Class 103 / T-43 (Locobase 8177)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works numbers were 3303-3304 in 1901 (road numbers assigned in reverse order).

Although built as a pair, these two came to the NWP from different predecessors. 103 entered service as San Francisco & North Pacific #20 while 104 began its career as California Northwestern #31. 103 was scrapped in 1935, followed by 104 in 1936.

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Class 105 / T-57 (Locobase 8178)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works numbers were 25620-25621 in April 1901.

These two Ten-wheelers entered service in San Francisco & North Pacific #21 and California Northwestern #32. The latter later acquired as SF&NP #25. Once they operated under NWP's herald, they ran until 1934.

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Class 111 / T-46 (Locobase 8181)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works numbers were 44955-44958 in February 1908.

A rare batch of locomotives to the same design that totalled more than two on a Redwood Empire road, this quartet was among the first purchases made by the NWP after it opened shop in 1907. The class reproduced the same power dimensions of most other NWP Ten-wheelers, but offered a slightly bigger boiler and firebox.

In March 2013, Dennis Betts emailed steamlocomotive.com and Locobase to tell us that his father Orille Betts was killed when 114 collided head-on with Southern Pacific C-9s class Consolidation 2801 (Locobase 7279) on 30 September 1946 at Dos Rios, Calif.

Two others of the class were scrapped in the late 1940s (111 in 1949, 113 in 1947), but 112 survived as a museum piece and eventually became part of the California State Railroad Museum's roundhouse.

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Class 130/T-47 & T-48 (Locobase 8182)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works numbers were 49089-49092 in November 1910 and 51536-51537 in July 1912.

Substantially bigger than earlier NWP Ten-wheelers (whether purchased directly for the road or acquired with the amalgamation of other lines), this sextet consisted of four engines produced in 1910 and two more 51536-51537) in 1912. Even though the cylinders were larger, the boilers were larger still. The grate and firebox didn't grow much at all and may have represented a constraint on free steaming.

Was this why the first four were scrapped in 1938 and the later two in 1940, or did the taller drivers prove less suitable to the route profiles of the Redwood Empire Route?

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Class 136/T-49 (Locobase 8184)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works numbers were 54578-54579, 54975 in 1914.

Just before Alco delivered the superheated trio shown in Locobase 8185, they produced this saturated-steam threesome that apparently never were superheated. Thus, this set serves as the "before" picture for the 139s, which came after.

All three of this class were scrapped in 1940, doubtless because in a shrinking system, the least efficient engines would be first to go.

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Class 139/T-51 (Locobase 8185)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works numbers were 54976-54978 in 1914.

Alco built this trio in a single batch-. They immediately followed the last of the 136 trio (Locobase 8184), which had a saturated boiler and immediately preceded the larger 180s (Locobase 8189).

They were moderately-sized, mixed-traffic Ten-wheelers that were apparently all the Redwood Empire Route needed because the railway asked Baldwin for two more eight years later. See Locobase 8191.

139 went out of service first, being scrapped in 1947. 141 was scrapped outright in 1954 while 140 was converted to a stationary boiler.

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Class 142 / T-51 (Locobase 8191)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 71, pp. 123+. Works numbers were 55356 in April and 55473 in June 1922.

Eight years after Alco delivered three of this Ten-wheeler passenger design (Locobase 8185), the NWP went to Baldwin for two more just like them. Piston valves measured 11" (279 mm) in diameter.

Locobase records the note written into the specs that read as follows: "Ry, Co approves placing boiler for 10 34 D 1143 [Baldwin's designator for the first locomotive of the two], 3/4" [19.05 mm] further forward than for 10 34 D 1144." It's an example of the high level of detail that both the railroad and the builder felt was important to bring to the construction of a steam locomotive. It's also worth noting that the boiler tubes were provided to Baldwin by the NWP.

Delivered one at a time, the pair served the Redwood Empire Route until 1953.

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Class 160/180 /T-57 (Locobase 8189)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works numbers were 54979-54980 in 1914.

1914 saw the NWP acquire the most locomotives of any year when it bought twelve. Among them was a string of Ten-wheelers that was completed by this pair of freighters. Slightly larger than the three 63" passenger engines that immediately preceded them on the Alco production line (Locobase 8185), the two sported the biggest grates on the NWP and the biggest boilers.

Eight years later, Baldwin would deliver three more. See Locobase 8190.

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Class 178 (Locobase 8187)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007.

Built for the Bullfrog & Goldfield as their #13 (Locobase 11973) , this Ten-wheeler was a bit bigger than the #20 described in Locobase 7276. After a wreck in August 1908, the locomotive was rebuilt as #11 (possibly prompted by a triskadecaphobic impulse). In 1917, 11 came into NWP hands and was renumbered.

At some point, the 11 was superheated to a considerable degree in a makeover that included piston valves and outside radial valve gear.

The 178 operated until scrapped in January 1954.

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Class 1785 (Locobase 11122)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 76-77.

Another of Albert J Pitkin's two-cylinder cross compounds (see Locobase 10803 for a description of the intercepting valve), this engine had a longer stroke than the first trial horses. It was built to compare economies with the identically constructed 1787, except that the latter used simple expansion.

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Class 179 (Locobase 8188)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007.

