 in February 1902 and 26823-26832 in December 1903. (NB: Prince and Connelly's rosters both show Pittsburgh as the builder, but the 1907 diagram credits the class to Richmond.)

Simple Consolidation class with typically small-diameter drivers with wide fireboxes. The latter ten were delivered with 265 2" tubes. Thicker tires later added an inch to the driver diameter and trimmed the tractive effort by 600 lb. Of relatively small size and power, they weren't superheated.

Almost all had been retired by 1940. 981 (ex-652) was sold in February 1941 to the Aberdeen & Rockfish as their 45. The A&R sold the 45 to the Atlanta & Western in 1947, which renumbered it 11, but the engine was wrecked in August 1948 and scrapped in 1950.

976 (ex-647) began a second career on the Georgia Northern in 1945.