Class T 17/24 64B (Locobase 6786)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Ten-wheelers that were rated for passenger and freight.For some reason, some of the class had the dome on the conical section of the boiler and others over the firebox. The tender's oil-fuel capacity was rated at 35 barrels (1,470 US gallons).

Class T 18/24 86D (Locobase 6890)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These Ten-wheelers looked bigger than they were. In fact, they're about the same size as the I & GN's 4-4-0s. Locobase supposes that the design's intent was to put more adhesive weight on relatively light rail. Thus, the boiler the direct heating surface were small and the grate only average for a 4-6-0, but suitable for the light-density duty they must have undertaken. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).

Class T 18/24 96E (Locobase 6891)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Two years after the Schenectady Ten-wheelers, the I & GN took delivery of these larger examples from one of the Paterson, New Jersey builders. The grate's width spanned the distance between the rear two driving axles, but rested over them. Note the large amount of direct heating surface. As with most 1890s American locomotives, the considerable girth of the boiler at the firebox and steam dome end tapered sharply to a much smaller tube-filled course forward. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).

By the time of the IGN's diagram book publication date, two of the class had been converted to 0-6-0 switchers. This entailed deleting the leading truck and shifting the three driving axles forward. At least three others were superheated; see Locobase 6892.

Class T 18/24 96Es (Locobase 6892)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Three of the Cooke Ten-wheelers delivered in 1892 and described in Locobase 6891 received a new, superheated boiler and 8" piston valves for their cylinders. The percentage of superheated surface is relatively generous for such conversions. The enhanced boiler, coupled with an atypical increase in boiler pressure, conferred not just greater tractive effort but appreciably more power at speed.

Class T 18/28 88J (Locobase 6898)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Among the dozens of mixed-traffic Ten-wheelers running on the I & GN were these higher-drivered passenger types from Cooke (builder's numbers 2730-2735). Notice the relatively long stroke for such a small cylinder diameter. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).

It's not clear whether any of these were ever superheated..

Class T 19/24 104K (Locobase 6900)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This sextet was based on the Cooke passenger engines of a year earlier (Locobase 6898), but had smaller drivers. The tender's oil-fuel capacity was rated at 62 barrels (2,604 US gallons).

Locobase is puzzled by the figure given for tractive effort in the diagrams; it's much too high for this combination of cylinder volume, driver diameter, and boiler pressure.

Class T 19/24 118H (Locobase 6899)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Cooke (builder's numbers 2667-2671, 2703-2707) supplied these low-drivered Ten-wheelers to the I & GN in the same year the company produced the 6 passenger engines shown in Locobase 6898. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).

Class T 19/24 98F (Locobase 6893)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

As the Cooke-built Ten-wheelers (Locobase 6891) were coming onto the road in 1892, another Paterson builder received a larger order for engines with the same firebox dimensions, but a larger boiler. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).

These do not seem to have been rebuilt with superheaters later on.

Class T 20/28 130G (Locobase 6894)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

At the turning of the century, Rogers supplied 4 relatively large Ten-wheelers. Their design set the pattern for the most numerouse I & GN class as Cooke followed with 11 more in 1901 and 15 more in 1903 (builders' # for the latter batch were 26695-26700, 27243-27252). Baldwin added 10 more in 1906 with a slightly smaller amount of EHS (2,473 sq ft including 254 sq ft of direct heating surface). The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).

As well as putting 16 more tons of adhesion on the rails than earlier I & GN engines from the same builders, these locomotives had more than proportionately bigger boilers that proved suitable for superheating later. See Locobase 6895 for the result.

Class T 20/28 130G -1908 (Locobase 6896)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Two years after Baldwin filled in the last of the 85-ton Ten-wheelers described in Locobase 6894, the I & GN went to still another builder for similar locomotives with more evaporative heating surface. Baldwin added 5 more in 1909 and 9 in 1911 that put 5,000 more pounds on the drivers. Brooks builders' numbers were 45609-45618, Baldwin's were 33547-33551, 36025, 36901-36907.

Like the other 4-6-0s, these were superheated later; see Locobase 6897.

Class T 20/28 130Gs (Locobase 6895)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

As with the earlier Cooke rebuilds, superheating the 1900-1901 Ten-wheelers (Locobase 6894) yielded a considerable increase in power because the relatively large amount of boiler given over to the superheater.

Class T 20/28 130Gs2 (Locobase 6897)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The Brooks and Baldwin Ten-wheelers that came on the road in 1908 and 1909 were slightly larger versions of the more numerous 65-ton 4-6-0s. So when they were superheated later on, their superheaters were identical to the earlier group, but total heating surface was a bit more.

The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).

Class TN 63 - 30.2 (Locobase 7760)

Data from MP SUBS 7 -1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

As noted in Locobase 6894, Rogers supplied 4 relatively large Ten-wheelers that set the pattern for the most numerouse I & GN class. That entry has information about succeeding locomotives in the class.

This entry shows what happened when the I & GN superheated the original series of locomotives. Although the conversion reduced the number of small tubes by 107, overall heating surface area increased by 179 sq ft and almost 1 in 5 of that total was superheated. A few rode on 68" drivers, but were otherwise similar.

Class TN-63 - 252 (Locobase 7096)

Data from MP 1953ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Small Ten-wheelers for an MP subsidiary. At least two were later superheated and fitted with 10" piston valves. After the refit, the boiler held 118 2" tubes and 18 5 1/2" flues. Total evaporative heating surface came to 1,265 sq ft while the superheater added 240 sq ft.

Class TN-63- 351 saturated (Locobase 7815)

Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This is the large class of Ten-wheelers that were delivered by several builders from 1901 to 1908. Alco's Brooks & Cooke works and Baldwin

Class TN-67 - 333 (Locobase 7813)

Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Although Alco's Cooke works delivered these three big Ten-wheelers as a trio in 1901-1903, the railroad modified their boilers differently when it came time to install a 26-tube superheater. The 339 had the larger boiler as shown in the specs.

Class TN-67 - 341 (Locobase 7814)

Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

When Baldwin delivered this set of 10 locomotives in 1906, they were saturated and, most likely, similar to the Cooke engines that came on the road a few years earlier. As they were modified with superheaters and other appurtenances, a few variations appeared. 344 was the only one with a Roach steam chest (most likely a modified slide valve); the others received 11" piston valves. Two of the class (347, 350) received Walschaert valve gear; the others all retained their Stephenson link motion.

Class TN-67 - 371 (Locobase 7817)

Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These were identical to the upgrades to the original 41-locomotive order of the early 1900s (Locobase 7815), but built new by Baldwin in the 1920s. Obviously the balance of power and size was just what the I & GN wanted.