Class 121/Godd (Locobase 11642)

Data from Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University Vol 15, p. 192. Works numbers were 10170-10172 in August; 10425, 10428-10430 in November.

Although the Pennsy took over this quartet of Ten-wheelers as it did many other similar locomotives from the WNY & P in 1902, it held on to none of them for very long. By 1908, all had been sold to locomotive rebuilder and reseller Southern Iron & Equipment.

Butterfield Lumber Company bought the ex-6264 (ex-128, ex-122) from SI & E in June 1908 as their #7. Within the year, the 7 was lettered for the Natchez, Columbia & Mobile of Norfield, Miss. 7's final stop was the North Louisiana & Gulf, to which it ventured in 1933.

Rushton Northern bought the ex-6263 (ex-127, ex-121) from SI & E in December 1909; they renumbered it 3. The RN sold the 3 to Hodge Hunt Lumber in 1912 as their #7. And in 1927, the 3 was relettered for Southern Advance Bag & Paper.

Joining the 7 on the NC & M in 1910 was the ex-6265 (ex-129, ex-123) as #8. It was scrapped in 1935

SI&E sold the ex-6260 (ex-130, ex-124) on 28 June 1911 to Carolina & North Western as their 167. It was rebuilt with a new boiler in 1923, which delayed its scrapping date until May 1947.

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Class 131/G odd (Locobase 12071)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 18, p. 148. Works numbers were 13527 in June 1893 and 13563 in July.

After 15 years of service on the WNY & P and its successor, the Pennsylvania (which renumbered the pair), the earlier of the 2 - now 6267 - was sold to locomotive rebuilder/reseller Southern Iron & Equipment in May 1908. After its reconditioning, SI & E sold the engine to the Chesterfield & Lancaster and took the number 909. The C & L was taken over by the Seaboard Air Line, which operated the locomotive at least through 1923.

Two years after the 6267's departure, 6268 left the Pennsy for SI & E. After a similar makeover, it went to the 41-mile Great Southern Railroad of The Dalles, Oregon. Renumbered 2, this engine served the line through its decline, which featured the suspension of passenger service in 1928 and reorganization as the Dalles & Southern in 1933, until 1936.

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Class 133/G odd (Locobase 12373)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 22, p. 186. Works numbers were 17256-17257, 17288-17289 in December 1899.

The WNY & P's follow-on order from Baldwin resulted in taller drivers, slightly bigger boiler with 4 fewer tubes of greater length, significant increase in firebox heating surface, and more cylinder volume.

Pennsy operated the quartet for a few years after it took over the WNY&P in 1902 before selling them to locomotive rebuilder/reseller Southern Iron & Equipment in 1909-1910. Their comparative youth meant they all had second careers.

6269 was sold by SI&E to the Tallulah Falls Railway of Cornelia, Ga as #74 in 1911, traded to the Southern Railway in 1924, and scrapped by T J Knight in 1925.

6270 went from SI &E almost immediately to the Applachicola Northern as their 122 in 1909,. The ANR sold it to locomotive rebuilder/reseller Georgia Car & Locomotive in 1911; they found a buyer in the Blue Ridge Railway, which numbered it #6.

SI&E sold 6271 to the Macon, Dublin & Savannah as their #109 in September 1911. The MD & S was absorbed by the Seaboard Air Line as was the 109.

6272 had only one other owner. SI&E sold it in September 1909 to the Pittsburg & Gilmore of Armistead, Idaho as their #14. The P&G operated it until it was scrapped in August 1934.

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Class 1502 (Locobase 2842)

Data from diagram scanned in by Robert Schoenberg of [], supplemented by data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 17, p. 208. See also " Compound Passenger Locomotive for the Pennsylvania , Railroad Gazette, Volume XXIV [24] (17 June 1892), p. 445. (Thanks to Chris Hohl for his 6 May 2020 email identifying the valve gear. and supplying the article citation.) Works number was 12619.

