Class 11 (Locobase 11732)

Data from American Locomotive Company builder's card illustrating order C-659. Works number was 62635 in March 1923. See also Dan Myers, "An 11 Update", Middletown & New Jersey Railway Historical Society, [], last accessed 27 October 2010 and the Everett Railroad's history at [] . Myers reports that Cooke received a large order for locomotives from a Cuban source, but that the whole deal fell through after only three were completed. This trio languished in the yard until Alco could sell them, one by one, to stateside operators. There were slight differences among the three and each, of course, had a different history.

The NG 11 bided its time, but was finally sold to Rhode Island's Narragansett Pier Rairload and served them for 15 years. In 1938, the NGR sold the 11 to the Bath & Hammondport in New York State. Over the next decade, the 11 traveled up and down the Champagne Trail, but never changed direction. She'd pull the cars to Bath in the morning and push them home to Hammondsport in the evening.

After being supplanted by a diesel in 1949, the 11 moved on to the Rail City museum road and operated as an excursion engine until 1972 when the RC closed. In 2006, the 11 was sold to Alan Maples of the Everett Railroad, who stored it at the Western Maryland Scenic Railroad in Ridglely, WVa for restoration "as time and resources permit."

See Locobases 11733-11734 for the Osceola Cypress Lumber #5, and Maryland & Delaware Coast #1.

Class 3/D-8 (Locobase 8147)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 19, p.261. Works numbers were 14338-14339 in September 1895.

Small wood-burning Moguls for their time, this pair was delivered with the sloped back tenders typical of switchers. (Fuel was green jack pine, which undoubtedly limited the boiler's evaporation rate considerably.)

They worked for the B&NM, which became the Minnesota & International in 1901. The M&I sold the 3 to A Guthrie in 1906 while the 4 was retired by the Northern Pacific in 1926.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class 4 (Locobase 11580)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 15, p. 18. Works number was 9836 in February 1889.

The Northern Pacific ordered this narrow-gauge Mogul and paid a relatively extravagant $8,200. It arrived on 23 April 1889. It was intended to scale 4% ruling grades, really tight 26 deg curves while pulling 100 gross tons.

It wasn't long before the 3-footer went to another narrow gauge. In December 1892, it journeyed to East Broad Top Railroad & Coal Co as their #9 and named "Blacklog".

The East Broad Top sold the Blacklog to the Males Co in December 1915. Its career was not done. The Males Company sold the engine to the Tacajo Sugar Co in Cuba to run on the Ferrocarril Gibara y Holquin as their #40.

Class 72/D-1/K-1 (Locobase 808)

Data from DeGolyer, Volume 10, p.195 . See also "The Wootten Fire Box for Lignite", The Coal Trade Journal, Volume 20, No 7 (16 February 1881), p. 104. And J W Reading, "Boilers", Locomotive Engineers' Monthly Journal", Volume 41, No. 1 (January 1907), p. 54. Works numbers were 5565-5566 in March 1881; 5635, 5637, 5653 in May; and 5659, 5701, and 5704 in June.

This order resulted from tests described in the Coal Trade Journal article, which reported that the "particular purpose was to ascertain the merits of the lignite coal found west of the Missouri River."

After detailing the trains assembled for Consolidations on the Philadelphia & Reading, the CTJ noted: "The whole experiment was so satisfactory that the Northern Pacific Company ordered two of the Moguls, and will probably order four more"

In fact, the railway ordered two, then six 2-6-0s, then added two Eight-wheelers with slightly smaller fireboxes (Locobase 873). The Mogul fireboxes fully expressed the Wootten concept. They were very wide (95 7/8"/2.435 m), very shallow (30 7/8"/784 mm), using a combustion chamber and thus shortening the tubes.

High hopes for the Wootten lignite experiment collapsed almost immediately, according to former NP engineer J W Reading, proving "a miserable failure in their attempt to burn the lignite, as did every other engine that was compelled to try to do business and burn that stuff."

Edwards continues with his own obervations from "trying to get trains over the Dakota division of the NP with 'baby mine' coal and alkalai water, and my experience there was something fierce."

Locobase suspects that the small heating surface area (just 866 sq ft /80.45 sq m) seriously limited the engines' ability to supply enough steam, especially given the alkaline water they tried to heat. (NB: Locobase estimates the firebox heating surface area--not supplied in the sources--based on the very similar design built for the Union Pacific; see Locobase 2849.)

Mr George Cushing of the Reading, as the 13 December 1895 Railroad Gazette (Volume 27, (p. 817) reported, "the grate ...might easily be made too large for the flue area." Cushing commented that the Northern Pacific experiments that lignite "was successfully used. But such large quantities of it was necessary, and the cost of renewals of staybolts, tubes, and fireboxes were so great as to discourage continued use of the boilers in alkali water districts, where only the low-grade fuels were locally available."

