Class 1 / I-12 (Locobase 13699)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 36, p. 39; Volume 40, p. 30; and Volume 43, p. 120. See also South Carolina rails descriptions at [], last accessed 9 January 2012. Baldwin works numbers were 36131-36132 in February 1911 and 39231-39232 in February 1913

A look at a US railroad map in 1910 might have suggested that there weren't many useful areas that still didn't have a railroad. Apparently, the South Carolina General Assembly agreed with the promoters of the SC&W when they applied for a charter. The new road at first consisted of a 38-mile line from McBee east via Hartsville and Darlington (later site of a prominent NASCAR track that was "Too Tough to Tame") to Florence. In 1912, branches from Florence reached Timmonsville and Sumter and the main line from McBee to Florence was extended another 32 miles to Poston.

In 1914, the SC&W was combined with the North & South Carolina Railway to form the Carolina, Atlantic & Western and the new railway completed a link between the SAL at Georgetown and Florence. It also acquired the Charlotte, Monroe & Columbia, which listed Cattarh, SC as one of its stops. And finally, in 1915, the Seaboard simply took over the conglomerate, which by then totalled 328 route miles. And, arguably, the vision of the original SC & W developers was vindicated in a remarkably short time.

Both of the small, handy Ten-wheelers received new numbers from the CA&W, being dubbed 675-676. They remained in service as I-12s for decades after the SAL's takeover before being scrapped in December and October 1946, respectively.

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Class 125 (Locobase 9349)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 28, p. 56. Works numbers were 26182 in August 1905 and 27547 in February 1906.

The last in a series of wood-burning Ten-wheelers supplied by Baldwin for the GF&A's branchlines, this pair used a cylinder stroke increased by two inches (51 mm) over the 124 (Locobase 9348). Boiler pressure rose 10 psi. As delivered it had a cabbage stack as well as an extended smokebox. The tender held four cords of wood.

Later the design was superheated and otherwise substantially modified; see Locobase 5014.

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Class 125/687 (Locobase 5014)

Much of the data comes from [] for 1929 locomotive diagrams.

Firebox heating surface includes 13.94 sq ft of arch tubes. This class was delivered with saturated boilers (Locobase 9349), When the pair was superheated, 130 small tubes were traded in for 21 superheater flues, the firebox was converted to coal burning, and steam was now distributed through piston valves using Walschaert radial valve gear. Increasing driver diameter from freight-sized 56" (1,,422 mm) to a more mixed-traffic 62" was another significant change.

687 was retired in 1930, 688 in 1936.

[The SAL diagram doesn't give the resulting superheater area. 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 17 (Locobase 4976)

Data from 1929 SAL locomotive diagrams published on [] . See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 53, pp.342-343 and Richard E Prince, Seaboard Air Line Railway: steam boats, locomotives, and history (Green River, Wyoming: self-published, 1966).

Works numbers were 41469-41471 in June 1914.

Begun as a logging road in 1909, the T & GC eventually arrived as the only direct route between Tampa and St Petersburg on the other side of the bay and 78 miles distant. Known as the "Orange Belt Route" and built, Prince says, with heavy injections of Seaboard Air Line money, the T & GC was taken over by the SAL in 1915, but only fully absorbed in January 1927. Never substantially altered, 694-695 were retired in December 1933 and 693 left in July 1936.

Note about dimensions: Although the tube length is shown both in the DeGolyer archive specs and in the 1929 SAL book as 14 ft 1 inch, it appears that the area was calculated on a length of 14 ft even. That error, made in June 1914, likely caused Gavrilo Princip to lose his bearings and assassinate the Archduke Ferdinand of Austria, thus precipitate World War One.

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Class 5 (Locobase 9377)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Produced in August 1889 (works #2286, road #5) and November 1889 (2436-2439), these Ten-wheelers were bought by the E & W at the same time as the Eight-wheelers shown in Locobase 9375. The tube count was the same, but each tube measured a foot longer.

As with the 4-4-0s, conversion from 3 ft to standard gauge dictated the purchases.

NB: Diagram shows only tube heating surface, not total.

