Class 1 (Locobase 10057)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

According to the New York Locomotive Works records compiled by J F Webber, this locomotive was delivered either to the KC, W & NW as their #4 (works #287) or the A & L as #2 (works #197). Locobase chose the latter origin for the following reasons:

1) The 1924 MP book showed an identical engine, also bought in 1910, for which the original builder was not supplied, and

2) Webber lists the A & L #1 as immediately preceding the one we do know, but does not give a wheel arrangement.

The A & L began life in 1876-1877 as the narrow-gauge Washington & Hope Railway, which connected with the St Louis, Iron Mountain & Southern near St Louis. Reorganized and now tasked with completing a line to Monroe, La, the A & L was converted to standard gauge in 1882. It later was ruled to be a branch line of the St L, IM & S.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class 1 (Locobase 10063)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works #1101-1103 (March 1886), 1136, 1138-1139 (August 1886).

Another of the grandly named railroads that blossomed across the Midwest in the late 1800s, the D M & A never even entered service as an independent railway. The Missouri Pacific bought the line in 1887. #4 was named Chatauqua, # Crowell, and #6 Sumner.

Class 1 (Locobase 11619)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 15, p. 79. Works number was 9943 in April 1889.

When the Reynolds & Henry Construction Company applied to Baldwin to buy a new locomotive for the soon-to-open Ouachita Valley Route, the Philadelphia builder pulled the design just recently used for the Rio Grande & Eagle Pass (Locobase 11592) and copied it. to the last quarter inch of tube length.

The OVR didn't remain independent for long before being sold to the St Louis, Iron Mountain & Southern (a principal component of the Missouri Pacific) on 13 December 1893. Its route opened the way to Houston.

Class 1 (Locobase 12711)

Data from DeGolyer, Volume 27, p. 28. Works numbers were 24093, 24098, 24118 in April 1904.

These were the first locomotives bought for the StLB & M, an eastern Texas railroad that opened its first section, 142 miles between Robstown and Brownsville on 4 July 1904. Extending north toward Houston, the StLB & M owned and operated 502 miles of main lin by 1912.

926 was scrapped after a relatively short career in April 1919 before the other two were superheated; see Locobase 7764.

Class 11 (Locobase 12737)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 27, p. 167 and 41, p. 132. Works numbers were 37393 in December 1911 and 39484 in March 1913.

See more about the WC & W in Locobase 12736. This Illinois railroad apparently needed some passenger power and bought these two Eight-wheelers from Baldwin. After the WC & W's demise in 1927, its successor Chester & Mount Vernon took over both.

Class 12 (Locobase 6885)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See also the Handbook of Texas online at http://www.tsha.utexas.edu/handbook/online/articles/II/esp4.html (accessed 2 September 2005) for information on the I & GN.

This was among the first locomotives for this Texas railroad, which first saw life in 1873 as the consolidation of the International Railroad Company and the Houston & Great Northern. Through financial panics, a term of ownership by the noted (and notorious) speculator and baron Jay Gould, bankruptcies and the like, the I & GN extended its reach from its original core of the Houston-Palestine and Houston-East Columbia lines.

By 1911, the I & GN had grown to 1,106 miles and served most of the Lone Star State. In 1923, the Missouri Pacific sought to block the Missouri-Kansas-Texas by arranging for the New Orleans, Texas & Mexico to buy the I & GN. A year later, the MP bought the NO, T & M and the merger was completed.

Class 20 (Locobase 10058)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number 941.

Small Eight-wheelers that were among the earliest St L, IM & S engines. G M Best's compilation of Grant locomotives gives us the original builder's number for 20, but cannot help us with any others because of unavoidable gaps in information. See Locobase 10059 for a passenger-engine variant.

Class 2208 (Locobase 6728)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works # 826-827.

Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.

Among the earliest of the MoPac predecessors was the St L, IM & S and these were among its first locomotives. Later on, the MP retained one of them long enough to renumber it twice.

Class 2502 (Locobase 6729)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.

Of the two pages in the book describing this design, the first example was marked "Scrapped 10/24" on the original document. The locomotives came from the heyday of the 4-4-0 and still featured the one steam dome over the firebox and one over the center of the boiler as well as a very straight and tall stack. Rogers delivered the locomotive that would be 2502 in 1880, the other 4 the very next year.

Class 28 (Locobase 10059)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers

In the same year that Grant delivered the mixed-traffic Eight-wheeler shown in 10058, the Paterson, NJ builder supplied similar locomotives with slightly smaller grates and taller drivers as passenger engines.

