Class 1/C-7 (Locobase 884)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 February 2004). Works number was 862 in April 1888.

The Puget Sound Shore proved to be the bandage on a self-inflicted wound after Henry Villard lost control of the Nothern Pacific. New NP president Robert Harris agreed with his long-time friend C B Wright that Wright's Tacoma (in which he was the largest landowner) should be the NP's Pacific terminus.

Seattle protested so vigorously that the PSS rented a couple of locomotives to take traffic to Seattle's Stuck Junction. Soon the NP stepped in and bought two locomotives. The 1 was one of those.

In December 1889, the PSS was merged with the NP, Seattle earned last stop honors, and the 1 took NP #367.

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Class 10/C-26 (Locobase 863)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 5, p. 93. Works numbers were 2206 and 2210.

Like the smaller LS & M engines 8 and 9 (Locobase 864), this pair kept its road numbers when the railroad became the St. Paul & Duluth in 1877.

1035 was sold in May 1901, 1036 in August 1901 to the Northern Pacific as part of the latter's takeover of the St P & D.

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Class 18/C-32 (Locobase 861)

Data 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 9, p. 237. Works numbers were 4726, 4732 in July 1879; 4776, 4778 in September; 4918 in December; 4922, 4925, 4927 in January 1880.

Baldwin delivered this engine in January 1880. It was sold to the Bellingham Bay & Southeastern in 1892 as their road number 1. The BB&SE discarded the locomotive in April 1904. The fifth through the eight locomotives were upgraded and were redesignated C-2; see Locobase 876.

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.

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Class 3/B-3 (Locobase 883)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 February 2004); NP Locomotive Cards (Form 7310) supplied by Allen Stanley in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection; and Matthias N Forney, Catechism of the Locomotive, Chapter XXVI [26], reprinted in Railroad and Locomotive Engineering, Volume LXIII [63], No 3 (May 1889), p. 234. (Thanks to Chris Hohl for his 9 January 2022 email and specifications derived from Forney's 1889 Catechism.) Works numbers were 1783 and 1780.

A note on the Northern Pacific diagram says:"Old W&C [Washington & Columbia] RR engines 4 and 5." This was the pair of O&WT engines that were renumbered by the W&CR after it stood up in October 1892.

The two engines originally trailed tenders carrying 3,000 US gallons (11,355 litres) of water.; its shorter length was reflected in a shorter total wheelbase. Forney's illustrated example gave higher weights for drivers--64,000 lb (29,030 kg)-- and engine--100,000 lb (45,359 kg).

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Class 94/C-10 (Locobase 873)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). See also DeGolyer, Volume 10, p. 194. Works numbers were 5714 in July 1881, 5902 in November 1881.

These two locomotives appear in the Baldwin specifications book preserved by Southern Methodist University's DeGolyer Library apparently as afterthoughts following a 28 January 1881 order for wide-firebox Moguls (Locobase 808). As laid out in the 10 February 1881 specification, these engines were to burn lignite in very wide and shallow (29.75"/756 mm) fireboxes. A contemporary report in the 8 June 1881 St Paul Pioneer-Press reproduced in the 29 June 1881 Railway World (p.613) said the fuel would come from mines in the Missouri and Yellowstone Divisions west of the Missouri River.

It's not clear how long the two retained their wide fireboxes, but see J W Edwards's comments in Locobase 808 on the "miserable experience" of trying to operate the Moguls in the summer of 1881. As suggested in Locobase 808, Locobase suspects that the small heating surface area seriously limited the engines' ability to supply enough steam, especially given the alkaline water they tried to heat.

Both were converted to conventional fireboxes by the turn of the century.

817 was sold in 1899, but 818 lasted on the road until December 1922.

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Class A-1 (Locobase 9298)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 5, pp. 303, 344, 345; Volume 6, p. 9. Works numbers were 2660-2661, 2669, 2671, 2673, 2675 in January 1872; 2684, 2689, 2706, 2709 in February; 2716, 2718, 2725-2726, 2731-2732, 2737, 2743, 2746, 2750, 2756-2757 in March; 2762, 2767, 2769, 2774, 2788-2790 in April; 2793 in May; 2900-2902, 2910 in August 1872. Four others went to the St Paul & Duluth; see Locobase 865.