One of two Vauclain compound Ten-wheelers trialed by the Pennsy at the end of the 19th century; cylinder dimensions are similar to the 4-4-0 Baldwin compound tested at the same time. Apparently, it was not acceptable even after being rebuilt with 61 1/2" (1,562 mm) drivers, as it was sold off the railroad in 1900 to the Mount Carmel & Natalie as their #2, from which it went to the Philadelphia & Reading in 1908 as 527. 527 was scrapped in May 1923.

The other engine in this trial was 1503, supplied by Schenectady and shown on Locobase 2843.

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Class 1503 (Locobase 2843)

Data from diagram scanned in by Robert Schoenberg of []; and Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 60-61 Works number was 3809 in May 1892.

One of two compound Ten-wheelers trialed by the Pennsy at the end of the 19th century. This was Schenectady's cross-compound; the other engine in this trial was 1502, a Vauclain compound supplied by Baldwin (Locobase 2842). Locobase notices that this engine repeated many of the key dimensions of Eight-wheel simple engine #1504 (Locobase 2834) that the New York builders produced just before this 4-6-0. The tube count was identical, although each 2" tube measured a foot (305 mm) longer. The firebox and grate duplicated the 1504's dimensions..Drivers were 4" (102 mm) shorter in diameter, but still well suited for fast passenger service.

Like other compound engines, this had a short life on the PRR, being retired in 1902.

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Class 34/VG-5B/G25b (Locobase 8881)

Data from "Locomotives at the World's Columbian Exposition", Engineering, Volume 57, No 1 (5 January 1894), pp. 10-11. See also TraitT pratique de la machine locomotive ... By Maurice Demoulin, (Paris:Librairie polytechnique, Baudry et Cie, 1898), p 395. Works number was 1450 in 1893.

Demoulin offered this engine as an faithful example (representant fidelment) of the six-coupled, high-speed locomotive used in America. He reported tonnage ratings at 65 km (40 mph) as 513 tons on the level. (Other figures included 363 tons up 0.3% grade, 272 tons up 1/2%, 163 tons up 0.8%.

When the TH&I was absorbed into the Vandalia, this engine was renumbered three times and gained her last number when the Pennsylvania incorporated the Vandalia stud and gave this single Pittsburgh a new number and class ID.

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Class 71 (Locobase 12042)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 18, p.58. Works numbers were 12928-12929, 12935, 12940-12941in September 1892; 12959, 12963 in October

This septet of Ten-wheelers was soon joined by an eighth that had two 12 1/2" HP and two 21" LP cylinders in a Vauclain compound layout. It would be rebuilt as a simple-expansion locomotive similar to the other 7.

The S & CSL linked the state's capital with a major Lake Erie port, providing an alternate coal route to the lakes. It was consolidated on 28 December 1893 with the Columbus, Shawnee & Hocking as the Columbus, Sandusky & Hocking. In 1902, the CS & H was divided up by the Pennsylvania and the Hocking Valley, with the Pennsy taking the segment north of the Cleveland-Akron-Columbus junction. They also took possession of this class of

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Class D/G1 (Locobase 1135)

Data from "Pennsylvania Railroad; Standard Types of Locomotives - Table XII [13]", Engineering, Volume XXIV [24], No 4 (27 July 1877), pp. 65-67, Park Benjamin (Ed), Appleton's Cyclopedia of Applied Mechanics (New York: D Appleton & Company, 1884), p. 348. See also diagram scanned in by Robert Schoenberg of [] . and PRR 3 - 1904 109-D Class and Description of Locomotives dated 1 March 1904 supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 5, pp. 1. Works numbers were 2702-2703, 2712 in February 1872; 2715,, 2723, 2729, 2735, 2738-2739, 2745, 2749, 2751, 2753 in March; 2770-2771, 2785-2786 in April; 2860, 2864 in July; 2884-2885, 2889, 2896, 2912-2914, 2919, 2921 in August; 2956 in September; 2957 in October; 3000, 3007 in November; 3026, 3028, 3033, 3036, 3039, 3043,3045-3046, 3049, 3051, 3056, 3062, 3064, 3067, 3070-3071, 3074, 3081 in December;

