Class 13 (Locobase 11579)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 15, p. 17. Works numbers were 9797and 9802 in February 1889, 9995-9996 in May, 10807 in April 1890 in April 1890, and 11190 in September.

The A & D connected the port of Norfok, Va with Danville in Virginia's Southside over a 208-mile trunkline. Another 50 miles of narrow-gauge track formed the Emporia-to-Claremont James River Division. Originally a British-owned line with ambitions to providing the long-sought direct southern route from the Atlantic, the A & D was foreclosed in 1894 and reorganized.

In 1899, the Southern leased the A & D for 99 years. The Eight-wheelers shown here wer renumbered at that time. All of them were scrapped in 1922, except for 3819, which was scrapped in October 1933.

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Class 17 (Locobase 6507)

Data from the 1942 List and Description of Locomotives on the Southern Railway supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Prince (1965) shows the complicated history of this trio, which entered service almost 60 years before the Carolina & Northwestern entry in the 1942 listing. The three locomotives were Brooks works #1009-1011.

3849 was scrapped in May 1926, 3851 went six years later in May 1932. 3850 was sold to the C&NW in January 1926 and was still on the books in 1942.

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Class 213 (Locobase 5159)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). Works numbers were 2910-2915.

These ETV&G Americans followed the 1887 batch described in Locobase 5158 by only 2 years, but were larger in the boiler and grate and had a longer wheelbase. When absorbed by the Southern in 1894 (one of the class actually coming from the Knoxville & Ohio), they retained their original numbers for a while, but then were renumbered 851-856 and soon 1857-1862 (both in 1903) and ultimately 3857-62 in 1907. Under the latter series, most were scrapped in the late 1920s, but 3858 lasted until 1937 and 3859 until 1939.

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Class 4/2504/7000 (Locobase 15949)

Data from CofGa 1905 and CofGa 11 - 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 203. Works number was 8448 in March 1887.

The Covington & Macon ordered three locomotives in November 1886 that were identical to the earlier order described in Locobase 7924. Like three of the six engines in that order, this Eight-wheeler was redirected. Apparently the C&M couldn't make the payments, so 29 months after the order, this one went first to the Sheffield & Birmingham Construction Company Birmingham to build the SBI&C railway. In 1889, the road was renamed the Sheffield, Birmingham & Tennessee River, which owned 108 miles by 1890.

In December 1895, the SB&TR became the Northern Alabama, now owned by the Southern Railway, and the 4 was renumbered 2504. By then it had a new boiler that had a larger grate and fewer tubes. Still later, all of the Southern's Northern Alabama inheritance took numbers in the 7000 series beginning with the 2504. In 1922, the Southern sold the now aged 7000 to Consolidated Salvage company.

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Class 5 (Locobase 6514)

Data from the 1914 List and Description of Locomotives on the Southern Railway supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 8, p. 50. (Thanks to Samuel Smith for his 22 January 2021 email pointing out that there never was an Alabama & Richmond Air Line.) Works numbers were 4005 in October 1876 and 4020, 4022 in November 1876.

Very shortly after the bankrupt A&RAL took delivery of this trio of standard-bred Eight-wheelers, the railroad was reorganized as the Atlanta & Charlotte in April 1877. Four years later, the Richmond & Danville leased the A&C in March 1881.

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Class 56/600 series (Locobase 5157)

Some data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). See also DeGolyer, Volume 13, p. 48. The boiler pressure of 140 psi shown in the specs comes the closest to yielding the 1893 diagram's tractive effort of 14,100 lb. Prince (1965) gives 160 psi, which may reflect a later setting.

The first delivered were the 604-606 (works #s 7720, 7724, 7730) in November 1885, followed a year later by 600-601 (7930, 7938) and 602-603 (8113, 8115). 7809-7810 in February 1886 were identical engines that went to the Virginia Midland.

When the R&D was absorbed by the Southern, these engines were grouped in class B-4. In 1903 they were renumbered 820-826, then 1828-1833. In 1907, the Southern change the lead 1 to a 3, designating this group 3828-3833.

Scrapped from 1923 to 1935.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

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Class 6/F2 (Locobase 7954)

Data from CNO&TP 1893 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 227-228 in 1872

One of the rare sales outside of New England for this pair of Eight-wheelers. The A&C opened in 1868 and had built 149 miles (240 km) in two separate segments by 1870. Although the line went bankrupt in 1871, the A&C had amassed 296 miles (476.5 km) in 1875. In 1877, the railroad was reorganized as the Alabama Great Southern.