That the information comes from an Omaha Road diagram book indicates that these engines had a varied career. They were the first large class of locomotives delivered to the Northern Pacific and at the time of their arrival, they had drivers measuring 56 1/2" in diameter and 144 tubes.

Four went almost immediately to the Chicago, Milwaukee & St Paul as 204-208 (works #2661, 2669, 2671, 2673) as did five others to unrecorded owners. Others were sold off in 1877 (to the Minneapolis & St Louis), and still others in 1880. Most of the rest were retired in the late 1890s or sold. The one that came to the Omaha Road in 1892 had received 63 1/2" drivers at some point and that is shown in the specifications.

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Class B-1 (Locobase 887)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). See also DeGolyer, Volume 15, p. 169.Works numbers were 10247 and 10252 in September 1889.

Other than weighing slightly more and arriving two years later, the B-1 Eight-wheelers were duplicates of the Bs (Locobase 878) that had been produced in 1887. Like the other engines, these engines later had their boiler pressure reset to 150 psi (13.94 bar), increasing starting tractive effort to 15,737 lb (7,138 kg). One note orders that the side rods (aka connecting rods) were to be "swelled in the center". Locobase supposes that meant increasing the width of the rod at its midlength for greater strength.

By 1892, the O&WT had reorganized as the Washington & Columbia River. The W&CR evolved into the Washington Central in 1898 and was absorbed by the Northern Pacific in July 1907. 673 was scrapped in February 1924 while 672 lasted until March 1931.

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Class B-2 (Locobase 855)

Data from NP Locomotive Diagrams Early supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 5, p. 344.

This trio shows the effect of rebuilding the basic A-class locomotives such as those from 1872 that are shown in Locobase 9828. When the specs were drawn up for these engine (Baldwin works numbers 2490-2491 in July 1871), they specified 15" x 24" cylinders, 144 tubes that measured 10.81 feet (3.29 m) long, a grate area measuring a mere 13.6 sq ft (1.27 sq m), and emphatically freight-service-sized 56 3/4" (1,441 mm) drivers.

In later years, they gained a new boiler and firebox and mounted taller drivers. Al Weber's notes on the first two say that they were put to work on the eastern section of the line. Both were gone by 1897.

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Class B-2 (Locobase 879)

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

According to Larry Schrenk, this engine actually came from the large 600-class of Union Pacific Eight-wheelers shown in Locobase 5088.

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Class B-2 (Locobase 15699)

Data from NP Locomotive Diagrams Early supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, p. 237. Works numbers were 4891-4892,4897, 4900 in December 1879.

This octet fell into class B-2 because it had 16" cylinders; the earlier B-2s grouped in the same subclass appear in Locobase 15934. All were delivered rolling on 58" drivers, but a later modification retrofitted 62" on the entire class.

313-314 were classified C-11. 315-316 wer reclassified C-32 and renumbered 1151-1152. Gene Connelly's Baldwin production list shows the 1151 going to the Bellingham Bay & Eastern in May 1892. He records the 1152 as going to the Tacoma & Lake City as their #1 and being rebuilt to the 3 ft 6 in gauge and later to the Pensacola, Alabama & Tennessee, a logging road owned by Muscogee Lumber.

309 was sold in April 1906 to Hewitt-Lea Lumber.

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Class B-2/B (Locobase 878)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004) and NP 1 -1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 214.Works numbers were 8560-8562, 8565-8572 in May 1887 and 8668, 8672-8673, 8677-8678, 8680, 8682-8684, 8688-8689 in July.

The Baldwin specs and the locomotive diagram agree on most data, except for weight growth from Baldwin's estimates to the operator's record and a slight decrease of 8 sq ft (0.75 sq m) in firebox heating surface area. Adhesion weight increased by 3,400 lb (1,542 kg) and overall engine weight came in a full five short tons(4,536 kg) heavier. UP later set the boiler pressure at 150 psi (13.94 bar), which increased tractive effort to 15,737 lb (7,138 kg) and reduced factor of adhesion to a still-acceptable 4.05.

