Class 100/900 (Locobase 6587)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The first batch came from Rhode Island Locomotive Works (builder's numbers 54-55, 61-66 in 1868) as 900-907 while Baldwin (then trading under M. Baird & Company) supplied road numbers 909-918 (builder's numbers 1707-1708, 1710, 1715-1716, 1764-1765, 1768, 1770, 1774).

This class is a Ten-wheeler extension of the 842-class 4-4-0 design shown in Locobase 6587. The boiler seems to have had a 5 1/2-ft (1.67 m) section inserted ahead of the front sheet of the firebox, although very little of the new length consisted of tubes.

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Class 101 (Locobase 13060)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 30, p. 132. Works number was 30556 in April 1907

As noted in Locobase 13057, the eight locomotives intended for the Morelia y Tacambaro in Guanajunto, Mexico were redirected to several other railroads.

Nampa, Ida served as headquarters for this short line, which picked up the 101 at Baldwin's fire sale. The IN was incorporated as the successor to the Boise, Nampa & Owyhe in 1902. At the time, the line ran 30 miles from Nampa to Murphy. When the Oregon Short Line took over the IN in 1912, the line ran from Nampa to Banks. In 1915, the OSL's motive power was incorporated by the Union Pacific and the 101 was renumbered 1502.

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Class 102/1584 (Locobase 8343)

Data from UP 11 - 1946 Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 30 and Volume 36, pp. 20-21. Works numbers were 30969 in May 1907; 35599-35600 in November 1911.

This trio of Ten-wheelers operated in Idaho on the UP's P&IN subsidiary after their delivery in 1907 (102) and 1910 (104-105). One small difference between batches concerned the leading four-wheel truck (bogie). The 1907 engine used a swing bolster with 4 1/2" of traverse to either side. Apparently, this flexibility led to binding on 12 degree curves. So, the 1911 engines used a rigid centre [sic] to reduce driver flange wear. In addition, the original tender tankage of 4,000 US gallons (15,140 litres) was increased to 5,000 gallons.

An insight into operating conditions appears in the 1911 spec that advised:

"Be sure loco is shipped without anything lacking as it is to be operated in a place remote from any source of supplies, and anything lacking causes serious delay."

A smaller 4-6-0 delivered in the same period appears in Locobase 8344.

They were eventually integrated into the parent railroad's numbering system. Small and lightweight, the class operated until 1946-1947.

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Class 103/1585 (Locobase 8344)

Data from UP 11 - 1946 Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 30 p. 220. Works number was 30616 in April 1907.

Mixed in with the 18" x 26" Ten-wheelers (Locobase 8343) delivered over several years, Baldwin sent along this single, smaller locomotive. It seems to have been sized for its railroad and had a small pair of cylinders as well as a modest-sized boiler and grate. Its operating environment included 2% grades and 12 deg curves. Among the very few changes to this engine was the installation of thicker tires, increasing driver diameter from 60" to 61" and an 88% increase in tender water capacity to 6,000 US gallons (22,710 litres). Tender weight doubled to 129,000 lb (58,922 kg) when loaded with 3,040 gallons (11,506 litres) of oil.

The Baldwin specs noted that the company complained of rapid wear on the front drivers' flanges. The "Hereafter" note recommended considering "heart links or rigid centre truck." Another recommendation was to make the truck's equalizing beams 1" (25.4 mm) deeper, because the existing ones had broken through their holes.

103 was renumbered 1585 by the UP in 1935 and continued to serve its Idaho customers until May 1947.

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Class 1226-T-69 (Locobase 16667)

Data from UP 5- 1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Originally delivered by New York (Rome) and Rhode Island in 1890, the 1400s delivered to the Union Pacific took new numbers in 1915. Most of the class retained their 57" freight-service drivers, a few rolled on 62". This quartet scaled up to passenger-service diameters when they were fitted with the 69" (with 3 1/2" tires) shown here.

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Class 1242 (Locobase 8341)

Data from UP 11 - 1946 Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 7442 describes the original 4-6-0 design that was superheated in the UP shops. The modification replaced 122 small tubes with 21 5 3/8" flues.

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Class 1250 - superheated (Locobase 7444)

Data from 1918 Union Pacific Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When the UP superheated these medium-size Ten-wheelers, they replaced 163 small tubes with 27 flues. Locobase doesn't know when these locomotives were refitted. The first of the superheated locomotives were retired in 1937.