The 7 would be renumbered 106 by the AGS. The 6 was renumbered 303 by the Vicksburg, Shreveport & Pacific.

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Class 660 (Locobase 6510)

Data from the 1942 List and Description of Locomotives on the Southern Railway supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were

Prince (1965) shows that these Paterson-built locomotives went through several Southern numberings before arriving in the 3700 block. The first two were scrapped in August and July 1911, respectively, while 3748 held out until January 1922.

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Class 690 / B-5 (Locobase 11870)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 13, p. 219 and SRY 1910 List and Description of Locomotives supplied by Allen Stanley in May 2005 from his extensive Rail Data Exchange. Works numbers were 8611-8612, 8615-8616, 8619 in June 1887.

Ordered by the Richmond & Danville, this quintet of Eight-wheelers was assigned to the VM. When the Southern took over both in 1894, they renumbered the group.

The 1910 Southern Railway document shows that the 3838 had already been sold to the Tennessee Central as their #9. 3836 and 3837 retained the original boiler while 3839 and 3840 had a smaller one with a total heating surface area of 1,407 sq ft.

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Class 7 (Locobase 15934)

Data from the 1914 List and Description of Locomotives on the Southern Railway supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 8, pp. 38, 124, . Works numbers were 3989, 3994 in September 1876; 4003-4004 in October 1876; 4142, 4147 in August 1877; 4156, 4160 in September, 4178 in October, 4204 in November, 4209 in December, 4823, 4826, 4829 in October 1879; 5214 in August 1880; and

5342 in November.

The only differences between this larger class and the trio shown in Locobase 6514 was the installation of smaller drivers for freight work in this group. Between the order for the first four locomotives and the rest of these freighters, the bankrupt A&RAL was reorganized as the Atlanta & Charlotte. Those ordered by the A&C had very slight changes in measurements, possibly more due to a change in specification style than in actual differences.

The A&C kept the road numbers for all of the Air Line engines until it was leased by the Richmond in March 1881, at which point this set gained a variety of numbers--133, 647, 652, 648, 653

When the Southern took over the R&D in 1894, it gave numbers in broken series and renumbered those it kept for longer periods. Most remained with the Southern until they were scrapped. Ex-136 from the R&D was later sold to the Danville & Western.

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Class A (Locobase 7631)

Data from CNO&TP 1893 Locomotive Diagrams and 1914 List and Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Prince, Steam Locomotives and Boats Southern Railway System (1965). See also DeGolyer, Volume 11, p. 226; and William Barnet Le Van, Safety-Valves: Their History, Antecedents, Invention and Calculation (New York: Norman W. Henley & Co., 1892). Works numbers were 6900 and 6907 in August 1883; 6928, 6939-6941, and 6949 in September, and 6957 in October 1883.

According to Connelly only 76-78 had 68" drivers, the others rolling on 62" wheels. Le Van's account of 81's travels over its route, however, specifically credits 81 with 68" drivers. The discussion includes indicator diagrams that trace mean effective pressure over the cycle of intake and exhaust and describes the train 81 pulled as having six "well loaded" coaches consisting of a baggage car, a mail car, two ordinary coaches, a parlor, car, and a hotel car. Total trailing load was 170 short tons, average grade was 40 ft to maile (0.7%) and maximum grade 60 ft to the mile (1.1%).

As for the class, its members were produced in August-October 1883 when the C, NO, & TP was still laid out on a 5' gauge. The railroad was converted to standard gauge in 13 hours in 1886 and the locomotives followed suit. All of them served into the 20th Century, the last in the class being wrecked in December 1902, the middle four sold to the Southern (two in 1917) and the Georgia & Florida (two in 1909) in the first three scrapped from December 1914 to September 1916.

By 1912, 541 and 544 were rolling on 63" drivers. 6401 (formerly 545) was sold in June 1917 to Eagle Coal Company.

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Class A1 (Locobase 6098)

Data from the 1917 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 16, p. 26. Works numbers were 10802 and 10831 in April 1890.

The AGS was the successor to the Alabama and Chattanooga, an 1870s railroad whose main line was under construction from Chattanooga to Meridian, Mississippi. The mainline was approximately 250 miles long mostly in Mississippi. The AGS was not independent for long - the East Tennessee, Virginia & Georgia and Richmond & Danville together bought a controlling interest in the AGS in April 1890. In another five years, the three railroads were amalgamated into the Southern. Interestingly, the AGS retained a separate identity for decades.

This pair of Americans were ordered with the Alabama & Vicksburg A1s (Locobase 6076) and credited to the parent Cincinnati, New Orleans & Texas Pacific. By 1910, both had been disposed of by the AGS.

