Class 1 (Locobase 2974)

Data from IC 1911 Locomotive Data supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Some Recent Rogers Locomotives", Railroad Gazette, Volume XXX[30], No 48 (3 December 1898), p. 857.

Rogers supplied the first nine in 1898 (works numbers 5317-5326 in October,)

Brooks then delivered 10-16 in 1898 (works numbers 3038-3040 in September) and 17-29 in August 1899 (works numbers 3041-3044, 3283-3295) Rogers then shipped 30-40 in 1899 (works numbers 5427-5450 in September-October, and 41-46 in June-July 1900 (works numbers were 5577-5584 in July).

A Brooks batch went into service in 1900 as 47-60 (works numbers 3577-3584 in July, 3596--3601 in August.).

Finally, Baldwin finished off the class with three in October-November 1900; see Locobase 12433.

They were rated by the IC at 80,000 miles between general repairs.

Data in the 1899 Brooks Catalogue, which refers specifically to the 1898 batch supplied by that company is slightly different. The firebox heating surface is given as 197 sq ft (18.3 sq m) and overall heating surface shows as 2,401 sq ft (223.1 sq m). Rogers engines were delivered with firebox heating surfaces measuring 184 sq ft (17.09 sq m) and total EHS of 2,412 sq ft (224.08 sq m).

The IC negotiated a massive sell-off of much of the this class in 1921-1922 through a deal with the Nacional de Mexico, which placed them in clase F-40.

1-6 and 8-9 of the first Rogers batch received road numbers 841-848.

Brooks 13-25, 26-29 took 849-864.

Rogers 31, 33-46 were assigned 865-879

Brooks 47-60 became 880-893.

According to Gene Connelly's roster notes, the NdeM never actually paid for the engines. Locobase wonders if the design proved problematic as the IC dumped them within 20 years and possibly the NdeM was unhappy with them as well.

Of the class, 11 & 12 were sold for scrap in 1924-1925. For some reason, class leader #10 held out until June 1935.

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Class 1 (Locobase 7005)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 17, p. 11; and Volume 18, p. 254; and [], last accessed 2 May 2009, for the railroad's history. Works number was 11897 in May 1891 and 13666 in August 1893.

Little tweaks to the 2 included replacement of the chime whistle with one using "a low pattern of whistle.", a "brass throttle stem instead of iron", and coil spring counterbalance instead of leaf spring." The railroad also wanted the tank to be "higher"- but not wider nor longer viz: - 52" high." The additional comment--"Fuel space 6" short"--isn't clearly worded.

Boiler pressure was later raised to 165 ps (11.4 bar) and the drivers received thicker tires that increased diameter to 57" (1,448 mm).

According to Thomas D French's Railroads of the Illinois Central System Database website, a railroad entrepreneur named William Guy, who had built the St Louis & Eastern coal road, organized the St. Louis, Peoria & Northern Railroad in early 1896 to take over the North & South RR (established 1890), the St Louis & Peoria, his own St L & E, and the Chicago, Peoria & St Louis. All of these railroads had been weakened by the Panic of 1893.

Alas for Guy, his amalgamated system displayed no less tenuous a financial condition. Although East St. Louis and Springfield were soon connected by through service, and the main line had been extended to Peoria in 1898, the system went bankrupt and the Illinois Central acquired the Springfield to East St Louis portion in 1900. (The Sherman to Grove section went to the Chicago & Alton.)

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Class 15 / 295 (Locobase 7002)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006.

This locomotive was an old Pennsylvania Railroad Class D (Locobase 1135). The Pennsylvania rebuilt the locomotives to roll on 48" drivers. It had been substantially modified by the time it appeared in the IC diagram books. By this time, the 2 1/2" tubes had been replaced by 2 1/4" tubes

293 (works number 3244) was scrapped in July 1900, 295 (original works number 3304 in May 1914.

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Class 16/294 (Locobase 7001)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006. Works number was 3304 in June 1873.

An older 4-6-0 reported in 1911. It was one of several Baldwins on the I&IS (also known as the Indianapolis Southern), but the only one from 1873. The works number shows that it originally entered service on the Pennsylvania Railroad as their Class D rolling on 56" drivers.

Locobase retains a separate entry on the locomotive because of the differing specs. It was rebuilt as a 48"-drivered Da and sold to the Pittsburgh, Fort Wayne as their #6, and Chicago in 1879. In 1896, the St Louis Indianapolis & Eastern added the engine as #16. Four years and a merger later, the Illinois Central took over the St Louis, Peoria, & Northern and renumbered this locomotive 294. As such, it was finally scrapped in May 1914.