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Class 1320 - simpled & superheated (Locobase 6603)

Data from 1918 Union Pacific Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When the 1320 compounds (Locobase 6602) were simpled not too long after they entered service, they took on the same characteristics as the 18 others that had been delivered as simple-expansion locomotives. Compared to the compounds, the simple-expansion design's firebox heating surface as calculated dropped considerably. In the 1920s, the few survivors were superheated with the usual loss of heating surface. The driver diameter was cut by 3" as well. Retirements occurred sporadically over a 15-year period from 1921 to 1936.

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Class 1360 - simpled and superheated (Locobase 7434)

Data from 1918 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Although the Union Pacific did not operate a lot of Ten-wheelers, at least some of them were deemed worthy of updating. Some of the 1360 compounds (profiled in Locobase 6604) first were simpled along the same lines as other UP compounds. Later, the railroad removed half of the small tubes from the original boiler and replaced them with 26 flues. At least a couple of this class operated into the 1930s with these boilers.

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Class 1400/1222-T-57 (Locobase 7442)

Data from 1918 Union Pacific Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

All locomotives in this class originally arrived on the UP from New York (Rome) (5) and Rhode Island in 1890 on 62" drivers; see Locobase 6593). A few later acquired 69" drivers (Locobase ). Most of the rest eventually settled on 57" drivers with a new, larger boiler.

Eventually, the class took a new series ID--1220-- consisted of the following road numbers:

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Class 1400/1226-T-62 (Locobase 6593)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' []. Works numbers were 584-588 in April 1890.

A small New York builder supplied this quartet of mixed-traffic Ten-wheelers for a cost of $7,900 each. Three of the engines--1400, 1402, and 1404 later rolled on 51" (1,297 mm) drivers. Sometime after 1400-1403's renumberings to 1220-1223 in 1915, 1220 and 1221 received new boilers, possibly from the 1906 class of Baldwin Ten-wheelers described in Locobase 7442, and rolled on 69" (1,753 mm) drivers. The other two also took the 1906 boiler design, but they were set on 57" drivers (1,448 mm).

1404 and 1220 were "vacated" in 1915, the former before renumbering, the latter in October. The other three remained on the roster for another decade before being discarded in October 1925 (1223) and November 1926 (1221-1222).

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Class 1405/C-3-E (Locobase 6594)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' []. Works numbers were 2452-2461 in October 1890, 2462 in November.

These were identical to the 1400s shown in Locobase 6593, but were delivered to the UPD&G instead. As such, the entire class went to work for the Colorado & Southern in 1899 when that railroad assumed control of the UPD&G.

Redesignated C-3-E, these engines remained in service into the 1920s. Unlike most of the other Ten-wheeler classes rolling on 62" drivers, none of this class was ever put on smaller drivers. According to Gene Connelly's C&S roster, five of the eleven were later fitted with 20" (508 mm) cylinders

All but one was scrapped in the 1920s. 312 evaded the ferro-knacker until July 1938 and even then was sold to Hayden Coal rather than dismantled.

Locobase suspects that the six produced in February 1891 (works 2506-2511) and delivered to the Oregon Short Line as 1459-1464 were very similar except for the Belpaire boilers.

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Class 148 / T-57 (Locobase 7839)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' [] . Works numbers were 2321-2324 in October 1895.

Long-lasting Ten-wheelers operating in Oregon. 1734 was modified to carry many fewer tubes; see Locobas 7840.

Except for the 1736, which was "vacated" in 1923, this class remained in service into the 1940s. 1735 was vacated in 1940, 1733 in 1945, and 1734 in 1946.

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Class 1500 (Locobase 7844)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' []. Works numbers were 2059-2070 in October 1890.

According to Strack, these were delivered with 63" drivers, but later modified to roll on 51". The diagram shows 57", which may have reflected an even later update.

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Class 152 /T-57 (Locobase 7841)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' [] . Works numbers were 2379-2383 in December 1897.

Compared to the earlier ORR & N Ten-wheelers, these were bigger locomotives with larger boilers and grates. Thus they appeared to have an abundance of steam for any speed their 57" drivers might permit them to haul freight. Their fireboxes were later fitted with oil-burners.

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Class 1572 (Locobase 8342)

Data from UP 11 - 1946 Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Not very long after these Ten-wheelers were delivered (see Locobase 13530), the OSL installed superheaters. The boiler gave up 142 small tubes in favor of the 28 flues that held the superheater elements. The final configuration included 32 sq ft (2.97 sq m) added to the firebox heating surface.