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Class A1 (Locobase 6099)

Data from the 1917 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange.

Second AGS pair found in the 1917 guide and harking back to the early 1890s.

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1213-1214 (January 1891). They were later renumbered 171-172. 172 was scrapped in May 1909 while 171 was sold to the Georgia & Florida in October 1909 as their #19. The G & F later renumbered this locomotive 106. It was finally scrapped in October 1934.

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Class A1 (Locobase 7632)

Data from CNO&TP 1893 and CNO&TP 1912 Locomotive Diagrams supplied in May 2005 and August 2013 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 14, p. 125 and Prince, Steam Locomotives and Boats Southern Railway System (1965). Works number was 9035 in February 1888.

The 1893 book shows a firebox heating surface of 166.9 sq ft, while the 1912 book indicates 130 sq ft as shown while the driver diameter increased to 68" (1,727 mm); that change reduced tractive effort to 14,075 lb (6,384 kg).

This engine was never joined by another to make up a class. 548 retained its unique designation until it was scrapped in September 1916.

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Class A2 (Locobase 16472)

Data from James Dredge, A Record of the Transportation Exhibits at the World's Columbian Exposition (New York: John Wiley & Sons, 1894), pp.255-256, and Plate LIX). (Thanks to Chris Hohl for his 13 January 2020 email and well-drafted spreadsheet, the latter noting the absence of this locomotive from Locobase and providing detailed data.) Works number was 1452 in April 1893.

Locobase 5845 describes the claimed virtues of Pittburgh's version of a two-cylinder compound locomotive. As with virtually all cross-compounds, the 115's fuel and water savings apparently didn't match the cost in maintenance. They were simpled some time later (one source claims 1913); see Locobase 6100.

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Class A2 (Locobase 7633)

Data from CNO&TP 1893 and CNO&TP 1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Prince, Steam Locomotives and Boats Southern Railway System (1965). Works number was 1978

This single Ocean Stater seems to have been modified substantially over its career. Surely the boiler pressure started out much lower than 180 psi and the drivers definitely were smaller than 68".

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Class A2 (Locobase 6077)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange.

Works numbers were 3316-3317 in 1901. Vicksburg, Shreveport & Pacific's 310-311 were works numbers 3118-3119 and 302 (works number 3118) followed on the heels of the two NO & NE Locomotives.

These were the last locomotives supplied by Richmond with serials generated by the Virginia-based company. From this point on, Richmond's numbers would be numbered with all of the constituent companies that made up the American Locomotive Company.

Two more came into the system in August 1902. Works 26238 joined the NO&NE as their 302 and 26239 went to the VS&P as 313.

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Class B-1 (Locobase 6087)

Data from the 1917 New Orleans & North Eastern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange.

At the same time Richmond was delivering the A & V's A2 class, they were also supplying this class to the NO & NE. Richmond's works numbers were 2539-40 (1896), 2638 (1897), 2659-60 (1897) and, after a 5-year gap during which Richmond was absorbed by Alco, 26239 (1902) followed two years later by 29461 (1904).

In 1916, the NO & NE -- then a part of the Queen & Crescent System that included the Alabama & Vicksburg and the Vicksburg, Shreveport & Western -- adopted Southern lettering and numbering, at which point this class took on the 6950-6956 numbers. Retirements began in 1922 and finished in 1924, except for 6955, which was sold in November 1928.

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Class B-14 (Locobase 6486)

Data from the Southern Railway locomotive diagram book supplied by Allen Stanley from his extensive Rail Data Exchange. Date of the diagram is June 1921. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 21, p. 282. Works numbers were 16305-16306 in November 1898.

This pair of Eight-wheelers were rated at 800 tons on the level and tasked to take 330 tons up a 1/2% (26 ft per mile) grade at 40 mph.

They were taken into the Georgia Southern & Florida (the Suwannee Route) and later operated under Southern colors.

8201 was scrapped in August 1928 and 8200 in March 1932.

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Class B-15 (Locobase 12305)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 23, p. 52. Works number was 17830 in June 1900.

Identical to the 200-201 shown in Locobase 6486, but with smaller drivers. Two years later, the AV&W joined the Georgia Southern & Florida and the 202 took road number 118. When the GS&F was taken into the Southern Railway, the SRS gave it number 8202.

The mixed-traffic Eight-wheeler remained in service until the early 1930s. Scrapping followed in February 1932.

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Class B-16 (Locobase 6487)

Data from the SRY 5 - 1943 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Date of the diagram is June 17, 1921.