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Class 1888 spec for 19" Ten-wheeler (Locobase 14638)

Data from "Chapman's New Ten-Wheel Freight Locomotives", National Car & Locomotive Builder", Vol XIX, No. 4 (April 1888), p. 62. See also "Ten-Wheel Freight Locomotives, Newport News and Mississippi Valley", Railroad Gazette, Volume (16 March 1888), pp. 166-167. Mr T I Chapman was the NN&MV's superintendent of motive power when he designed this freight Ten-wheeler.

The NN&MV served as the holding company for Collis Huntington's eastern interests. Chartered as the Southern Pacific Railroad Company (Conn) in Connecticut in 1884, the NN&MV leased the Chesapeake Ohio & Southwestern (completed in 1880 from Newport News to Elizabethtown, just south of Louisville) for fifty years in 1886. At the same time, the NN&MV leased the Elizabethtown., Lexington & Big Sandy for 250 years.

After the latter was leased to the Chesapeake & Ohio on 30 November 1891, the NN&MV's main line ran 392 miles (631 km) from Louisville, Ky to Memphis. But in March 1894, Huntington and his fellow creditors requested that the NN&MV be put in receivership. Meanwhile, the Louisville & Nashville and Illinois Central acquired control in the NN&MV and the latter would eventually own the railroad.

For years Locobase believed the two 1888 reports referred to locomotives that had been delivered to the NN&MV. Instead, he concludes that this spec was the basis for the Cooke locomotives described in Locobase 7011.

NB: The firebox is described as of "the deep variety" and length is given as 74" (1.88 m) and width 33 1/2" (851 mm). At the time, a "deep firebox" rested between the frames.

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Class 25 (Locobase 10771)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 31, p. 17. See also DeGolyer, Volume 24, p. 25. Works numbers were 19278 in July 1901and 19499 in September.

Locobase 6964 describes this Mississippi logging line that eventually formed part of the Illinois Central. Baldwin's illustration shows a locomotive clinging to the 19th Century in most of its details and this was a small Ten-wheeler to boot. It's possible that the G & SI substantially made over this pair as their 1922 diagram book shows 8-9 to have had 17" cylinders, more weight on the drivers, and a much longer wheelbase.

According to Connelly's Baldwin list, the two were withdrawn and scrapped in February 1926 and June 1927.

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Class 291 (Locobase 7000)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 200. Works numbers were 14023 in May 1894 and 14138 in October 1894.

These Ten-wheelers followed the basic design favored for IC 4-6-0s by retaining a relatively small firebox and low drivers, but increasing still more the amount of heating surface. In fact, they actually possessed similar dimensions to the Eight-wheelers delivered to the OV in 1888 (Locobase 7035).

On 13 July 1897, the Ohio Valley Railroad, which had suffered foreclosure, was sold to the Chicago, St Louis & New Orleans Railroad for $1,050,000. The OVR was immediately leased to the Illinois Central for 99 years. Part of the dowry were these two engines, which operated under the IC name for almost 30 more years.

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Class 295 (Locobase 7003)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

There's no indication in the 1911 and 1913 books, but this locomotive and the Cooke engines shown in Locobase 7004 may have been acquired through a merger as the IC was already building larger locomotives in series.

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Class 299 (Locobase 7004)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2400-2401.

In the brief hours of the St L, P & N's existence, it procured at least these two locomotives, which were taken into the IC. See Locobase 7005 for the Peoria Short Line's history.

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Class 30 (Locobase 6995)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Chesapeake, Ohio and Southwestern Railroad" in Wikipedia at [],_Ohio_and_Southwestern_Railroad, last accessed 8 September 2022. Works numbers were 1594, 1606-1609, 1630 in October 1882 and 1692-1697 in January 1883.

Locobase had suspected that the 256 and 260 shown in the IC 1911 book were part of a class of least five engines(256-260). He appears to have mistaken. Based on much more information, Locobase now is certain that these were the two IC survivors of an even dozen Ten-wheelers delivered to an IC predecessor.

Originally created in 1882 through the union of two Kentucky roads (Paducah & Elizabethtown Railroad and the Memphis, Paducah & Northern Railroad), the C&OSW fell under Huntington's Newport News & Mississippi Valley when the latter leased the road for 50 years. Under that flag, these engines took road numbers 550-561. After the NN&MV

entered liquidation in 1894, the C&OSW was sold to the Chicago, St Louis & New Orleans in 1896. Soon afterward, the Illinois Central leased the CStL&NO, ultimately owning 99% of the railroad.

