Class E-3/G-7/P-4 (Locobase 12485)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 244; and "Baker-Pilliod Locomotive Valve Gear", American Engineer and Railroad Journal, Volume 83, No 1 (January 1909) , pp. 32-33. . Works numbers 18765-18766, 18773 in March 1901, 18978 in May 1901.

43 rolled on 63" drivers. The 42 was one of the very first locomotives to be tested with the Baker-Pilliod valve gear, which would be the only real competitor to the Walschaert gear in the 20th Century. Trials compared the original Stephenson link design in the 40 with the Baker Pilliod setup, which in the 42 weighed 3,236 lb (1,468 kg) in all, "of which the moving parts on both sides of the engine give but 1,028 lb [466 kg]." Over several months, the comparison between the 42 and sister engine #40, the Baker-equipped 42 burned less coal by several measures.

The article also claimed that the Baker-Pilliod geat gave a full port opening after the piston traveled but 5% of its stroke in full gear"....and thus carries full steam pressure up to the point of cut-off." At the other end, the Walchaert's delayed release came at 75% of stroke, while the Baker gearr released at 90%. As a result, said the report, the Baker gave "a much longer expansion line" and "free exhaust, due to ...quick movement of the valve at this point ...delayed compression and absence of pre-admission."

After the Clover Leaf line defaulted on bonds it issued in a failed bd to take over the Chicago & Alton, it joined the Lake Erie & Western in 1923 in a Van Sweringen brothers grouping with the renamed New York, Chicago & St louis Railroad.

At that point, the class fell into its own class P-4 and added a 7 to each road number, 740-743. The NKP began discarding its 4-6-0s in the mid-1920s and scrapped this Clover Leaf quartet in 1927-1929.

Class E-4/G-8/P-6 (Locobase 6710)

Data from TStL&W 1 - 1924 Locomotive Diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These Clover Leaf Ten-wheelers stood on relatively tall drivers that were powered through relatively long-stroke cylinders. Although all used Walschaert radial constant-lead valve gear, when delivered the shps installed Baker gear on the 154 and 157 in later years.

None were ever superheated either by the Clover Leaf or the Nickel Plate, which folded in the TStL & W in 1923. Instead, the railroad discarded them in batches. 852, 854, 856-857, and 859 went in December 1930, 853 and 858 followed five months later in April 1931. 851-852 and 855 finished off the class in March 1933.

Class G-6/P-5 (Locobase 6714)

Data from TStL&W 1 - 1924 Locomotive Diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3101-3103 in August 1900.

This small class lasted only a few years after the Clover Leaf's absorption into the Nickel Plate The NKP began discarding its Ten-wheelers (all of which had relatively small cylinder volumes and narrow grates) in the mid-1920s. Retirements of these Virginians came in 1927 and 1929.

Class K (Locobase 11127)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 94-95.(Thanks to Chris Hohl for his 28 March 2019 email laying out his case for including the 1892 Baldwins in this class.) Brook delivered the first five (road # 109-113); works numbers were 2627-2631 in January 1896. Schenectady completed the class (road #114-118); works numbers 4396-4400 in January 1896.

These small freighter Ten-wheelers did not show signs of the impending 20th Century. The design's steam dome perched on the firebox just ahead of the cab, the boiler was nearly straight and slender, the sand dome and bell sat well forward, and the straight, capped stack rose out of an extended smoke box. A small grate and modest boiler pressure set the class firmly in the 1890s.

Chris Hohl noted that the ten Baldwin J-class Ten-wheelers supplied to the Nickel Plate in 1892 (road 99-108) shared the same power dimensions and many of the heating surface details with the locomotives in this entry. Locobase is still researching some other details before creating a separate entry for the Baldwins.

Because the freight duties were soon monopolized by 2-8-0s and larger, these Ks had only a short career. 293-294 were sold in 1918, the latter on 30 January, but the rest of the class was retired en bloc on 6 December 1920.

