Data from Arthur T Woods, Compound Locomotives (New York: R M Van Arsdale, 1891), pp. 154-157 and Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 64-65.

This is described by Schenectady and the contemporary press as the first successful compound locomotive to be built in the United States (see Locobase 11021 for the larger variant delivered in the same year). It was the brainchild of Schenectady's Albert J Pitkin, whose intercepting-valve design permitted simple-expansion starting (both cylinders receiving live steam) and an automatic conversion to LP operation once pressure in the receiver had built to a certain level. Pitkin later changed the valve design to allow simple operation by command of the engineer.

Tests by Angus Sinclair and William Rosing in 1891 showed that the compound used about 18% less coal to do the same amount of work.

Class 107 (Locobase 9756)

Data from Angus Sinclair, "Ratio of Heating Surface to Grate Area and Cylinder Volume," Locomotive Engineering, Volume X, No. 4 (April 1897), pp. 316-318 and from "Lake Shore Ten-Wheel Passenger Engine", Locomotive Engineering (Vol X, No 1), pp.54-55.

Sinclair notes that this locomotive was designed by Superintendent of Motive George W Stevens to pack as much power into a total engine weight of 59 tons. The class pulled fast passenger trains between Buffalo and Chicago.

To the reader's lack of surprise, Sinclair reported: "The engine has a very handsome appearance, and is reported to be giving highly satisfactory service."

Class 227 (Locobase 11196)

Data from "The First Ten-Wheel Passenger Locomotive," The Railway Age (1 December 1899), p. 897.

The article points out that this was the first Ten-wheeler to have drivers as tall as 68", which it acknowledges gives it a good claim to being the first such locomotive.

Class 285 (Locobase 11134)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 106-107.

Class 512 (Locobase 11120)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 70-71.

Class 54 (Locobase 9194)

Data from WP [Western Pacific] 5-1950 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Of the 5 Ten-wheelers built by Pittsburgh (works #975-979), only 4 were actually delivered as drag-freight engines on this western Pennsylvania line. Rumary can't say what happened to the last of the class. The first three had very short working lives, being retired within a decade of their service entry.

57 avoided that fate, however, and was sold to the Boca & Loyalton in eastern California's Sierra Valley (hard by Truckee, among other famous locales). Serving the B & L for over a decade during which it was converted to oil burning, the #7 was then taken into the Western Pacific as their 125.

Class C / F (Locobase 5264)

Late '80s Ten-wheeler with the dome just ahead of the cab, ornate sand dome forward and capped stack.

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp165.gif (visited December 2002).

Class E (Locobase 1225)

Data from an 1899 Brooks catalogue, which trumpets 564 as a record-breaker. On October 24, 1895, after four years of continuous service, this engine, then turning 66" drivers, pulled a train from Erie, Pa, to Buffalo (86 miles) in 70.76 min, averaging almost 73 mph. Top speed on the run was clocked at 92.3 mph and it ran 8 miles at an average of 85.44 mph. In 86 miles, 564 evaporated 3,700 gal of water (a full tender's worth) and burned 3,250 lb of coal (9.48 lb of water per every lb of coal burned).

The catalogue photograph, taken at the Brooks works the day after the run, shows a conventional crown bar wagon-top boiler, spoked drivers, slide valves ...all the earmarks of a late 19th-century US passenger locomotive design. See Staufer (New York Central's Early Locomotives, 1967), pp.202-204 for a full account of Bill Tunkey's run.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #2018-2027 in December 189.

See the American Engineer & Railroad Journal (AERJ) for November 1895, which also has a glowing report. Its data varies slightly from the Brooks Catalogue -- Locobase takes the latter.

Class E-4 (Locobase 2985)

Data from an 1899 Brooks catalogue.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #2842-2861 in November 1897.

This late-19th-Century exemplar had an oversized cab, steam dome over the second driver set, and a firebox with 18.6 sq ft of arch pipes.

Non-sequential series of original numbers; most were renumbered by the New York Central as 5100-5118 (not in builder's number order, sigh). A few had more colorful futures when they were sold to other railroads:

106 (2846) wound up as Chestnut Ridge [Penn] Railway's #2.