This Ten-wheeler entered service on the LV&T as #12 and seems to have been one of its largest engines. Compared to other LV&T Ten-wheelers, the 12 used smaller-diameter cylinders and longer strokes. When the Northwestern Pacific absorbed that railroad, it renumbered the locomotive 129. After a later upgrade with superheater, the NWP then gave it 179.

As 179 it carried on until the early 1950s.

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Class 18 (Locobase 8174)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information on the provenance of the locomotive from [], a Northwestern Pacific roster by John Barnhill, Jr, last accessed 22 September 2007. This engine was Brooks works number 3418 in January 1900.

The original order for this locomotive, shown in Railway Age, Volume 28 (1 September 1899), p. 654 , stated that the boiler would hold 184 two-inch tubes and loaded engine weight would reach 85,000 lb (38,555 kg). So the specs shown in this entry likely refer to a later boiler.

The NPC roster shown in PacificNG.com at [] (last accessed 31 August 2014) says that this was the largest three-foot gauge locomotive then in service. But Locobase itself has over a dozen Ten-wheeler classes alone that were delivered before the 18 that had higher engine weights.

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Class 182/T-57 (Locobase 8190)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 71, pp. 129+. See the excellent roster on [], access 9 February 2007. Works numbers were 55351 in April 1922; 55470 in May and 55471 in June.

In 1922, Baldwin delivered five Ten-wheelers to the NWP. Two (Locobase 8191) reproduced the 63"-drivered passenger locomotives originally produced in 1914 by Alco (Locobase 8185). This trio supplemented Alco's pair of 57"-driver freight engines, also from 1914 (Locobase 8189).

Locobase finds the sequence of 4-6-0 acquisition by this road a bit confusing, but can say the set of freight engines seemed to served the Redwood Empire's logging interests effectively until dieselization.

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Class 20 / T-44 (Locobase 8179)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 23, p. 27 and Volume 26, p. 272. See also the excellent roster on [], access 9 February 2007. Works numbers were 17759 in May 1900, 18179 in September; 23933, 23951 in March 1904.

Baldwin delivered the first pair of Ten-wheelers to the CN RR in 1900 and the second in 1904. The 1900 spec called for the tubes to be "placed in vertical rows not less than 2 3/4" [70 mm] center to center with free vertical spaces betwen rows."

The second of the two locomotives was originally to have been numbered 20, but an inked correction changed it to a 1.22-23 were delivered directly to CN's parent, the San Francisco & North Pacific.

Although 107 and 110 left service along with many other NWP engines in the late 1930s (1937), 109 and 108 held on until 1948.

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Class 20/T-57 (Locobase 7276)

Data from the SD&A 5 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 7271 for a summary of Richard V. Dodge's account of the construction of the SD&A.

Gotta love any railway known as the Bullfrog & Goldfield; was it a Mark Twain creation? That was the railroad that took delivery of the 14 (works number was 29727) in December 1906. Renumbered 12 in 1908, the engine's boiler exploded in on 19 December 1910. It's not clear in what condition the 12 presented itself when the B&G sold it to the San Diego & Arizona.

Renumbered 20, the Ten-wheeler remained in service for decades. In 1920, the SD&A gave it a new, superheated boiler; the specifications refer to this incarnation. The boiler provided an impressive amount of superheat and doubtless enhanced its value.

In 1942, the Espee took the 20 for war work and renumbered it 3285, leasing it back in 1943. Returned to the SD &AE in 1948, the 20 retired in June 1950 and was scrapped 3 months later.

Obviously a useful engine, 20/3285 served until 1950 when it was scrapped.

(Another B & G Ten-wheeler went to the Northwestern Pacific; see Locobase 8187.)

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Class 201 / T-38 (Locobase 7248)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 31, pp. 148+. (See Locobase 7235 for a description of this Southeast Texas railroad.) Works numbers were 32515-32516 in December 1907; 32549-32550, 32583-32584, 32642-32643 in January 1908.

An octet of small Ten-wheelers came to the SA&AP for mixed-traffic service. Unlike the single locomotive purchased from Baldwin stock, this set used the Vraalstad & Doyle patent oil burning arrangement. This appears to offer relatively minor differences from the Heintzelman arrangement discussed in Locobase 7249.

Interestingly, the Railroad Gazette's "Locomotive Building" for 18 October 1907 (p. 471) reported that Baldwin was building Pacifics. They did note the "special equipment" suppliers, the list of which helps flesh out the industrial complex that contributed to building Baldwin steam locomotives in that year:

Air brakes Westinghouse

Boiler lagging Keasbey & Mattlson

Brake-beams Carnegie

Couplers Janney

Headlights Lyle National electric

Injector Nathan

Journal bearings Ajax bronze

Piston rod packings Jerome metallic

Valve rod packings Jerome metallic

Safety valve Crosby

Sanding devices Leach

Sight-feed lubricators Nathan

Springs Standard Steel Works

Tires, driving wheels Midvale

The entire class was taken up by the Texas & New Orleans when that railroad bought the SA & AP in 1925 and placed in the T-38 class. 374 was scrapped in March 1930 and 371 followed in February 1934, but the rest of the class lasted longer before going to the ferro-knacker in January 1937.

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Class 320/T-39 (Locobase 7249)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 31, p. 115 and "Oil Burning on the Southern Pacific", Railway & Locomotive Engineering, Volume 21, No 7 (July 1908), pp. 288-289. (See Locobase 7235 for a description of this SouthEast Texas railroad.) Works number was 32369 in December 1907.