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Class 5/122 (Locobase 4971)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 6 and the Georgia Railway History site's "Georgia Pine Railway" account at [], last accessed 11 February 2017. Works number was 19125 in June 1901.

Light, branch-line freight Ten-wheeler delivered by Baldwin (class 10-28-D-55) with a wood-bearing tender (3 1/2 cords of wood), a wood-burning firebox, and a cabbage stack to trap the sparks.

Ordered by the Georgia Pine Railway in 1901, the 122 was delivered to the renamed Georgia, Florida & Alabama. So Baldwin's staff lettered the locomotive for the GF&A, which Railga notes also gained the nickname "Sumatra Leaf Route", celebrating a particular type of tobacco.

By the time of the SAL diagrams, a coal-burning firebox had replaced the wood-burner and the tender carried coal. The 122 remained with the GF&A until its absorption by the Seaboard Air Line in 1929; the engine was then renumbered 684. The SAL scrapped the 684 the next year.

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Class 6 (Locobase 4972)

Data from 1929 SAL locomotive diagrams published on [] . See also "Florida Phospates", The American Fertilizer, Vol 34, No 9 (6 May 1911), p. 32E; and DeGolyer, Volume 29, p. 254. Works number was 29951 in January 1907, 34146 in December 1909, and 34351-34352 in March 1910.

Light Ten-wheelers that served the CH&N's phosphate and timber traffic down the line from near Tampa to Boca Grande. Coal and phosphate elevators were erected in South Boca Grande in 1911 that were described at the time as "the equal of any other in the South." The 4-6-0s also pulled passenger trains until the CH&N bought Eight-wheelers.

27 was sold to the Georgia Southwestern & Gulf. In the 1908 extension of the GSW&G's charter for two years to 24 July 1910, the line was described as originating in Dawson and Albany, Georgia and trending southwest into Florida to "some point on the Gulf of Mexico." By that time, the corporation included the Albany & Northern, which was absorbed by the GSW&G on 15 February 1910. In 1914, the main line had only run 35 miles, which consisted of the A&N's Albany-Cordele, Ga route.

Only the 28 was taken into the Seaboard Air Line as 689 when the CH&N was absorbed. It was withdrawn in 1934. 29 went to the American Agricultural Chemical Co of Pierce, Fla before the GSW&G came into the SAL.

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Class 6/123 (Locobase 9347)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 268. Works number was 20460 in May 1902.

A smaller Ten-wheeler than its immediate predecessor (see Locobase 4971), this Baldwin Class 10-28-D-56 came equipped with a similar wood-burning firebox and cabbage stack. And like the 122, 123 received a coal-burning firebox before its absorption into the SAL.

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Class 8/124 (Locobase 9348)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 25, p. 195. Works number was 22298 in June 1903

Compared to the previous two singleton freight Ten-wheelers from Baldwin (Locobases 4971 and 9347), this engine (class 10-30-D-442) split the difference. The driver diameter was exactly the average of the other two (62" and 50"), the boiler, grate, and firebox the same as 5, but the cylinders were an inch bigger in diameter. As with the others, a wood-burning firebox was replaced by one that could handle coal.

Essentially unchanged, the 8 took road #124 in 1904 and 686 when the Seaboard Air Line absorbed the GF&A. The SAL retired the 686 in June 1930.

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Class Grover Cleveland/T55-E10 (Locobase 9362)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 18, p. 71. Works number was 13878 in December 1893. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

This was one of three locomotives owned by the ASR & G, a short line in northern Florida that soon came under the control of the Florida Central & Peninsular, which in turn was taken over by the Seaboard Air Line.

After its sale to locomotive rebuilder/reseller Southern Iron & Equipment in November 1898, the 1511 went to Cuba in December 1919 to run on the Central Portugalete as their 3.

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Class I-12 (Locobase 5001)

Data from 1929 SAL locomotive diagrams published on [] . See also DeGolyer, Volume 40, p. 28 and the North Carolina Railroads website entry at [], last accessed 19 February 2012.. Works numbers were 33990-33991 in November 1911; 37396-37397 on December; and 37421-37422 in January 1912.

