Class 101 (Locobase 12399)

Data from Baldwin Locomotive Works Specification for Engines, 1903, as digitized by the DeGolyer Library of Southern Methodist University Vol 22, p. 244. See also Richard E Prince, Southern Steam Locomotives and Boats (Green River, Wyo: Richard E Prince, 1965), pp. 27-28. Works numbers were 17441 in February 1900, 18241 in September.

Both of these locomotives worked on construction projects in Tennesseee at the beginning of their careers, it seems. But they apparently were lettered for the Tennessee Central. In 1905, the TC sold both to the Southern, which renumbered them. In 1908, the Southern sold them back to the TC in 1908.

101 was renumbered 223 and remained with the TC until 1922, when it was sold to locomotive rebuilder/reseller Southern Iron & Equipment. 102 was scrapped by the TC in December 1928.

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Class 14 (Locobase 6517)

Data from 1914 List and Specification of Locomotives supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange collection and Prince (1965). Works numbers were 14-17, 20, 25, 27, 29-30, 33-34.

The Rome, New York builder must have been delighted to get such a large order. ETV & G numbering ran from 145-174, then 351-368. The first four weighed slightly more on the drivers (76,900 lb), slightly less overall.

Most were scrapped in the 'teens, with a few lasting until the mid-1920s.

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Class 155 / F-11 (Locobase 12889)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 28, p. 193 and Volume 29, p. 243. Works numbers were 27116-27117, 27182 in December 1905; 29708 in November 1906; 29747-29748, 29788, 29856-29857 in December.

This nonet of Ten-wheelers were very similar to the Southern systems F-11s (Locobases 2646, 11066, and 11073) and would be grouped with them when the Southern took over the Suwannee Route in 1916. Three were later superheated.

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Class 23 / Fs-17 (Locobase 14235)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University , Volume 50, pp 342. Works number was 41385 in May 1914.

This was the first superheated Baldwin on the V&S and was a duplicate of the Georgia, Southern & Florida quartet shown in Locobase 5160 and, like those engines, were among the first to be delivered with Southern valve gear.

Also like the GS&F, this engine was taken into the Southern Railway and placed in the same class in 1916.

After three more decades and all of World War II, the 1114 was scrapped in December 1947.

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Class 252 /F-6 & F-5 (Locobase 6505)

Data from 1914 List and Specification of Locomotives supplied in March 2004 by Allen Stanley and Prince (1965). Works numbers were 3095-3096 in August 1890. Works number 2916 of 1889 was virtually identical, possessing one less tube for a total heating surface of 1751.5 sq ft. It was later numbered 908.

This batch of Ten-wheelers were originally brought into the Southern as 390-392, then renumbered 890-892 and finally numbered 909-911. 911 was fitted with 62" drivers. F-6s had 62" drivers, the lone F--built as a compound (see Locobase 2645) had 69". By 1910, however, all three rolled on 63"(1,600 mm) drivers.

When taken into the Southern Railway, they were numbered 390-392, then 890-892, and finally 909-911 with the highest numbered engine being the F-5.

Scrapped in 1932-1933.

Prince (1965).

As with the other members of the SR's heterogeneous collection of 4-6-0s, these locomotives filled a need for passenger and mixed-train engines and served into the mid-1930s.

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Class 254/F-5 (Locobase 2645)

Data from "Compound Passenger Locomotive, 'Ten-Wheel' Type", Illustrated Catalogue of Simple and Compound Locomotives (Schenectady, NY: printed by J B Lippincott Co, Philadelphia), pp. 86-87. Works number was 3097 in August 1890.

It was only in 2022 that Locobase finally determined that the three locomotives in this class (F5 & F6) -- Locobase 6505--actually consisted of two simple-expansion engines and this cross-compound built to the same dimensions. Fitted with Schenectady's Pitkin intercepting valve, the design was seen as a worthy competitor to simple-expansion locomotives with an added benefit of lower water and fuel consumption.

Unfortunately for such aspirations, compounds' advantages didn't offset difficulties beyond their perceived complexity. Locobase 11121 contains a contemporary (January 1891) discussion of problems setting valves to work consistently at high speeds.

Not long after the

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Class 5 (Locobase 6008)

Data out of List & Description of Southern Railway Locomotives (1914) book provided in April 2004 from Allen Stanley's extension collection. See also DeGolyer, Volume 13, p. 68. Works number was 8038 in July 1886.