This single Ten-wheeler arrived on the SA&AP in 1908 having been supplied from "stock", according to Baldwin's records. It was delivered with a 3" Von Boden-Ingles oil burner with "Heintzelman arrangement". Royalty on the Heintzelman arrangement was waived by "special agreement between the patentee and the railroad." T W Heintzelman was the Espee's superintendent of motive power and, together with Camp, found that typical fire-brick patterns, including those used in brick arches, failed to distribute the heat evenly to all parts of the firebox. Eliminating the arch and reducing the side walls, Heintzelman argued, provided a more open area for oil combustion.

The Von Boden-Ingles burner contributed considerably to the success of this modification, said Heintzelman, by reversing the spray direction so it came from the front of the firebox. Meeting the draft as it flowed to the front, the flame traveled a longer, and unobstructed path. The result was a softer draft, more even heating, and longer firebox life.

The 320 was taken in by the Texas & New Orleans in 1925, which gave it a new number. Its small grate may have signified less in terms of total evaporative capability given that the engine was an oil burner; however its firebox still ranked on the small side. Perhaps because it was a one-only also contributed to its relatively early scrapping in March 1930.

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Class 4/T-52 (Locobase 8186)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 29, p. 269. Works numbers were 30105-30107 in February 1907 and 31093-31094 in June.

Baldwin's 1905 specification noted the firebox had firebrick "pavement" for burning oil, Southern Pacific style. The first three used Sheedy burners, the other two Von Bodens.

4, 5, & 8 were taken over by the NWP and renumbered; the trio apparently was never superheated. The 6 went to the Tonopah & Tidewater; it blew up in 1929. After a rebuild, it was sold to the Six Counties Railroad. A sister engine, #7, went to the San Diego & Arizona (see Locobase 7277), where it did receive a superheater.

171 was scrapped first in 1946, 172 followed in 1948, and 170 was gone in 1950.

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Class 7 (Locobase 12673)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 25, p. 258. Roster information from [], accessed 3 September 2007. works numbers were 2012, 22020 in April 1903

According to Slim Rails' account of the NCO ([]), the "Northern California Outrage" didn't shrink from a challenge, as its nickname - the Sierra Nevada Route -- and its other nickname -- the Narrow, Crooked & Ornery -- will suggest. It connected Reno, Nev with Oregon. Aimed to reach The Dalles in Oregon, the last spike went down in Lakeview, Ore, 241 miles from Reno.

This pair of Ten-wheelers set the tone of locomotive purchases for the N-C-O. But the NCO may not have regarded either engine very highly. The 6 (renumbered from 8 in 1907) went out of service in 1916, but came back in 1919. The SP took over both the 6 and 7, but didn't find a use for such small skinny-gaugers and scrapped both in 1934.

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Class 7/T-58 (Locobase 7277)

Data from the SD&A 5 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 7271 for a summary of Richard V. Dodge's account of the construction of the SD&A.

The Las Vegas & Tonopah bought eight Ten-wheelers in 1907. Three of them were sold to the Northwestern Pacific. That trio -- which was never superheated -- is described in Locobase 8186.

The information in the specs for this current entry, however, reflects a rebuilding by Southern Pacific shops after the San Diego & Arizona bought four Ten-wheelers from the Las Vegas & Tonapah in 1921. Three had 63" drivers (see Locobase 7278), one (works #31093 in June 1907) kept its freight-service, 57" drivers. This single engine served the SD&A and the San Diego &Arizona Eastern (once the Espee bought it in 1926) until 1940.

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Class 9/T-52 (Locobase 16547)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 31, p. 100. Works numbers were 32250-32251 in November, and 32360 in December.

Essentially identical in most respects to the 1905 engines described in Locobase 8186, the 1907 trio adopted 7" (179 mm) taller drivers and partially offset the lost tractive effort by increaing boiler pressure to 200 psi. So modified, the engines were much more suitable for mixed-traffic or local passenger service.

Baldwin's 1907 specification noted the firebox had firebrick "pavement" for burning oil, Southern Pacific style. All three used Von Boden burners. 375 flexible staybolts secured the firebox's "danger zone".

9-11 went to the San Diego &Arizona when the LV&T was abandoned in 1919, renumbered 25-27 and fitted with superheaters. See Locobase 7278.

On the SD& A, the 25 was scrapped in 1940, 26 went to the Espee in the same year and renumbered 2386, and 27 was formally absorbed by the SP in 1946, but never renumbered. 27 was scrapped in November 1950.

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Class 9/T-58 (Locobase 7278)

Data from the SD&A 5 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 7271 for a summary of Richard V. Dodge's account of the construction of the SD & A.

The information in the specs reflects a rebuilding by Southern Pacific shops after the San Diego & Arizona bought four Ten-wheelers from the Las Vegas & Tonopah in 1921. As noted in Locobase 7277, one had freight-service, 57" drivers (Locobase 7276).The other three were mixed-traffic engines that had been delivered as a pair (works #32250-32251 in November 1907) and a single (works #32360 in December 1907).

25 was scrapped in 1940. 26 was taken into the Espee for war work and renumbered 2386. Nominally returned to the renamed San Diego & Arizona Eastern in 1948, the 26 operated on Espee rails until its scrapping in 1951. 27 went to the scrapper in 1950.