The class was actually delivered to the N&S, which was chartered in 1908 "...specifically to construct a track from Gibson, North Carolina southward to the Pee Dee River in South Carolina" and connect with the Georgetown & Western. Construction moved briskly and the 68 miles from Gibson to Poston on the Pee Dee finished in 1911. At the same time, the N&SC began operating the Seaboard Air Line section between Hamlet and Gibson in North Carolina.

In 1912, very soon after they were delivered (or possibly in lieu of their intended delivery), the N&SC sold the last two in the sextet to the South Carolina Western, where they joined four others described in Locobase. The N&SC was folded into the Carolina Atlantic & Western in 1914, which was absorbed by the SAL in 1915.

Retirements began in 1930 with the last engine leaving service in 1946.

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Class I-13 (Locobase 4999)

Data from 1929 SAL locomotive diagrams published on [] and DeGolyer, Vol 51, pp. 373. See a short history of the predecessor South Carolina & Western at Locobase 13561. Works numbers were 41865-41867 in January 1915.

Awfully late in the game to be building a Ten-wheeler and one running on saturated steam at that. These branch-line, mixed-traffic locomotives were enlargements of the I-12s (Locobase 5001) bought by the CA&W over the previous 6 years.

When the CA&W went into the Seaboard Air Line, they fell into Class I-13 and were renumbered 681-683. 682 was retired in December 1940, but the other two served throughout World War II. They were scrapped in July (683) and October (681) 1946.

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Class L-4 (Locobase 11545)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 90. Works numbers were:

1903

September 22767-22768, 22791, 22807, 22810, 22840, 22847, 22865, 22881, 22908

December 23375, 23382, 23444, 23450, 23463

1904

January 23483, 23492, 23495, 23499, 23521, 23543, 23583

1905

July 26066, 26078-26079, 26095

August 26215

October 26605-26606, 26627, 26636, 26678 in October

This particular order featured detailed notes on many of the components and materials used in the locomotive. For example, the brick arch was supported by 4 arch tubes, whic added to the direct heating surface area and is not included in the firebox figure given in the Baldwin specs. Piston valves used inside admission and measured 11" in diameter and had 6" of travel.

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Class T16-B9 (Locobase 9354)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

This Ocean State pair of Ten-wheeler freighters (works #2234-2235) served the SAL. 103 was condemned on 31 July 1914. By that time, boiler pressure had been reduced to 125 psi with a commensurate drop in tractive effort to 13,000 lb. 104 had gone into switching service when it was renumbered 397 in April 1918. (Confusingly, the diagram shows that 103 was renumbered 396, although the listing of locomotives shows a condemnation date.)

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Class T50-E7 (Locobase 9360)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Rogers works numbers were 3671-3672 for these Ten-wheelers produced in January 1886.

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Class T55-E8 (Locobase 9361)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Six years after Rogers delivered a pair of Ten-wheelers (Locobase 9360), the Paterson, NJ builder followed with another pair with a stouter boiler and smaller drivers. Works numbers were 4495-4496.

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Class T60-I1 (Locobase 4982)

Data from 1929 SAL locomotive diagrams published on [] and SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Also DeGolyer, Volume 18, p. 260. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Branch-line Ten-wheeler with the third axle set behind the deep firebox. The first four (work #13692, 13695-13696, 13698) were manufactured in August 1893 as simple-expansion locomotives.

The last two emerged in September as four-cylinder Vauclain compounds; see Locobase 9366.

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Class T60-I1 - compound (Locobase 9366)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 18, p. 261. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Locobase 4982 shows the first four engines in this class that were completed as simple-expansion locomotives. This entry shows the last two -- works #13719-13720 -- that emerged in September as four-cylinder Vauclain compounds. The Baldwin spec notes that the compounding system was "guaranteed" and that it was "important to have not less than specified weight [90,000 kg] on the drivers."

Each set of 1 HP and 1 LP cylinder was supplied by one piston valve. The original spec called for 10 1/2" (267 mm) valves, but the sheet shows that the second engine had 11 1/2" (292 mm) piston as a result of an extra work order.