Narrow-gauge Ten-wheeler procured to run on the A&D's narrow-gauge section between its standard-gauge junction at Emporia. Its main line ran 50.35 miles (81 km) northeast to the James River near Richmond.

Locobase uses the "as-delivered" weights estimated in the 1886 specification. Later listings by the Southern shows relatively high adhesion weight of 55,000 lb and total engine weight of 60,000 lb.

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Class 51 (Locobase 6518)

Data from 1914 List and Specification of Locomotives supplied in March 2004 by Allen Stanley and Prince (1965).

This GP quartet was identical to the EVT & G locomotive order of 5 years earlier, but had slightly higher boiler pressure. They were a little newer so they lasted a bit longer than the Tennessee engines.

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Class 55 (Locobase 15809)

Data from "Ten-Wheel Locomotive--Georgia Pacific Railroad", Engineering News, Vol 23 (5 April 1890), p. 315. Richmond works numbers were 1854-1857.

A comment by Mr R D Wade, Superintendent of Motive Power, offered a positive opinion of these locomotives: "We have made no special tests of these engines. Their performance, however, compares favorably with engines of other build [the New York Locomotive Works quartet shown in Locobase 6518] of the same dimensions. They are remarkably free steamers, are well-designed, and well-built engines." One difference was the larger grate.

The EN described the GP as having become the Georgia Pacific Division of the Richmond & Danville. The R&D would be taken into the Southern system in 1894.

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Class 6 (Locobase 6515)

Data from 1914 List and Specification of Locomotives supplied in March 2004 by Allen Stanley and Prince (1965). Works numbers were 2742-2745 in 1889.

These freight Ten-Wheelers formed part of the original stud of this grandiosely named railroad. That line then became the Ohio River & Charleston, then the South Carolina & Georgia, during which time this quartet kept its road numbers. When the Southern took them over, they were renumbered 896-899 (1902), 1452-1453 (1903), and finally 3452-3455.

After all this effort, the 3452s gave good service for another 20 years, being scrapped in the mid-1920s (March 1922 for 3453 to February 1926 for 3452).

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Class 800 (Locobase 2642)

Some data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002. See also "Ten-Wheeled Locomotive-Richmond & Danville Railroad", Railway Review, Volume XXIX [29], No. 52 (26 December 1889).

These engines came into the Southern fold along with several other R&D Ten-Wheelers. Although Prince (1965) groups 963-968 with other Southern F-1s, their provenance seems identical to the 940. For instance, their R&D numbers ranged from 803-813 and the Rogers' builder numbers run from 4254-4268, including 940's 4257. (R&D 811, 813, GP's 812, later Southern F-2 903-904, F-1 962, probably were built to the same specs, but have builder numbers 4327-4329.)

Scrapped in 1932-1939.

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Class 800/F-2 & F-3 (Locobase 6506)

Data from 1910 List and Specification of Locomotives supplied in March 2004 and SRY 5 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; "Ten-Wheeled Locomotive Richmond and Danville Railroad", Railway Review, Volume XXIX [29], No 52 (28 December 1889), pp. 745-746' and Prince (1965). Pittsburgh works numbers were 1062-1064 in November 1889.

This trio of Ten-wheelers from the Steel City were quite similar in most respects to Ten-wheelers that would be supplied by Rogers to the R&D in the next year (Locobase 2642). RR found the design had "very good" general proportions, a large boiler that "should steam freely",

They filled a niche as all of them served on the Southern for more than 40 years after the R & D was absorbed.

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Class 820 series (Locobase 2643)

Prince (1965) and SRY 1 - 1926 List and Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 134 and Volume 19, p. 86.

Baldwin built the first nine in 1893-1894. Eight of these were simple-expansion engines shown in this entry. (Works numbers were 13146, 13150-13151, 13942-13946), Richmond delivered the last five in 1894 (works numbers 2424-2426, 2428-2429). The Baldwins had 28.2 sq ft (2.62 sq m) grates, the Richmonds 27.9 sq ft as shown in the specs.

When the Southern absorbed the R&D, these engines were grouped as the F-1 class along with a batch of engines built specifically for the Southern. Initially, they had numbers in the 300-313 range, then were renumbered 941-954.

Scrapped in 1932-1939.

In this same batch, Baldwin supplied one of its Vauclain compounds and

Richmond delivered a cross-compound with one 21" HP and one 32" LP cylinder; ; see Locobase 16177.