Baldwin's specifications have a note dated 19 June 1887 from J Bloombaugh criticizing this batch. A summary suggests that the most serious complaint concerned the equalizing beam, which failed. The railroad argued that it should been mounted (or secured) with 3 or 4 bolts rather than the 2 Baldwin used. Stacks were too short and the throttle was inconveniently mounted in the dome, which complicated removal of the apparatus for re-grinding.

Most served all of their time on the NP proper before being scrapped; this final event occurred over a decade and more from 1925 to 1940 with a few being retained through World War II. Some were sold to other, smaller Northwest or Minnesota railroads.

670 went first, being sold to the Canadian Northern in 1901

Minnesota & International bought 4 engines: 655 and 658 in July 1909, 6511 in January 1911, and 668 in June 1913. These were renumbered 21, 22, 19, and 20, respectively.

652 went to the Big Fork & International Falls in August 1911 and bore the number 1. The BF & IF was sold to the NP in January 1923.

670 may have ended up on the Cowlitz, Chehalis & Cascade in 1925, but Connelly's list indicates his uncertainty.

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Class C-1 (Locobase 874)

From the The Tell Tale, August, 1950 ([]) Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). (the weights are higher than in the Tell Tale.)

NY Loco builder information from JF Webber's compilation as supplied by Allen Stanley in March 2004. This batch represented works #35-46 (February 1883). They were later renumbered 680-691.

R. V. Nixon talks about 684:

"The 684, [C]lass C-1, was built by the New York Locomotive Works and delivered to St. Paul the year the Northern Pacific was completed. It remained in main line passenger service for nearly 25 years and was then assigned to the Billings-Bridger passenger run. We who remember the bright red wheels, polished brass, clear-toned bell and peanut wagon whistle, can distinctly visualize the 684 starring in a Northern Pacific motion picture, along with the construction engine, Minnetonka."

Nixon adds that 684 was apparently to be dismantled in 1925, but instead was overhauled and sold to the Nez Perce & Idaho as their #4.

"For years," Nixon continued, "the 4 spot worked the 13 miles between Craigmont and Nez Perce, Idaho. Then the inevitable happened and she was laid aside in favor of more modern power. At the time of Nixon's account she seemed to be rusting away. "But even in her disgrace she's still a proud, high-stepping beauty," he said hopefully, "and waiting only for someone to come to her rescue."

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Class C-12 (Locobase 859)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 February 2004). Manchester works numbers were 868-871 in 1880

Compared to other American-type locomotives on the NP at the time, the C-12s offered more tube heating surface area than most, but burned coal on one of the smallest grates. Otherwise they fell right in line with the other 4-4-0s.

The Northern Pacific sold the 867 in July 1899 and disposed of the other three soon thereafte with 866 leaving ins July 1901and ending with 868-869 in August 1902

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Class C-14 (Locobase 860)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). See also DeGolyer, Volume 10, p. 19. Works number was 5715.

5715 (road# 97) was fitted with the Weston boiler. This was a variation on the usual wagon top.had a 47 7/16" (1.205 m) long combustion chamber. It was developed by James W Weston of New York City and patented on 18 April 1871.

It was placed in its own C-14 class in 1897 and soon scrapped.

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Class C-19 (Locobase 880)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). Works numbers were 249-252 in April 1887.

This of engines seem to have been the first engines delivered to the MU. When the MU was taken over by the Northern Pacific, these engines were renumbered 675-678.

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.

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Class C-2 lignite 1882/C-4 (Locobase 871)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). See also DeGolyer, Volume 11, p. 29 and Larry Schrenk's all-time Northern Pacific list originally found on [] . Works numbers were 5997, 5999 in January 1882.

Larry Schrenk's description of this pair as "Lignite Burners" echoes the original Baldwin specification. The firebox needed to soften the draft over the light, friable fuel was wider by just over 9" over the usual soft-coal furnace of the day (43 5/8"/ 1.1 metre) and much shallower than the more typical fireboxes, measuringonly 47 3/4" (1.213 m) in front and 39" (0.99 m) at the back (compared to a more typical 65"/1.65 m and 64"/1.63m, respectively).

