Class 11-12 (Locobase 16068)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 13. p 219 and Volume 14, p. 169. Works numbers were 9597-9598 in November 1888 and 13096 in December 1892.

These were delivered to the M&NG, which converted to standard gauge at that time and established a through route from Atlanta, Georgia to Knoxville, Tennessee. Locobase uses heating surface data from a set of Virginia & Midland engines (Locobase 11870) delivered in 1887 and fitted with exactly the same firebox dimensions as well as identical counts, diameters, and lengths of firetubes.

Alas, the M&NG entered receivership in 1891 and only re-emerged in 1896 as the Atlanta, Knoxville & Northern. In 1902, the Louisville & Nashville took over the AK&N and renumbered this trio 137-139. Apparently useful and sturdy, the trio underwent an upgrade as D-20s in 1915; see Locobase 9785.

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Class 11/D-0 (Locobase 9767)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3034, 3036 in July 1882.

Prince's list had several class D-0 locomotives, but an evaluation of present and former road numbers using both Gene Connelly's roster and the Railroad & Locomotive History roster shows that at the very least, the data refer to the two locomotive works numbers shown above.

These engines were delivered to the P&A and turned over to the Louisville & Nashville in 1891 and renumbered. Renumbered again in 1897 as numbers 2 & 3, the pair was divided by a later variation in wheel diameter. 62" road #2 was classed D-0 and her stablemate was placed in class D-8 with 68" drivers.

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Class 15/D-0 (Locobase 9773)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and "Engine Summary", Office of Superintendent of Machinery, Louisville & Nashville R R Co, (Louisville, Ky., The Bradley & Gilbert Company, 1913), pp. 5-6.

The 1913 Engine Summary shows the 15 coming out of the L&N's shops in 1879 with 66" drivers. It took new number 108 in 1908.

After more than 20 years additional service, the 108 was scrapped in 1930.

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Class 5/D-0 (Locobase 9771)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Gallatin, TN to Scottsville, KY'" on the AbandonedRails website at [], last accessed 26 June 2022. Works number is uncertain.

The C&N began as the Cumberland & Ohio to be laid northeast of Nashville, Tenn and run from Gallatin, Tenn. northeast to Scottsville, KY. After financial failure, the planned right of way was transferred to the Chesapeake & Nashville Railroad Company. Its construction included a cut through solid rock near Westmoreland.

The "Westmoreland Littlest Tunnel" measured 46 1/2 feet (14.2 m) may be the shortest in the world, according to Abandoned Rails. History claims that the railroad was told that the cows owned by George Washington "Wash" Minnich would not be able to cross from one field to the other if the railroad cut away the rock, so the C&N bored this segments instead. A nearby tunnel gained the name Big Tunnel. One can further infer the ruggedness of the terrain by noting " it had many high trestles and the maintenance cost of the trestles outweighed the revenue."

After 1906, the L&N acquired the C&N. As a branch line linking to the main line at Gallatin, the railroad carried oil from Scottsville and strawberries, timber, and livestock. Eight trains a day passed through Westmoreland, some passengers arriving to bask in the sulphur springs at the Epperson Springs Hotel.

It was only in the 1970s that the line's low traffic caused its abandonment.

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Class 67/D-0, D-8 (Locobase 9778)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. DeGolyer, Volume 5, pp. 19 and 87. Baldwin works numbers were 2080, 2083-2084, 2086-2087, 2090 in February 1870; 2093, 2096-2097, 2101 in March; 2212, 2215-2218 in August.

When these engines were delivered, they had 160 fire tubes that measured 11 ft 8 in (3.56 m) long each. As with the 1882 Rogers locomotives shown in Locobase 9777, it's likely, however, that the available data describes a later update that merged the nineteen locomotives by fitting them all with the same boiler.

One of this class was converted in 1875 to a Ten-wheeler that ran on 58" (1,473 mm) wheels and was driven by 18" x 24" cylinders. A few others were rebuilt, but most served the L & N in the 20th Century.