3140, 3144, 3145-3146, 3152, 3157-3159, 3173, 3176, 3181, 3183, 3188 in March 1873; 3191, 3201-3202, 3204, 3206 3211, 3213 in April; 3223-3224, 3228, 3231-3232, 3236, 3244, 3246, 3250, 3254-3255, 3257, 3275, 3278 in May; 3285, 3287, 3289-3292, 3299-3304, 3311, 3315-3317 in June; 3323, 3326, 3333, 3335 in July; 3340, 3342-3343, 3345-3347, 3352, 3354, 3356, 3361, 3370, 3372, 3376 in August; 3380, 3382, 3387, 3390, 3395-3396, 3402, 3406-3407, 3409, 3412,

3414 in September.

William D Edson's All-Time Roster (originally produced in November 1994 by P Allen Copeland and supplied in August 2013 by Allen Stanley) reports that Baldwin built 241 from 1868 to 1873, distributed as follows: 1868 - 18; 1869 - 59; 1870 - 15; 1871 - 4; 1872 - 60; 1873 - 85; Pennsylvania shops produced 45 from 1868 to 1875.

One of the classes established by Alexander J. Cassatt after he became Master of Machinery. This was a small Ten-wheeler designed for general freight service.

A few were sold on to other railroads such as the Delaware, Suquehanna & Schuykill; Chamberburg & Gettysburg; Bellefonte Central #3; Albany & Northern #12; Indiana & Illinois Southern 15 and 16; United Counties; Rockaway Valley 868; Wisconsin & Michigan 5; Altoona Coal & Coke 1; Buffalo, Attica & Arcade 1; Roanoke Iron Company; Split Rock; Prisch Coal Company

157 were converted to G1a with smaller drivers in the late 1870s to early 1880s; see Locobase 16556.

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Class Da/G1a (Locobase 16556)

Data from PRR 1 - 1902 109-C Class and Description of Locomotives supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange

Locobase 1135 describes the 286 freight locomotives of the 1868 D class. This entry shows the 157 that were converted to drag-freight engines in Pennsy shops by fitting smaller drivers. Conversions occurred over a four-year period from 1878 to 1882.

Most were scrapped or sold in the 1890s with a few lasting into the first few years of the 20th Century.

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Class E/G2 (Locobase 1136)

Data from "Pennsylvania Railroad; Standard Types of Locomotives - Table XII [13]", Engineering, Volume XXIV [24], No 4 (27 July 1877), pp. 65-67, Park Benjamin (Ed), Appleton's Cyclopedia of Applied Mechanics (New York: D Appleton & Company, 1884), p. 348. See also diagram scanned in by Robert Schoenberg of [] . and PRR 3 - 1904 109-D Class and Description of Locomotives dated 1 March 1904 supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Built by Pennsylvania shops from 1869 to 1874 and 1881 to 1884. William D Edson's All-Time Roster (originally produced in November 1994 by P Allen Copeland and supplied in August 2013 by Allen Stanley) reports that production distributed as follows: 1869 - 6; 1870 - 12; 1871 - 14; 1872 - 38; 1873 - 8; 1874 - 20; for a total of 98. 1880s production added 97 to that total.

One of the classes established by Alexander J. Cassatt after he became Master of Machinery. Duty was heavy freight service in the mountains, for which the G1 (Locobase 1135) was modified with a larger firebox and smaller drivers.

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Class G (Locobase 11501)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 243. Works numbers were 23768, 23779, 23872 in February 1904; 25250-25251 in March 1905; and 27602, 27618 in February 1906.

Delmarva-based Ten-wheelers that moved the traffic from Cape Charles to Delmar, Delaware.