Retirements began in December 1933 with the 1572, 1574, 1576, 1581-1582. The other pre-World War II retirement was 1583 in April 1940.

1575, 1577-1579 converted from coal firing to oil-burning in 1942. These engines and 1584-1587 were retired in 1947-1951..

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Class 1703/1250 (Locobase 6599)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Additional information from 1899 Brooks catalogue and "Union Pacific Ten-Wheel Locomotives", Railway Age, Volume 28 (28 July 1899), p. 561. The two conflict, so Locobase chose the UP diagrams as definitive of the railroad's measurements. Works numbers were 3235-3274.

Described in Britain's Locomotive Magazine (October 1900, p. 152) as "The Most Powerful Ten-Wheeler on Earth" - how very Barnumesque. Tapered boiler, firebox with 20 sq ft (1.86 sq m) of arch pipes, widely flared spark-arresting stack, steel clerestory cab, inside valve motion, small drivers. Many of these were superheated later; see Locobase 7444.

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Class 1800 - 69" (Locobase 6601)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. New York works numbers were 589-591 in April 1890, 592-601 in May, 602-605 in June.

Boiler pressure from the 1918 diagram book. The diagram book shows that at least some of the 1800/1300 class (Locobase 6600) were refitted with 69" drivers. The change reduced tractive effort, but rendered them more suitable for passenger-train service.

All were retired in the mid-1920s

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Class 1800/1300 (Locobase 6600)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' [] . This design was an enlargement of the 1400s and shared the same firebox. When they were renumbered in the 1300s, the heating surface had dropped slightly as four tubes were removed and 30 sq ft (2.79 sq m) of firebox heating surface was subtracted. The new totals were 163.3 sq ft (15.17 sq m) direct heating surface and 1,900.6 sq ft (176.57 sq m) total evaporative heating surface.

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Class 1820/1320 (Locobase 6602)

Data from 1897 Union Pacific Folio 200 and UP 5 - 1918 Locomotives & Tenders supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 23, p. 148; "Heavy 10-Wheel Compound Passenger Locomotive", American Engineering and Railroad Journal, Volume 75, No.2 (February 1901), pp 54-55. Baldwin works numbers:

1900

18326-18331, 18361-18362 in October; 18382-18385 in November; 18425-18426, 18429, 18434, 18481-18482, 18484-18485 in December

1901

18898-18901, 18929-18932 in April; 18979-18984, 19039-19040 in May; 19111-19112, 19136-19137 in June

Part of a slew of Vauclain compounds delivered to the UP at the turn of the 20th Century.

Connelly's Baldwin list indicates that the first six engines had a 30" stroke; none of the other sources (including the Baldwin specs) show a 30" variant. The AERJ asserted that at the time of publication (February 1901), "in heating surface [they] have not been exceeded by any engines of the 10-wheel type of which we have record."

These were converted to simple-expansion engines -- see Locobase 9673 -- and later superheated; see Locobase 6603.

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Class 1820/1320 simpled (Locobase 9673)

Data from UP 5 - 1918 Locomotives & Tenders supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

These ten locomotives were part of a slew of Vauclain compounds delivered to the UP at the turn of the 20th Century (Locobase 6602). They differed from the later engines in their class in having 69" drivers.

Not too long after their arrival on the UP, the railroad followed the pattern adopted by many other railroads and converted their compounds to simple-expansion engines as shown in the specifications. These were later superheated; see Locobase 6603.

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Class 1830/1330 simpled (Locobase 9674)

Data from UP 5 - 1918 Locomotives & Tenders supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange Works numbers were:

Delivered as part of a large contingent of Vauclain compounds with 15 1/2" HP and 25" LP cylinders (Locobase 6602), these engines had 72" drivers (73" when fitted with 3 1/2" tires). Not too long after their arrival on the UP, the railroad followed the pattern adopted by many other railroads and converted their compounds to simple-expansion engines as shown in the specifications. These were later superheated; see Locobase 6603.

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Class 1860/1360 (Locobase 6604)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 25, p. 146. (Thanks to Chris Hohl for his email and spreadsheet providing details on this class as well as the cite to the Baldwin specifications volume of SMU's DeGolyer Library collection.) Works numbers were 21424, 21426 in December 1902; 21438-21439, 21443, 21457, 21466-21467, 21486 in January 1903, 21656 in February

This batch of Vauclain compounds differed from the 1830s (Locobase 659) in the layout of the firebox. The heating surface is considerably smaller as calculated, but the grate area grew substantially.They also featured smaller drivers. Like the cylinders in the other compounds, however, these too were supplied their steam through 13" (330 mm) piston valves. When ordered, the engines trailed Vanderbilt cylindrical tenders carrying 7,000 US gallons (26,495 litres).

