American Locomotives - A Pictorial Record of Steam Power 1900-1950

A PICTORIAL RECORD OF STEAM POWER
1900-1950
By EDWIN P. ALEXANDER
L Author of IRON HORSES, etc.
^^êr^
AMERICAN
LOCOMOTIVES
A PICTORIAL RECORD OF
STEAM POWER, I900-I950
Here is the pictorial history of Amer-

ican RAILROAD motive POWER AS IT DE-
VELOPED FROM 1900 a continuation of
thie story begun with Iron Horses. From
the first Atlantic and Prairie types, fifty
years of progress are shown by well over
100 full-page plates, together with dia-
grams and descriptions. The locomotive
illustrations have been carefully chosen to
show milestones in improved designs and
for photogenic interest. Every major rail-
road is represented.
Pictured are the engines of the early
years of the century, the first Mallets, the
"firsts" of many new designs, up through

the decades to the 500-ton monsters which
are gradually being supplanted by Diesels.
Considering today's trends in motive

power, this might well be the swan song
of the steam locomotive as most people
know it. Here the outstanding represen-
tatives in locomotive development over
the past half-century arc gathered to-
gether in one volume a nmst for anyone
interested in railroads.
Illustrated ivith over 125 plates

AMERICAN LOCOMOTIVES
A Pictorial Record of Steam Power
1900-1950
Books hy Edxvin P. Alexander: model railroads ^ iron
HORSES: AMERICAN LOCOMOTIVES 1829-1900 ^ AMERICAN

LOCOMOTIVES: A Pictorial Record of Steam Power 1900-1950 ^ THE
PENNSYLVANIA RAILROAD: A Pictorial History
ifl
IMEI
Locomoties
A PICTORIAL RECORD OF STEAM POWER, 1900-1950
BY EDWIN P. ALEXANDER
BONANZA BOOKS New York
L
Copyright 1950 by Edwin P. Alexander
This edition published by Bonanza Books, a

division of Crown by arrange-
PubHsh'ers, Inc.,
ment with W. W. Norton & Company, Inc.
(C)
Design and Typography

by Jos. Traiitixjein
PREFACE
^ ^HERE IS, OF COURSE, NO ACTUAL DIVIDING LINE BE-
tween the locomotives of the nineteenth and twentieth cen-
turies. The development of the steam locomotive was spurred
continually by the ever-increasing demand for more efficient
power and speed as rolling equipment became heavier and more

capacious. Todav% as fifty years ago, designing and engineering work still
goes on with its thoughts on the future, although other types of power
are supplanting the conventional steam engine. Today, few railroads are
without some diesel electric power and a number have already converted
completely to it. Thus this summary of some representative motive power
in the first half of the twentieth century may possibly be an epitaph of the
steam locomotive we have been familiar with.
This book is really a continuation of the locomotive story begun
with Iron Horses carrying on where the former left off. Of course, the
motive power pictured and described is only a minute portion of the tens
of thousands of steel steeds which have kept the country's railroads ahead
in efficiency, speed, and service. The locomotives illustrated have been
chosen for their being either milestones in design, particularly representa-
tive of their railroad, or pictorially outstanding. Nearly every major sys-
tem is represented, although in a few instances it was impossible to obtain
certain information which would permit other engines to be shown. It
should be understood, too, that this book, like its predecessor, is not in-
tended to be technical, although it does include more mechanical data than
the former and in most cases diagrams of the locomotives illustrated.
My sincere thanks are due the many railroad officers and those con-
nected with locomotive building who have contributed to the contents
in some form or other so many, in fact, that to mention them here is im-
possible due to space limitations. I shall hope in appreciation that the mo-
tive power illustrated will sufficiently represent them or their railroads.
Edwin P. Alexander
THE LEGS
THE BACKBONE
THE LUNGS
THE STOMACH
Anatoviy of the locomotive 190;