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Class G4 (Locobase 3176)

Data from diagram scanned in by Robert Schoenberg of [] . Juniata works numbers were 641-645 (Baldwin boilers) in 1899; 646, 648, 659-660, 665-682, 720-724 in 1900; and 758-763 in 1901.

Unusually for this period on the Pennsy, this design had a radial-stay firebox. But such fireboxes were a more common sight on the Lines West of Pittsburgh. Juniata's order book included these 38 72" drivered passenger engines and the 75 mixed-traffic locomotives with 62" drivers (Locobase 16556--all 113 were otherwise identical.

Ten of these passenger haulers were later superheated, in the process being fitted with piston valves and Walschaerts valve gear; see Locobase 16554

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Class G4a (Locobase 16555)

Data from diagram scanned in by Robert Schoenberg of [] . Juniata works numbers were 641-645 (Baldwin boilers) in 1899; 646, 648, 659-660, 665-682, 720-724 in 1900; and 758-763 in 1901.

Unusually for this period on the Pennsy, this design had a radial-stay firebox. But such fireboxes were a more common sight on the Lines West of Pittsburgh. Juniata's order book included 38 72" (1,829 mm) drivered passenger engines (Locobase 3176) and these 75 mixed-traffic locomotives with 62" drivers--all 113 were otherwise identical.

Ten were later superheated, in the process being fitted with piston valves and Walschaerts valve gear; see Locobase

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Class G4s (Locobase 16554)

Data from PRR 11-1925 109-H Class and Description of Locomotives supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection.

Originally produced in 1899-1901 for Pennsylvania's Lines West railroads (Locobase 3176).

Beginning in June 1915, the railroad superheated ten of the class. Deleting 163 small tubes made room for 26 flues for superheating elements. Hotter steam entered the 3" (76.2 mm) larger cylinders through 12" (305 mm) piston valves actuated by Walschaert's valve gear.

Ten years later, the entire class was sold for scrap in 1925-1928.

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Class G5s (Locobase 118)

Data from PRR Steam Locomotive Diagrams originally compiled by Robert Schoenberg and supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error .)

31 identical locos for the LIRR shown in Locobase 15847.

Like all Pennsys, this design had a Belpaire firebox. (See Locobase 32 for a comment on the unique design of Pennsy's Belpaire firebox.) According to Ziel, the Pennsy's William F. Kiesel Jr took the boiler of famed E-6 Atlantic and H-10 Consolidation and placed it on a 4-6-0 to produce "a brand-new locomotive, from the wheels up, intended specifically for rapid-acceleration commuter service."

The Railway Mechanical Engineer (RME) of January 1924 (pp 16-18) explains that local Pennsy traffic sometimes had to scale relatively steep grades. As traffic had grown over the previous decade, the railroad more frequently had to resort to double-heading its Atlantics.

As was usually the case with initial reports, RME reported the G5s was meeting exacting schedules and could run at 70 mph (113 km/h) because the counterbalancing allowed for such speeds on a relatively low-drivered machine.

Once in service for a while, however, the class was considered to be rough riding, hard on water, hard to fire, and not suited for heavy snow because of the low placement of the air pump. It may at first seem hard to square this set of criticisms with Edson's verdict (Keystone Steam & Electric, 1974) that they were "...very successful not only on the Pittsburgh Division, but also in New Jersey and on the Long Island Railroad, which bought 31 of their own." But given the high factor of adhesion that Edson observes "...was needed for good acceleration from numerous stops in such service,", the ill effects on the crew were apparently more than offset by the engine's ability to keep a schedule.

The class remained in service until the end of steam and several were preserved.

