Class 1 (Locobase 2974)

Data from IC 1911 Locomotive Data supplied in May 2005 by Allen Stanley from his extensive collection. Rogers supplied the first 9 in 1898, Brooks then delivered 10-16 in 1898 and 17-29 in August 1899. Rogers then shipped 30-40 in 1899 and 41-46 in June-July 1900. A Brooks batch went into service August 1900 as 47-60. Finally, Baldwin finished off the class with 3 in October-November 1900.

They were rated by the IC at 80,000 miles between general repairs.

Data in the 1899 Brooks Catalogue, which refers specifically to the 1898 batch supplied by that company is slightly different. The firebox heating surface is given as 197 sq ft and overall heating surface shows as 2,401 sq ft. Grate area was 27.2 sq ft. For this batch, there's builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #3038-3044 in September 1898.

Of the class, 11 & 12 were sold for scrap in 1924-1925. For some reason, class leader #10 held out until June 1935.

13-16 had their careers extended when they were sold to the Nacional de Mexico (NdeM) in 1921. The new owner renumbered the class 849-852, respectively.

Class 1 (Locobase 7005)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 11897 in May 1891 and 13666 in August 1893. See http://www.tdf23.info/html/Railroads/StLouisPeoriaAndNorthernRailroad.htm, last accessed 2 May 2009, for the railroad's history.

These Baldwin ten-wheelers differed in driving wheel diameter. 298 had 57" drivers, which lowered the tractive effort slightly to 19,133 lb. The two were otherwise identical.

According to Thomas D French's Railroads of the Illinois Central System Database website, a railroad entrepreneur named William Guy, who had built the St Louis & Eastern coal road, organized the St. Louis, Peoria & Northern Railroad in early 1896 to take over the North & South RR (established 1890), the St Louis & Peoria, his own St L & E, and the Chicago, Peoria & St Louis. All of these railroads had been weakened by the Panic of 1893.

Alas for Guy, his amalgamated system displayed no less tenuous a financial condition. Although East St. Louis and Springfield were soon connected by through service, and the main line had been extended to Peoria in 1898, the system went bankrupt and the Illinois Central acquired the Springfield to East St Louis portion in 1900. (The Sherman to Grove section went to the Chicago & Alton.)

Class 15 / 295 (Locobase 7002)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006.

This locomotive had 2 1/4" tubes, which marked the biggest change from the IC's 1872 Ten-wheeler from the same builder. As a result the boiler had more heating surface even though it was shorter and had the same number of tubes. If this was in fact an old Pennsylvania Railroad Class D, it seems to have been substantially modified.

293 (works number 3244) was scrapped in July 1900, 295 in May 1914.

Class 16 / 294 (Locobase 7001)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006. Works number was 3304 in June 1873.

An older 4-6-0 reported in 1911. It was one of several Baldwins on the I & IS (also known as the Indianapolis Southern), but the only one from 1873. The works number shows that it originally entered service on the Pennsylvania Railroad as their Class D rolling on 56" drivers.

Locobase retains a separate entry on the locomotive because of the differing specs. It was rebuilt as a 48"-drivered Da and sold to the Pittsburgh, Fort Wayne as their #6, and Chicago in 1879. In 1896, the St Louis Indianapolis & Eastern added the engine as #16. Four years and a merger later, the Illinois Central took over the St Louis, Peoria, & Northern and renumbered this locomotive 294. As such, it was finally scrapped in May 1914.

Class 25 (Locobase 10771)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 31, p. 17. Works numbers were 19278 in July 1901and 19499 in September.

Locobase 6964 describes this Mississippi logging line that eventually formed part of the Illinois Central. Baldwin's illustration shows a locomotive clinging to the 19th Century in most of its details and this was a small Ten-wheeler to boot. It's possible that the G & SI substantially made over this pair as their 1922 diagram book shows 8-9 to have had 17" cylinders, more weight on the drivers, and a much longer wheelbase.

According to Connelly's Baldwin list, the two were withdrawn and scrapped in February 1926 and June 1927.

Class 256 (Locobase 6995)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase suspects that these locomotives were part of a class of least 5 engines 256-260). By 1928 (the date of the next newest diagram book supplied by Allen Stanley), both were missing from the book.

Class 263 (Locobase 6996)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. According to the IC list, these were produced in January 1884.

When compared with other Ten-wheelers that entered service on American railroads in the early 1880s, these were middle-of-the-pack engines.

Class 270 (Locobase 6997)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Class 274 (Locobase 6998)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Compared to the 1882 Schenectady Ten-wheelers supplied to the IC (Locobase 6996), these had bigger boilers, more grate area, but less firebox area because the firebox rode over the last two axles. In the next set (Locobase 6999), the IC reverted to the earlier firebox.