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Class Alamogordo (Locobase 12258)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 21, p. . Works numbers were 15726-15728 in February 1898.

The three engines bought by the New Mexico Railway & Coal Company for the EP & NE were named Alamogordo, La Luz, and Tularosa. The EP&NE became the El Paso & Northwestern in 1904 and these engines were renumbered.

In October 1920 (111) and January 1921 (109-110), the EP&SW sold the trio to the Nacional de Mexico where they ran until 1930.

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Class DB / T-2 (Locobase 3196)

Data from SP Menke All-Time Steam Loco Diagrams and SP 1 - 1898 Pacific Division Locomotive Classes supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, the Cooke works numbers were 2267-2280 and the class was built in May 1893.

Locobase pieced together the origins of this class through the Rumary list and the 1898 Classes description (which run only through 1896). The revision date of 5/1/30 in Menke may well represent the very last appearance of this class.

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Class DC / T-1 / T-25 (Locobase 3155)

Information from The Roseville Historical Society's Coalition for the Relocation of Locomotive 2252. See also "Heavy Ten-wheeler for the Southern Pacific", Railroad & Locomotive Engineering, Volume 8, p. 434-435

2252 was one of 32 Ten-wheelers built for the Southern Pacific over several years. The first 22 were produced by Cooke Locomotive Works in Paterson, NJ and numbered 1808-1829. Cooke finished the class with 9 more (1838-1846). These batches were later renumbered 2235-56, 2257-64, and 2265-73, respectively, in 1901. The identical T-3s, which were built by Schenectady, but delivered as compounds, and riding on 69" drivers, are shown in Locobase 8735.

According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, the Cooke works numbers were as follows:

2299-2314 (February-June 1895); road #1808-1823

2340-2344 (July 1896); road #1829-1832.

2360-2364 (March 1897); road #1838-1842

2387-2391 (February 1898); road #1847-1851.

The R & LE report noted that the engines would pull both freight and passenger train on "...their mountain grades, and are remarkably good all-around engines."

They began their careers as freight helpers on the Donner Pass and later moved into secondary service. In 1929, four of the class were modified as "fire train" or "water train" motive power to battle wildfires started by other steam locomotives. The fire train engines lasted the longest, only being retired in 1955.

NB: The firebox heating surface is calculated by subtracting the boiler tube heating surface (which is given in the specs) from the total heating surface (also given in the specs). This matches up with the data found in the SP Menke All-Time Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

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Class DF - 57" / T-6 (Locobase 8736)

Data from SP Menke All-Time Steam Loco Diagrams and SP 1 - 1898 Pacific Division Locomotive Classes supplied in May 2005 by Allen tanley from his extensive collection.

The long stroke on this class of freight Ten-wheelers got Locobase's attention. It was unusual for a 4-6-0 to have this ratio of diameter to stroke. Perhaps the explanation lies in these be "home-grown". The Sacramento Shops built 17 for Central Pacific lines and 5 for the SP's Pacific Division in two driver diameters. This entry shows the 57"; the 63" version is found at Locobase 8737.

The SP's T-6 diagram shows only the 57" version. Its low drivers conferred what tractive effort could be mgenerated on 135 psi, bu the small boiler limited steaming capability.

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Class DF - 63"/T-6 (Locobase 8737)

Data from SP Menke All-Time Steam Loco Diagrams and SP 1 - 1898 Pacific Division Locomotive Classes supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.

Locobase 8736 shows the version of this home-built class as fitted with 57"(1,448 mm) drivers. The Sacramento Shops turned out more 63" engines. In 1896, their road numbers included 1765-67, 1770-1772, 1775-1778, 1780-1781, and 1783. All were later renumbered and the Menke diagram shows only the 57" version because that was the only surviving engine in 1930.

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Class DH / T-8a (Locobase 8738)

Data from SP Menke All-Time Steam Loco Diagrams and SP 1 - 1898 Pacific Division Locomotive Classes supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

As delivered, these locomotives appear to have had the heating surface areas shown in the specifications. The Menke book shows two versions, the T-8a outlined above, and T-8, which had 206 tubes, a total heating surface of 1,343 sq ft including a firebox heating surface of 113 sq ft, and higher weights of 99,000 lb on the drivers and 121,800 overall. There are several explanations for the difference, but Locobase is unable to sort them out.

One of the locomotives was originally credited to the Central Pacific and the other 9 to the Southern Pacific's Pacific Division.

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Class DI / T-9 (Locobase 8739)

Data from SP Menke All-Time Steam Loco Diagrams and SP 1 - 1898 Pacific Division Locomotive Classes supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

In the Pacific Division book, which has a closing date of August 1896, the class is shown with 56" drivers (49" centers) while the Menke diagrams show 57" drivers. In any case, the weights are identical. Two of the class -- later designated T-9b and bearing the numbers 2170 & 2172, had 170-psi boilers with 222 2" tubes measuring 11 ft 10 7/8" that, together with a firebox area of 124 sq ft, amounted to 1,491 sq ft of total heating surface. They put 92,000 lb on their drivers and had a total engine weight of 116,650 lb.