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Class G5s (Locobase 15847)

Data from PRR Steam Locomotive Diagrams originally compiled by Robert Schoenberg and supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Railway Mechanical Engineer (January 1924), pp. 16-18. Juniata works numbers were 3851 in January 1924, 3853-3855 in February, 3973-3976 in January 1925, 3978 in February, 4195-4199 in September 1928, 4200-4204 in October. 4207-4208 in July 1929. Altoona numbers picked up from that point as 4209-4213 in July 1929, 4214-4215 in August, 4216-4217 in September, and 4218 in November.

the Northeast Railfans website coverage of the restoration of the #39 at [] and RMLI's Ron Fisher reprint of Ron Ziel's encomium to the G5s originally published in 1979 in Long Island Heritage, the G5 1924-1955 and reproduced on the Railway Preservation News's Forum at [] (last accesssed 9 May 2014).

The 90 built for Pennsy in 1923-1925 are described in Locobase 118. Like all Pennsys, this design had a Belpaire firebox. (See Locobase 32 for a comment on the unique design of Pennsy's Belpaire firebox.) According to Ziel, the Pennsy's William F. Kiesel Jr took the boiler of famed E-6 Atlantic and H-10 Consolidation and placed it on a 4-6-0 to produce "a brand-new locomotive, from the wheels up, intended specifically for rapid-acceleration commuter service."

The class was considered to be rough riding, hard on water, hard to fire, and not suited for heavy snow because of the low placement of the air pump. It may at first seem hard to square this set of criticisms with Edson's verdict (Keystone Steam & Electric, 1974) that they were "...very successful not only on the Pittsburgh Division, but also in New Jersey and on the Long Island Railroad, which bought 31 of their own." But given the high factor of adhesion that Edson observes "...was needed for good acceleration from numerous stops in such service,", the ill effects on the crew were apparently more than offset by the engine's ability to keep a schedule.

The class remained in service until the end of steam and several were preserved. On 15 March 2013, the Railroad Museum of Long Island and the Strasburg Railroad announced that the RMLI would attempt to raise $900,000 and transport Engine #39 to Strasburg, PA where the railroad will contribute more than $1,000,000 of its own money to restore the locomotive to running condition and operate it on the Strasburg.

In January 2014, the Oyster Bay Railroad Museum received grants to convert its railroad station building to a museum. This followed a $546,000 grant to support restoration of the museum's G5s #35, which was to be worked on by the Steam Operation Corporation of Muscle Shoals, Alabama.

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Class GG-4/G34 (Locobase 9513)

Data from "Keegan's Ten Wheel Locomotive," Railway and Locomotive Engineering, August 1899, page 378. See also DeGolyer, Volume 22, pp. 75 and 237. Baldwin works numbers ran 16611-16614 in March 1899, 17506-17509 in February 1900.

This set of Ten-wheelers was designed by the GR & I's Master Mechanic James Keegan as dual-service engines. In the summer resort season, they pulled heavy passenger trains; at other times they hauled freight. In the latter capacity, they were described in freight service as "...doing exceptionally well." The latter four engines had 283 tubes (7 fewer than the first four) and a decreased tube heating surface area of 2,137 sq ft (198.53 sq m).

The railroad began as a lumber-exploiting line in Michigan that connected Grand Rapids with Cedar Springs (20 miles to the north) but eventually extended from Mackinaw City on the Straits of Mackinac to New Paris, Ohio, which was just a short distance from Cincinnati on the Pennsylvania.

According to Wikipedia, depletion of the northern Michigan forests in the 1880s prompted a successful transition to a tourism-based economy and the GR & I's nickname of "The Fishing Line" (Locobase wonders how long they cast about for slogans before that one hit.)

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Class GG-4a / G34a (Locobase 12396)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 22, p. 237. Works numbers were

17506-17509 in February 1900.

NB: Although the specs do not give the heating or grate surface areas, this design was identical to the 1904 Toledo, Peoria & Western locomotives described in Locbase 11509. the engines had the same tube count, diameter and length; the firebox dimensions were identical down to the quarter inch; weights and wheelbases too were identical. So Locobase concludes that the two batches were built 4 years apart to the same design.