Class 4 (Locobase 10066)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 267.

Although apparently similar to the Baldwins purchased at the same time (Locobase 10064), this single Rome, NY product had more tubes.

Class 5 (Locobase 10068)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works #619-620 (March 1880), 633-636 (October 1880), 639-642 (February 1881).

These high-boilered Masons had several numbers and at least one name each as follows:

LR, MR & T StL, IM & S MP

5 ZEB WARD 620 8815

6 WILLIAM MASON 621 8816

7 PINE BLUFF 622 8817

8 LITTLE ROCK 623 8818

9 VARNER 624 8819

10 ARKANSAS CITY 625

11 COLLINS 626

12 MONTICELLO 627 8820

625 may have been scrapped before the class came under MP control and 626 went first to the SI & E as its 542 and then to the Rankin Lumber Company in Mars Bluff, South Carolina.

Class 6 (Locobase 10070)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See also Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University, Volume 21, p. 276. Works 14524 later took road number 8848.

Locobase isn't sure these are the engines operated first by the Arkansas Midland. For one thing, the dates shown in Connelly's list are all over the map as are the works numbers 12842 in July 1892, 14524 in November 1895, 16268 in October 1898, 17199 in October 1899.

But 3 of them were later credited to the International Great Northern and renumbered twice before receiving MP road numbers 8826 (works 12832), 8827 (works 16268), and 8828 (works 17199).

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class 6, 2 (Locobase 10064)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 8909-8910, 8912, 8915-8916 (7, 6, 8-10) in November 1887 and 9455 (2) and 9459 (3) in September 1888. The lone New York Locomotive was works number 267 and bore road number 4. It was renumbered 8745 by the Missouri Pacific.

See 10041 for a brief description of this KC-based railway. In this entry you find a class of late-80s Eight-wheelers of typical size and power. It's not clear why the numbering should have disagreed with the year of production. When the KC & NW was absorbed by the Missouri Pacific in 1894, this class went along.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class 698 / E-62 (Locobase 6733)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Compared to the others in the 1924 book, this 4-4-0 class is bigger, but not remarkably more powerful. The first 10 were built by Baldwin in August 1895 (works numbers 14373-14382) with MoPac adding two from its own shops in 1897-1898.

The class was delivered with 62" drivers (tractive effort of 19,190 lb, factor of adhesion 4.17), but sometime later all received 69" wheels that better suited them to light passenger service.

Class 72 / 407 / 8803 (Locobase 10067)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers 1238-1244.

Slightly jumbled septet from Grant in this year. Some had 138 tubes and measured 11 1/2" over the tube sheets while others had 140 tubes that were 3 inches shorter. What Locobase finds most interesting is the small cylinder volume and light weight.

When the St L, IM & S was taken in by the Missouri Pacific, the 5 survivors (ex-72-75 and 79) were renumbered 8803-8807.

Class 8509 (Locobase 6730)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.

Using the same power dimensions as the earlier Rogers engines (see Locobase 6729), the design shown here featured a few more boiler tubes and a larger grate. 3 of the 4 delivered are shown on a page that has an indistinct builder's credit. It may have been Rhode Island as well.

Class 8552 (Locobase 6731)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.

The lower drivers mark this as a mostly freight engine of somewhat smaller dimensions than the other 4-4-0s in the book from the same era.

Class 8566 (Locobase 6732)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.

This is a repeat of the 1882 Rhode Island engine (see Locobase 6730) with the boiler pressed to a higher level.

Class 8631 (Locobase 10054)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase doesn't know if this was a 1-only

Class 8654 (Locobase 10056)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

NB: Reported total heating surface is 127 sq ft less than the calculated tube heating surface.

Class 8710 (Locobase 10061)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This particular boiler area-grate area combination was a common sight on the MP for some reason and various builders produced batches of slightly varying designs to the specifications for well over a decade.

Class 8714 (Locobase 10060)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Lightweight Eight-wheeler for its time, the 8714 served the MP for 33 years before being scrapped in October 1924.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class 8719 (Locobase 10062)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase wonders about the specification for evaporative heating surface shown for this stray Eight-wheeler. By tube count and length and allowing for a typical firebox, the figure should be closer to 1,000 sq ft.

Class 8736 (Locobase 10065)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Similar in size to the Rogers bought in the same year (10060), this home-built had a 30-year+ operating life on the MP.