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 820 series - compound (Locobase 16177)

Data from DeGolyer, Volume 18, p. 135. See also Prince (1965) and SRY 1 - 1926 List and Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 13152 in January 1893.

Baldwin built eight simple-expansion locomotives for the R&D in 1893-1894 (Locobase 2643). Eight of these were simple-expansion engines shown in Locobase 2643. The last engine in the 1893 order was delivered as a Vauclain compound that used two 10 1/2" (267 mm) piston valves, each one supplying each pair of one HP, one LP cylinders.

823 was originally delivered with 14' HP and 24" LP cylinders, but evidence in the form of a 9/6/1893 note in the specs suggests that this offered too little volume. It describes Extra Work 2181 that ordered a set of 15" HP, 25" LP cylinders that reduced the compounding ratio.

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 A-3 (Locobase 12814)

Data from DeGolyer, Volume 28, p.75 Works numbers were 26147, 26158 in August 1905 and 29299 in October 1906 and 31988 in October 1907.

The NO&NE needed passenger power and bought two Ten-wheelers in 1905 and added one in each of the next two years. The Alabama & Vicksburg bought three more from Baldwin in 1907 (see Locobase 13173) to which the A&V added the ex-292 in May 1912.

Locobase 6078 shows six of the engines united under a common motive-power department and after they were superheated beginning in 1915.

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Class A4 (Locobase 13888)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 40, pp. 244-247. Works numbers were 37588-37589 in March 1912.

At the tail end of the order from the New Orleans & North Eastern's B-class Ten-wheelers (Locobase 11185), Baldwin supplied two more to the A&V. An interesting swap between the NO&NE and the A&V involved the two in this order, which went to the NO&NE in 1914 as their 293-294. Some time after that, the NO&NE superheated the pair; see Locobase 6088.

At some later point, the pair was renumbered 273-274 and in 1926, when the Southern assumed control of the A&V, that big railway renumbered them 6894-6895.

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Class A4 / Fs-21 (Locobase 6088)

Data from the 1927 New Orleans & North-Eastern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange.

Originally delivered as saturated-boiler Ten-wheelers to the Alabama&Vickburg (Locobase 13888), this class made the usual trade off of small tubes for large tubes to accommodate a superheater. A significant difference from the identically modified B class (Locobase 6089) was this duo's much taller drivers more suitable to a passenger locomotive.

Possibly because their taller drivers made them less suited to local freight work, these locomotives were scrapped by the Southern in April 1939.

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Class AC (Locobase 7634)

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). See also DeGolyer, Volume 15, p. 83. Works numbers were 9983-9984, 9989 in May 1889.

First trio in a line of Baldwin Ten-wheelers for the Rathole Division. Like many other locomotives, the design's retention of the narrow firebox proved increasingly limiting as boilers continued to grow.

550 was sold in 1912 to Fitzhugh Luther's Wyandotte Construction Company. 552 was scrapped in June 1916 and 551 followed in September.

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Class AC-2 (Locobase 12645)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 25, p. 111. Works numbers were 21494 and 21533 in January 1903.

These had a short career. The Southern took over the CNO&TP's roster in 1917 and these two locomotives were renumbered. 6415 was sold in March 1922 to David Joseph and the 6416 went to Rissman Levey Salvage Co in April 1923.

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Class AC1 (Locobase 7635)

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). See also DeGolyer, Volume 16, p. 76. Works numbers 10972 and 10974 in June 1890

A pair of Ten-wheelers with a shorter wheelbase than the ACs shown in Locobase 7634. The reason? The larger grate and firebox now rode over the rear axle rather than dropping down between the last two axles. Eleven more were ordered at the same time, one lettered for the Seaboard Air Line's GC&N (Locobase 9369), the others for the expansively named Charleston, Cincinnati & Chicago, for which see Locobase 16186.

According to the Balwin specs, 10972 originally was to go to the Chicago & Northwestern, but was sold on 6/3/1890 to the Chattanooga Southern as their #4. The CS found it too heavy for their right of way and sent it back very shortly after it was delivered. The CNO&TP ran the engine for 25 years before retiring it in December 1915.

10794, which began its career with number 93 in 1890, then 593, then 553, was sold a few years later to Wyandotte Construction. Wyandotte then sold it in January 1903 to the Louisiana & Arkansas as their #139.