The first retired in 1914, the last in 1933.

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Class 9 (Locobase 12660)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 25, p. 225. Works number was 22183 in May 1903.

Obviously the L & NW was lightly built because this Eight-wheeler significantly underachieved compared to other 4-4-0s then in service on the US standard-gauge lines.

NB: Evaporative and direct heating surface areas are estimates based on locomotive supplied to the Charleston & West Virginia (Locobase 12255) whose tube count and length were identical and whose firebox dimensions varied by only 1/8" of an inch in grate length.

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Class D-0 (Locobase 8142)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

According to a compilation of Pittsburgh locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers for 107 was 772 and it was delivered in February 1887.

When it was delivered, the 33 ranked in the top third in the size of boiler, but its relatively large firebox and grate areas exceeded an even higher percentage of Eight-wheelers put into service in the mid-1880s.

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Class D-0 (Locobase 9768)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and L&N 7-1913 Engine Summary (Revised 1 July 1913), p 7. Works number may have been 4402

L&N's Engine Summary claimed "No Record" in the "When Built" column of their publication. The engine may originally have been ordered by the Findlay, Ft Wayne & Western as their Engine #3 "Henry Dexter." The FFtW&W sold the 3 to the Cincinnati, Hamilton & Dayton in 1903. Five years later, the records suggest the CHD sold it on to the Kentucky Highland, which was absorbed by the L&N/

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Class D-0 (Locobase 9769)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This quintet was delivered to the L&N in 1870 (Locobase 9778) as part of a bigger order. Many were rebuilt by the railroad in last few years of the Century. Originally numbered 83-87 with works numbers 2212, 2216-2218, and 2215, the group was rebuilt to the dimensions shown above.

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Class D-0 (Locobase 9770)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

In the midst of a substantial order from Baird & Company (a Baldwin works incarnation of the day), which is described in Locobase 9778, the L&N's own shops turned out this trio of very simiilar locomotives. These had slightly fewer tubes than the Philadelphia-built locomotives.

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Class D-0 (Locobase 9775)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and "Engine Summary", Office of Superintendent of Machinery, Louisville & Nashville R R Co, (Louisville, Ky., The Bradley & Gilbert Company, 1913), pp. 5-6

L&N construction numbers 16-26 and 31-40 produced in its shops between 1881-1885 were 21 4-4-0s that shared similar power dimensions (18x24 cylinders, 64" drivers, and boiler pressures).

Over the next few decades, changes included new boilers with different tube counts and other differences. The L&N achieved some consistency in road numbering at least in 1897 by assigning 110-130 to the group. But as the 1913 Engine Summary and 1927 Diagrams show, class IDs and the numbers within those IDs don't fall into a consistent pattern.

In this entry, Locobase lays out the original road numbers in order of their CN number, inserts a comma, and shows the 1897 renumbering and 1913 class ID.:

1913 class

10 ,113 none

205 ,116 D.12

209 ,109 none

210 ,110 D.12

252 ,112 D.11

254 ,114 D.0

255 ,115 D.11

93 ,117 D..11

94 ,118 D.0

95 ,111 D.13

96 ,120 none

97 ,121 D.12

98 ,122 D.11

99 ,123 D.11

17 ,124 D.13

3 ,125 D.0

7 ,126 D.11

31 ,127 D.11

32 ,130 D.0

211 ,128 D.11

253 ,129 D.13

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Class D-0 (Locobase 9776)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and "Engine Summary", Office of Superintendent of Machinery, Louisville & Nashville R R Co, (Louisville, Ky., The Bradley & Gilbert Company, 1913), pp. 5-6. See Locobase 9775 for a table of all 21 numbers and class IDs.

L&N construction numbers 16-26 and 31-40 produced in its shops between 1881-1885 were 21 4-4-0s that shared similar power dimensions (18x24 cylinders, 64" drivers, and boiler pressures).

Over the next few decades, changes included new boilers with different tube counts and other differences.

