Class 11 (Locobase 11732)

Data from American Locomotive Company builder's card illustrating order C-659. Works number was 62635 in March 1923. See also Dan Myers, "An 11 Update", Middletown & New Jersey Railway Historical Society, http://www.mnjrhs.org/eleven_update.html, last accessed 27 October 2010 and the Everett Railroad's history at http://www.everettrailroad.com/railfans/11.aspx . Myers reports that Cooke received a large order for locomotives from a Cuban source, but that the whole deal fell through after only three were completed. This trio languished in the yard until Alco could sell them, one by one, to stateside operators. There were slight differences among the three and each, of course, had a different history.

The NG 11 bided its time, but was finally sold to Rhode Island's Narragansett Pier Rairload and served them for 15 years. In 1938, the NGR sold the 11 to the Bath & Hammondport in New York State. Over the next decade, the 11 traveled up and down the Champagne Trail, but never changed direction. She'd pull the cars to Bath in the morning and push them home to Hammondsport in the evening.

After being supplanted by a diesel in 1949, the 11 moved on to the Rail City museum road and operated as an excursion engine until 1972 when the RC closed. In 2006, the 11 was sold to Alan Maples of the Everett Railroad, who stored it at the Western Maryland Scenic Railroad in Ridglely, WVa for restoration "as time and resources permit."

See Locobases 11733-11734 for the Osceola Cypress Lumber #5, and Maryland & Delaware Coast #1.

Class D (Locobase 809)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004) and from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 6851, 6858, 6864, 6868 in July 1883; 6883, 6887-6899, 6901, 6903 in August 1883; and 6909 in September 1883.

Most of these Moguls remained in Northern Pacific service until the 1920s. 584 was sold in June 1912 to the Midland Railway of Manitoba and the 588 went to the Billings & Central Montana (an NP subsidiary) in February 1918.

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 D-1 (Locobase 808)

Works numbers were 5565-5566, 5635, 5637, 5653 and 5659.

Converted relatively quickly (by 1887) to 0-6-0 switchers with 14' 2" wheelbases.

Class D-10 (Locobase 8150)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The "Mike & Ike" (formerly the Brainerd & Northern) was incorporated in 1900 (July 17). It was also known as the Sportsman's Route and ran from Minneapolis to International Falls. It was not actually absorbed by the NP until 1941.

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 D-2 (Locobase 810)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). Works numbers were 9544-9547, 9552, and 9556 in October 1888; 9629-9630, 9632, 9635, 9637-9638, 9641-9642, 9644 in November; 9677-9679, 9682, and 9685-9687 in December.

Most of these small Moguls remained with the NP until their retirements, but a few were sold off the railroad. One of the first was 553, which went off to the Canadian Northern as their #22 in July 1901. After another decade and a number change to #112, the CN retired the engine in June 1912. 552 was sold in 1909 to the Spokane, Portland & Seattle.

562 served two railroads after its NP career. In February 1914, it went to the Nezperce & Idaho with road number 2 for about a year at which point it went to the LN & E (same number).

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 D-3 (Locobase 811)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). Works numbers were:

1889

10178 in August; 10290-10292, 10298-10301 , 10304-10319 in September; 10321-10323, 10325-10347, 10350-10351, 10380, 10394 in October

1890

11362-11364, 11366-11370 in November; 11374 in December

1891

11425, 11913, 11917, 11921-11922 in May; 11926-11927, 11930-11934, 11938-11945, 11947, 11950-11951, 11953-11958, 11961-11966, 11968-11973, 11984 in June.

Locobase notes the long production runs especially in 1889 and 1891, which was a relatively rare occurrence in that period.

Very few of the class ever left the NP during their careers. Some were rebuilt as the D-5 class. Most were scrapped in 1920s.

Canadian Northern bought the 473 in July 1901 and the 450 in July 1909, numbering them 23 and 24. Three of the rebuilt D-5s -- 467, 526, and 543 -- went to the Minnesota & International as 16, 17, and 18. 525 wound up on the Newaukum Valley after its July 1915 purchase; as #1, it apparently was the first on the NV's motive power roster. 468 went to the North Valley & Yakima briefly, but returned when that railroad was merged with the NP.

465 was sold to the Midland Continental in August 1920. The MCR connected the junction with the Soo at Wimbledon, North Dakota with Edgeley, ND with 67.8 miles of line and 75 miles of track. It was opened in 1912. (From 1934 to 1937, Norma Egstrom occasionally ran the Wimbledon depot when her father was incapacitated by drink - she later established a career as singer Peggy Lee.)

Class D-5 (Locobase 807)

Rebuilt as cross-compounds in 1897 R.H. 30 x 24, LH 19 x 24. Specifications refer to that version. 404-409, 430-432 built at Brainerd; 410-418,426-432 at Schenectady. 430-432 rebuilt by Schenectady in 1897 as simple-expansion locomotives with two 18" x 24" cylinders.

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004).

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 D-6 (Locobase 812)

400-401 (works #4842-4843), 402-403 (5432-5433) built in 1899, slightly lighter on the drivers at 111,000 lb, engine weight was 130,100 lb.

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004).

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 D-8 (Locobase 8147)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 14338-14339 in September 1895.

8 was retired in 1926.

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 D-9 - compound (Locobase 8148)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Richmond delivered the 8 engines in this class over a 5-year period in batches of 2 each in 1898 (works #2722-2723), 1899 (2829-2830), 1900 (3122-3123, and 1902. At least one of these two-cylinder cross-compounds was converted to simple expansion in 1905; see Locobase 8149.

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 D-9 - simple (Locobase 8149)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Apart from the unusual choice of a 17" diameter for the cylinders, this was a typical and straightforward alteration of the 2-cylinder compound D-9 design that had arrived on the M & I in 1898 (see Locobase 8148).

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 Josephine / D-7 (Locobase 8146)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 12890 in August 1892 and 12957 in October.

The tender shown is likely from a later era when these Moguls were used as switchers. The B & N later was renamed the Minnesota & International. Connelly's list of all Baldwin locomotives tells us that the Josephine came first, in August 1892 as works #12890. The James B Ransome followed 2 months later (works #12957).

Josephine was sold to Crookston Lumber Company by 1911.