Class 100 / D-4 (Locobase 12840)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 30 p.201. Baldwin works numbers were 30128 in February 1907 and 37420 in January 1912.

The D & SC was chartered in 1904 as the New Hope River Valley Railroad to exploit timber in the namesake region. Its reorganization in 1905 led to the adoption of a grander vision - south to South Carolina - and a new name. Its first leg connected Durham to Bonsal 31 miles away; a further extension to the southeast ended at the junction with the Norfolk Southern at Duncan.

The 100-101 were the first new equipment on the road and duplicated the design of the 104 class on the nearby Durham & Southern (see Locobase 12839). When the Norfolk Southern leased the D & SC in 1920, the two engines were renumbered 137-138. 138 was scrapped in November 1939, 137 in 1940.

Class 35 / D-3 (Locobase 13204)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volumes 31, p. 71. See also [], last accessed 25 September 2011. Works number was 32059 in October 1907.

For some reason, when Baldwin filled out specs for this Ten-wheeler, they didn't choose to copy the heating surface data from the Raleigh & Southport engines described in Locobase 13191. But all of the dimensions, including those of the firebox, were identical.

The A & A was a combination of two lines originally laid down by the prominent Page family of Aberdeen, NC. The Aberdeen & West End logging road opened in 1887 eventually reaching Star. From the opposite direction, the Pages' Asheboro & Montgomery also came to Star. Merging the two resulted in the A & A, which then bought up the Jackson Springs Railroad

In 1911, the A & A merged into the Charlotte, Charlotte & Southern with several other railroads including the R & S and the Ten-wheelers landed on the same roster.

The 35 was scrapped in February 1937.

NB: See

Class 4 (Locobase 11481)

Data from Baldwin Locomotive Works Specification for Engines, 1903, as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 172. Works number was 24229 in May 1904. See [], for information on the R & CF.

The R & CF connected Caraleigh and Lillington, NC when it opened in 1898. By 1905, this small railroad had been renamed the Raleigh & Southport. This Ten-wheeler was one of the smallest to be supplied to a standard-gauge railroad in the US at the time.

In 19111, the Raleigh & Southport was consolidated with several other small roads to form the Raleigh, Charlotte & Southern. The latter had been created by Virginia's Norfolk Southern in 1911to bundle its North Carolina railways together. (The other 3 in the amalgamation were the Aberdeen & Asheboro, Durham & Charlotte, and the Sanford & Troy.). In 1914, the NS absorbed the RC & S and renumbered the 4 as 88.

Class 7 / D-3 (Locobase 13191)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volumes 31, p. 54; 32, p. 15l; 36, p. 34.. See also [], last accessed 23 September 2011. Works numbers were 31902 in October 1907, 33095

in December 1908, and 36042 in February 1911.

The R & S was the successor to the Raleigh & Cape Fear beginning in 1905; see Locobase 11481 for a brief account of this line. The three Moguls of this design remained on the railroad through the ownership changes that ended with their integration into Norfolk Southern in 1914.

88 and 90 were scrapped in July 1932 and 89 in June 1934.

Class C-1/C-2/D-4 (Locobase 4946)

Data from N & S Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 30, p.209. Works numbers were 30302-30303 in February 1907; 30317-30318, 30384, 30390-30392 in March.

A low-drivered Ten-wheeler design for this network of railroads operating in Virginia and North Carolina.

Class D-6 (Locobase 4948)

Data is taken from locomotive diagrams published at [], supplemented by Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 47, p. 25. Works numbers were 37328-37329 in December, and 40101-40104 in June 1913.

At the time the NS went back to Baldwin for more Ten-wheelers, they wanted the boiler of the 1911 engine design (Locobase 13543) to be superheated. This represented a sacrifice of 158 small tubes in favor of the 22 flues that housed a modest amount of superheater. The tubes were each shorter by 6 inches. Firebox heating surface area included 23.3 sq ft (2.17 sq m) of arch tubes.

Because the NS was never flush with money, these engines would serve the road until the end of steam with 134 the first to go to the ferro-knacker in October 1952, followed by 132 a month later, 131 in July 1953, and 133 in January 1954.

Class D-6 (Locobase 13543)

Data is taken from locomotive diagrams published at [], supplemented by Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 40, p. 262-263. Works numbers were37300-37302 in November 1911, 37328-37329 in December.

These were late-in-the-game saturated Ten-wheelers with slide valves, sharply coned boiler, wide firebox, and extended smokebox. The steam dome perched on the first course, the sand dome on the narrower second course. Its profile included stubby flared stack, rounded domes.

Around the time of this purchase, the NS acquired the Raleigh, Charlotte & Southern, which added 228 miles to its route length through segments that connected Raleigh to Fayetteville, Colon to Mt. Gilead and Troy, Asheboro to Aberdeen and to Pinehurst and Varina to Colon. The line thus connected Norfolk with Charlotte.

Four later D-6s (1913) were delivered with superheaters; see Locobase 4948. It appears as if this batch was not superheated. 126 was first one scrapped in June 1940 followed by 129 two months later and 127 in January 1941. It's likely that World War II traffic demands delayed the other two until December 1944 (128) and 130 in May 1948.