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Class AC2 (Locobase 7636)

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). See also DeGolyer, Volumes 20, p. 79; Volume 21, p. 122; Volume 24, p. 118. Works numbers were 14623 in January 1896, 15657 in January 1898, 19810 and 19940 in December 1901.

This later quartet of Ten-wheelers were simple-expansion variants of the Vauclain compounds with 13" HP and 22" LP cylinders delivered in 1892-1893 (Locobase 12033). The second pair had the same firebox dimensions of the earlier engines, but a inked change in the 1901 specs raised the heating surface area to 150 sq ft (13.94 sq m).

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Class AC3 (Locobase 12033)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 18, p. 23. Works numbers were 12840 in July 1892; 13239 in February 1893; 13598 in July; and 13784, 13787, 13796 in October.

This sextet of Vauclain compound Ten-wheelers came to the CNO & TP over a fifteen-month period. (Locobase wonders if the Panic of 1893 had to do with the slow pace.) Over time they were converted to 19" x 24" simple-expansion locomotives and were so described in 1914; see Locobase 7636 for the result.

All were sold for scrap in 1923-1924, the first four to Rissman Levey Salvage in April 1923 (6414, 6409, 6411-6412; ex-604, 608, 501, 509, respectively) and the other two to David J Joseph in December 1924.

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Class AC4 (Locobase 7637)

Data from 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). See also DeGolyer, Volume 25, p. 293. Works numbers were 22459-22460 in January 1903 and 29393, 29424 in November 1906.

This long-striding quartet was apparently undersized for its role in passenger service. For whatever reason, 632-633 were sold for scrap in 1924 to D Joseph and 630-631 were scrapped in February 1927.

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Class AC4 (Locobase 7640)

Data from CNO&TP 1893 and CNO&TP MB 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 numbers were 1560 in 1896 and 1750 in 1899.

The Harriman & Northeastern was a short line in Eastern Tennessee that cooperated with the Southern. Over time, the Southern took over its small locomotive holding, including these Ten-wheelers delivered three years apart.

Both were condemned in 1923.

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Class B (Locobase 11185)

Data from the 1927 New Orleans & North-Eastern locomotive diagram book supplied in March 2004 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 40, pp. 236-239. Works numbers were 36766-36767 in August 1911; 37572-37575, 37586-37587 in March 1912.

The NO & NE acquired these locomotives for freight work, although the frame allowed for much larger drivers. As a result, the drivers were widely spaced. Indeed, the Baldwin specs contain a note that the frames needed strengthening and deepening of the top frame to 5 1/2" just ahead of the main drivers.

The last two delivered had 68" drivers and are described in Locobase 6088. All but 3 of these were superheated; see Locobase 6089. 265-266 were sold to the Vicksburg, Shreveport & Pacific in January 1916 as their 348-349. When the VS & P came under IC control in 1926, the two were renumbered 53-54.

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Class B/Es-22 (Locobase 6089)

Data from the 1927 New Orleans & North-Eastern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange.

All of the B class low-drivered freight Ten-wheelers (Locobase 11185) were superheated in the late 'teens or early 1920s, which involved the usual substitution of flues for small tubes and the gain in steam power. Locobase 6088 shows the identically updated pair with much taller drivers.

The design proved quite satisfactory, evidently, as all but one (6889) served through World War II. The remaining 7 were scrapped in 1946-1948.

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Class C J F Allen/F (Locobase 6516)

Data from the 1914 Southern List and Description of Locomotives supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also Prince (1965). Works numbers were 4276 in March 1890 and 4277 in April.

Delivered as a pair with names (13 bore Arthur Peter) , these Ten-wheelers ran under the CNO&TP colors as 544 & 543 in 1891-1893, returned to the LSRR and reassumed their numbers, then came under Southern's system as first 314-315, then 1456-1457, and finally 3456-3457.

3457 was scrapped relatively early -- October 1916 -- probably because of a defect or accident. 3456 lasted until January 1927.

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Class D (Locobase 6092)

Data from the 1917 New Orleans & North-Eastern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 27, p. 15 and Volume 30, p. 287.

These Ten-wheelers built up the NO & NE's stud of 4-6-0 only gradually, as the table indicates:

Year Month Works numbers Engine #

1904 April 24116-24117, 24149 252-254

1905 December 26987, 27010 255-256

1906 October 29253, 29262 257-258

1907 February 30076-30077, 32093-32094 259-262

Earlier locomotives were delivered with "Caliope [sic]" whistle. The order for the last four (two for the Alabama & Vicksburg and two for New Orleans & North Eastern) included the request to "omit chime whistle and use whistle of coarser sound."