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Class DJ / T-10 (Locobase 8740)

Data from SP Menke All-Time Steam Loco Diagrams and SP 1 - 1898 Pacific Division Locomotive Classes supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Whenever these Rhodies came on the Central Pacific and Southern Pacific rails, they were different from most of the Ten-wheelers then being purchased by the SP Lines. Unlike the others, these engines had their firebox dropped deep between the last two axles, spreading them out more than 3 feet. The firebox itself encompassed more area.

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Class DL/21 /10 (Locobase 7274)

Data from the SD&A 5 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numberws were 2469-2478 in 1887.

See Locobase 7271 for a summary of Richard V. Dodge's account of the construction of the SD&A.

2116 had the shortest career of this decade of freight Ten-wheelers. It blew up in the Lucin Cutoff on 16 February 1904 and was immediately scrapped. Espee sold the 2115 to the San Diego & on 25 July 1911 as their #10.

The other eight went to the ferro-knacker over a 15 year period with 2117 going first in October 1913 and 2121 finishing off the class in February 1928.

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Class DM/DN/T-57 (Locobase 7275)

Data from the SD&A 5 - 1921 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 7271 for a summary of Richard V. Dodge's account of the construction of the SD&A. Works numbers were 2866-2867, 2870, 2872 in November 1881; 2877-2878, 2883, 2888, 2894 in December; and 2898 in January 1882.

When the San Diego & Arizona bought the San Diego & Southeastern (see Locobase 7273) in 1916, three Ten-wheelers came with the railway, one of which originally arrived on the SP of NM in 1881 as one of ten. (The Central Pacific actually paid for the engines.)

All of the class changed heralds in 1885 as the SP of California took over. With one exception, all remained in the SP system. Shops removed the leading bogies in 1900 on two (1668 and, later, 2110), which were renumbered 1070 and 1076 as 0-6-0s.

Seven were scrapped at various times. The 2112 (ex-1674, works 2883) was sold in 1911 to the San Diego & Cuyamaca , which morphed into the SD&SE and, as noted, took number 22 when the SD&A took over. 2111 was sold in 1912 to the San Joaquin & Eastern, where it ran until 1935. 0-6-0 1076 ended its career on the Espee in 1925, when Union Rock Products Company bought it. Four years later, the UPRC became the Consolidated Company.

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Class DW (Locobase 12680)

Data from SP Menke All-Time Steam Loco Diagrams and supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 25, p. 273. Works numbers were 22692, 22719-20 in August 1903; 22815, 22829, 22837 in September; 22986-87, 23046, 23077in October.

These had the wider fireboxes of the post-Turn-of-the-Century Ten-wheeler.

They were later superheated by the shops; see Locobase 8745.

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Class DZ-1 / T-69 / T-26 (Locobase 12559)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p.85. Works numbers were 19900-19903 in December 1901; 19965-66, 19987 in January 1902; and 20001-02, 20023-20031 in February 1902.

These were delivered as long-stroke Vauclain compound Consolidations with 15 1/2" HP and 26" LP cylinders. In 1923, two were converted to the simple-expansion layout shown in Locobase 8345.

The four that retained their Vauclain-compound layout were retired in 1927-1928.

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Class Skaggs / T-57 (Locobase 8175)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007.

The SF & NP took possession of this Ten-wheeler (works #4212) as the Skaggs, road number #18. Renumbered by the Northwestern Pacific after its acquisition of the SF & NP in 1907, the 101 operated only until 1928.

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Class T-16 (Locobase 11131)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 102-103. Works numbers were 2361-2364 in May 1888, 2365-2368 in July, 2369- 2370 in August (647-656), 2696-2700 in October 1888 (716-720).

Thirteen years after the last delivery, the T-16s came into Texas & New Orleans ownership and were given new road numbers.

Beginning in 1916, nine went to the ferro-knacker's over the next two years. Mexico's Jose Cuervo & Company bought the 648 in October 1916. Seven years later, Erath Sugar bought the 653. 644, 649, and 655 all received new numbers 357-358 and 362 in 1923.

357 was scrapped in 1924, but Urbana Sand & Gravel bought the 362 in September 1924; as US&G #2, the engine was later scrapped.

Lodwick Lumber's short line East Texas & Gulf bought 358 in March 1925, adding it to another Schenectady Ten-wheeler, ex-TN&O 350. Both had been deleted from the roster by 1933. (See Locobase 15492 for more information on this very short line, which closed in 1934.)

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Class T-22 (Locobase 8744)

Data from SP Menke All-Time Steam Loco Diagrams and SP 1 - 1898 Pacific Division Locomotive Classes supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Piecing together the information from a variety of sources, we find that this locomotive came on the Central Pacific in 1868. At the time, it was CPRR #68 and named PEOQUOP. Later it was designated DV and numbered 1536 and still later redesignated T-22 and numbered 2001. Locobase suspects that somewhere along the line, the original boiler was replaced. It later operated on the SP's Tillamook branch in Oregon.

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Class T-23 (Locobase 8745)

Data from SP Menke All-Time Steam Loco Diagrams and supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The original saturated-boiler version of this class entered service in 1903; see Locobase 12680. Sometime later, the Espee shops sacrificed 43 tubes to make room for the large flues that held the superheater elements. The class was also rebuilt with new heavy frames, possibly to absorb the increased power of the pistons. A later update added a Worthington 3-BL feed water heater on the right side only.