211 (2853) was renumbered 256, then NYC 5116. Ultimately it wound up at the Elberton & Eastern as their #102

(The E & E was a 22-mile road chartered in 1912. When the Georgia Railroad bought the E & E in 1916, they lengthened it by 13 miles to link with GaR at Washington, Ga. It must never had made much money because it was abandoned in 1933 and torn up in 1935. Info from Georgia's Railroad History & Heritage. Copyright 2001, Steve Storey, found at http://www.railga.com/elbeastn20.html on 6 Aug 2004)

244 (2857) was sold in 1910 to the Aberdeen & Asheboro (NC) in 1910 as their #36. The A & A was taken over by the Raleigh, Charlotte & Southern, which eventually became the Norfolk Southern. At that point, the locomotive wore #93.

257 (2860) went to the Chicago, Kalamazoo & Saginaw in 1913 as #4.The CK & S operated under the control of the Michigan Central as of 1906. In 1909, a Michigan Railroad Commission survey described the CK & S as extending from "Kalamazoo to Woodbury, where it connects with the Pere Marquette R. R. and from Kalamazoo to Pavillion, where it connects with the Grand Trunk Railway. The rail is 56 and 60 pound steel. Road is fairly well tied. Track is ballasted with a high grade of gravel ballast. About 11,000 cedar and 200 oak ties placed in track during the season." (published on Michigan's Internet Railroad History Museum at http://www.michiganrailroads.com/RRHX/Railroads/CK&S/MRCReviewOfCK&S1909.htm)

Class F-1 (Locobase 5265)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp167.gif (visited December 2002). Single West Albany engine with low drivers.

Class F-103A/F-105/F-105A (Locobase 7070)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The Pittsburgh, McKeesport & Youghiogheny took delivery of these Ten-wheelers in several batches. The F-103As (builder's numbers 45692-45966) were built in May 1909. They had Walschaert valve gear. The F-105s were produced as a batch (51320-51322) in July 1912 while the F-105As (9220-9224) were made in July 1915. Both of these later deliveries were equipped with Baker valve gear.

Class F-104/F-105 (Locobase 7071)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These engines were identical to the F-103 and F-105 classes delivered to the Pittsburgh, McKeesport & Youghiogheny. The F-104s (builder's numbers 49835-839) were built in May 1911 and had Walschaert valve gear. Fourteen months later, 2 F-105s were produced (51318-51319) in July 1912 with Baker valve gear.

Class F-12 (Locobase 5546)

Although these locomotives were built as F-2 series saturated-steam engines in 1905-1908, most were superheated within 10 years. Engine weight varied with the majority weighing after conversion at the 213,000 lb shown in the specs. The 1930 NYC locomotive guide from which this data was taken showed 86 still in service at that date. Drury (1993) says their suitability for branch-line and suburban service meant they lasted practically to the end of steam.

Class F-2 (Locobase 121)

Drury (1993) comments that although these 10-wheelers were built as light freight engines, they proved very useful in suburban and secondary passenger service. Possibly one reason was the generous valve dimensions -- 12" diameter with a 6" travel. Some data from ghostdepot.com/rg/images/rolling/locomotive/alco%20dwg%20ten%20wheel.jpg (August 2002). Additional data and correction from table in June 1906 AERJ.

20 more for the Boston & Albany (1900-1919, later 704-723 -- classes F-2c, F-2f) were virtually identical with slightly more weight on the drivers.

They were rebuilt as F-12s with superheaters and many lasted until the early 1950s.

Class F-47 - compound (Locobase 2972)

Data from an 1899 Brooks catalogue.

This low-drivered compound was the compound counterpart to a simple-expansion Ten-wheelers produced in April 1893. This particular engine (works# 2268) looks very late 19th-century with its sharply coned wagon-top boiler topped by large steam dome, tapered stack, large cab windows. The firebox had 18 sq ft of arch pipes. The large LP cylinder was mounted on the right side. Rigid wheelbase was 8 ft with the third axle well-separated and free to move laterally an inch or two.

See Locobase 9738 for the simple-expansion variant.

Class F-47/F-48/F-49 (Locobase 9738)

Data from NYC 8 - 1917 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection

Locobase 2972 describes the compound version of this small Ten-wheeler, which was displayed at the 1893 Columbian Exposition. Despite its dimunitive size, the 600 was rebuilt by the LS & MS in June 1907 and remained in service until 1929.

Other engines in the retrospectively classed F-48 and F-49 classes were similarly rebuilt by the LS & MS to a common design. Those specifications are shown in this entry.

Class F-48G (Locobase 9739)

Data from NYC 8 - 1917 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection

Locobase 2972 describes the compound version of this small Ten-wheeler, which was displayed at the 1893 Columbian Exposition. Despite its dimunitive size, the 600 was rebuilt by the LS & MS in June 1907 and remained in service until 1929.