Conversion to simple expansion meant only replacement of the Vauclain package with two 20" x 24" cylinders. This resulted in a tractive effort of 30,220 lb. Strack's roster states that half the class--1362, 1363, 1364, 1365, 1367, and 1369--retained their compound setups at least beyond May 1918.

This class began retirements a little later than the other UP Ten-wheelers -- 1927 -- but had all left the road by 1934.

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Class 30 (Locobase 6578)

Data from 1914 ST J & GI locomotive diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for his 5 May 2022 email noting the correct tender weight.)

Rogers delivered five Ten-wheelers powered by 17" (432 mm) x 26" (660 mm) cylinders and 62" drivers. By 1914, the railroad had changed the power dimensions to generate more power. In the end, only the 33 retained its original layout.

These four served the railway until retired in August 1934 (30), November 1934 (34), and June 1936 (31-32).

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Class 33 (Locobase 6577)

Data from 1914 ST J & GI locomotive diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Chris Hohl for his 5 May 2022 email correcting the tender weight.) Works numbers were 5244-5246 in February 2022 and 5349-5350 in December.

These relatively lightweight and small Ten-wheelers used a relatively stroke-to-bore ratio to generate a bit higher tractive effort for the cylinder diameter. In 1914, the diagram book showed only the 3250 as having had its cylinders bored out to 18" (457 mm); see Locobase 6578.

Ultimately, only the 33 retained its original power dimensions until it retired in June 1936.

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Class 400 (Locobase 12526)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p. 50. Works numbers were 19173-19176, 19233-19234 in July 1901.

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 720/T-57 - 263 (Locobase 7842)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers ran 2446-2449 in April 1899, 2450-2453 in June.

It's not clear to Locobase whether all of these locomotives were delivered with crown-bar boilers, but he supposes so. The data then show the locomotives as delivered. At least three of the engines were later fitted with radial stay boilers that differed in the size and number of boiler tubes: 263 2 1/4" tubes were replaced by 318 2" tubes. Total evaporative heating surface rose to 2,397 sq ft.

Five of the octet -- 1547-1548, 1550-1551, 1553 -- were "vacated" on the same day - 7 December 1926. The other 3 --1546, 1549, 1552 -- were withdrawn in January 1928.

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Class 750 (Locobase 9516)

Data from "Cooke Locomotive for Oregon Short Line," Railway and Locomotive Engineering, October 1899, page 459. Works numbers were 2461-2468 in July 1899.

The Paterson builder supplied these relatively large Ten-wheelers as a batch. The last course of boiler was sharply coned upward to the dome, which stood just ahead of the cab. Walschaert valve gear was still relatively rare and distinguished this octet from the other OSL Cooke Ten-wheelers supplied earlier in the year and described in Locobase 7842. The large spark-arresting stack signified the locomotives' forested destination.

Renumbered in 1915, the class was withdrawn gradually from 1923-1930.

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Class 919 (Locobase 7441)

Data from 1918 Union Pacific Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' [].

Taunton's big contract with the UP seems to have covered these 85 Ten-wheelers. The first began delivery before the Golden Spike ceremony at Promontory and Taunton added to the class for 12 years. Many were delivered with 54" drivers and later fitted with the 57" sets shown in the specs. Others arrived on 60" drivers that were later traded for the 57" sets.

Most of the class was retired before the 1915 renumbering, but 16 lasted in service until the mid-1920s.

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Class 922 / 1701/1819/1317 (Locobase 6598)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Union Pacific Ten-Wheel Locomotive", Railway Review, Volume 32 (20 August 1892), pp. 524-525.

According to []

(visited 14 July 2005), this pair was delivered in 1868 as part of an order from the Taunton works. The class originally had numbers 93-99. In 1892, 95-96 were rebuilt as 1700-1701, 99 was rebuilt as a 4-4-0 in 1894.

RR's report attributed the makeover to locomotive superintendent J H McConnell's desire to build a Ten-wheeler big and powerful enough to handle a heavy passenger train by itself. I700's boiler offered good size and the firebox, aided by four arch tubes, seemed ample as well. Initially fitted with 288 tubes providing 1,998 sq ft (185.62 sq m), the pair acquired another 12 each and about 3 1/2 sq ft (0.325 sq m) within a few years

Renumbered twice more and 1915, both engines eventually went to the ferro-knacker in 1926.