They were otherwise identical to the run of Eight-wheelers that Baldwin built for the NP in those years. Redesignated C-4 in later days, the two engines went to the scrapyard in July (101) and November (100) 1904.

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Class C-2 lignite 1883 (Locobase 10801)

Data from NP Misc Steam Locomotive Diagrams and NP - 1 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p. 170. Works numbers were 6581, 6583 in January 1883.

Locobase 871 shows two Baldwins from 1882 that burned lignite in wider, shallower fireboxes than the standard soft-coal type of the era. A year later, the Philadelphia builder turned out two more lignite-burners that took a different tack by retaining the usual 34 3/8" width, but deepening the furnace by 9" to 74 1/4" (1.886 m) in the front and 73 1/4" (1.861 m) in the back. The engines' smokeboxes were lengthened by 6". Also, the boiler held 81 more small tubes that were about 11" longer.

Both were renumbered in 1897 and each enjoyed an unusually long career. The 694 was scrapped in 1928 and 695 lasted until May 1943.

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Class C-2/C-11 (Locobase 876)

Roster information from the Northern Pacific Railway Historical Society website page [][] (7 February 2004). See also DeGolyer, Volume 9, pages 87, 138, 236.

Works numbers were

1879

April 4584, 4589, 4590, 4593; July 4726, 4732; September 4776, 4778

Orders for road numbers 22-33 required that the bottom row of tubes be left out of the boiler, leaving the vessel with 153 tubes. That change may have reflected dissatisfaction with the boiler's water circulation.

1880

May 5112-5113; June 5128, 5130, 5142-5143, 5163, 5165;July 5188, 5190; October 5308, 5310

1881

February 5522, 5524; June 5673-5674; July 5714-5715; August 5794; October 5842

5846-5849, 5851, 5880, 5883.

Note:

1882

March 6113, 6115, 6118; April 6125, 6149-6150, 6161-6162; July 6279-6281; December 6523-6525

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Class C-2/C-8 (Locobase 857)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). Works numbers were 828-829 in January 1882.

Saunders notes in his builder's list compilation states that this pair was originally meant for the Mexican Central as part of a twelve-locomotive order.. For undisclosed reasons, the engines were not delivered.

The engines were renumbered 805-806 in 1897. It's not clear when they were disposed of, but they were gone by 1929.

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Class C-20 (Locobase 881)

Data confirmed by locomotive diagrams from 1900 hosted on [] (7 Feb 2004). Works numbers were 605-608 in September 1887, 609-610 in October.

A sextet of local-traffic engines from Scranton, Pa. Soon after being renumbered in 1907, 1132 was taken off the Northern Pacific roster. 636-637 were scrapped at Brainerd, Minn in 1912, 634 was sold off by the end of 1917. 635, however, somehow remained in service until the late 1920s before being scrapped at Brainerd in December 1929.

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Class C-21 (Locobase 885)

Data from [][]

NY Loco builder information from JF Webber's compilation as supplied by Allen Stanley in March 2004. This trio were works #350-352 (April 1888). When the St P & D was absorbed by the Northern Pacific, the latter railroad at first renumbered them in the 1000s, but later grouped them with the other 17"-cylinder 4-4-0s in the 600s.

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Class C-22 (Locobase 877)

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

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 #1104-1107 in March 1886, 1194-1204 in March 1887.

The St Paul & Duluth appeared as a result of the reorganization of the Lake Superior and Mississippi in 1870. It was known throughout its history, both before and after the Northern Pacific's purchase in 1900, as the Skally Line.

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Class C-23 (Locobase 870)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2945-2948 in February 1882 and 3394-3395 in October 1883. (The uncertain attribution of works numbers 2981-2982 by several sources is incorrect as they refer to two 4-6-0s.)

When the sextet was absorbed by the Northern Pacific along with the StP&D, they were renumbered 1123-1128.

