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 8 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.

Class 102 (Locobase 8343)

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

Class 103 (Locobase 8344)

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

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

Class 1220 (Locobase 7442)

Data from 1918 Union Pacific Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 30607, 30626-30632, 30674-30675 in April 1907; 33754-33757, 33770-33773, 33786-33787 in September 1909; 36403-36406, 36456-36461 in April 1911.

Connelly's list shows these as 0-6-0s powered by 19"x 26" cylinders from the start, but the 1918 UP diagram book represents the class as Ten-wheelers with the 19"x 24" cylinders described in the specifications. Four (1221, 1231-1232, 1238) were given 69"drivers, which resulted in a tractive effort of 17,610 lb.

A few were superheated in a modification that replaced 122 small tubes with 21 5 3/8" flues, but most were converted to 0-6-0s beginning in 1915 and renumbered in the 4369-4400 series.

Class 1242 (Locobase 8341)

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

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.

Class 1250 - superheated (Locobase 7444)

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

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.

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 collection.

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.

Class 1360 (Locobase 6604)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection.

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. 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.

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

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 collection.

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.

Class 1400 (Locobase 6593)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0. Works numbers were 584-588 in April 1890.

Class 1405 (Locobase 6594)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0. Works numbers were 2452-2461 in October 1890, 2462 in November.

These were identical to the 1400s shown in Locobase 6593; by the time the UP documented in the referent diagram folio, the driver diameters had been reduced to 51".

As such , the entire class went to work for the Colorado & Southern in 1899 when that reilorad assumed control of the UP, D & G.

Locobase suspects that the 6 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.

Class 148 / T-57 (Locobase 7839)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up05-1915-1962-06.php . 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.

Class 1500 (Locobase 7844)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0. 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.

Class 152 /T-57 (Locobase 7841)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up05-1915-1962-06.php . Works numbers were 2379-2383 in December 1897.

Compared to the earlier OWRR & 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.

Class 1703 / 1250 (Locobase 6599)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection. Additional information from 1899 Brooks catalogue. 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 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.

Class 1800 - 69"" (Locobase 6601)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection. 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

Class 1800 / 1300 (Locobase 6600)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up03-upsys1885-1898-09.php . 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 4 tubes were removed and 30 sq ft of firebox heating surface was subtracted. The new totals were 163.3 sq ft direct heating surface and 1,900.6 sq ft total evaporative heating surface.

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 collection and August Sinclair, 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 6 engines had a 30" stroke; none of the other sources show a 30" variant.

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

Class 1820/1320 simpled (Locobase 9673)

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

These 10 locomotives were part of a slew of Vauclain compounds delivered to the UP at the turn of the 20th Century. 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.

Class 1830/1330 simpled (Locobase 9674)

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

Delivered as part of a large contingent of Vauclain compounds with 15 1/2" HP and 25" LP cylinders, 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.

Class 30 (Locobase 6578)

Data from 1914 ST J & GI locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Rogers works #5350 was noted in this diagram book on this page 7; three more had already been retired or sold by 1914. 3 more Tenwheelers were delivered with cylinders 1" smaller in diameter. See Locobase 6577

Like the other St J & GI locomotives shown, this was a relatively lightweight and small example of its arrangement.

Class 33 (Locobase 6577)

Data from 1914 ST J & GI locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Rogers works #5244, 5246, 5349 were noted in this diagram book on this page -- it turns out that 4 more Tenwheelers were delivered with cylinders 1 inch greater in diameter. See Locobase 6578.

Like the other St J & GI locomotives shown, this was a relatively lightweight and small example of its arrangement.

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.

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 collection. 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 3 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.

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 (works #2461-2468). The last course of boiler was sharply coned upward to the dome, which stood just ahead of the cab. Valve gear appears to have been Walschaert and the large spark-arresting stack signified the locomotives' forested destination.

Class 900 (Locobase 6587)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection. 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 section inserted ahead of the front sheet of the firebox, although very little of the new length consisted of tubes.

Class 919 (Locobase 7441)

Data from 1918 Union Pacific Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0.

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.

Class 922 / 1701 (Locobase 6598)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection.

According to http://utahrails.net/up/steam/up-steam-1885-1915.php

(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.

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 collection.

Brooks and Schenectady delivered Ten-wheelers to the LASL. From the evidence Locobase finds in Drury (1993), 2 came from Brooks (works numbers 3928-3929), 4 more from Schenectady. 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.

Class T-57 (Locobase 7840)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up05-1915-1962-06.php . 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.

Class T-63 (Locobase 7843)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0. 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 OW RR & N in 1889. At that time, the locomotives rolled on 56" drivers; they were later given the 63" drivers shown in the specs.

Class T-63 - 1908s (Locobase 7845)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. 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 high superheat ratio, 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.

Class T-64 - 1730 (Locobase 8345)

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

Originally, the OWRRN took delivery of 6 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.

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"-diameter piston valves, but larger tenders.

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

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 alluded to Harriman designs in many respects.

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

Class T2 / 1572 (Locobase 8342)

Data from UP 11 - 1946 Locomotives & Tenders diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 33686-33692 in August 1909 and 36190-36194 in March 1911.

Not very long after these Ten-wheelers were delivered in 1909 (1572-1578) and 1911 (1579-1580), the OSL installed superheaters.

Retirements began in December 1933 with the 1572, 1574, 1576, 1581-1582. The other pre-World War II retirement was 1583 in April 1940. The others were retired in 1947-1951..