Three were converted in 1901 to 2-6-4Ts; see Locobase 6983.

By 1928 (the date of the next newest diagram book supplied by Allen Stanley), both were missing from the book.

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Class 301 (Locobase 7006)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This class of Ten-wheelers was an early series-production design 4-6-0 for the IC. Boring out the cylinder diameter an inch, significantly increasing the driver diameter, and enlarging the boiler and grate somewhat were the principal differences from earlier IC engines from Schenectady. A slight tweak in heating surface dimension and a change of builders followed; see Locobase 7007.

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Class 307 (Locobase 7007)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Following the first 6 of this design from Schenectady, the Cooke engines had somewhat smaller grates and one less boiler tube. Otherwise, the design was identical. Clearly, the IC was pleased with the balance of dimensions and power for these passenger locomotives.

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Class 334 (Locobase 7008)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 142. Works numbers were 5391 in December 1880 and 6072 and 6075 in March 1882.

The StLA&TH came into being on 24 June 1862 as the combination of the Terre Haute, Alton & Saint Louis (a railroad in receivership that can thus be described as having suffered a reversal of sorts) and the Belleville & Illinoistown Railroads. Its main line ran from East St Louis to Terre Haute (a distance of 189 miles). The IC leased the StLA&TH in 1895 for 999 years.

Building on the 1878 Baldwin design, which introduced 2 1/4" tubes, this Ten-Wheeler class had 1"-larger diameter cylinders and a slightly bigger boiler. Boiler pressure also increased.

All three were taken into the Illinois Central in 1897 and given road numbers 334-336. 335 went to the Saint Louis, Belleville & Southern for a decade in 1901-1911, after which it returned to the IC.

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Class 337 (Locobase 7009)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 57. Works number was 7978 in June 1886. See Locobase 7008 for a short summary of StLA & TH history.

Coming four years after three Baldwin Ten-wheelers (Locobase 7008), this lone addition had the same power dimensions and grate area, but a larger boiler. The 1886 specifications don't make a lot of sense. They show the same count, diameter, and length as that found in the IC data except for a 3" increase in length.

Baldwin calulated the tube heating surface area as 1,230 sq ft instead of the 1,372 sq ft yielded by the tube fit. With a 115 sq ft firebox heating surface area, Baldwin estimated 1,345 sq ft of evaporative heating surface. Locobase chose the IC data because of its similar numbers. His supposition that the values were added later and perhaps intended for different locomotive gains credibility when additional corrections, these to the driving and engine weights, were inked in as 98,500 lb (44,679 kg) for adhesion and 122,000 lb (55,338 kg) for total engine weight.

Locobase's candidate for the engine for which these figures were intended is the Chicago & Erie's G-5 4-6-0, seen in Locobase 395.

Once the StLA & TH was taken over by the IC, 17 was renumbered 337, gave well over a decade of additional service, and was scrapped in May 1914.

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Class 338 (Locobase 7012)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The larger grate gave better balance to this trio of Ten-wheelers from a future Alco component. The firebox rode over the last axle and had an inclined forward section of grate.

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Class 341 (Locobase 7010)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 244 and Volume 19, p. 8. Works numbers were 10667-10669 in February 1890 and 13815, 13820 in October 1893. See Locobase 7008 for a short summary of StLA&TH history.

This quintet of Baldwin freight Ten-wheelers were supplied in a batch of three and a batch of two three years apart, but were essentially identical. Their operating environment included a ruling grade of 99 ft/mile (1.9%) and 10 deg curves.

Renumbered after the IC took over the StLA&TH in 1895 and again in 1917, the entire class was retired and scrapped in the late 1920s.

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Class 371/2001 /5001 (Locobase 7036)

Data from the IC 1911 Locomotive Data and 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Rogers works numbers were 5142-5147 in October 1896; 5214-5217 in September 1897; 5275 in May 1898; 5292-5295 in August; 5436, 5439, 5445,5451-5455 in October; 5529, 5532, 5534, 5537 in April 1900; 5541, 5545, 5547 in May; 4623-5624 in Septe,ber, and 5625-5632 in October. Pittsburgh Locomotive Works added four more--works numbers 2313-2316 in October 1901

Locobase did not pin down this class as containing Casey Jones's 382 until a web visit let me see Gene Connelly's IC roster at [].

