Class 19 / M-43 (Locobase 7836)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. http://utahrails.net/utahrails/utah-and-northern-ry-1878-1889.php . Works numbers were 5121-5122, 5129 in May 1880.

Locobase believes that the data shown above can be applied generally to all of the locomotives supplied by Baldwin from 1878 to 1880, although driver diameter varied from 36" to 42"

Number 19 had an unusual number of owners in a short time. Five years after its arrival on the U & N, the locomotive wore a Union Pacific herald and #23 briefly before being sold to the Portland & Willamette in 1887. In 1892 the P & W sold the 23 to the Portland & Yamhill P & Y sold the engine to the Utah Central as 21 in 1893 and the UC sold it to the Oregon Short Line in 1897. The OSL sold it to the Ilwaco as their #4. In December 1910 the IRR sold the engine to the Oregon, Washington RR & Navigation.

In 1937, the boiler only remained and was used as a stationary engine. It was scrapped in 1945.

Class 23 (Locobase 6576)

Data from 1914 ST J & GI locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Baldwin works #7756, 7758, 7765 were noted in this diagram book; Locobase doesn't know if there were others in the class. At the time of publication in 1914, the boiler was pressed to a very low degree even for the year of introduction. The entire design looks like an attempt to exploit a compact arrangement to derive some additional adhesion weight.

Class 41 (Locobase 6579)

Data from 1914 ST J & GI locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 23635 and 23641 in January 1904, 23813-23814 in February, 23821 in March, and 24030 in April.

Considerably bigger Mogul built years later than the St J & G I's first set (the 1885 quartet shown in Locobase 6576). By now the firebox rides over the rear axle and the boiler has swollen and has a coned second course.

Locobase refers the reader to Baldwin Locomotive Works Specification for Engines, 1903, as digitized by the DeGolyer Library of Southern Methodist University - their catalogue Vol 26, p. 219 for a different set of specs. The boiler contains 63 more tubes and, thus, considerably more heating surface, the cylinders measure 19 1/2" in diameter, and the firebox a bit more area (possibly arch tubes).

Why the big discrepancy? Locobase suspects it has to do with a fascinating report filed by a Baldwin field rep (Edw. B Halsey) on 12 Jan 1906 (catalogue page 219) in which he reports that 2 engineers and the boiler foreman ("who impressed me as knowing his business") "...criticized these engines severely ...All of these engines are giving poor service as regards the wear of the side sheets in the fireboxes ...They are having trouble with the top 5 or 6 flue holes in the back sheet ...on account of cracks which start at the top of the holes and work back into the flange. It is their opinion that these tubes are too close to the flange."

A source of the problem? "These engines have 331 flues, which these men think are too many and that there is not sufficient bridging between them. New flues have been placed in all the engines."

Headquarters must have felt the sting even more sharply when Halsey added that two Brooks consolidations (Locobase 2630) had been in service for eight years "...under the same conditions and using the same fuel and water" and were much more satisfactory.

It seems likely that Baldwin supplied new boilers to compensate for the embarrassing failure of the original design or that the St J & GI applied their own remedy and removed the outer corona of tubes and plated over the holes.

After about 25 years of service, the entire class was retired in 1929.

Class M-57 (Locobase 7837)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/owrrn02-oryn-1889-1890.php . Schenectady works numbers were 2868-2872 in July 1889, 2873-2876 in August.

As delivered to the Oregon Railway Extension Company in 1889, these locomotives sported 19"-diameter cylinders and 58" drivers. They were later rebuilt with slightly smaller drivers and 18" drivers.

All but two retired from the OWRR & N in the late 1920s. 4204 was sold to Brooks Scanlon Lumber Company in 1916. 4203 was converted to a tank switcher (0-6-0T) in 1924 and served the Albina Yard until 1940.