The 2309 had only 182 tubes that were 4 3/4" (121 mm) longer, but was equipped with a bigger firebox of 191 sq ft; (17.44 sq m); total evaporative heating surface was 1,966 sq ft (182.65 sq m).

Half the class was scrapped in the early '50s while the others were sold to FC del Pacifico in December 1951 and operated for that railway for another four years.

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Class T-25 (Locobase 4134)

Data from SP Menke All-Time Steam Loco Diagrams and supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Work numbers were 2632-2639 in March 1901.

This batch of Ten-wheelers rolled on passenger-diameter drivers. Reflecting recent developments in boilers, their safety valves were set at 200 psi. Superheaters were never installed.

The SP began withdrawing this class in 1926 with the 274 and 283. 2281 left in December 1928, followed by 2278 in January 1930 and 2280 in March. Almost four year later, the SP discarded 2277 in January 1930 and 2275 in June. 2276 closed out the class in July 1937.

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Class T-26 (Locobase 8746)

Data from SP Menke All-Time Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Baldwin supplied these as 4-cylinder Vauclain compounds with 15 1/2" HP and 26" LP cylinders and a 28" stroke; see Locobase 12559.

The class was simpled and superheated. About half were scrapped in the 1930s with several others going to the Northwestern Pacific on lease in the postwar 1940s. All had been scrapped by 1950.

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Class T-27 (Locobase 8674)

Data from T&NO 3 - 1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Schenectady works numbers were 4527-4531, 4549 in 1897 as road numbers 688-692. Cooke works numbers were 2365-2368 in 1887, road numbers 693-696.

A set of mixed-traffic Ten-wheelers, this long-lived class was never superheated.

Half the class were scrapped before the US entered World War Two; four more were scrapped in 1947. The T&NO leased the 386 to the Southern Pacific de Mexico in December 1946 as their 303.

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Class T-28 (Locobase 4212)

Data from Railroad Age Gazette,18 September 1908; see also "Ten Wheel Passenger Locomotive," American Engineer and Railroad Journal, Volume 81, No 12 (December 1907), pp. 480-481; and DeGolyer, Volume 30, pp. 56+. Works numbers were 31611 in August 1907; 31649, 31696-31698, 31733, 31751-31752, 31781, 31792-31795, 31796,31838 in September; 31848, 31882-31883, 31946, 31979 in October; 32251 in November; 33744-33747 in September 1909; 36161-36162 in February 1911; 36186-36189 in March; 38221-38224 in August 1912; and 38250-38255 in September.

Built by Baldwin (30 for the Espee) and Brooks (12 for the Espee) in 1908 & 1911; six of the order went to the Galveston, Harrisburg & San Antonio as their 706-711. These ten-wheelers ruled the mountains, according to the RAG article that profiled them. Running between Sacramento and Sparks, Nevada, the railroad offered adverse grades of 2-2.2% eastbound and 2% westbound. A typical train for this class consisted of a maximum of 7 cars weighing a total of 350-375 tons. The view from such a train must have been spectacular and the customer had plenty of time to take it in -- the booked trip average was 15.5 mph (25 kph) eastbound, 19.5 mph (31.3 kph) westbound with the Overland Limited.

As 4-6-0s of the time went, the T-28 ranked in the top 10% for evaporative heating surface and firebox heating surface areas and were outweighed by only a few designs.

"The new engines are performing very satisfactory service, " said RAG. "They ride easily, take the curves very steadily, and are good steamers." Indeed they were and the Espee took delivery of more of the same for the next four years, including 12 for the Texas & Louisiana affiliate. They had 12" (305 mm) diameter piston valves.

Locobase 8673 shows the superheated upgrade applied to most T-28 locomotives.

The class only entered retirement beginning in 1949 and even then, the Espee sold some to its Mexican affiliate FC del Pacifico.

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Class T-28 (Locobase 16491)

Data from "Ten-wheel, Oil-burning Locomotive for the Southern Pacific Co.", Railway and Engineering Review, Volume 48 (25 July 1908), pp. 602-603. See also Farrell L.Tucker, "The Great Locomotive Explosion: A Socio-Historical Examination of a Tragedy.", archived at [], last accessed 13 May 2020.Works numbers were 45063-45068 in 1908.

Locobase 4212 describes the Baldwin-built Ten-wheeler designed as a standard engine for Harriman's Associated Lines. As 4-6-0s of the time went, the T-28 ranked in the top 10% for evaporative heating surface and firebox heating surface areas and were outweighed by only a few designs. They had 12" (305 mm) diameter piston valves. Its cylindrical Vanderbilt tender trailed many SP-affiliated locomotives.

704 suffered a catastrophic event on 18 March 1912, an "impending disaster at the Southern Pacific Roundhouse [in San Antonio], wrote Tucker, "that was to be the greatest locomotive boiler explosion in the history of railway engineering." Blamed on a balky safety valve the crew believed to be fixed, the 704' boiler shattered from a steam buildup. The split-open vessel was launched by the blast, accompanied by "hundreds of pieces of engine accouterments, pipes, levers, rods, plate iron, grates, etc."

A pressure wave from the explosion swept across nearby streets killing between 26 and 40 SP crew and roundhouse workers, and many San Antonio citizens, shredding trees, demolishing structures. Hundreds of gallons of oil spilled from the 704's tender and began burning in the roundhouse yard.