The IC's 382, produced in August 1898, is best-known as the engine Casey Jones commanded the night he smashed into a freight train and died. The ballad composed by Wallace Saunders soon became a favorite, but if the accident report submitted 10 May 1900 is to be credited, Casey himself "was alone responsible for the accident" because the freight train was suitably protected by torpedoes and a flagman. (see [])

The Ten-Wheeler belonged to the set of 44 built for the IC during this period. It sported a Belpaire firebox. The IC later refitted the class with piston valves, a superheater, and Baker valve gear; see Locobase 14462.

NB on builder: Pittsburgh supplied the last four in 1901.

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Class 40 (Locobase 2984)

Data from 1899 Brooks catalogue and IC 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

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 #2953 in April 1898.

Fitted with an "Improved Belpaire" boiler and long, narrow firebox that had 16.5 sq ft (1.55 sq m) of arch pipes. Otherwise this mixed-traffic 4-6-0 was virtually identical to Brooks-built Ten-wheeler for Washington County in the same year.

This frequently reorganized railroad was built as a narrow-gauge line called the Springfield, Effingham & South Eastern but opened as the Bloomfield Railroad in April 1883. Portions were rebuilt bore the name Indiana & Illinois Southern Railway from 1883 to 1885, then I&IS Railroad, then StLI&E in 1890. The 90-mile (145 km) line went bankrupt in 1899 and was then renamed Illinois & Indiana and leased to the Illinois Central, by which time this still independently owned railroad had been recast as the Indianapolis Southern. The merger with the IC came in 1911.

. In any case, the road number stayed the same. Some time later, the same engine was Illinois Central 2296 and retired as such in May 1935.

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Class 48/263/2263 (Locobase 6996)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1545-1547 in December 1883.

See Locobase 6995 for a description of this railroad.

When compared with other Ten-wheelers that entered service on American railroads in the early 1880s, these were middle-of-the-pack engines. Like other C&OSW engines, these gained new numbers when the Newport News & Mississippi Valley leased the railroad in 1886, and again when liquidation in1894 freed the C&OSW to be acquired by the Illinois Central.

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Class 5001 (Locobase 14462)

Data from IC 9 - 1928 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Gene Connelly's IC roster at [].

Known tangentially as the class that contained Casey Jones's No 382, this class meant much more to the IC as a good set of passenger haulers. At least that's what this extensive makeover of the original Ten-wheeler design shown in Locobase 7036 suggests.

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Class 57 (Locobase 11746)

Data from G&SI 1922 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 27, p. 145. Works numbers were 24743-24745 in October 1904.

Locomotive rebuilder/reseller Southern Iron & Equipment bought the 57-58 from the IC in April 1921 and sold the 57 to the Gainesville & NorthWestern in 1922. In the same year, the SI&E found a buyer for the 58 in Finkbine Lumber. 59 served the IC for another five years before being bought by Finkbine Lumber in August 1927.

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Class 587/281 (Locobase 6999)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2631-2640 in 1888.

Eight years after these arrived as new Ten-wheelers on the NN&MV, the Illinois Central took over this batch in 1896 and renumbered them at the same time. More than fifteen years later, the IC began retiring the class by idling 2284, 2289-2290 in May 1914, and 2283 in June. 2287 followed in February 1916, 2285-2286 between 1919-1920, 2281 between 1920-1921, and 2282 and 2288 some time in 1924-1929.

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Class 600 (Locobase 7011)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. 1849-1852 in January 1890; 1853-1854 in February

See Locobase 14638 for a short account of the creation of the NN&MV.

Cooke's Ten-wheelers had the typical firebox for the time and showed the move toward larger cylinders with still larger boilers. The Paterson, NJ builder seems to have taken the NN&MV's T I Chapman's specifications described in Locobase 14638 and tweaked them by increasing the number of tubes and slightly increasing firebox area. The changes weren't substantial, so these can be seen as the production variant of the unbuilt prototype.

Once Huntington sold the NN&MV to the Illinois Central, this sextet took numbers 346-351.

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Class 606 (Locobase 7014)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3479-3488 in January 1891.

This duodeca set of engines followed the Cooke Ten-wheelers described in Locobase 7011, but differed in adopting the 2 1/4" boiler tubes more often associated with Baldwin products of the time. Schenectady also added 2" to the cylinder stroke and widened the firebox.

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Class 61 (Locobase 12433)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 23, p. 69. Works numbers were 18183, 18206, 18231 in September 1900.

After Rogers and Brooks produced the first sixty locomotives (Locobase 2974), Baldwin won a contract to supply four more. Three were essentially identical to the other engines. A fourth served as trial horse for the Vanderbilt stayless boiler; see Locobase 6979.