They were converted relatively quickly (by 1887) to conventional -cab, narrow-firebox 0-6-0 switchers with 14' 2" wheelbases.

Class D-10 (Locobase 8150)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The "Mike & Ike" (formerly the Brainerd & Northern) was incorporated in 1900 (July 17). It was also known as the Sportsman's Route and ran from Minneapolis to International Falls. It was not actually absorbed by the NP until 1941.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class D-2 (Locobase 810)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). See also DeGolyer, Volume 14, p. 224. Works numbers were 9544-9547, 9552, and 9556 in October 1888; 9629-9630, 9632, 9635, 9637-9638, 9641-9642, 9644 in November; 9677-9679, 9682, and 9685-9687 in December.

Most of these small Moguls remained with the NP until their retirements, which began in the 'teens but continued into the late 1920s..A few were sold off the railroad. One of the first was 553, which went off to the Canadian Northern as their #22 in July 1901. After another decade and a number change to #112, the CN retired the engine in June 1912. 552 was sold in 1909 to the Spokane, Portland & Seattle.

562 served two railroads after its NP career. In February 1914, it went to the Nezperce & Idaho with road number 2 for about a year at which point it went to the LN & E (same number).

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class D-3 (Locobase 811)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). See also DeGolyer, Volumes 15, p. 146 and 17, p. 42. Works numbers were:

1889

10178 in August; 10290-10292, 10298-10301 , 10304-10319 in September; 10321-10323, 10325-10347, 10350-10351, 10380, 10394 in October

1890

11362-11364, 11366-11370 in November; 11374 in December

1891

11425, 11913, 11917, 11921-11922 in May; 11926-11927, 11930-11934, 11938-11945, 11947, 11950-11951, 11953-11958, 11961-11966, 11968-11973, 11984 in June.

Locobase notes the long production runs especially in 1889 and 1891, which was a relatively rare occurrence in that period. The 1890-1891 locomotives saw a 13 sq ft (1.2 sq m) increase in firebox heating surface to 136 sq ft (12.6 sq m) and a related rise in evaporative heating surface area to 1,556 sq ft (144.55 sq m). The tender's water capacity increased to 3,500 gallons (13,248 litres).

Very few of the class ever left the NP during their careers. Some were rebuilt as the D-5 class. Most were scrapped in 1920s.

Canadian Northern bought the 473 in July 1901 and the 450 in July 1909, numbering them 23 and 24. Three of the rebuilt D-5s -- 467, 526, and 543 -- went to the Minnesota & International as 16, 17, and 18. 525 wound up on the Newaukum Valley after its July 1915 purchase; as #1, it apparently was the first on the NV's motive power roster. 468 went to the North Valley & Yakima briefly, but returned when that railroad was merged with the NP.

465 was sold to the Midland Continental in August 1920. The MCR connected the junction with the Soo at Wimbledon, North Dakota with Edgeley, ND with 67.8 miles of line and 75 miles of track. It was opened in 1912. (From 1934 to 1937, Norma Egstrom occasionally ran the Wimbledon depot when her father was incapacitated by drink - she later established a career as singer Peggy Lee.)

Class D-3 - compound (Locobase 16355)

Data from DeGolyer, Volume 16, p. 189. See also "Some Recent Baldwin Compound Engines", Railroad Gazette, Volume 23 (19 May 1891), p. 299; and "Four-Cylinder Compound by the Baldwin Locomotive Works", Railroad Gazette, Volume 22 (2 May 1890), pp. 298-300, and an editorial "The Baldwin Four-Cylinder Compound", on p.306-307. (Many thanks to Chris Hohl for his 5 May 2018 (his birthday) discovery of the single Vauclain compound Mogul shown in this entry.) Works number was 11425 in December 1890.

Locobase 811 shows the large class of Moguls from which this single Vauclain compound was derived.

Hohl's report of this locomotive--One of the very first of a variety of compound that would attract hundreds of orders over the next decade--came as a surprise to Locobase. Many other sources do not appear to have mentioned this engine. The 587 (whose number was not given) was featured in Baldwin's report of tests of compound locomotives in 1892.

Combining a high-pressure and a low-pressure cylinder in a casting, Baldwin placed one such combination on each side of the smokebox. A double-ported 9" (229 mm) piston valve served each pair. Another common feature of Vauclain compounds was higher boiler pressure settings and this Mogul's boiler was set 20 psi (1.38 bar) higher than the conventional D-3s. An 1893 report to the Master Mechanics' Convention noted that during the five-month test showed a 20.3% decrease in coal use over 17,000 miles (27,370 km), but "some trouble by irregular wear of its crossheads."