Add to that that the TP & W and the GR & I operated very near each other.

The GG-4as would be taken into the Pennsylvania in 1920 when it took over the GR & I and would be renumbered. The first to be scrapped was 9555 in August 1923, followed by 9554 in December. 9595 was dismantled in May 1926 and 9536 in February 1928.

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Class GG-4b/G-36s, G-37s (Locobase 11439)

Data from "Locomotive Building," The Railroad Gazette, Vol XLI, No 18 (11 November 1906), p 121. Works numbers were 42616, 42613-42615 in June 1907.

As delivered, these Ten-wheelers had a representive set of component suppliers, as shown in the table:

Air brakes Westinghouse American

Axles Steel to Penn RR requirements

Bell ringer "Little Giant"

Boiler lagging Keasbey & Mattlson

Brake-beams National-Hollow

Brake-shoes Company standard

Couplers Kelso

Headlights Star

Injectors Nathan and Simplex

Journal bearings Phosphor bronze

Piston rod packings United States

Valve rod packing American Locomotive Co.

Safety valve Kunkle

Sanding devices Leach

Sight-feed lubricators Nathan

Springs Union Spring Co.

Steam gauges Crosby

Steam heat equipment Company's standard

Tires, tender wheels Schoen steel

Tlres, driving and truck wheels Standard

All were renumbered in 1913 as 6, 10-12 in order of their purchase. They were superheated in 1915 (10, 12) and 1917 (11, 6) and taken into the Pennsy and renumbered 9534, 9537-9539.

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Class VG6a / G26a (Locobase 5845)

Data from American Engineer and Railroad Journal (April 1896), p. 150. See also "Ten-Wheel Pittsburgh Compound for the Vandalia," Locomotive Engineering, Vol 9, No 2 (February 1896), p. 159. Works numbers were 1588-1589 in December 1895.

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Originally procured by the Terre Haute & Indianapolis and renumbered by them once. As 508-509, came under Vandalia control. The Vandalia Line, itself an amalgam of railroads principally including the TH & I, was taken into the Pennsylvania system in 1917.

This cross-compound design used the "Pittsburgh" system. "One feature of this system," said the anonymous author of the article,"is the independent exhaust from the high-pressure cylinder." Working simple at low speeds, the author goes on to explain, offers substantial benefits on those divisions of the line that have heavy grades "...as it permits the engine to take a heavier load over the limiting grade of the division, a load which can usually be easily handled on the remainder of the division."

Stacked against the other American TenWheelers of the decade, this design is about in the middle of the pack.

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Class X/G3 (Locobase 1153)

Data from PRR Steam Locomotive Diagrams and "Classification and Description of Locomotives", Pennsylvania Railroad Company, May 1, 1902, supplied in May 2005 and August 2013, respectively, by Allen Stanley from his extensive Rail Data Exchange.

Used in passenger express service with heavy trains. As usual with Pennsy engines, this class had Belpaire boilers.

Most of the class was scrapped in 1922-1923.

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Class X/G3a (Locobase 3175)

Data from diagram scanned in by Robert Schoenberg of [] . Fort Wayne works numbers were 317-318 in May 1892, 319-320 in June, 33321-322 in July, 323 in December, 324-325 in January 1893, 326-327 in February, 328-328 in March, 330-331 in April, 332 in May; 333-334, 337 in June, 335-336 in July, 338 in September, and 339 in November.

As the rate of construction of this class suggests, the Fort Wayne shops could manage only few locomotives at time. In fact, the 23 locomotives in this class comprised more than three-quarters of the shops' total output.

Like most PRR locomotives, these had a Belpaire firebox, and relatively low cylinder volume, and considerable growth allowance suggested by the high factor of adhesion.

Two of the class wound up on the Cleveland, Akron, & Columbus and were discarded by 1910. The others remained in service for Lines West until they were sold for scrap in 1921-1923.