At the end of 20 years in service with the IC, the trio was sold to the Nacional de Mexico in 1921. But problems with payment delayed their actual delivery south of the border to 1930. At that point, they were renumbered 894-896. 896 was retired in March 1957 followed by 895 in May 1958 and 894 in July 1960.

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Class 64 (Locobase 6979)

Data from IC 1911 Locomotive Data supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 15; and "Vanderbilt Locomotive and Tender: Illinois Central Railroad", Railway Engineer, Volume 22, No 8 (August 1901), pp. 239-241; "Ten-wheel Passenger Locomotive--Illinois Central Railroad", American Engineer and Railroad Journal, Volume 75, No 6 (June 1901), pp. 205-206. Works number was 19000 in May 1901.

The big class of Ten-wheelers supplied to the IC at the turn of the century was followed by one locomotive with a bigger boiler and grate (Locobases 2974 and 14233). This was to try out the Vanderbilt boiler, introduced on the New York Central only a little time before. The firebox tube measured 131" (3,327 mm) long, 63 3/4" (1,619 mm) in diameter, and was made of 3/4" (19 mm) thick steel.

Described in Locobase 4104, this stayless design was intended to reduce maintenance costs. Like most digressions from the basic steam-locomotive template, the innovation proved not worth the extra expense. The much more successful Vanderbilt cylindrical tender bookended the power system.

At some later date, the 64 was rebuilt with a conventional boiler join the others.

64 was sold in 1921 to the NdeM as their 897.

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Class 65 (Locobase 6998)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Chesapeake, Ohio and Southwestern Railroad" in Wikipedia at [],_Ohio_and_Southwestern_Railroad, last accessed 8 September 2022. Works numbers were 2041-2042 in January 1888, 2042-2046 in February, 2047-2050 in March.

See Locobase 6995 for a description of this railroad.

These Ten-wheelers were relatively small for their time.After its 1886 lease agreement with the Newport News & Mississippi Valley ended in 1894 with the NN&MV''s liquidation, these engines became part of the Illinois Central stud.

Their IC histories included several outcomes. 1902 saw the sale of 271 to Fitzhugh Luther & Company Lumber and 273 to the Cananea, Rio Yaqui & Pacific as their 12. Rebuilds of 272, 275-276, and 279 in 1904 created four "Suburbans" (Locobase 6984), 1437-1440, tank locomotives rolling on a 4-6-4T arrangement. 2275, 2278, and 2280 took new numbers in 1914, but were scrapped almost immediately. 2274 lingered into the 1920s.

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Class A3 (Locobase 13173)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 30, p. 286. Works numbers were 30075 in February 1907 and 32030-32031 in October 1907.

The A & V adopted the Ten-wheeler design used by the New Orleans & North Eastern and described in Locobase 12814. In May 1912, the railroad bought the NO&NE's 292 and renumbered it 408.

When the A&V and the NO&NE combined rosters and superheated their locomotives, this trio was merged with three of the four from the NO&NE (Locobase 12814). All eventually adopted Illinois Central class IDs and road numbers 51 and 5063-5065.

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Class A3 (Locobase 6078)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 6082 for a full description of this uncommon valve gear.

This was the second set of passenger Ten-wheelers built to a similar design; see Locobase 12814 for the saturated-steam version of the first three, which originally operated on the New Orleans & North Eastern.

The Alabama & Vicksburg locomotives were delivered in 1907-1908. All were superheated in 1915-1918 and were refitted with Young valve gear. Firebox heating surface included 18 sq ft of arch tubes.

The 449 was sold to a sister road, the Vicksburg, Shreveport & Pacific in September 1923 and renumbered 51. When the IC took over the A & V and other roads in June 1926, the 406-407 were assigned to the Yazoo & Mississippi Valley and numbered 5063-5064; the 51 also took on Y & MV initials and retained its number..

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Class D1 (Locobase 6080)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 30, p. 287. Works numbers were 30003 in January 1907, 30075 in February, 32099 in October, and 35954-35955 in January 1911.

The A&V follow-ons to the 1905 A3s were superheated beginning in 1921.

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Class E B Litchfield/397 (Locobase 7013)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 97-98 in October 1884.

Fitted with relatively small cylinders and pressed only to 125 psi, this was a lightweight, but long-striding Ten-wheeler. The 1911 data file gives the IC road number as 359, but no such locomotive matches the build date and builder. So Locobase believes the document refers instead to this pair of engines, the second of which was named Hiram Martin.

In 1885, the Saint Louis Coal Railway was absorbed by the St Louis Alton & Terre Haute and the 9-10 became the 18-19.. The StLA&TH was in turn merged with the Illinois Central in October 1895.