Although delivered at the same time as the B-14s (Locobase 6486), this quartet was quite a bit bigger and had a different kind of firebox that was much shallower and wider. 151 (works #5556) arrived first, followed in 1901 by the other three (works #5776-5778). Stephenson link motion replaced by outside Southern valve gear. 8213 left service first in 1929, followed by 8210 (1930) and 8211-12 in 1934.

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Class C (Locobase 15797)

Data from South Carolina RR 1891 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his ever-growing collection and DeGolyer, Volume 13, p. 44. Works numbers were 7956-7957 in May 1886.

The quartet remained in service through several owners. The Southern, their final owner, renumbered the class three times (except for the 1727, which was scrapped before 1907). 897 and 898 were scrapped in September 1909 and 899 followed in September 1911.

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Class C-2 (Locobase 15799)

Data from South Carolina RR 1891 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his ever-growing collection, supplemented by DeGolyer, Vol 6, p. 225. Works number was 1492 in 1866, 3388 in September 1873, and 3672 and 3674.

As in many of the other entries based on this combination of sources, Locobase was faced with a number of disagreements. Consulting the specifications shows that the two offer the same number of tubes of the same diameter and length. But the diagram shows a total evaporative heating surface area of 935.54 sq ft (to the last 1/100 of a sq ft).

Locobase wonders if the diagram's tube length of 128, which is in fact measured in inches, was thought to be 12 feet 8 inches. Locobase provides an estimated EHS based on adding the calculated tube heating surface area to the firebox heating surface area supplied in the diagram.

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Class C-3 (Locobase 15800)

Data from South Carolina RR 1891 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his ever-growing collection. Works numbers were 1505-1507 in August 1866.

The 1891 diagram shows the typical lines of an 1860s US-built locomotive. By 1891, the smokebox provided the base for a more modern looking spark-arresting stack.

Rosters show this trio as "gone by 1894". Given the diagram book's date, these locomotives delivered at least 25 years of service.

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Class D, D-1 (Locobase 15801)

Data from South Carolina RR 1891 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his ever-growing collection. Works numbers were 1689-1690 in December 1869 and 2462-2463 in December 1877.

Locobase wonders if the four locomotives were rebuilt to a single design after their delivery in pairs eight years apart.

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Class D-2 (Locobase 15802)

Data from South Carolina RR 1891 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his ever-growing collection. Works numbers were 1399 in August 1866, 1400-1401 in September.

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Class E5 (Locobase 7955)

Data from CNO&TP 1893 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This one small Eight-wheeler was a relatively early Pittsburgh product.

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Class F3 (Locobase 7953)

Data from CNO&TP 1893 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 183 in 1870.

This single Rhodie had a classic early American profile. The drivers were closely spaced, but still managed to embrace a deep firebox. Over the crown sheet sat the relatively small-diameter (27") steam dome. A slight taper forward led to a long, slender boiler. The stack and cylinders were centered over the truck, but the smokebox extended well forward.

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Class Governors Adams/C-1 (Locobase 15798)

Data from South Carolina RR 1891 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his ever-growing collection. Works numbers were 724 in October 1856 and 742 in May 1857.

Supplied by the Philadelphia builder before the Civil War, this pair cost $5,506 for the 28 and $9,814 for the 29 six months later.

They survived the war and served the SCR&C, its successor the South Carolina Railroad, and finally the Southern Railway. In 1900, the long-lived 29 was sold to J J McDonough.

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Class N (Locobase 6108)

Data from the CNO&TP 1893 locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. .

This pair of Eight-wheelers were Richmond's 2188-2189 and were supplied in a batch that included 7 T -class Ten-wheelers.

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Class unknown (Locobase 5158)

Data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). Works numbers were 2247-2251 in 1887.

These ETV&G Americans were built in a batch. When absorbed by the Southern in 1894, they retained their original numbers for a while, but then were renumbered 846-850 and soon 1852-1856 (both in 1903) and ultimately 3852-3856 in 1907.

Under the latter series, they carried on until the late 1920s, and in 3856's case, until 1937. By that time, 3856 was operating at 160 psi.

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Class unknown (Locobase 6509)

Data from the 1942 List and Description of Locomotives on the Southern Railway supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Prince (1965) shows that this locomotive must have been one of the oldest in the Southern system.

It was delivered as the Rockingham and had 18" x 24" cylinders. Baldwin rebuilt the locomotive in 1887 to the dimensions and weights shown here. It operated from almost 60 years, not meeting the scrapper until September 1927.