Class F-5 (Locobase 5266)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp173.gif (visited December 2002).

Page 173 credits the F-5s with a length of tube between tubesheets of 12 ft 9 inches. Compared to the F and several other Tenwheelers operated by the railroad in the same period, that's too long. Given the virtually identical heating surface areas of the F and F-5, the 10' 9" I entered seems much more likely.

Class F-52 (Locobase 116)

Data from Bruce (1952), with slight adjustments based on NYC 8 -1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Although representing a considerable increase in size and power over Brooks' earlier LS&MS Ten-wheelers (see 1225), these engines ran only briefly on the N Y C's main-line into Chicago. Limitations imposed by the wheel arrangements soon led to the adoption of superheated 4-4-2s and 2-6-2s with bigger fireboxes.

Hollingsworth (1982) gives slightly different heating surface (2,917 sq ft) and grate area (33.6 sq ft), which is the same as the previous batch of 11 described in Locobase 2971. Locobase goes with Bruce because he had been director of steam locomotive engineering for Alco, the parent of the Brooks Works.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #3604-3608 in August 1900.

The 611s delivered the year after the Atlantics had slightly larger grates, but a trailing axle soon was necessary to carry a grate large enough generate the steam heavier trains would require. Railroad Gazette of 29 March 1901 compared this batch with the new Prairies and found that these didn't come off that badly, except for a smallish grate.

Class F-6 (Locobase 5267)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp174.gif (visited December 2002).

Small Tenwheeler of the mid-80s that ran on this coal road west of Williamsport. The grate was quite large in what was a shallow firebox. The railroad was leased to the New York Central & Hudson River in 1890 and absorbed outright in 1899.

Class F-61/F-61A - crown-bar boiler (Locobase 9727)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

When Brooks delivered the original set of 20 locomotives in 1889-1890 (works #1584-1593, 1645-1654), they had a typical crown-bar boiler with the thick course and steam dome positioned over the firebox. It was a very narrow, quite deep firebox with a commensurately stingy grate area. After 20 years, some of the class was upgraded to radial-stay fireboxes; see Locobase 9728.

Class F-61/F-61A radial-stay boiler (Locobase 9728)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

The small grate matched up to a relatively large crown-bar boiler in the F-61/F-61As of 1889-1890 (Locobase 9727) limited the class's steaming capability. Yet clearly the class's overall modest dimensions meant a resort to a radial-stay did little to change the ratio between grate area heating surface. Although the firebox grew longer, it was no wider and the addition of 25 tubes in the boiler meant that each sq ft of grate area had to heat over 100 sq ft of tubes and firebox.

Class F-62 - 63"" radial-stay (Locobase 9732)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

These are identical to the F-62 radial-stay upgrades except for the smaller drivers.

Class F-62 - crown-bar boiler (Locobase 9729)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

This typical crown-bar boiler locomotive (1689, 1702-1704, 1706) had a bigger grate than the 1889 F-61s (Locobase 9727) produced by the same builder and rolled on taller drivers, but was otherwise quite similar. Like the F-61s, the Big Four shops replaced the boiler about 20 years after their introduction; see 9731.

Class F-62A - 63"" crown-bar (Locobase 9730)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

This quintet (works #1688, 1690-1692, 1705) was identical to the 5 engines (Locobase 9729) fitted with 69" drivers and produced by the same builder. Like the F-62s, the Big Four shops replaced the boiler about 20 years after their introduction; see 9732.

Class F-62A - radial-stay boiler (Locobase 9731)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

As with the F-61s, the F-62s received radial-stay boilers in 1911, which had substantially more heating surface, somewhat more firebox heating surface, but slightly less grate ara.

Class F-63 (Locobase 9733)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

This pair of passenger Ten-wheelers (works #1952-1953) is one of the puzzling series of Brooks engines with extremely small grates in relation to the relatively large boilers. Unlike others produced by Brooks in the same period, the F-63s were not upgraded by the Big Four in the early 19-teens.

Class F-64 - crown-bar (Locobase 9734)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

Like the other Brooks engines of the era, this dozen-pack of mixed-traffic Ten-wheelers (works #1940-1951) had small grates and medium-sized boilers. Like most of the rest as well, this class had a couple ofl members upgraded with radial-stay boilers some 20 years later. See Locobase 9735.

