Class NB-1a (Locobase 14993)

Data from NYC 8 - 1917 Locomotives Diagrams. (Thanks to Chris Hohl for his 5 May 2017 email noting the class ID and correcting the tender's water capacity and engine's cylinder stroke.) Works number was 54238 in December 1913.

The LP cylinders, which drove the front engine set, used double-ported slide valves while the HP cylinders were supplied through 12" (305 mm) piston valves. At some point, the 1300's firebox received a Gaines firebrick arch. This single locomotive pushed passenger trains up the hill west of Albany.

The 1300 was retired in March 1932.

Class NU-1b (Locobase 13995)

Data from the 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003). (Thanks to Chris Hohl for his 7 March 2012 email noting the absence of these P&LE engines, which prompted creation of this entry.) Works numbers were 55679-55680 in 1916.

Essentially repeats of the New York Central's NU-1 class of 1913 (Locobase 5584), this pair of all-adhesion articulateds switched and pushed for more than 35 years.

The 9090 was the later of the two to be retired and was scrapped in 1951.

Class NU-1c, 1d, 1e (Locobase 16372)

Data from the 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003). See also "Mallet, 0-8-8-0 Type Locomotive for the Lake Shore" Railway & Locomotive Engineering, Volume , No 5 (May 1914), pp. 180-181. Works numbers were 55908-55912, 55999 in July 1916 and 62368-62370 in January 1921.

The three NU-1s supplied to the Lake Shore & Michigan in 1913 (Locobase 5984) were among the very few articulated locomotives operated on the New York Central. See that entry for details on the background and some of the construction details. The Michigan Central took delivery of their 8700-8701 (works numbers 56021-56022) a month later.

14" (356 mm) piston valves admitted steam to the HP cylinders and Allen-Richardson balanced slide valves supplied the LP cylinders. The firebox had a Gaines firebrick arch with arch tubes and was fed through a Street stoker. Firebox heating surface area included 54 sq ft (5.02 sq m) from the arch tubes. The blast pipe had six nozzles of three different diameters: 6" (152 mm), 6 1/4" (159 mm), and 6 1/2" (165 mm).

Bi-directional operation was made possible by providing linked throttle stations on both sides of the cab.

Original tender coal capacity was 14 tons (12.7 metric tons) and the loaded tender weighed 156,600 lb (71,033 kg).

All served as hump switchers. Only the Michigan Central's 8701 was scrapped before the New York Central rationalized the number sequences in 1936. The others worked through World War Two before heading to the ferro-knacker in 1947.

Class P-1a/NU-1a (Locobase 5584)

Data from the 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003). See also "Mallet, 0-8-8-0 Type Locomotive for the Lake Shore" Railway & Locomotive Engineering, Volume , No 5 (May 1914), pp. 180-181, (Thanks to Wes Barris of steamlocomotive.com for his 28 June 2018 email reporting the missing metric equivalents to cylinder diameter and stroke; and to Chris Hohl for his 2 October 2018 email noting the original tender coal capacity and weight as well as providing the link to the R&LE report.) Works numbers were54132-54134 in December 1913; 55908-55912, 55999 in July 1916 and 62368-62370 in January 1921.

This particular design worked as hump yard pushers; similar engines were delivered to the New York Central itself (9) and Michigan Central (2) -- see Locobase 16372-- as well as the , Pittsburgh & Lake Erie (2)--Locobase 13995.

NU-1s were among the very few articulated locomotives operated on the New York Central and were designed to supplant the M-class 0-10-0s (Locobase 12630). Earlier G-5 and G-6 heavy Consolidations (Locobases 5369 and 5377, respectively) had to break up the trains they could haul in order to sort them out in the gravity yards and the all-adhesion ten-wheel M-class switchers had relatively long rigid wheelbases.

In exchange for a 47% increase in weight and almost no increase in average axle loading, the Mallet offered much greater tractive effort. R&LE noted the extensive use of vanadium steel in "engines, frames, driving axles, main and side rods, rod straps, eccentric cranks, driving springs, tender elliptic springs and crosshead keys." Cast-iron cylinder castings also contained vanadium.

14" (356 mm) piston valves admitted steam to the HP cylinders and Allen-Richardson balanced slide valves supplied the LP cylinders. The firebox had a Gaines firebrick arch with arch tubes and was fed through a Street stoker. Firebox heating surface area included 54 sq ft (5.02 sq m) from the arch tubes. The blast pipe had six nozzles of three different diameters: 6" (152 mm), 6 1/4" (159 mm), and 6 1/2" (165 mm).

Bi-directional operation was made possible by providing linked throttle stations on both sides of the cab.

Original tender coal capacity was 14 tons (12.7 metric tons) and the loaded tender weighed 156,600 lb (71,033 kg).

All three remained in service through the end of World War Two before being scrapped in 1947.