The last two were sold before the 1909 renumbering. Only the first four would be renumbered 645-648. 648 was discarded soon afterward in 1912, but the other three were disposed of until October 1922 (645-646) and 1923 (647).

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Class C-24 (Locobase 869)

Data from Northern Pacific Locomotive Diagrams Early supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1432-1433 in 1881.

Built by Schenectady Locomotive Works predecessor McQuieen, this pair appeared as some of the very first locomotives to serve the the StP&D soon after it was founded through the reorganization of the Lake Superior & Mississippi in 1877. (In fact, the 14 was the first non-Baldwin to come onto the roster. StP&D's main line headed north from St Paul and Minneapolis up to Cloquet and Duluth. From there the route continued northeast, then north, then northeast until end of track in Ely.

As far as Locobase can reconstruct their histories, both engines appeared on the NP's roster in 1901 only to be sold in 1901.

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Class C-25 (Locobase 867)

Data from NP Locomotive Diagrams Early supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Baldwin works numbers were 1723, 1732 in June 1868 and 1920-1921 in July 1869.

The first two entered service on the LS&M with names: William L Banning and William R Marshall.

All four show in Gene Connelly's roster as having been sold in 1901. 1132-1133 went in April, 1134 in May, and 1131 in December.

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Class C-27 (Locobase 864)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. DeGolyer, Volume 5, p. 41 was missing from the specification book when it was microfilmed. Works numbers were 2121 and 2124.

The LS & M collapsed in the Panic of 1873 and reorganized itself as the Saint Paul & Duluth in 1877. These two locomotives kept their numbers until the Saint Paul & Duluth was taken over by the NP. See Locobase 863 for the slightly more powerful pair that came to the LS&M shortly after these arrived.

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Class C-28 (Locobase 865)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 5, p. 302; Volume 6, p. 9. Works numbers were 2811, 2814, and 2821-2822 in May 1872.

These were produced at the same time as the Northern Pacific's A-1 class (Locobase 9298). When the LS&M failed to absorb the heavy shock of the 1873 Panic, it was sold to the St Paul & Duluth in 1877.

Only the 101 and 104 were taken into the Northern Pacific in 1901 as 1138-1139; by then they had probably been refitted with a newer boiler with slightly fewer tubes.

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Class C-29 (Locobase 866)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 7, p. 63. Works numbers 3397 (September 1873), 3469 (October 1873), 3550 & 3553 (March 1874), 3593-3594, 3596-3597 (May 1874).

Before these locomotives could be delivered to the LS&M, it was thrown into financial convulsions by the Panic of 1873 and forced to reorganize. So the locomotives were delivered to the Northwestern Equipment Trust of Philadelphia.

By 1877, the octet was relettered for the Saint Paul & Duluth, but retained its original road numbers. Later, the StP&D renumbered the class 28-34, having sold 112 to the W&SW.

In 1901, the Northern Pacific renumbered five of the class 1140-1144.

The 105, Connelly simply records, was "gone" (possibly as result of a wreck). 34 was sold to Standard Construction.

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Class C-3 (Locobase 875)

Data from NP 1 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Class quantity supplied by the NPRHS's website [][], accessed 3 February 2007. See also DeGolyer, Volume 11, pp. 169, 201, 215 and "Standard Locomotive Northern Pacific Railroad", American Machinist, Volume 6, No. 44 (3 November 1883), p. 5.

Works numbers were 6535, 6548-6549 in December 1882;

6563, 6565, 6571-6572 in January 1883; 6600, 6610 in February; 6636, 6646, 6650-6651, 6676-6677 in March; 6704, 6707-6708, 6724, 6726, 6729 in April; 6730, 6735, 6739, 6740-6741, 6743, 6769-6770, 6776-6777 in May; 6787, 6790-6791 in June , 6905 in August; 6913, 6920, 6942, 6948, 6967-6968 in September; and 6955-6956, 6972 in October. (UP 740 came to the NP in 3 December 1889 -- works number 10692 in March 1890--to serve the Puget Sound Shore connector between Tacoma and Seattle.)