Class F-64 - radial-stay (Locobase 9735)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

Unlike the other radial-stay upgrades applied to Cleveland, Cincinnati, Chicago & St Louis ten-wheelers in the 19-teens, the new boilers in the F-64s did not increase the number of boiler tubes and did increase the grate area. The result was a slightly more favorable ratio between grate and heating surface, although it was still quite high.

Class F-65 (Locobase 1227)

Data from 1899 Brooks catalogue.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #2405-2406 in November 1893. Renumbered 177-178, later taken into the New York Central's numbering system as 6159-60, later renumbered 6316-6317.

Built for the "Big Four", as the Cleveland, Cincinnati, Chicago, & St Louis was more popularly known. Photograph shows a crown-bar, wagon-top boiler, thin, capped stack, outside slide valves driven through rockers from inside Stephenson gear, spoked drivers with the main rod connected to the middle pair, 8-wheeled tender.

In 1911, these engines received new boilers that were considerably bigger, although the grate appears to have been untouched. The barrel now held 314 2" tubes that yielded 2,259 sq ft of heating surface and raised total EHS to 2,414 sq ft -- 22% more than the original design. As the cylinders were unchanged, this increased the ratio heating surface to cylinder volume to 323.

The grate area is given as 28.5 sq ft. The larger boiler added to adhesion weight (up to 115,000 lb) and overall weight in working order (138,000 lb).

The revamped locomotives continued in service until 1923.

Class F-65 (Locobase 9736)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

This pair was delivered with crown-bar boilers and 18 1/2" cylinders in 1893 by Brooks (works #2405-2406). In 1911 and 1913, respectively, they were upgraded with radial-stay boilers. By that time, the engines had 19" cylinders.

Class F-66 / F-68 (Locobase 9737)

Data from CCC&StL 3 -1914 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection. Brooks works #2387-2396.

This ten-spot of 10-wheelers were among the few pure freighters in this wheel arrangement on the Cleveland, Cincinnati, Chicago & St Louis. Like most of the 1890s Big Four 4-6-0s, this design had a small grate for the size of boiler it was trying to heat. A very deep firebox provided a relatively generous percentage of direct heating surface.

The difference between the F-66 and the F-68 was the latter's 170-psi boiler pressure setting.

The New York Central sold 6318 in 1919 to the Alabama, Tennessee & Northern.

Class F-67 - compound (Locobase 5712)

Data and description from July 1894 American Engineer & Railroad Journal (AERJ). The point of the article is to celebrate the success Chief Draftsman CJ Mellin's intercepting valve. Although the AERJ refers to the design as a compound Consolidation, the photo and diagram clearly show a Ten-Wheeler. Mellin's intercepting valve allowed the engineer to operate the cross-compound as a simple-expansion engine when desired. According to the article, several months of operations showed the engine as giving "very good satisfaction".

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis.

This locomotive was the last in a series of Richmond-built Ten-wheelers. B Rumary's summary of Richmond production, supplied by Allen Stanley in March 2004, showed 2371-2381 and 2391-2395. The others were simple-expansion locomotives with 19"x24" cylinders; see Locobase 6765.

Class F-67/F-67B (Locobase 6765)

Data from CCC&StL 3 -1914 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection)

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis.

This large class of Ten-wheelers were unusual for an Eastern road in having Belpaire fireboxes. In some cases, the firebox heating surface was supplemented by arch tubes, increasing the total to 167 sq ft. Also note the short driving wheelbase.

See Locobase 5712 for a one-off compound experiment based on this class.

Class F-69/F-69A (Locobase 4122)

(The railroad's full name was the Cleveland, Cincinnati, Chicago & St Louis -- the "Big Four" cities in the MidWest.) Works numbers were 18285-18286 (Vauclain compound), 18317-18318 in October 1900, 18377-18378 in November.

Profiled in the 24 May 1901 Railroad Gazette, this small batch of simple-expansion ten-wheelers was accompanied by two Vauclain compounds. They were unusual among North American Ten-wheelers in having such tall drivers - 78" at time of introduction, 79" with thicker tires. Their boilers were quite large for the cylinder volume, the firebox of middling size, and the grate relatively small. Steam admission came through 10" piston valves.

The simples pulled Trains 11 & 19 (westbound) and Trains 16 & 18 (eastbound) between Cleveland and Indianapolis. The 600-ton, 14-car trains were carded over the 283 miles at 7:10 (40 mph avg, including stops). RG notes that when "a pure coal is furnished, no trouble is experienced in making continuous runs of 283 miles between these points. When the coal is of inferior quality, engines are changed at Bellefontaine [about halfway]." Average monthly usage came to 7,000-8,000 miles.