All were renumbered by the Southern in 1916 as 6875-6885.

Only 6883 was superheated, at which time its boiler held 146 2" tubes, 20 5 3/8" flues; evaporative heating surface was 1,534 sq ft and the superheater added 338 sq ft. (The Alabama & Vicksburg A3s (Locobase 6076) had identical reworkings, but their boilers were bigger). 6883 also had its driver diameter increased to 64", as did 6885.

For all that, 6883 was the second in the class to be retired (in March 1929). Most were withdrawn in September 1934 with two -- 6879 and 6885 -- surviving to February and March 1940, respectively.

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Class E (Locobase 6115)

Data from the 1912 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2594-2586 in 1896.

Tenwheelers of modest size that came from Richmond. See Locobase 6116 for bigger, younger siblings.

In 1917, the AGS locomotives' road numbers changed to the Southern Railway System's sequence with the Es acquiring 6651-6653. They didn't remain on the Southern roster for long. Consolidated Salvage bought the 6651-66522 in January 1922 and JT Knight & Sons bought 6653 in October 1924.

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Class E1 (Locobase 6116)

Data from the 1912 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3043-3044 in 1900 and 26592-26593 in 1902. (In the interim, Richmond had joined several other builders in the American Locomotive Company, which assigned works numbers serially regardless of the builder.)

This set of Ten-wheelers, larger than the earlier trio from Richmond (Locobase 6115), arrived in two pairs. All were renumbered in 1917, but none lasted beyond the late 1920s.

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Class E2 (Locobase 6117)

Data from the 1912 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Works number was 1370 in August 1892.

The only AGS Tenwheeler that rolled on with freight-service-sized drivers. Locobase supposes the 116's design sought to add more size and area to the then-standard Moguls then on the AGS. It traded a little bit of cylinder volume but added 2" (50.2 mm) to the stroke.

Regardless of its unique qualities, the 116 enjoyed a 30-year career from the time of its delivery in 1892. It was sold for scrap in January 1922.

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Class E3 (Locobase 6118)

Data from the 1912 Alabama Great Southern locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also "Powerful Passenger Engine for the Alabama Great Southern", Railway and Locomotive Engineering, Volume , No 8 (August 1905), p. 363. (Thanks to Chris Hohl for his 6 January 2018 email supplying the link to the R&LE report, stating the correct valve gear, and the original tender capacity.) For Baldwin, see DeGolyer, Volume 29, p. 224.

One came from Schenectady in 1905 (works number 30976) and one from Baldwin (works number 29409) in 1906. These were relatively large Ten-wheelers of the time (turn of the century), bigger than what other Southern Railway constituents were buying. And compared to the four earlier Richmond engines on the AGS (Locobase 6116), these were bigger all around, offering more cylinder volume, a much wider grate and firebox, and much more adhesion weight.

The original Baldwin tender spec reported the Schenectady locomotive's water capacity of 6,000 US gallons (22,710 litres), 10 tons (9.1 metric tons) of coal, and 121,000 lb (54,885 kg) when loaded.

Certainly, this pair was the last of the 4-6-0s. 6660 was scrapped in February 1932, 6661 preceding it by a year in February 1931.

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Class Es-20 (Locobase 6483)

Prince (1965) and data from Allen Stanley's extensive Rail Data Exchange of diagram books and locomotive summary tables.

According to Prince's tables, the first 3 of this low-drivered Tenwheeler class came to the GS & F in 1900 from Schenectady (works #5553-5555; road # 136-138), Baldwin supplied one in 1902 (works #20566, road 139), Alco-Schenectady in 1903 (works 29289, road 135), and Baldwin for one more in 1904 (works 23674, road 140). The class was later superheated, its boiler reconfigured to hold 182 tubes and 24 flues.

After the Southern took over the GS & F the class was renumbered as shown. 8303 was scrapped first in September 1929. 8305 followed in August 1929, 8301 in December 1936, and 8300 in March 1939. The remaining 2 were sold to the Blue Ridge Railroad in the late 1930s.

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Class F (Locobase 6494)

Data from Southern Railway diagrams supplied by Allen Stanley -- 22-F-32 -- and 1914 Southern Railway list and description. See also DeGolyer, Volume 21, p. 258.Works number was 16266 in October 1898.