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Class DL 67 / T-68 (Locobase 7262)

Data from SPLA&SL Locomotive Diagram book (the Salt Lake Route) supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Many thanks to Dan Watson for his 10 May 2016 email noting the 3201's movie role.) Works numbers were 3928-3929 in August 1901 and Schenectady works numbers were 6129-6132 in January 1902.

Brooks and Schenectady delivered Ten-wheelers to the LASL. From the evidence Locobase finds in Drury (1993), Two came from Brooks (works numbers 3928-3929), four more from Schenectady.

3201 starred in the gripping Hazards of Helen episode "The Wild Engines" in 1915 starring Helen Holmes. See Locobase 418 for more details on these cliffhangers.

As Drury notes, the parent Union Pacific wasn't big on 4-6-0s and these apparently were retired in 1925 with little or no updating beforehand.

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Class T-57 (Locobase 7840)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' [] . Locobase can't figure why two locomotives for the same railroad would be identical except for the number of boiler tubes in the barrel when neither is superheated. Yet a comparison with Locobase 7839 shows no other differences. Strack's roster provides no additional information.

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Class T-63 (Locobase 7843)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails' []. Works numbers were 507-510 in October 1889 and 511-512 in November.

Locobase assigns the builder and road numbers to this entry because it was the only set of Ten-wheelers delivered to the ORR & N in 1889. At that time, the locomotives rolled on 56" drivers; they were later given the 63" drivers shown in the specs.

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Class T-63 - 1908s (Locobase 7845)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 45045-45050 in April 1908.

Whenever this batch was superheated, these OWRR&N Ten-wheelers were among the biggest operated by any railroad. Although freight-oriented, their superheaters, good amount of direct heating surface, and large boiler offered the potential for long-distance steaming. On the other hand, the design had a relatively small grate that probably proved to be the principal limiting factor.

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Class T-64 - 1730 (Locobase 8345)

Data from UP 11 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Originally, the OWRRN took delivery of six Ten-wheelers from Baldwin in 1901; this original configuration is shown in Locobase 12526. Two were fitted with a superheated boiler. The modification took a familiar form in which dozens of small tubes were deleted in favor of a modestly scaled superheater installation. 1730 was fitted with Young valve gear while 1731 operated Walschaert valve gear.

The first of the class retired in 1927, but the last, presumably superheated, engine of the sextet operated until 1948.

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Class T-69 / 211 (Locobase 13531)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 33, p. 234. Works numbers were 33712, 33717, 33723 in August 1909; 33741-33743 in September; 36121-36123, 36144-36146, 36160 in March 1911.

See Locobase 10350 for the Oregon Short Line Ten-wheelers that were identical. They too had 12" (305 mm)-diameter piston valves, but larger tenders.

Like those locomotives, these Navigators were later superheated; see Locoobase 8346.

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Class T-69/810 (Locobase 13530)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 33, p. 234. Works numbers were 33686-33692 in September 1909; 36190-36194 in March 1911.

The Harriman Lines' attempt at designing a common set of locomotives for all of its lines (e.g., Locobases 5340-5342) did not include a Ten-wheeler. When the component railroads (which included such heavyweights as the Southern Pacific and the Union Pacific) established a need for new, more powerful 4-6-0s, the resulting engines' characteristics alluded to Harriman designs in many respects.

Like many of these early 20th-Century engines, this class would be superheated. See Locobase 8342.

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Class T2 / 1742 (Locobase 8346)

Data from UP 11 - 1946 Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 33712, 33717, 33723 in August 1909; 33741-33743 in September; 36121-36123, 36144-36146, 36160 in February 1911.

At the same time the Oregon Short Line was taking delivery of 8 Ten-wheelers (Locobase 13530), the OWRRN took on 13 more to the same design (Locobase 13531). When it came time to superheat them, however, those locomotives that went through the upgrade sacrificed ten more small tubes in a layout that otherwise was virtually identical to the superheated OSL 4-6-0s (Locobase 8342). Boiler pressure went higher, however.

The first of the class, probably still fitted with a saturated boiler, retired in December 1933. Two others were scrapped in September 1934, four in April 1940. The rest served into the late 1940s, with the 1751 being withdrawn in March 1949.