The AM report nicely illustrates the expectations of North American locomotive designers and operators in the early 1880s:

"The engines were designed specially to handle the heavy main line work, and they are equally suitable for passenger or freight service. They are admirably adapted for ordinary passenger and fast freight trains, their construction enabling them to combine moderate speed with great power."

While the comments may indeed exude the kind of boosterism so often found in such articles in the railroad press, the new engines represented for the Northern Pacific a healthy boost in steam-producing qualities if not tractive effort. Compared to locomotives bought just a year or two earlier, the firebox heating surface area was about 15% higher and the tube heating surface increased a substantial 54%.

The Puget Sound & South Shore Railroad locomotive produced in March 1890 was delivered to the Northern Pacific instead as their 740.

Most of the class operated on the Northern Pacific until they were scrapped after 20-30 years worth of service, but several were sold:

NP numbers Railroad or Company Year New number(s)

706 H T McLeary Lumber 191101

722 Louisville & Nashville 190511 51

Appalachicola Northern 1929 101 (2nd)

727 Louisville & Nashville 190511 57

730 Appalachicola Northern 1913 101 (1st)

732 Chehalis & Cowlitz 191305 1

(later Cowlitz, Chehalis & Cascade)

735 North Yakima & Valley 191004 2

(later returned, then sold to Inland Empire Paper 192301

736 Minnesota & International 190605 20

738 Appalachicola Northern 190512 102

739 Spokane & Inland Empire 190604 4

(later Spokane, Portland & Seattle 56)

740 North Yakima & Valley 191010 3

(later returned and scrapped)

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Class C-30 (Locobase 882)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Rhode Island delivered these four locomotives in drips and drabs, producing a pair -- works #1779-1780 -- in 1887, then 1820 and 1937 in 1888.

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.

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Class C-31 (Locobase 886)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.Works numbers were 2085-2086 in 1888.

These were slightly bigger locomotives than the 1-4 delivered in 1887-1888 (Locobase 882), but had fire tubes that measured a foot shorter. They were produced as a pair by Rhode Island and were that company's

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.

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Class C-33 (Locobase 862)

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Surprisingly low-drivered Eight-wheeler.

The railroad was built as the Vancouver, Klickitat and Yakima, but the effort broke the company and it was reorganized as the PV&Y in 1898. In 1903, the NP took over the PV&Y and, after it assigned it a class ID, sold the engine in June 1905 to Blumauer Lumber Company.

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.

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Class C-5 (Locobase 9788)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 6-10 in July 1882.

NY Loco builder information from JF Webber's compilation as supplied by Allen Stanley in March 2004.

They were later renumbered 743-747 and three (744-746) went on to the Louisville & Nashville as that railroad's 52, 58, and 53, respectively.

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Class C-6 (Locobase 9787)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also NP Misc Steam Locomotive Diagrams supplied by Allen Stanley in May 2005 from his extensive Rail Data Exchange. The Northern Pacific Railway Historical Society's comprehensive website has a complete listing of classes and engine numbers. [][], accessed 3 February 2007, shows that this class total 56 locomotives and came from Portland.

The diagram shows "New Portland" as the builder, which presumably refers to the Portland Company of Portland, Maine. The 56 engines supplied to the NP -- works #463-518 -- represent a little less than 10% of all the locomotives (628) this company ever built. Portland also supplied 29 C-13 class 4-4-0 locomotives in 1881-1883 in a series of small batches, road numbers 172-183,189, 191, 194, and 203-222. later numbered 870-898. Little else seems to be known about this class.

Six were sold to the Louisville & Nashville

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Class C-9 (Locobase 858)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1548-1549 in July; 1553, 1557-1560 in August.

All but one remained on the NP throughout their careers. 812 was sold to the Washburn, Bayfield & Iron River in March 1899. The 35-mile (56-km) WB&IR of Washburn, Wisc had a only a short independent existence, opening in July 1898, entering bankruptcy soon afterward, and merging with the Northern Pacific in June 1902. (See accounts of the WB&IR at Kurt Larson's 2008 account at [] and Timothy Sasse's Wisconsin Logging Railroads (last updated in 2000) at [], both last accessed on 1 February 2015.

The 812 was sold to Republic Construction.