The Vauclain compounds used two 15 1/2" HP and two 26" LP cylinders when they entered service, but were soon rebuilt with two 20 1/2" simple-expansion cylinders. Clearly, the use of the 4-6-0 arrangement for express passenger work had seen its day and engines with high drivers were not useful for any other kind of service. All of this class was scrapped in 1915-1916.

Class F-7 (Locobase 5268)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp174.gif (visited December 2002).

As part of the growth in overall size and capacity of all NY&HRR wheel arrangements in the 1890s, these Tenwheelers show a genuine enlargement of most major dimensions.

Class F-8 (Locobase 5269)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp174.gif (visited December 2002).

Steam pressure varied according to the particular locomotive in the class. The pressure shown (175 psi) is based on the other Tenwheeler classes built in the same year for the NY&HRR.

Class F-82 Klondike (Locobase 3480)

Description from January 1900 issue of Railway Age reproduced in January 2000 by Railway Age. Further information comes from locomotive diagram on http://www.canadasouthern.com/caso/steam-460-specs.htm, last visited 25 February 2007.

The photo shows a coned boiler with thimble dome on the second course. The Canadian Southern site tells us this class was nicknamed "Klondike". (See Locobase 8242 for Santa Fe's Klondike 4-6-0.)

Class F-84 (Locobase 9672)

Data from Angus Sinclair, "Michigan Central Ten-Wheeler", Railway & Locomotive Engineering (January 1901), p. 23.

Sinclair comments that the class "...was designed to pull the heavy fast passenger service, for which that railroad is noted."

Class F-8A (Locobase 5270)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp174.gif (visited December 2002).

This is the 57"-driver equivalent of the F-8. These were a bit heavier, but pulled lighter tenders.

Class F-9 (Locobase 5271)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp176.gif (visited December 2002).

One of the earliest NY&HRR Tenwheelers with all the modest proportions to show for it.

Class Fnn (Locobase 11121)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 64-65.

It's likely that this is the other one of the two that Pitkin designed for tests on Michigan Central roads. (See Locobase 10803 for the smaller of the two.) The catalogue said that this engine was for hauling limited trains on the Canadian Southern Division.

Class H / F-50 (Locobase 2976)

Data from 1899 Brooks catalogue.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #3141-3153 in November 1897.

Low-drivered freight with radially stayed wagon-top boiler, firebox with 24 sq ft of arch pipes..

All later on New York Central roster as 5051-59, 5046-49 (respectively).

Class I//F-51 (Locobase 2971)

Data from 1899 Brooks catalogue.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #3331-3341 in October 1899.

This class was touted by Brooks as "The Heaviest Express Passenger Locomotive Ever Built," a distinction that lasted, predictably, about 6 months. Their fireboxes had 32 sq ft of arch pipes. Staufer (1967), p. 204, says they had 81" drivers and that some were slide valves (later classed as F-51) and others with piston valves (F-52), which see. He commented "These monstrous ten-wheelers are the best remembered locomotives on the Lake Shore."

They were indeed big, handsome engines, but even then were short of grate area.

Class Kushaqua / F-4 (Locobase 2975)

Data from 1899 Brooks Catalogue. Works numbers were 2677-2678 in July 1896.

Fitted with "Improved Belpaire" boiler and a firebox with 24 sq ft of arch pipes. In additon to Kushaqua, the class included Cascapedia. Both were renumbered by the New York Central as 2029 and 2028, respectively.

Class Q / F-3A (Locobase 4112)

Preceding the F-3s by a year, these differed from that class in having smaller drivers. They also came from frequent supplier Schenectady. Staufer (1967) says they were the last design from Superintendent of Motive Power and Rolling Stock William Buchanan.

Data from http://www.rr-fallenflag.org/nyc/nyc-lbp171.gif, a 1902 locomotive guide prepared by the New York Central.

Class Q-1 / F-3 (Locobase 4113)

Turn-of-the-century passenger power from a rare supplier to the New York Central.

Data from http://www.rr-fallenflag.org/nyc/nyc-lbp169.gif, a 1902 locomotive guide prepared by the New York Central.

Class none (Locobase 120)

Data from "New York Central's Passenger Ten Wheeler", Railway and Locomotive Engineering, August 1899, pp. 362-363.

The correspondent notes that this was a William Buchanan design (he also designed the 999) and claimed that it was "the most important work done by him before he retireed from the service of the company."