This locomotive didn't bear #17 for long. It soon went to the Virginia & Southwestern as their 705. When the Southern took it over, it renumbered it 658 in 1903 and again renumbered it 901.

901 enjoyed a long career, arriving at the scrapper in June 1936.

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Class F-1 - compound (Locobase 16456)

Data from "A Ride on a Compound Locomotive," Railroad Gazette, Volume X [10], No 5, (3 April 1896), p. 229; List and Description of Locomotives - Southern Railway System (1914) provided in April 2004 from Allen Stanley's extension collection. See also George H Drury, Guide to North American Steam Locomotives-Revised Edition (Waukesha,WI: Kalmbach Books, 2015), p. 16. Works numbers were 2484-2485 in 1895.

When the Southern took delivery of seven Ten-wheelers from Richmond (Locobase 2644), two were delivered with Richmond's version of a cross-compound cylinder setup. Not long after they entered service, the RG reported on a trip made by the compound between Danville, Va and Charlotte, NC hauling four sleeping cars, a day coach, a baggage and a mail car.

The first key finding was the generous amount of steam provided by the boiler. Throughout the journey, the pressure gauge's pointer "was very steadily kept in the range of from 185 to 195 pounds [12.76 to 13.45 bar]." The locomotive started and ran easily with no recourse to the intercepting valve. In fact, "There was nothing to indicate to the casual observer that he was near a compound locomotive except the softness and infrequency of the exhaust." The account added that the "engine is a very easy riding one. There is no apparent difference between the two sides and the counterbalancing is excellent."

All that said, RG acknowledged "unless the compound can show a coal saving, the mere fact that it can be handled with the same ease as a simple engine will not serve to introduce it." Impressions led the author to suggest that the fireman had less to do on the compound than on one of its simple-expansion sisters. "[T]hat he did take it more easily than his mate on the simple engine is evidenced by the fact the latter burns all of the coal ...while the former had about a ton and a half to spare at the end of the run."

Data collected during the run seemed to bear this out when it showed the compound burned 15% less coal (81.57 lb/mile [22.98 kg/km] compared to 95.42 lb/mile[26.88 kg/km] for the simple-expansion engine).

All in all, compounding delivered the goods, wrote RG's observer, and all that stood in the way of general acceptance was better training and more experience. Yet virtually all compounds of any design (other than articulated Mallets) were converted to simple-expansion locomotives. And, indeed, this pair was soon converted to single-expansion.

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Class F-1 - simple (Locobase 2644)

Data from "Southern Locomotive," Locomotive Engineering, Volume X [10], No 5, (May 1897), p. 353; Prince (1965); and List and Description of Locomotives - Southern Railway System (1914) provided in April 2004 from Allen Stanley's extension collection. Works numbers were 2479-2483 in 1895.

Newly built engines that matched those supplied to the Richmond & Danville only a few years before. LE reported that the class was used for heavy "fast-express" trains and for fast freights. "The engine is very popular on the road," noted the writer, "and is noted for the freedom with which high speed is maintained ...Recently one of these engines ran from Charlottesville to Alexandria, 106 miles, in one hour and fifty-five minutes, with eight cars, six of them Pullman; weight of train, exclusive of engine and tender, 388 tons. One stop was made for water, and two slow-ups going through towns. There are several pretty steep grades between above places, one of 72 feet [1.4%], 4 miles long."

Locobase 16456 shows the last two of the class when they were delivered as cross-compounds.

At first they were numbered 316-322, then renumbered 955-961.

Scrapped in 1932-1939.

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Class F-11 (Locobase 2646)

Data from SRY 1910 List & Description of Locomotives supplied in March 2004 and SRY 5 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5215-5218

Although frequently grouped as one class, there were three sub-classes that shared the same power dimensions; the other two are described in Locobase 11066 and 11073. Leading the 20 x 26", 70" driver Ten-wheeler parade were the four that Schenectady delivered in 1899.

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Class F-11 (Locobase 11066)

Data from SRY 1910 List & Description of Locomotives supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3010-3013.

After Schenectady delivered the first quartet of this design in 1899, Richmond contributed the next 4 in 1900. The principal difference was the reduction of tube count in the boiler by 2. The engines were also heavier.

Scrapped in 1929-1939.

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Class F-11 (Locobase 11073)

Data from SRY 1910 List & Description of Locomotives supplied in March 2004 and SRY 5 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 87; Volume 27, p. 250; Volume 28, p. 34. Works numbers were 19835-19839, 19859-19861, and 19892-19893 in December 1901; 24727-24728 in September 1904; 24747-24748, 24750-24753 in October 1904; 26133-26135, 26148-26149, 26203, 26211, 26225, 26246 in August 1905.