Al Weber, compiler of a locomotive-by-locomotive card file of Baldwin production, wrote that the 587 was converted to a compound. (On the other hand, the Baldwin spec cited above suggests that the 587 was built as a compound.) Weber's further history indicates that the engine was fitted with cross-compound cylinders (19" HP, 30" LP) and placed in class D-5 Compound (Locobase 807). Although

Class D-5 - compound (Locobase 807)

Rebuilt as cross-compounds in 1897 R.H. 30 x 24, LH 19 x 24. Specifications refer to that version. 404-409, 430-432 built at Brainerd; 410-418,426-432 at Schenectady. 430-432 rebuilt by Schenectady in 1897 as simple-expansion locomotives with two 18" x 24" cylinders.

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004).

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class D-6 (Locobase 812)

400-401 (works #4842-4843), 402-403 (5432-5433) built in 1899, slightly lighter on the drivers at 111,000 lb, engine weight was 130,100 lb.

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004).

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class D-9 - compound (Locobase 8148)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2722-2723 in 1898, 2829-2830 in 1899, 3122-3123 in 1900 and 25486-25487 in February 1902.

Richmond delivered the eight engines in this class over a five-year period in batches of two each in 1898-1900, and 1902; the latter two were delivered to the B&NM's successor, the Minnesota & International. A note on the diagram for these two-cylinder cross-compounds says that the 11 was converted to simple expansion in 1905; see Locobase 8149.

The 5 was sold in 1917 to the Minnesota, Dakota & Western, but returned to the M&I in 1920.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class D-9 - simple (Locobase 8149)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Apart from the unusual choice of a 17" diameter for the cylinders, this was a typical and straightforward alteration of the 2-cylinder compound D-9 design that had arrived on the M & I in 1898 (see Locobase 8148).

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class Josephine/D-7 (Locobase 8146)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 57; "New Roads and Projects", Railway Review, Volume 33 (27 May 1893), p. 336; and Frank Alexander King, Minnesota Logging Roads (Golden West Books, 1981, reprinted by University of Minnesota Press as a volume in their Fesler-Lampert Minnesota Heritage Book Series, 2003), pp. 50-51. Works numbers were 12890 in August 1892 and 12957 in October.

These wood-burning Moguls helped the B&NM build its line toward Leech Lake to open up the interior of north central Minnesota to logging. Josephine came first, in August 1892; the James B Ransome followed two months later. They were small, light engines that were well-suited to the 45 lb/yard (22.5 kg/m) rail that economies required the builders to substitute for the 60-lb rail originally planned.

The first 50 miles from Brainerd to Pine Mountain Lake were opened in the fall of 1892, although log traffic on the newer standard-gauge line didn't begin until January 1893.

By May 1893, the Minneapolis Tribune reported Chief Engineer Arms' assurance that the route from Pine Mountain Lake to Leech Lake (about 50 miles) had been determined: "A portion of the present line is to be moved a few miles eastward from its present location in order to secure an easier grade. The actual point of reaching Leech Lake will probably depend somewhat upon where the Great Northern line from Park Rapids strikes it, as both lines would most naturally touch at the same point. The bad weather has operated to greatly hinder work so far this spring.ÿ

By 1901, the Minnesota & International absorbed the B&NM, which had reached Bemidji, MN about 100 miles NW of Brainerd.

Josephine was sold to Crookston Lumber Company by 1911.

Class K/D (Locobase 809)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004) and from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p. 167. Works numbers were 6459-6595, 6626, 6628-6629 in February 1883; 6851, 6858, 6864, 6868 in July; 6883, 6887-6899, 6901, 6903 in August; and 6909 in September.

One interesting difference between these Moguls and the Ten-wheelers built at the same time and shown at Locobase 891 was the considerably longer driving wheelbase in these 2-6-0s. As soon as the first batch (145-149) came off the line, the railroad suggested changes. The beginning with 317, boiler stays were to reach forward and "not attach to wagon top." The steam dome was mounted centrally on the boiler in the first five, but moved to a spot over the wagon top (and thus closer to the cab) on the remaining twelve. Two of the 234 boiler tubes were deleted in the later engines. Circulating plates installed in the firebox's side water spaces in the first five were eliminated in the last twelve.

Most of these engines remained in Northern Pacific service until the 1920s. 584 was sold in June 1912 to the Midland Railway of Manitoba and the 588 went to the Billings & Central Montana (an NP subsidiary) in February 1918.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.