Class P (Locobase 16627)

Data from AC&Y 11 -1 1926 Locomotive Diagrams supplied in July 2022 by Allen Stanley from his extensive Rail Data Exchange collection; and "NICKEL PLATE ROAD (NEW YORK, CHICAGO AND ST. LOUIS) NO. 44", Steamtown Special History Study (Thanks to Greg Pavlov for his 29 January 2023 email commenting on the lack of an entry for this class. It prompted Locobase to compile four 4-6-0 entries.). Works numbers were 38827-38836 in December 1905 and 40786-40790 in October 1906.

Firebox heating surface area included 20 sq ft (1.86 sq m) in three arch tubes. This class originally came fitted with saturated boilers and Richardson balanced slide valves in 1905-1906. In 1910, the class's road-number range was changed to 300-314.

The class soon acquired the superheaters shown in Locobase's specs. As part of its upgrade, the shops fitted "Economy" steam chests that housed a piston valve within the form and fit of the original slide valve mount on the cylinders. Otherwise, the inside Stephenson (Williams-Howe) link motion remained unchanged.

See Locobase 16628 for the virtually identical P-1 batch of 1908-1909.The NKP began discarding its Ten-wheelers (all of which had relatively small cylinder volumes and narrow grates) in the mid-1920s. 302, 306, and 311 led the parade by arriving at the ferro-knacker in June 1922.

The Nickel Plate sold the other twelve to the Akron, Canton & Youngstown in May -August 1920. At the time, the AC&Y owned 9 1/2 miles, but quickly grew as the Lake Erie & Western sold its Northern Ohio Railway subsidiary, thus adding 152.3 more miles to the line.

Paying $10,250 per locomotive, the AC&Y kept both the P class ID and 1910 Nickel Plate road number range. 301 was returned to the NKP in June 1922, eventually being sold to the Carey Company seven years later. Steamtown's account of the 44's history states that the relatively modern Ten-wheelers "soon took over most of the AC&Y operations, including the six days per week mixed train to Delphos and extra freights.

Beginning in the early 1930s, the AC&Y began disposing of their faithful Ten-wheelers. Midland Continental bought the 309 in November 1929 and the 303 in June 1930. This shortline ran over 67.8 miles (109.1 km) in North Dakota between Wimbledon to Edgeley.

The MCRR retired the 309 in August 1934, but operated the 303 through World War II before scrapping it in December 1946. 305-310 and 308 went to Peckham Engineering in July and November 1929, respectively, followed by 314 in October 1930..

Class P-1 (Locobase 16628)

Data from AC&Y 11 -1 1926 Locomotive Diagrams supplied in July 2022 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Greg Pavlov for his 29 January 2023 email commenting on the lack of a P-class 4-6-0 entry .It prompted Locobase to compile four 4-6-0 entries.). Works numbers were 45226-45235 in March 1908, 46187-46196 in May 1909.Works numbers were 45226-45235 in March 1908, 46187-46196 in May 1909.

These repeated the 1905 Brooks design shown in Locobase 16627, but used the constant-lead outside radial valve gear instead of the inside Stephenson link motion. Firebox heating surface area included 20 sq ft (1.86 sq m) in three arch tubes. They were delivered in 1908 with saturated boilers that held 233 2" tubes whose total heating surface area came to 1,574 sq ft (144.23 sq m) and, together with 128 sq ft (11.89 sq m) in the firebox, an evaporative heating surface area totalling 1,702 sq ft (158.12 sq m)

In 1910, the class's road-number range was changed to 315-334. The NKP began discarding its Ten-wheelers (all of which had relatively small cylinder volumes and narrow grates) in the mid-1920s. Eight of the unmodified engines were sold off in October 1923; 325 and 327-329 went to the scrapper in 1925 (3), 1927 (1), and 315 in 1931.

Beginning in 1922, nine of the class acquired the superheaters shown in Locobase's specs. As part of its upgrade, the shops fitted "Economy" steam chests that housed an 8" (203 mm) piston valve within the form and fit of the original slide valve mount on the cylinders. Otherwise, the inside Stephenson (Williams-Howe) link motion remained unchanged.

The engines' road numbers were 318-320, 324, 326, 330-332, and 334. On average, these made-over P-1s remained in service on the NKP for about another decade before being scrapped in the mid-1930s.