After Schenectady delivered the first four (Locobase 2646) of this standard design in 1899 and Richmond supplied the next 4 in 1900 (Locobase 11066), Baldwin produced 27 from 1901 to 1906. They were essentially identical, although they had one more tube than the Richmonds and were considerably heavier.

A further nine originally operated on the Georgia Southern & Florida; see Locobase 12889.

Scrapped in 1929-1939.

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Class F-12 - Baldwin (Locobase 6492)

See Prince (1965) and Southern locomotive diagram 22-F-31, dated August 12, 1910 and supplied by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 21, p.9. Works numbers were 15274 in April 1897, 16302-16303 in November.

The 1914 List and Description of Locomotives, also supplied by Allen Stanley, shows that locomotives 1051-1074 came in two slightly different variants. The Richmond engines (see Locobase 2647) had slightly larger grates (34.9 sq ft) and weighed about 8,000 lb more.

The version in this entry represents the three Baldwins note the 2 1/4" boiler tubes. The heating surface calcualtions, specifically dated 5/11/97 in the specs, betray internal consistencies. If the number of tubes was in fact 260 and they were 14 ft 8 in long, then their combined area was 2,259 sq ft, not the "2,231.69"in the specs. The firebox measurement in the specs-- "174.24"--seems a simple transposition error as the later diagram's 146.97 supports the combined total of 2,406 sq ft in evaporative surface.

Estimated loaded tender weight amounted to 95,000 lb (43,091 kg).

The 325's first job was posing on display at the Nashville Exposition from May to October 1897.

1051 and 1056 were scrapped in June 1930; 1055 followed in March 1936.

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Class F-12 - Richmond (Locobase 2647)

Data from "New Locomotives for the Southern Railway", Railroad Gazette, Volume XXX [30], No 9 (4 March 1898), pp. 159-161; and from SRY 1910 List & Descriptions of Locomotives supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Richmond works numbers were 2624-2625 in 1897, 2902-2905 in 1899, 3014-3017 in 1900, and 3134-3143 in 1902.

RG's report singled out several features of these passenger Ten-wheelers. The engine truck was supported by hangers "arranged so as to provide a positive and ample motion in curving and to steady the engine when running on tangents." The railway said that the setup was "very effective in reducing the 'nosing' action of the engines."

The link motion's design sought to eliminate the "objectionable" long eccentric rods commonly used with ten-wheel engines". (These rods reached forward from the axle cranks to the link.) Another goal was to simplify the gear arrangement with a "substantial and compact, but not complicated" variant.

Most of the class served more than 30 years before being retired and scrapped in the 1930s.

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Class F-14 - 68" (Locobase 2648)

Prince (1965)-- for works # -- and data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002) and List and Description of Locomotives - Southern Railway System (1914) provided in April 2004 from Allen Stanley's extensive Rail Data Exchange. See also DeGolyer, Volume 25, p. 25; and "Ten-Wheel Passenger for the Southern Railway", Volume 16, No 2 (February 1903), p 93.

Works numbers were 22344, 22355, 22365, 22382-22384, 22395-22396, 22413 in June 1903; 22449, 22467, 22500, 22524, 22541, 22557, 22577, 22579 in July; 22633, 22678, 22685 in August; 22901, 22905-22906 in September; 23703-23704, 23760- 23761 in February 1904; and 23842 in March.

Basically a continuation of the F-12s and the 1075-1084 class (Locobase 11072), but with 68" drivers. The Baldwin order contained the guarantee that the springs needed to "make 50,000 miles ...to be maintained by the builders until they have made this mileage." R&LE described the product of this order as "a substantial machine and the general effect of the whole design is pleasing." The article also mentioned the fluted main and side rods and a "roomy, well-lighted" cab,

Three (1087, 1111, 1112) were redesignated Fs-14 when they were fitted with superheaters and piston valves.

Scrapped in 1933-1948.

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 F-14 - 72" (Locobase 11072)

Data from 1910 List and Specification of Locomotives supplied in March 2004 and SRY 5 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange, and Prince (1965). DeGolyer, Vol 25, p. 97. Works numbers were 12380-12383, 21417 in December 1902 and 21432, 21442, 21448-21449, 21519 in January 1903.