Class 281 (Locobase 6999)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This class of Ten-wheelers reverted to the firebox used in the 1882 Schenectady Ten-wheelers supplied to the IC. That firebox served more heating surface in what looks like a more balanced design.

Class 291 (Locobase 7000)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 14023 in May 1894 and 14138 in October 1894.

These Ten-wheelers followed the basic design favored for IC 4-6-0s by retaining a relatively small firebox and low drivers, but increasing still more the amount of heating surface. In fact, they actually possessed similar dimensions to the Eight-wheelers delivered to the OV in 1888 (Locobase 7035).

On 13 July 1897, the Ohio Valley Railroad, which had suffered foreclosure, was sold to the Chicago, St Louis & New Orleans Railroad for $1,050,000. The OVR was immediately leased to the Illinois Central for 99 years. Part of the dowry were these two engines, wheich operated under the IC name for almost 30 more years.

Class 295 (Locobase 7003)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

There's no indication in the 1911 and 1913 books, but this locomotive and the Cooke engines shown in Locobase 7004 may have been acquired through a merger as the IC was already building larger locomotives in series.

Class 299 (Locobase 7004)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 2400-2401.

In the brief hours of the St L, P & N's existence, it procured at least these two locomotives, which were taken into the IC. See Locobase 7005 for the Peoria Short Line's history.

Class 301 (Locobase 7006)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This class of Ten-wheelers was an early series-production design 4-6-0 for the IC. Boring out the cylinder diameter an inch, significantly increasing the driver diameter, and enlarging the boiler and grate somewhat were the principal differences from earlier IC engines from Schenectady. A slight tweak in heating surface dimension and a change of builders followed; see Locobase 7007.

Class 307 (Locobase 7007)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Following the first 6 of this design from Schenectady, the Cooke engines had somewhat smaller grates and one less boiler tube. Otherwise, the design was identical. Clearly, the IC was pleased with the balance of dimensions and power for these passenger locomotives.

Class 334 (Locobase 7008)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 5391 in December 1880 and 6072 and 6075 in March 1882.

The StLA & TH came into being on 24 June 1862 as the combination of the Terre Haute, Alton & Saint Louis (a railroad in receivership that can thus be described as having suffered a reversal of sorts) and the Belleville & Illinoistown Railroads. Its main line ran from East St Louis to Terre Haute (a distance of 189 miles). The IC leased the StLA & TH in 1895 for 999 years.

Building on the 1878 Baldwin design, which introduced 2 1/4" tubes, this class had 1"-larger diameter cylinders and a slightly bigger boiler. Boiler pressure also increased.

All three were taken into the Illinois Central in 1897 and given road numbers 334-336. 335 went to the Saint Louis, Belleville & Southern for a decade in 1901-1911, after which it returned to the IC.

Class 337 (Locobase 7009)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 7978 in June 1886. See Locobase 7008 for a short summary of StLA & TH history.

Coming 4 years after three Baldwin Ten-wheelers (Locobase 7008), this lone addition had the same power dimensions and grate area, but a larger boiler. Once the StLA & TH was taken over by the IC, 17 was renumbered 337, gave well over a decade of additional service, and was scrapped in May 1914.

Class 338 (Locobase 7012)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The larger grate gave better balance to this trio of Ten-wheelers from a future Alco component. The firebox rode over the last axle and had an inclined forward section of grate.

Class 341 (Locobase 7010)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 10667-10669 in February 1890 and 13815, 13820 in October 1893. See Locobase 7008 for a short summary of StLA & TH history.

This quintet of Baldwins had slight differences from the first 3 to the last 2, notably a 1 sq ft increase in grate area. Otherwise, these freight engines were identical.

Class 346 (Locobase 7011)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Cooke's Ten-wheelers for the IC included this quintet, which had the typical firebox for the time and showed the move toward larger cylinders with still larger boilers.

Class 359 (Locobase 7013)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Fitted with relatively small cylinders and pressed only to 125 psi, this was a lightweight, but long-striding Ten-wheeler.

Class 361 (Locobase 7014)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

A run of 10 locomotives was a relatively large Ten-wheeler class on the IC in these days. The engines differed also in adopting the 2 1/4" boiler tubes more often associated with Baldwin products of the time. In the same year, Baldwin's 341 (Locobase 7010) had a smaller grate, more firebox heating surface, a slightly smaller boiler with more tubes (2" diameter).

Class 371 / 2001 /5001 (Locobase 7036)

Data from the IC 1911 Locomotive Data and 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase did not pin down this class as containg Casey Jones's 382 until a web visit let me see Gene Connelly's IC roster at http://www.illinois-central.net/Steam%20Roster/ILLINOIS_CENTRAL-_CONNELLY.xls.