Class P-2 (Locobase 16629)

Data from NKP 5-1931 Locomotive Diagrams supplied in July 2022 by Allen Stanley from his extensive Rail Data Exchange collection;. See also and Irl Baguely, "Article: History of the Detroit, Caro and Sandusky Railway" on the Michigan Railroad History (RRHX) website at [], last accessed 4 February2023. (Thanks to Greg Pavlov for his 29 January 2023 email commenting on the lack of a P-class 4-6-0 entry .It prompted Locobase to compile four 4-6-0 entries.). Works numbers were 45226-45235 in March 1908, 46187-46196 in May 1909.

These repeated the 1905 and 1908 Brooks designs shown in Locobase 16627-16628; they used the Baker-Pilliod outside radial valve gear instead of the inside Stephenson link motion. Firebox heating surface area included 20 sq ft (1.86 sq m) in three arch tubes. Unlike the P and P-1 classes, however, these engines were not superheated.

Most were retired and scrapped in the 1920s, but five survived to serve other railroads. 340, 346, 349, and 351 all went to the Detroit, Bay City and Western in 1920, taking numbers 14, 11-13.

By 1925, bankruptcy force the liquidation of the DBC&W, which was reorganized as the Detroit, Caro & Sandusky. (See Baguley's detailed account cited above.) The DC&S abandoned the 28 miles of road between Bay City and Caro because of insufficient traffic. It couldn't use the Port Huron bridge. On its other end, plans to operate sou th to Fargo. Never robust, traffic gradually forced the DC&S to lop off more and more of the line south of Sandusky.

The 337 went to the Lima-Defiance in 1927. Lima-Defiance succeeded the Columbus, Lima & Milwaukee had begun operations in 1905 and moved into the Indianapolis, Columbus & Eastern Traction Co in 1906. The CL&M ran a steam train as well. After 1923, the Interuban quit operations and the wires came down in 1926. When the L-D was formed out of the line's remains, it bought the 337. But only two years later, the L-D was "temporarily abandoned" and never resumed service.

Class P-3 (Locobase 16630)

Data from AC&Y 11 -1 1926 Locomotive Diagrams supplied in July 2022 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Greg Pavlov for his 29 January 2023 email commenting on the lack of a P-class 4-6-0 entry .It prompted Locobase to compile four 4-6-0 entries.). Works numbers were 45226-45235 in March 1908, 46187-46196 in May 1909.Works numbers were 50020-50028 in June 1911and 53822-53829 in September 1913

These repeated the 1905 and 1908 Brooks designs shown in Locobase 16627-16628; they used the Baker-Pilliod outside radial valve gear instead of the inside Stephenson link motion. Firebox heating surface area included 20 sq ft (1.86 sq m) in three arch tubes. The class was delivered with piston valves 11" (279 mm) in diameter.

Although entering service five years after the P-2s and were superheated when delivered, this class went to the ferro-knacker in about the same period as the other NKP Ten-wheelers. They had the same relatively small cylinder volumes and narrow grates that led to the NKP disposing of all of its 4-6-0s. The railroad retired alll nine of the 1911 batch by scrapping three in 1925 and discarding the other six in 1929. The other seven were retired or scrapped in 1933 or 1936.

Class R (Locobase 13051)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 30, p. 66. Works numbers were 30939 in May 1907; 30988-30990, 31013, 31062 in June.

A sextet of Baldwin passenger Ten-wheelers was pretty uncommon on the NKP. But this set enjoyed a long career, which was lengthened after a 1921-1922 upgrade with superheaters and piston valves.

Class R - superheated (Locobase 15627)

Data from NKP 2 - 1944 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Brooks works numbers for 156-158 were 53830-53832 in August 1913.

When the Nickel Plate superheated its 1907 Ten-wheelers (Locobase 13051), it did so soon after they arrived on the road. The shops took the usual steps and Brooks duplicated the work with its three new engines.

Outside radial constant-lead valve gear replaced link motion and now actuated 11" (279 mm) piston valves. 143 small tubes were removed to make room for 22 large flues. The power dimensions changed slightly as the drivers' diameters were increased by an inch (25.4 mm).

153 was retired in June 1933, 150-151 were scrapped in December of the same year. The other six continued to serve throughout World War Two before being sold for scrap in November 1948.