^ f ^^HE STEAiM ERA IX RAILROADING IS PASSING - SLOWLY BUT
subtly and surely another tractive force is displacing the thun-
dering steel steeds with their smoke and steam and chime whis-
tles. This new power the diesel electric locomotive with its
throbbing efficiency, streamlining, and air horn has yet to

create a similar tradition and capture the imagination as the steam engines
did with their vibrant "ahve" feeling. Of course, nostalgia fathers such
thoughts; we hate to see familiar things disappear, but the cHche "Progress
cannot be denied" is appropriate.
Steam locomotive partisans may take some consolation in the fact
that it will probablv be a generation at least before the last of these engines
comes to the end of its track. In parts of the country, some railroads will
continue to build their own steam locomotives for some years to come,
but except for a national emergency, the last commercially built machine
of this type for domestic use has now been delivered.
This threshold of the diesel age in railroading is, then, a particularly
opportune time to look over the last fifty years of development of the
steel steeds which have been the backbone of America's transportation
system. Each of those illustrated and briefly described is fairly representa-
tive of its year and demonstrative of continual progress in research and

design.
v*S
The first 'North Coast Limited' on the Northern Pacific in 1900 hauled by a
Class 5 4-6-0.
AMERICAIV LOCOMOTIVES
At the beginning of the twentieth century a great resurgence of
industrial prosperity brought a heavy demand for railroad freight trans-
portation. A trend had already developed toward larger capacity cars,
bringing its corollary of increasing train tonnage requiring better road-
beds, heavier rails, stronger bridges, and more powerful locomotives. Re-
flecting the changes and new requirements in railroad practice, locomotive
design kept pace with such progress, often, in fact, anticipating other im-
provements.
In the early years of the century, most locomotive development was
concentrated upon bigger and heavier machines with increased horse-
power to handle growing train weights. Some thought, however, was
given to improving efficiency, as is evidenced by the several types of com-
pounds. Generally, the accent and concentration on efficiency was to
come latc.r as mere size began to reach definite Hmitations. Larger boilers
brought different wheel arrangements; the invention of stokers for the
larger fireboxes, superheaters, and the use of oil for fuel in districts where
it became plentiful wxre natural results of necessity and circumstances.
In order to obtain greater steaming capacity which, of course, would
be reflected in more power, the first step was to design a wider firebox ex-
tending over the frames and located behind the driving wheels. This in-
evitably led to the use of trailing wheels in order to support such a firebox
and thus the Atlantic type (4-4-2) evolved from the American type
The 'Prosperity Special' heading ivest through the Philadelphia suburbs on the
Pennsylvania's Main Line.
INTRODUCTIOI
(4-4-0). In logical sequence, the Prairie type (2-6-2) came from the
Mogul, the Mikado (2-8-2) from the Consolidation, the Pacific (4-6-2)
from the ten-wheeler, and the Santa Fe (2-10-2) resulted by applying
the two-wheeled trailing truck to the Decapod. In the middle 1920's the
four-wheeled trailer, usually but not always carrying a booster, was simi-
larly designed to carry the still much larger fireboxes and stokers, thus
creating the Berkshire, Texas, Hudson, and Northern types. Meanwhile

the four-wheeled lead truck continued to be standard for passenger en-
gines and the two-wheeled type remained standard for freight power
except where Mountain or Northern types were designed for such service.
As the larger boilers and over-all \\eight increased in locomotives,
additional pairs of driving wheels were added both for more traction and
to better carry and distribute the load on the rails. This load per driving
The Chicago d? North Western's '400' leaving Chicago in the late 19305.
axle has continued to grow with the roadbed and rails necessarily keeping
pace in order to carry it. Weights per driving axle were about 43,000
pounds in 1905 while today some steam locomotives have an axle load of
nearly 80,000 pounds. With this, horsepower per axle has increased from
300 to 400 in the early 1900's to over 1,500, or for an average locomotive
well over 350 per cent. Meanwhile the percentage of weight on the driving
wheels has decreased from about 75 per cent to around 5 5 per cent. Average
tractive pow cr has increased 75 per cent.
Many factors contributed largely to improving steam motive power.
Outside valve gear such as Walschaerts was first used in 1904 and 1905;
other types later applied included Baker, Young, Joy, and Southern. Two
most important contributions were the automatic stoker and the super-
heater, which began to be installed about 1910. Still later came fcedwater
heaters, boosters, mechanical lubricators, siphons, roller bearings, and