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Class D-0/D-12 (Locobase 9774)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and "Engine Summary", Office of Superintendent of Machinery, Louisville & Nashville R R Co, (Louisville, Ky., The Bradley & Gilbert Company, 1913), pp. 5-6. See Locobase 9775 for a table of all 21 numbers and class IDs.

L&N construction numbers 16-26 and 31-40 produced in its shops between 1881-1885 were 21 4-4-0s that shared similar power dimensions (18x24 cylinders, 64" drivers, and boiler pressures).

Over the next few decades, changes included new boilers with different tube counts and other differences.

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Class D-10/D-0 (Locobase 9780)

Data from L&N 1913ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and "Engine Summary", Louisville & Nashville RR Co, Office of Superintendent of Machinery (Louisville, Ky: Revised 1 July 1913). Works numbers were 3607-3608 in January 1886, 3615-3616 in February, 3617-3618 in March.

These were delivered with 67" (1,702 mm) drivers, but as early as 1913, the engines had been fitted with 64" drivers as shown. The Engine Summary declared six of the eight still had the boiler tube count, firebox, and grate areas shown in the specs.

The L&N's diagram book dated that year shows the following: Five of the eight fell into class D10. Of these, the 103 and 105 prepared steam in "new boilers" holding 195 2" tubes,, fireboxes with substantially less area, one arch tube, and a slightly smaller grate. 106-108 fell into the heterogeneous "D-0" class; each offered different tube counts from the other two, smaller and larger fireboxes, more or less grate area and differing arch tube fits.

All eight remained in service into the late 1920s. Three (101-102, 107) were scrapped in 1929, one (108) in 1930, five in 1933-1934, and one (104) in 1940.

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Class D-11 (Locobase 9772)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and "Engine Summary", Office of Superintendent of Machinery, Louisville & Nashville R R Co, (Louisville, Ky., The Bradley & Gilbert Company, 1913), pp. 5-6. See Locobase 9775 for a table of all 21 numbers and class IDs.

L&N construction numbers 16-26 and 31-40 produced in its shops between 1881-1885 were 21 4-4-0s that shared similar power dimensions (18x24 cylinders, 64" drivers, and boiler pressures). Three others were updated with 68" drivers; see Locobase 9783.

Over the next few decades, changes included new boilers with different tube counts and other differences.

The firebox heating surface includes 14 sq ft (1.3 sq m) of arch tubes. (The 1913 Engine Summary gives the evaporative heating surface area as 1,334 sq ft /123.93 sq m.)

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Class D-11 (Locobase 9781)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and "Engine Summary", Office of Superintendent of Machinery, Louisville & Nashville R R Co, (Louisville, Ky., The Bradley & Gilbert Company, 1913), pp. 5-6. See Locobase 9775 for a table of all 21 numbers and class IDs.

L&N construction numbers 16-26 and 31-40 produced in its shops between 1881-1885 were 21 4-4-0s that shared similar power dimensions (18x24 cylinders, 64" drivers, and boiler pressures).

Over the next few decades, changes included new boilers with different tube counts and other differences.

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Class D-13 (Locobase 9783)

Data from L&N 8-1927 Locomotive Diagrams and and "Engine Summary", Office of Superintendent of Machinery, Louisville & Nashville R R Co, (Louisville, Ky., The Bradley & Gilbert Company, 1913), pp. 5-6. supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These three locomotives were originally delivered from the L&N shops in 1889 (201), 1884 (10), and 1885 (17) and were updated along the lines of the D-11s (Locobase 9772) except for rolling on 4" (102 mm) taller drivers..

The firebox heating surface includes 14 sq ft (1.3 sq m) of arch tubes. (The 1913 Engine Summary gives the evaporative heating surface area as 1,334 sq ft /123.93 sq m.)

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Class D-14 (Locobase 9784)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 207. Baldwin works numbers included 6152, 6158 in April 1882; 6378-6379 in September; and 6558, 6560 in January 1883.