(Locobase includes a brief summary of Tucker's narrative to illuminate the central place of steam locomotives in society. "The great locomotive explosion is worthy of study from a number of sociological and historical perspectives," wrote Tucker. "For both urban sociologists and social historians it is an excellent example of a stress reaction within a post-Victorian/Progressive Era urban social system. The systemic patterns of a developing bureaucracy should also be of interest to organizational theorists. Both conflict theorists and structural fundamentalists can find much to support their particular perspectives.")

Remarkably, the 704 was rebuilt in June 1913 (although about all that was left was likely the locomotive's frame, perhaps its cylinders, and possibly some of the wheels.

Locobase 8673 shows the superheated upgrade applied to most T-28 locomotives.

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Class T-28 - superheated (Locobase 8672)

Data from SP 7 - 1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 4212 describes these mountain-climbing Ten-wheelers as they came into service in 1907. A few engines were superheated with higher-pressure boilers and given 69" drivers and redesignated T-29 to reflect the increased tractive effort. Several years later, the 63" drivers were restored, which increased tractive effort still more, but triggered a reversion of designation to T-28 (probably to avoid confusion with other T-38s). See Locobase 8673 for the Texas & New Orleans variant with 69" drivers.

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Class T-28 T&NO - superheated (Locobase 8673)

Data from SP 7 - 1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 4212 describes these mountain-climbing Ten-wheelers as they came into service in 1907 and Locobase 8672 shows the freight variant that eventually served the T&NO's parent Southern Pacific. On the Texas lines, however, replacing the 63" (1,600 mm) of the saturated version with 69" driver allowed for higher speeds. Increasing the boiler pressure by 20 psi (1.38 bar) actually bolstered tractive effort.

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Class T-3 (Locobase 8735)

Data from SP Menke All-Time Steam Loco Diagrams and SP 1 - 1898 Pacific Division Locomotive Classes supplied in May 2005 by Allen tanley from his extensive collection.

This class of passenger Ten-wheelers used the same boiler and firebox as the Cooke freighters described in Locobase 3155, but the 1898 book indicates that they were delivered as compounds (20" HP, 29" LP with a common stroke of 26"). They were later rebuilt to the simple-expansion version shown in the specs.

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Class T-31 (Locobase 3164)

Information from William P Schneider article featured on the San Diego Railroad Museum's website. [] (confirmed 4 January 2003). See also DeGolyer, Volume 42, pp. 42+; and SP Menke All Time Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 38221-38224 in August 1912, 38250-38255 in September.

This class of Ten-Wheelers served mostly local and secondary passenger runs in the Pacific Lines area of the Southern Pacific. Unlike earlier classes, these were delivered with superheaters. They were delivered with a working pressure of 200 psi, which was later increased to 210 psi.

Handy in size and possessing a healthy tractive effort, the T-31s continued in passenger service into the 1940s. The class leader later transferred to San Francisco for freight and switching service. After its retirement, 2353 stood for 29 years in the Mid-Winter Fairgrounds in Imperial. Restoration to service began in 1987 and the engine's first run came in 1996.

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Class T-32 (Locobase 8747)

Data from SP Menke All Time Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Sharing the boiler design with Baldwin's T-31s (Locobase 3164), this set consisted of 8 Brooks engines from 1913 and 14 from the SP shops in 1917-1920. They rolled on taller drivers and weighed a bit more, but were otherwise very similar. All of them served into the 1950s with the last engine retiring in 1957.

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Class T-36 (Locobase 8749)

Data from SP Menke All Time Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 26684-26686 in October 1903.

Manchester was a small builder that was absorbed by the American Locomotive Company at about the same time as it produced this trio of mixed-traffic Ten-wheelers for the EP&SW. When that railway came under the Southern Pacific, they were given the numbers shown in the specs.

The first retired in 1934, but the last lingered until 1947.

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Class T-37 (Locobase 8750)

Data from SP Menke All Time Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Although delivered to the EP&SW only a year after the Manchester trio, these were bigger engines with a different mission. The taller drivers bespoke a strictly passenger role and stretched the steam provided by a smallish boiler to the larger cylinders. A wide grate now lay over the drivers, not between them. Once in service for a few years, the design was revised by the installation of a superheater; it's this manifestation that's shown in the specs.

Given that the two carried on into the early 1950s, they were well-suited to fill a niche.

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Class T-40 (Locobase 8751)

Data from the SP 7 - 1951 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Roster information from [], accessed 3 September 2007.

This was a single rebuilding project in which Sacramento shops took a T-32 and modified with superheater and other goodies. According to the Espee railfan site -- [], accessed 16 Sept 2007 -- the T-40 remained unique as plans to upgrade other members of the class were not carried out. On the other hand, the T-32s shown in the plan books had all the same dimensions and areas, so perhaps only one was dubbed T-40?

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Class T-44 (Locobase 8698)

Data from the SP 7 - 1951 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Note: DeGolyer, Volume 31, p. 14 is almost entirely unreadable.) See also Joe G Collias, The Last of Steam (Forest Park, Ill: Heimburger House Publishing Company, 1960, 1988), pp. 196-197. Works numbers was 31445 in January 1907

This little Ten-wheeler from Baldwin had a small grate and firebox for the boiler it was expected to heat. But it must have satisfied requirements because it survived the transformation of the N-C-O into a standard-gauge branch of the SP in 1926-1929.