The Connelly records show that 532 was rebuilt simple before being scrapped in December 1916. 533 became 1533 in 1918 and was scrapped in March 1923.

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Class T60-I10 (Locobase 4995)

Data from 1929 SAL locomotive diagrams published on [] . See also SAL 1907 Locomotive Diagram supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection/ Works numbers were 4941-4944, 4948-4950

We seem to be looking at a Ten-wheeler version of the G-3 4-4-0 class (Locobase 4996), but suitable for lighter rails and mixed traffic on branch lines. Both came from Rogers in 1893, both boilers had 253 2" tubes and identical grate areas, both engines had a 109" wheelbase between the driver axles that flanked the firebox front and rear. The addition of the third axle forward stretched the boiler and lightened the axle loading.

After they came onto the Seaboard Air Line's roster in 1900, they were renumbered twice more (1916 and 1918). 1541, 1543-1544 were retired in 1923, 1546 in 1930, and 1540 in 1933.

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Class T60-I2 (Locobase 9367)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Unlike the Baldwins that went into service with the SAL in the same year (Locobases 4982, 9366), these Virginians (works #2363-2368) had fireboxes with sloping grates mounted over the rear axle. They were also a bit lighter.

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Class T60-I3 (Locobase 9368)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

These were follow-on Ten-wheelers (works #2466-2470) that resembled the earlier Richmond locomotives (Locobase 9367), but had smaller boilers pressed to a higher degree.

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Class T60-I4 (Locobase 4992)

Data from 1929 SAL locomotive diagrams published on [] . Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1622-1633 (June-July 1896) and 1791-1795 (April 1898).

Low-drivered Ten-wheeler for main-line freight operations, judging by the axle loading and driver diameter. Designed by Superintendent of Motive Power W T Reed.

Just one of the class was sold; 559 went to the Raleigh & Charleston on 31 May 1917 as their #7. About half were scrapped in 1922-1923, the other half being retired in 1928-1930.

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Class T60-I6 (Locobase 9369)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 17, p. 31. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives. Works numbers were 11898, 11901, 11919 in May 1891.

This trio of Ten-wheeler freighters were produced in single numbers in May 1891, which took road numbers 120 Charles F Crisp, 119 E B Lewis, and 121 John B Felder, respectively. The Charles Crisp first appears in the Baldwin spec series in Volume 16, p. 76 as last of an order of locomotives outlined in Locobase 7635. The SA & M was absorbed by the Georgia & Alabama in 1895 and the G&A by the Seaboard in 1901.

The I-6s were retired in March 1919 (1521), February 1923 (1520), and March 1923 (1522), respectively.

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Class T60-I7 (Locobase 9370)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

The G & A took these three (works #2581-2583) at the same time the builder sent another trio to the Seaboard Air Line; the latter had 58" drivers (see Locobase 9368). Ultimately, the six would operate together on the SAL.

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Class T74-I5 (Locobase 5002)

Data from 1929 SAL locomotive diagrams published on [] . Works numbers were 3051-3076 in 1900.

MIddleweight Ten-wheelers built in one big batch to haul fast freight service. Although sharing many of the details of the Georgia & Alabama 4-6-0s delivered two years earlier (Locobase 5004) and recently acquired by the SAL, the design's boiler held more tubes and rolled on taller drivers.

A later upgrade (post-1918) added 15.35 sq ft (1.43 sq m) of arch tubes to the firebox's heating surface area.

581 wrecked in December 1916. The others, obviously overmatched by freight volume, were retired in 1928-1933.

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Class T74-I8 (Locobase 5004)

Data from 1929 SAL locomotive diagrams published on [] . Works numbers were 2778-2781 in 1898.

After three years on the G&A, the Seaboard Air Line acquired the railroad and this quartet of freight Ten-wheelers placing the latter in class in I-8 Compared to some of the other small-drivered 4-6-0s they inherited, this set used cylinders with longer strokes and wider fireboxes.

