Class D-10 (Locobase 5696)

Data from June 1908 table in American Engineer and Railroad Journal.

These dual-service Tenwheelers were the second most numerous single class on the T & P. They were relatively large for the arrangement at the time and obviously proved very useful.

Class D-10-s (Locobase 8507)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The T & P took delivery of these definitive Ten-wheelers in their saturated-boiler form in 1907 (Locobase 5696).

Unlike many of the other 4-6-0 classes on the road, however, the D-10s were big enough to be worth upgrading with superheat and were already equipped with Walschaert gear and 14" piston valves. Beginning in 1915, most of the class went through the upgrade. During the process, the entire power system was enlarged. The grate grew slightly by being widened 4", the cylinders were enlarged by 2" in diameter, and the total heating surface area also increased (a rarity in such makeovers). Such enlargements and additions added almost 6 tons to the locomotive's operating weight. Valve gear was either Southern (361-380) or Walschaert (381-400).

One edition of the locomotive diagram states that the heating surface of the superheater was stated to be 772 sq ft as of 5-22-29. Locobase suspects this was "equivalent heating surface" derived by multiplying each actual square foot of superheater area by 1.5 to indicate its greater contribution to making quality steam.

Still later some engines received feedwater heaters and even larger tenders with 10,000-US gal water and 4,005 US gal oil capacities. Seven were fitted with thermic syphons in the mid 1930s which added 55 sq ft to the firebox heating surface, but only 2 sq ft to the evaporative heating surface area.

Class D-11-s (Locobase 8508)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The last of the T & P's favorite wheel arrangement, these were probably delivered as saturated-steam locomotives with slide valves. By 1920, some had been fitted with "universal valve chests", a piston-valve conversion kit installed in the original casting, while others received 11" piston valve cylinders. They were also superheated.

Class D-2 (Locobase 8497)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The diagram from 1922 showed a classic early-80s profile with the dome located over the firebox, the firebox between the drivers and driving axles, the first two driving axles closely spaced, and a tall slender stack.

Class D-3 (Locobase 8498)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

163 had 52" drivers and a tractive effort of 19,400 lb. This was a typical mid-80s freight hauler.

Class D-4 (Locobase 8499)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Very similar to the 1886 Brooks Ten-wheelers shown in Locobase 8498, these had longer boiler tubes, a slightly smaller grate, and, like the D-3, two different driver diameters. Some locomotives had the 57" drivers shown, others a set of 51" wheels.

Class D-5 (Locobase 8500)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Very similar to the 1886 Brooks Ten-wheelers shown in Locobase 8498, these had longer boiler tubes, a slightly smaller grate, and, like the D-3, two different driver diameters. Some locomotives had the 57" drivers shown, others a set of 51" wheels.

Class D-6 (Locobase 8502)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Once the T & P entered the 1890s, its Ten-wheelers began to grow and change. The driver diameter increased while the driving wheelbase decreased. The latter occurred when the larger firebox rode higher, over the axles rather than dropped between the last two.

Class D-7 (Locobase 8503)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Just at the end of the century, the T & P ordered Ten-wheelers of the same design from Baldwin, Rogers, and Alco's Paterson, NJ Cooke works. Baldwin supplied 4 in 1898, Rogers 2 in 1898 and 3 in 1900, and 11 in 1901.

These were more definitely intended for passenger working.

More than half were scrapped in the 1920s (241, 266, 272, 273 in January 1924, and 240, 242, 243, 268, 270 in January 1926) after relatively short service lives. The rest were withdrawn in the early 30s (271 in December 1931 and 244 in November 1931, 2 in January 1933, the remainder later in the decade).

Class D-8 (Locobase 8504)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

As Rogers delivered the passenger D-7s (Locobase 8503), the builder also produced these smaller mixed-traffic engines. Although most were scrapped after 25-35 years of service, a few were retained into the late 1930s. 248 was sold to the W E O Railroad in 1948.

Class D-9 (Locobase 8505)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The biggest single class of Ten-wheelers on the T & P came from the two Paterson firms -- Rogers and Cooke -- that were absorbed into the American Locomotive Company in the early 1900s. Rogers began the deliveries with 7 in 1900, Cooke followed with 42 in 1901-1902, then each delivered engines in 1903 and Rogers finished the class in 1906.

As these were mixed-traffic locomotives, they were more flexible once passenger trains were coupled to later, faster designs. Most had been scrapped by World War Two and many more went in the war's early years, but a few lasted until the late 1940s.

Class D-9 1/2 (Locobase 8506)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The designation "9 1/2" was given to D-9 locomotives (Locobase 8505) that were fitted with 11" piston valves. Two of the class were built from scratch in 1906 by the T & P at their own shops. The others were all conversions.

Some were later fitted with superheaters and it is this modification that is shown in the specifications. The loss in total heating surface area came to less than 60 sq ft and the rest of the engine was left essentially unchanged.