Surprisingly, the Southern Pacific maintained its 3'-foot gauge Keeler Branch serving the Owens Valley in Southern California, noted Joe Collias, operating it "daily in the shadow of the Sierra Nevada until early 1960.". Three of the N-C-O Ten-wheelers , including the 18 and two others were the last steam locomotives to run there.

"Posseessed of a quaint turtle backed tender and an endearing look they captivated the hearts of short line steam lovers everywhere," wrote Joe Collias. (lack of punctuation in the original). Collias reproduced four of Donald Duke's photograph, one of which showed the 18 on a "Gallows" turntable. Some would describe it as an Armstrong operation, described by Collias as showing "Rank and seniority go by the wayside here as the whole head end crew pitches in to help turn the venerable steamer." Steam operations ended in October 1954.

only went out of service in 1955.

At that point, it went on display in Carson City, NV and later in Sparks, NV.

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Class T-44 / 10, 12 (Locobase 8701)

Data from SP Menke All Time Steam Locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 40, p. 20; the Carson & Colorado account of the 18's survival at [], last accessed 5 December 2016, and David Lustig, "Southern Pacific slim returns", Trains, January 2017, p. 2016. Roster information from [], accessed 3 September 2007.

In 1928, the SP transferred the 10-11 to the Pacific Coas Railway as their 110-111. The NPC sold the 111 in 1942 to the O'ahu Railway and Lumber Company; after World War II, the 111 went to the scrapper in 1948. Meanwhile the 110 remained on the PCRwy until June 1946 when it was retired and scrapped.

12 was renumbered 18 and put to work on the SP's Carson & Colorado. From 1926 to 1938, the 18 worked the branch between Mina, Nev and Keeler, Cal. When the SP closed the Mina Branch, the 18 moved to serving the 73 mile (118 km) Laws-Keeler line. When the SP finally dieselized that line in 1954, the 18 was retired.

After its retirement in 1955, it was put on display in Independence's Dehy Park. Decades later in 2010, the C&C began restoring the 18. See the YouTube video [], which features a time-lapse summary of the six-year effort. The 18 ran again under her own steam on 15 October 2016.

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Class T-44 / 9 (Locobase 8699)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 34, p. 1 and Volume 40, p. 20. See also the SP 7 - 1951 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Roster information from [], accessed 3 September 2007. Works numbers were 34035 in November 1909, 34528 in April 1910, 37394-37395 in December 1911.

Baldwin's next group of Ten-wheelers for the N-C-O repeated the power dimensions, but put more weight on the wheels. Their fuel burned in a Vraalstad-Doyle patent burner. Even so, a "Hereafter" note in the 1911 specs required the builder to "decrease the number of plates in the engine truck springs to make them suitable for the weight carried on the truck".

9 and 12 were taken over by the Southern Pacific in May 1928 as their 9 and 18. 9 was later displayed in Laws, CA at the Laws Railroad Museum. 18 was put on display in Independence, Calif in 1955.

Number 10-11 ran for the narrow-gauge SP until it was sold to the Pacific Coast Railroad. The PCR was abandoned in 1941. Both the 10 and 11 were sold to the Oahu Railway, 11 going first in January 1942. When that engine -- renumbered 111 -- was scrapped in 1948, the 10 replaced it and was renumbered 110. 110 was scrapped in 1950.

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Class T-45 - rebuilt from M-44, M-48 (Locobase 8761)

Data from SP Menke All Time Steam Locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Date for the reconstruction from note on Menke's reproduced diagram.)

The 12 (Locobae 8760) and sister 11 (Locobase 8759) began their careers as 14" (356 mm)-cylindered narrow-gauge Moguls M-44, but were rebuilt as much larger Ten-wheelers. The shops removed the single-axle pilot truck and replaced it with a four-wheel bogie. They placed a new tube bundle in the longer boiler that measured 39 1/2" (1 metre) more between tube sheets. Accommodating these changes put 34% more weight on the drivers and increased total engine weight by 48%.

Cylinder diameter increased by 1/2" (12.7 mm). It's likely that thicker tires on the drivers were responsible for the 1" (25.4 mm) increase in their diameters, while wheelbases grew proportionately.

The two engines went to the scrapper in June (12) and July (11) 1934.

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Class T-51 / 14 (Locobase 8700)

Data from SP Menke All Time Steam Locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These three engines (and a fourth) were originally delivered to the South Pacific Coast in the late 1880s. They had slightly larger boilers at that point and 11 more tubes than in the form shown in the Southern Pacific diagram used for this entry.

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Class T-56 (Locobase 8752)

Data from SP Menke All Time Steam Locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 52884.

Locobase is a little surprised that so small a locomotive would have been built as late as it was by a major builder. The SD&SE was merged with the San Diego & Arizona in 1917 and this engine, then numbered 23, became 12 in 1920. It later served under that number for both the Mexicali & Golfo and the Southern Pacific before being scrapped in October 1947.

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Class Tiburon/ E-45, T-55 (Locobase 8176)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007.Works numbers were 1721-1722.

This pair took names as did most of the SF&NP engines. The second of the two bore the name Eureka. As the Northwestern Pacific's 102, it operated until 1929. The 14 took SP class ID E-45 and lasted on the NWP until September 1936.