Class 2 / D-5 (Locobase 11489)

Data from Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 283. Works number was 23931 in March 1904.

The Cd'A&S was a short line in eastern Washington-western Idaho that combined with other railroads in 1907 to form the Spokane & Inland Empire. When the S&IE electrified, it sold the 2 to the Spokane, Portland & Seattle as their 156.

The SP&S operated this small, modestly powered, light-footed Ten-wheeler for another 25 years before scrapping it in April 1937.

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Class D-1 (Locobase 8845)

Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Paul T Hobbs's compilation Locomotive Diagrams SP&S RY (Vancouver, WA: Vintage Ads - North America, 2011), emailed to Locobase 14 January 2020. Works numbers were 35055-35059, 35096-35100 in August 1910.

This was a continuation of the E-14 order then being delivered to the Great Northern (Locobase 8844). The GN and its contentious partner, the Northern Pacific, were stocking the SP&S's motive-power roster. So this set--originally numbered 1043-1052 for the GN--was sent on to the SP&S.

Four were unaltered and scrapped as Ten-wheelers in April and May 1937. The other six were converted to H-1-class Pacifics (see Locobase 8846) and served into the 1950s.

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Class D-2 (Locobase 13921)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 41, p. 168. See also Paul T Hobbs's compilation Locomotive Diagrams SP&S RY (Vancouver, WA: Vintage Ads - North America, 2011), emailed to Locobase 14 January 2020. Works numbers were 36480-36481 in April 1911.

This pair of superheated Ten-wheelers was ordered by the Astoria & Columbia River just before it was taken over by the SP&S. So both were delivered to the successor with the same road numbers and a class D-2 designation.

Both engines operated on the SP & S (most likely on the former A&CR rails) for a long time. 151 was scrapped in February 1948 and 150 in June 1950.

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Class D-4 (Locobase 16467)

Data from Paul T Hobbs's compilation Locomotive Diagrams SP&S RY (Vancouver, WA: Vintage Ads - North America, 2011), emailed to Locobase 14 January 2020. See also "Astoria RailRoad" on the Astoria Railroad Preservation Association at [], last accessed 26 January 2020; and Greg Gordon, "Astoria and Columbia River Railroad" on the Oregon Encyclopedia website at [], also last accessed 26 January 2020.. Works numbers were 2375-2377 in January 1898.

The ARPS history of the A&CR notes that it started as the Astoria & South Coast in 1890 with an eastern terminus at Goble. (The OE's Gordon explains that the NP was so cash-strapped in 1883 that it couldn't go any further.) After several failed attempts at raising money to close the gap Andrew B Hammond, well-known lumberman and industrialist from Montana and usually known as "A B", signed on in 1894 and extended the line down the Columbia to connect Astoria on the coast with a Northern Pacific junction at Goble.Hammond and the other Astorians expected freight to be the big earner, but "the tourist trade from Portland to the coastal resorts proved to be a mainstay of the A&CR. The railroad was immediately popular with Portlanders who sought to escape the summer heat."

In 1897, Hammond put up the money to buy these three Ten-wheelers from one of the three well-known locomotive builders in Paterson, NJ. (The other two were Rogers and Grant.) They were described at the time as very similar to the "large number of engines" Cooke had recently delivered to the Southern Pacific (Locobase 3155). The leading driven axle bore 3 1/2 tons less weight than each of the two other axles.

"In the end," Gordon writes, "it was the timber industry that benefited the most from the A&CR ...[T]he forests of the Oregon Coast Range that, according to the Oregonian, had been 'shut off by an impenetrable wall' of rugged mountains and twisting river valleys." The A&CR opened up the timberlands and Astoria boomed. By 1910, the city boasted 15,000 people, and its lumber mills were running day and night, producing more than 263 million board feet of lumber a year, almost all of it for export."

Hammond encouraged a bidding war between the Harriman Lines' Edward Harriman and Great Northern's Jim Hill. Harriman turned down $4 million, but Hill paid $5 million a year later in 1907. At the time, the A&CR owned 83.1 miles (134 km) of road and operated 122.5 miles (197 km).

Over the next few years, Hill's Spokane, Portland & Seatte would absorb the A&CR and these three engines would be placed in Class D-4 and take road numbers 153-155. Paul Hobbs notes that despite their relatively small drivers, their usual service remained passenger trains. In that role, they worked into the mid-1930s before being withdrawn in 1937. 155 went to the ferro-knacker's in April 1937. Hobbs shows the other two as being scrapped after World War II, which suggests they either lay dormant or, more likely, were pressed back into service to handle the greatly increased passenger demand.