The SAL retained the set for more than 25 years before retiring 1572 and 1574 in October 1928, 1571 in January 1930 and 1573 in four months later in May .

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Class T80-K (Locobase 9372)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 34, pp. 148+.Works numbers were 34185-34186, 34207-34208, 34228-34229 in January 1910; 34258, 34309-34310, 34348-34350 in February; and 34365-34367in March.

This class of Ten-wheelers came with saturated boilers and relatively ample dimensions, although the grate wasn't very big nor was the firebox area when delivered. However, the firebox heating surface did included 31.5 sq ft (2.93 sq m) in four 2 1/2" (57 mm) diameter arch tubes. Page 150 of the Baldwin specs spells out in unusual detail just how the fire brick is to be laid. One reason for this care is Seaboard's stated intention "to use brick arches on all of the larger classes of main line passenger engines and freight road locomotives." Two particular criteria stand out: 1) install the brick arch "so as to allow ample space over the arch at the back for the gas to travel without being choked." and 2) mount the arches so the fireman could not "easily" throw coal over it. (Coal on top of the arch would have no positive effect in heating power and quite possibly over-stress the bricks and tubes, Locobase supposes.)

This design appears to combine one of the earliest uses of the Baker-Pilliod outside radial valve gear with perhaps one of the latest 4-6-0s delivered with balanced slide valves rather than piston valves. Given their passenger work, it's not surprising to see a caution that the builder should "counterbalance with every possible care." A 29 January 1910 noted advises that the main wheels were cross balanced.

Hauling capacity was given as 5,154 tons on the level, 860 tons on a 1 1/4% (66 ft to the mile) grade.

They were big enough and new enough to be superheated; see Locobase 5013.

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Class T80-K - superheated (Locobase 5013)

Much of the data comes from [] for 1929 locomotive diagrams.

Locobase 9372 shows the original, saturated-boiler version of this class. Firebox heating surface includes 34.5 sq ft (3.21 sq m) of arch tubes. Langley and Beckwith (in Drury -1993) note that the narrow-firebox design was "the subject of considerable tinkering with cylinders, valves, and driver size." All but one were rebuilt as L-series engines (652-654, 659 as L-2s and all the others but 658 as L-4s) with smaller drivers in 1933.

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 T80-L2 (Locobase 4991)

Data from 1929 SAL locomotive diagrams published on [] . Straightforward mainline Ten-wheeler from Baldwin and Richmond that formed the second-largest 4-6-0 class on the SAL. Baldwin's works numbers were

1903 (Road numbers 610-618)

August 22595, 22602, 22657-22658, 22661-22662, 22677, 22737; September 22766

1906 (Road numbers 630-644)

October 29282, 29313-29314, 29321, 29344; November 29375, 29394, 29435, 29463; December 29789, 29809-29811, 29839

1907 (Road 645-649)

August 31543-31544, 31567, 31592; September 31647

Richmond's were:

1905

October 38093-38096, 38938-38941

Drawings for the 1902 Richmond batch (600-608) show a few more tubes (332 vs 328), which increased the tube heating surface to 2448.16 sq ft. These also were lighter engines, coming at 120,000 lb on the drivers. According to 1929 drawings for the 610-618 batch, 615 had Southern valve gear.

Retirements occurred from 1936 to 1950.

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Class T82-L4 (Locobase 5003)

Data from 1929 SAL locomotive diagrams published on [] . For the first decade of their service, this large class of long-stroke Tenwheelers was the fast freight engine exemplar on the SAL. Richmond built a majority of the class, beginning with works #38950-38952 in 1905 and continuing in 1906 (40656-40665, 40774-40783) and 1907 (43756-43770).

Baldwin contributed 738-747 (29598, 29604, 29642-29644, 29722-29723, 29769-29770) in 1906 and 778-787 (works 31361-31362, 31402-31404, 31449, 31463, 31520-31521, 31556) in 1907.

Seven were superheated along the lines of the T80 superheating program (Locobase 5013) in the 1930s. Retirements spanned decades, the first coming in 1922 (possibly from an accident) and the last closing out the class in 1952.