The L&N's diagram suggests that this class was rebuilt with a stronger boiler. As laid out in the 1882 specifications, the engine was to put 46,000 lb (20,865 kg) on the drivers and 70,000 lb (31,752 kg) for the engine.

Kentucky Central was taken into the Louisville & Nashville by 1891, at which point this class was renumbered 433-438. Six years later the class was again renumbered 38-43. The class was scrapped over a 15-year period from 1916 to 1931.

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Class D-15 (Locobase 9785)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The L&N took over these three Eight-wheelers when they bought out the Atlanta, Knoxville & Northern. For the most part, the engines were unchanged from the time they were delivered in 1887 to the Marietta & North Georgia (Locobase 16068).

Years later, the class received new boilers and fireboxes that were substantially smaller than the original.. The firebox heating surface includes 14 sq ft of arch tubes. 137's driver diameter was now 63"; 138-139 rolled on 64" wheels. The latter two put 1,200 lb more weight on their 64" drivers, which contributed to a 1,600-lb increase in overall engine .

So renewed, all three locomotives rendered almost two decades more service before being scrapped in 1933.

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Class D-16 (Locobase 9786)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. 134-135 produced at L&N's shops in 1905 and 1936, 145-146 in 1908.

Some of the features of this homegrown group of Eight-wheel Americans place them off the mean for L&N 4-4-0s. One is the long wheelbase between the two driving axles. Another are the high ratio of evaporative heating surface area to grate area and to cylinder volume. The design also used a relatively large firebox area and rolled on somewhat taller drivers.

So the design seems to have fit the local passenger service it most likely performed, which accounts for the more than 25 years most of the quintet remained in service.

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Class D-20 (Locobase 9789)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This Eight-wheeler was rebuilt by the L&N from one of two Rhode Island-built 4-6-0s delivered in 1891 to the Atlanta, Knoxville & Northern as their #29. (Originally numbered 23, this was works number 2359 and was delivered as one of a pair, the other being works number 2360 and road 24.)

When modified, the firebox heating surface included 11 sq ft of arch tubes. The 141 was scrapped in 1934.

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Class D-20 (Locobase 9790)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This Eight-wheeler was rebuilt by the L&N from a Rhode Island-built 4-6-0 built in 1891 for the Atlanta, Knoxville & Northern as their #30. When modified, the firebox heating surface included 11 sq ft of arch tubes. The 142 operated until 1937.

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Class D-21 (Locobase 9791)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When the L&N acquired these locomotives in 1891 with the Alabama Mineral Road, they were still the Ten-wheelers they'd been when Baldwin (as Burnham, Parry, Williams & Co) delivered to the Anniston & Cincinnati in 1889 (Locobase 11571).

In 1906, the two were converted to the 4-4-0 layout shown in this entry. The makeover involved installing a longer boiler with more tubes as well as a larger grate.

The 144 was scrapped in 1934, but the 143 served throughout World War II before its dismantling in 1946.

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Class D5 (Locobase 9777)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3015-3018 in June 1882.

A quartet of Eight-wheelers from Paterson, these local passenger engines were produced a dozen years after the 1870 batch from Baldwin shown in Locobase 9778. It's likely, however, that the available data describes a later update that merged the nineteen locomotives by fitting them all with the same boiler.

943 was later renumbered 939, then took 10 to join the others now numbered 11-13.

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Class Spirit of 76/76/D3 (Locobase 9677)

Data from Emory Edwards, Modern American Locomotive Engines, (Philadelphia: Henry Carey Baird & Co, 1883), pp. 120, 125. Works numbers were 2436 in April 1876, 2437 in August.

Shown in a table of drawings and data describing the locomotives shown at the Philadelphia Centennial Exhibition of 1876 , this design featured the biggest, broadest stack. A wood-burning engine needed a lot of spark-arresting area to capture all the cinders and this engine's cabbage stack looked equal to the task.

When the M&M was taken over by the L&N, these engines were placed in class D3. Renumbered 623, 622 and later 1123, 1122 and finally 2123, 2122.