Class 8821 (Locobase 10069)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

8823 had 162 2" tubes that were 10 ft 8 in long over the tube sheets.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class E - 67 - 17.8 (Locobase 7764)

Data from MP SUBS 7 - 1935 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

A trio of Eight-wheelers was delivered in 1904 as shown in Locobase 12711, but only two were superheated. The boiler modification consisted only of removing 114 small tubes in favor of installing 18 superheater flues and replacing the slide valves with 8" piston valves.

Class E 16/24 52A (Locobase 6886)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Produced later than many other 4-4-0s, these home-builts were quite small and light, probably to serve branch lines. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).

Class E 16/24 56A (Locobase 6785)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This IGN-built locomotive appears to have been copied from the earlier Rogers locomotives. But Locobase notes that with two fewer fire tubes, the IGN somehow gained 87 sq ft of tube area. Hmmmmm ...

Class E 16/24 58A (Locobase 6784)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 6729 profiles some Rogers Eight-wheelers delivered to the IGN in the same year, but these are slightly different in their boiler dimensions. Locobase thinks they represent a different order.

Class E 18/24 68C (Locobase 6887)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Tender capacity is expressed in either tons of coal or barrels of oil, in this case 44 bbl. As Eight-wheelers went in the early 1890s, this mixed-traffic class had relatively big boilers, but grates of about average size supporting quite small fireboxes. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons). Given the small drivers and cylinders, these were never intended for speed, but for regular local service.

Two of the class (105-106) were built along somewhat different lines and delivered in 1890; see Locobase 6888.

Class E 18/24 68C - 180 (Locobase 6888)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Within the set of Eight-wheelers of average power -- Locobase 6887 -- reposed these two supercharged ponies. The boiler pressure was set 30 psi higher, the boiler was slightly smaller, but the grate a little bigger and the firebox significantly larger. It's possible that the others were set at 150 psi because the higher tractive effort of this pair must have left them slippery little devils.

The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).

Class E 18/24 68C - small (Locobase 6889)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 6887-6888 show the others that shared the same class ID, but this pair was clearly a different brand from the others. It seems to have been built to the same template as an earlier home-built (Locobase 6785), but had larger cylinders and more adhesion weight. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).

Class E-63 - 15.0 (Locobase 7769)

Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 25056-25059, 25063, 25107 in February 1905 and 27092, 27095-27096 in December.

These small Eight-wheelers were delivered with equipment supplied to Baldwin from the following suppliers:

Tower couplers

Pyle-National electric headlights

Monitor injectors

Ajax journal bearings

Richardson valve rod packings

Baldwin standard safety valves

Leach sanding devices

Detroit sight-feed lubricators

Safety steam heat equipment

Midvale driving and truck wheel tires

6-8 and 11 were taken into the Missouri Pacific in 1925 as E-63 class 910-913; by that time, the tube count in the boilers had dropped to 174 and evaporative heating surface area measured 1,114 sq ft.. 912 was sold immediately, presumably for scrap.

9 -10 and 12-14 went to the San Benito & Rio Grande Valley in 1921. This gives Locobase the opportunity to describe this little railway, thanks to the the Cameron County Historical Commission's website http://www.cameroncountyhistoricalcommission.org/ValleyHistory.htm, accessed 30 July 2006.

Located in a triangle bounded by the Gulf of Mexico and the country of Mexico, the SB & RGV received its first push from St Louis-San Francisco Railroad-backed interests whose agent was Sam Robertson. Robertson purchased some "junk locomotives and cars" from George Dilley in Palestine in 1910. Also known as the Spider Web or "Sam Robertson's Back Door Railroad", various lines and loops were added until in 1916, the SB & RVG owned 75 miles of track and 2 locomotives. The Frisco entered receivership that year, which pulled the SB & RGV in as well. At that point, the NOT & M bought the SB & RVG and brought its locomotives with it.

The trio of StL, B & M engines in this entry went to the still independently operated railway sometime after 1921, then to the Missouri Pacific in 1925.

Class T E Herrick (Locobase 14328)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 53, pp. 250+. Works number was 41653 in August 1914.

This Millersville, Pa, short line didn't temporize on the passenger power, selecting a relatively high drivered American to pull its modest service.

A year after it was built for the MP, however, Baldwin repossessed the 1 in December 1915. Then the 1 went to Toledo Detroit, which leased the engine to the Detroit, Toledo & Ironton as their 16. The DT&I ran the 16 for about 13 years before selling it in 1928. Only two years later, the 16 became of the first American steam locomotives to leave service to go on display at the Ford Museum in Dearborn, Mich. There the engine reposed for 50 years until it was traded to the Illinois Railway Museum in 1980.