The IC's 382 is best-known as the engine Casey Jones was driving the night he smashed into a freight train and died. The ballad composed by Wallace Saunders was colorful, but if the accident report submitted 10 May 1900 is to be credited, Casey himself "was alone responsible for the accident" because the freight train was suitably protected by torpedoes and a flagman. (see http://www.columbia.edu/`brennan/rails/caseyjones.html)

The Ten-Wheeler that Jones was driving was one of 44 built for the IC during this period. Fitted with Belpaire firebox. Later refitted with piston valves, a superheater, and Baker valve gear.

NB on builder: Pittsburgh supplied the last four in 1901.

Class 5001 (Locobase 14462)

Data from IC 9 - 1928 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection and Gene Connelly's IC roster at http://www.illinois-central.net/Steam%20Roster/ILLINOIS_CENTRAL-_CONNELLY.xls.

Known tangentially as the class that contained Casey Jones's No 382, this class meant much more to the IC as a good set of passenger haulers. At least that's what this extensive makeover of the original Ten-wheeler design shown in Locobase 7036 suggests.

Class 57 (Locobase 11746)

Data from G & SI 1922 supplied in May 2005 by Allen Stanley from his extensive collection and Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 27, p. 145. Works numbers were 24743-24745 in October 1904.

Class 61 (Locobase 12433)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 23, p. 69. Works numbers were 18183, 18206, 18231 in September 1900.

After 20 years in service with the IC, the trio was sold to the Nacional de Mexico in 1921. But problems with payment delayed their actual delivery to 1930. At that point, they were renumbered 894-896. 896 was retired in March 1957 followed by 895 in May 1958 and 894 in July 1960.

Class 64 (Locobase 6979)

Data from IC 1911 Locomotive Data supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 19000 in May 1901.

The big class of Ten-wheelers supplied to the IC at the turn of the century was followed by one locomotive with a bigger boiler and grate. This was to try out the Vanderbilt boiler, introduced on the New York Central only a little time before. Described in Locobase 4104, this stayless design was intended to reduce maintenance costs. Like most digressions from the basic steam-locomotive template, the innovation proved not worth the extra expense.

Like that larger class, this single Baldwin was rated at 80,000 miles between general repairs. 64 was sold in 1921 to the NdeM as their 897.

Class ??? (Locobase 14638)

Data from "Chapman's New Ten-Wheel Freight Locomotives", National Car & Locomotive Builder", Vol XIX, No. 4 (April 1888), p. 62.

Mr T I Chapman was the NN&MV's superintendent of motive power when he designed this freight Ten-wheeler.

NB: The firebox is described as of "the deep variety" and length is given as 72". At the time, a "deep firebox" rested between the frames and probably held a grate that measure about 34 3/8". Taken together, those dimensions yield a very common grate area for the time.

The NN&MV served as the holding company for Collis Huntington's eastern interests. Chartered as the Southern Pacific Railroad Company (Conn) in Connecticut in 1884, the NN&MV leased the Chesapeake Ohio & Southwestern (completed in 1880 from Newport News to Elizabethtown, just south of Louisville) for fifty years in 1886. At the same time, the NN&MV leased the Elizabethtown., Lexington & Big Sandy for 250 years.

After the latter was leased to the Chesapeake & Ohio on 30 November 1891, the NN&MV's main line ran 392 miles (631 km) from Louisville, Ky to Memphis. But in March 1894, Huntington and his fellow creditors requested that the NN&MV be put in receivership. Meanwhile, the Louisville & Nashville and Illinois Central acquired control in the NN&MV and the latter would eventually own the railroad.

Class A3 (Locobase 13173)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 30, p. 286. Works numbers were 30075 in February 1907 and 32030-32031 in October 1907.

The A & V adopted the Ten-wheeler design used by the New Orleans & North Eastern and described in Locobase 12814. In May 1912, the railroad bought the NO & NE's 292 and renumbered it 408.

When the A & V and the NO & NE combined rosters and superheated their locomotives, this trio was merged with 3 of the 4 from the NO & NE. All eventually adopted Illinois Central class IDs and road numbers 51 and 5063-5065.

Class D1 (Locobase 6080)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive collection. Works numbers were 30003 in January 1907, 30075 in February, 32099 in October, and 35954-35955 in January 1911.

The Vicksburg, Shreverport & Pacific follow-ons to the 1905 A3s. Very similar to the previous locomotives after were superheated in 1916-1918 and refitted with Young's valve gear. One difference was the lack of arch tubes in this class.