Class 136 (Locobase 11829)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 12 , p .95 Works numbers were 7403-7404, 7412, 7414 in August 1884; 7419, 7422, 7436, 7440 in September; and 7445-7446, 7481 in October.

These were among the first Ten-wheelers on the Central Railroad & Banking Company of Georgia's rails.

After about 20 years of service, the class was sold in a batch to I Joseph. 1301 went first to Russell & Oliver in Belmont, Missouri, then onto the Centre Espanola. 1304 later served the American Pipe & Construction Company. 1305 operated on the Sylvania Central from 1904, 1309 for the Saratoga & Encampment from 1908..

Class 1366 (Locobase 7919)

Data from the CofGA 1905 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Locobase cannot identify the works number for this locomotive - could it have come from the Santa Fe?

Locobase notes the boiler profile of this locomotive -- swollen back half with steam dome right over the firebox's forward sheet and the 2nd driving axle dramatically shrinking in size over the front truck. It's a relatively older design. But the weight distribution on the three axles is decidedly unbalanced. The leading axle bore 25,850 lb, the middle axle 37,150 lb, and the rear axle 19,150 lb. So the middle axle probably carried the eccentrics for the inside valve gear as well as the steam dome and perhaps a significant percentage of the firebox.

Class 26 (Locobase 7920)

Data from the CofGA 1905 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 21, p. 261. Works number was 16263 in October 1898.

Although the profile is similar to that of the Manchester engine described in Locobase 7919, this engine was of later vintage. Soon after its delivery to the CR&S, that railway was absorbed by the Central of Georgia, which renumbered the 26 twice. By then, boiler pressure had been raised to 180 psi (12.4 bar) and the tender carried 5,000 US gallons (18,925 litres) of water.

After almost two more decades, the 1385 was sold in July 1917 to the Wrightsville & Tennessee for service as their #30. Two years later the W & T sold the 30 to Georgia Car & Locomotive, which numbered it 425 and resold it to Finkbine Lumber Company in October 1919.

Class 650 (Locobase 7903)

Data from the CofGA 1905 and CofGA 4 -1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 16, p.10. Works numbers were 10781, 10785-10787, 10793 in April 1890; 10852-10853, 10855-10857, and 10860-10865 in May.

Like Locobase 7901, which in fact followed this class, this locomotive offers only the visual evidence from the diagrams. The railroad went into service in 1885 and grew quickly by amalgamating seven different railroads. When assembled, the main line connected Americus and Birmingham, Ala via Columbus, Ga.

Soon after the road bought this set of locomotives, it built some more track and acquired three more railroads. Such expansive activity proved ill-timed; the Panic of 1893 sent the S & W into bankruptcy and, with the exception of the Chattanooga, Rome & Columbus, it was absorbed by the Central of Georgia.

Most of the newly renumbered class was scrapped in the teens. Three (1340, 1342, and 1346) went to the Georgia Car & Locomotive in 1917. 230 was sold in 1930 to the Bowdon Railroad. 1303 went to the Virginia Central in 1917 as their #2 and was later sold to the Cuban Sugar Mills in Havana. The Central Ulacia in Cuba bought 1307 in 1917 and renumbered as 3.

Class T (Locobase 7901)

Data from the CofGA 1905 and CofGA 4 -1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 16, p. 86. Works numbers were 11090, 11092,11094-11096, 11098-11101, 11103-11104, 11106-11107, 11110 in August 1890.

The locomotive's profile has the swollen boiler around the firebox compared to the slender first course. A large steam dome perched over the second driving axle ahead of the firebox. Compared to Locobase 7903, which apparently preceded these engines, the 1356s were a bit larger and heavier.

They were delivered to the Savannah & Western as 700-704 and to the "Central Railroad & Banking Company" as 300-307.

Most stayed with the Central of Georgia until they were scrapped, but 232 went to the Talbotton Railroad where it ran until January 1953, the 1362 was sold to the Wrightsville & Tennille, the 300 was sold to the Georgia Northern in 1919, and the 307 ended up on the Utah Central.

Class T / 1397 (Locobase 7930)

Data from the CofGA 12 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 6112-6114 in 1904.

Firebox heating surface included 30 sq ft of arch tubes.

High-pitched boiler and sloping firebox over the rear drivers mark this design as turn-of-the-century. This trio was identical to the 1902s (Locobase 7931) except for the cylinder dimensions and smaller driver diameter. . The three engines remained in service with the C of Ga until 1934.

Class T / 406 (Locobase 7932)

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

When the C of Ga modified their Ten-wheelers to accept superheaters, the alterations proved more extensive than most such makeovers. As with many of these engines, the adoption of superheat meant a substantial reduction in firetubes. In this case 119 were removed in favor of 21 flues for the Type A superheater. In the firebox, one thermic syphon of 27 sq ft (2.5 sq m) joined 15 sq ft (1.4 sq m) of arch tubes to supplement the direct heating surface area.

Cylinder size was reduced by an inch and boiler pressure dropped by 10 psi (in 403, it was reduced to 185 psi). Slide valves were replaced by 12" piston valves which were now actuated by Walschaert radial valve gear. In addition, the engines gained almost 5 tons of adhesion weight (9,400 lb) and 6 1/2 tons of engine weight overall.

Class T/1600 (Locobase 7931)

Data from the CofGA 12 - 1925 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and "Ten-Wheel Engines for the Central of Georgia", Railway and Locomotive Engineering, Volume 16, No 6 (July 1903), p 325. See also "Thermic Syphon Tests on Central of Georgia", The Railway Age (20 June 1922), pp. 1625-1626.Works numbers were 5835-5840 in 1902 and 6097-6101 in 1904.

Firebox heating surface included 30 sq ft (2.79 sq m) of arch tubes. These were the only pure passenger Ten-wheelers bought by the Central of Georgia, which soon adopted the 4-6-2 layout. They still had relatively narrow fireboxes whose heating surface, but the boiler rode higher and the forward part of the grate was sloped. Also, the boiler grew and the result was a heftier profile.

The R&LE report considered the "symmetrical appearance" of this class and attributed that grace to "the fact that the drivers are all equally spaced and the center line of the boiler is so placed as to add to the general effect."

The 1927 diagram book shows the 405 with a substantially altered firebox in which arch tubes were cut to one (for 13.8 sq ft) in favor of a thermic syphon which added 28.5 sq ft to the firebox heating surface, which now amounted to 207.3 sq ft. For some reason, the boiler lost two firetubes as well. 407 had its cylinder diameter cut by 2" to 19".

The June 1922 RA report explains that the 1605 was chosen because the 1600 class had never been considered "free steamers and at times have given considerable trouble due to lack of steam." 1609 ran comparative trials over the same course. Both were shopped at the same time and received repairs to bring them as close to equal as possible. The only difference, claimed the railroad, was the thermic syphon. December 1921 trips over a 200-mile round trip division pulled trains carefully made up to vary by 10 trailing tons or less. Result: 1605, the syphon engine, burned 14% less coal per thousand gross ton-miles than its unmodified stablemate and consumed 6% less water.

Three were later superheated; see Locobase 7932.