Although the Clinchfield and its predecessors had their focus on coal transport, they still needed a limited number of passenger locomotives. So a single 4-6-0 was ordered by the South & Western Railroad from Baldwin in 1905. It became their Number 1 and had drivers of 63 inches. Its low rank in the railroad's roster could be determined by the fact that it was still built after the same principles as typical 19th century designs, with slide valves and Stephenson valve gear. When the railroad became the Carolina, Clinchfield and Ohio in 1908, it was renumbered to 99.
While it appears that the 99 was only used for occasional passenger trains, the introduction of regular passenger service in 1909 created the need for more locomotives. These were again ordered from the same manufacturer and also had 63-inch drivers, but were considerably heavier. Service weight was now 163,600 pounds, compared to 137,700 pounds for the G-1. They had Walschaerts valve gear and the cylinder diameter had been increased by one inch. Designated class G-2, they carried the numbers 100 to 103. At the same time Baldwin also supplied 15 Consolidations of the class H-4 and many parts were designed to be interchangeable between both classes.
All were never superheated due to the low significance of passenger service on the Clinchfield. No. 103 was already retired in 1932 and the rest of class G-2 was scrapped in 1938. No. 99 worked on until the early fifties and was sold to the Black Mountain Railroad in 1953. There it became No. 3, but was retired only three years later. Then it came to the Casey Jones Museum in Jackson, Tennessee where it can still be found today. There it received the historically incorrect lettering as Illinois Central No. 382 to stand in as the locomotive that Casey Jones was running when the fatal accident happened.