This was the first set of the new larger Ten-wheeler design that would go into volume production. Like most SR engines, these would enjoy long careers.

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Class F-15 (Locobase 2649)

Data from SRY 1929ca List and Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Prince (1965). Works number was 44806 in 1907.

Low-drivered Ten-Wheeler originally delivered to the V&SW and under its flag long enough to be renumbered as #22. When absorbed into the Southern system, she wore #931 until she was scrapped in 1934.

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Class F-4 (Locobase 11123)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 84-85. Works number was 2916 in October 1889.

This locomotive served first the ETV&G, then its successor, the Southern Railway, for 45 years before being scrapped in Spencer in November 1934.

The ETV&G spanned a considerable part of Tennessee, Alabama, and Georgia and ran 1,780 miles in all. Its East Tennessee Division's main line ran 254 miles from Bristol to Chattanooga, the Alabama Division (309 miles) linked Rome, Ga to Meridian Miss, and the Georgia Division joined Cleveland, Tenn and Brunswick, Ga and covered 426.5 miles,

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Class F-7 (Locobase 2640)

Prince (1965). Data from List and Description of Locomotives-Southern Railway System (1914) provided in April 2004 from Allen Stanley's extension collection. See also DeGolyer, Vol 26, p. 40. Works numbers were 21400, 21423 in December 1902; 21502 in January 1902; and 23093 in October 1903.

Used in mixed freight and passenger traffic. These four were scrapped in 1933-1937.

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Class F-8 (Locobase 2641)

Prince (1965). Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 31, p. 144. Works numbers were 32452-32455, 32477, 32488, 32505, 32511-32513 in December 1907.

Lighter than the F-7s (Locobase 2640) using a shorter stroke, and fitted from the start with Walschaert radial valve gear, this class also hauled mixed freight and passenger traffic.

Later diagrams

All but one scrapped in 1933-1939 beginning with 921 and 928 in October 1933 and ending with 922 in December 1939. 925 evaded the torch throughout World War II before succumbing in December 1946.

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Class Fs-16 (Locobase 6491)

Prince (1965) and data from Allen Stanley's Rail Data Exchange collection of locomotive diagrams -- specifically 25-F-42 dated February 27, 1915. See also DeGolyer, Volume 51, pp.122+. Works number was 41754 in October 1914.

Locobase doesn't know why this one locomotive was delivered to the Southern in 1914. It's smaller than most of the other engines entering service at the time, so it was probably an answer to a low-axle-loading line requirement.

1113 was scrapped at Columbia in November 1934.

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Class Fs-17 (Locobase 5160)

Prince (1965) and data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002) and DeGolyer,Volume 50, pp. 317+.. Additional data from table in May 1916 issue of Railway Mechanical Engineer (RME). Baldwin works numbers were 41386-41391 in May 1914 and 42701-42702 in December 1915.

Built as superheated Ten-Wheelers of impressive size, vanadium cast steel frames, and delivered with Southern valve gear, these engines came into the Southern system as 8250-8257. The 1114 was a Virginia & South Western engine built in the same batch (builder's number 41385). On the Southern, their drivers stood 69" tall on thicker tires and had boilers pressed to 210 psi (14.5 bar).

They worked secondary main and branch-line service for more than 30 years until they were scrapped in 1947-1949.

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Class R H Isbell (Locobase 15877)

Data out of List & Description of Southern Railway Locomotives (1914) book provided in April 2004 from Allen Stanley's extension collection. See also DeGolyer, Volume 14, p. 99. Works number was 9140 in March 1888.

Although built for an entirely different railroad in northern Alabama, the narrow-gauge Ten-wheeler R H Isbell was essentially a duplicate of the Atlantic & Danville's #5 of 1886 (Locobase 6008). The only difference was a slightly higher boiler pressure (135 psi vs 130) in the Isbell. Locobase uses the "as-delivered" weights estimated in the 1888 specification.

In 1890, the 24-mile long T&CV reorganized as the Birmingham & Atlantic. As most sources show the B&A converting to standard gauge at this point, Locobase supposes that this was the time when the 6 was sold to the Atlantic & Danville. In 1899, the A&D joined the Southern Railway System. While the A&D retained its 50.35 miles track laid on the three foot gauge, it added a substantial amount of standard gauge from 1885 on.

As with the N-5, later listings by the Southern shows relatively high adhesion weight of 55,000 lb and total engine weight of 60,000 lb.