many other improvements, all developed to help make the modern steam
locomotive the efficient and complex machine it is.
Another important part of the story concerns methods and mate-

rials. Improvements in these fields grew with the innovations of locomotive
types and appliances, with considerable emphasis on strength in view of

increasing w eight. Frames, for instance, formerly forged are now largely
steel castings, and in the most modern types of engines they are cast in-
tegral with cross members and cylinders, forming what is called a "locomo-
tive bed." New types of driving wheel centers have replaced the former
spoked wheels. Various leading, trailing, and tender trucks are cast in-
tegral rather than being assembled of separate frames and bolsters. Nickel
steel is now widely used in boilers, and other alloys are found in other
component locomotive parts. Aluminum is sometimes used for cabs and

runboards to decrease weight. Welding is done instead of riveting wher-
ever practicable and also plays a very important part in repairs and main-
tenance. Of course, these developments mentioned give only the barest
outline of w^hat research and design have accomplished in locomotive
building and maintenance over the past five decades.
In the early 1900's several types of compound locomotives were
numbers. Some of these were the Vauclain (4 cylin-
built in fairly large
der). Cole (4 cylinder), Baldwin cross compound (2 cyhnder), Schenec-

tady cross compound (2 cylinder), tandem compound (4 cylinder), bal-
anced compound (4 cylinder), and the three-cylinder compound. The
object was to effect economy in fuel, but, while the principle still is sound,
it never gained too much popularity in rigid frame locomotives, most
applications being represented by the Mallets. Of all the railroads operat-
ing compounds, the Santa Fe had perhaps the most, a total of 956 various
types being listed in their roster.
The principle of articulation in locomotives is not new; it was first
used in the "South Carolina" built in 1832 for the Charleston & Hamburg
10
No. 2I02, a strea7?ilined Pacific ivhich in 1939 hauled the ']okii Wilkes^ on the
Lehigh Valley.
Railroad. Another engine of this type was the "Faidie" of 1 864, and in
1876 Anatole Mallet used articulation for his compound. The first com-
bination of these two ideas to be built in this country was the Baltimore &
Ohio's Mallet of 1904 (page 41 ). In this locomotive as in most succeed-
ing ones, a number of Santa Fe articulateds being notable exceptions, the
rear main frames are rigid with the boiler and the forward frames con-
nected to these bv a pivot joint can swivel from this point and support
the front part of the boiler on sliding bearings. Thus an engine will have
two short rigid w heelbases with considerable tractive power, less slippage
possibility, and better load distribution on the rails. When compounded,
steam through the high-pressure cylinders drives the rear set of driving
wheels and the exhausted steam from these enters the larger low-pressure
cylinders to drive the forward set. When not compounded all four cylin-
ders are generally the same size, almost all articulateds today being of this
"single expansion" tv^pe. While some are used in passenger service, most
are designed for handling the heaviest freight traffic.
II
AMERICA!V L O C OMOTIVES
Tenders, too, have necessarily kept pace with the growth of locomo-
tives. In the 1900's their water capacity averaged about 5,000 gallons but
the latest types can carry up to 26,000 gallons. In fuel space they have
grown from about a lo-ton capacity to the 46-ton capacity size. In con-
struction they are considerably different from the early types, which were
little more than rectangular tanks with extra water capacity either side of
the coal space. Improvements began with a "water bottom" under the
entire coal space and, more recently, welding the tank sheets instead of
riveting has overcome the leakage problem. Cast steel underframes have
developed into combined frame and water bottoms. The latest large-
capacity tenders have cast tender beds which have pedestals cast integrally
for carrying four to six pairs of wheels, a truck being used at the forward
end. The trend to these large tenders came as the result of longer locomo-
tive runs; delays formerly caused by coal and water stops are thus largely
avoided and high speed schedules can be better maintained.
Through the first half of the twentieth century locomotive building,
like other industries, has been affected by wars and depressions. The ac-
The Lehigh Valley's 'Black Diamond' at Ox Boiv curve in 1940.
12
b
A Baltimore & Ohio Class EM-i articulated crossing the summit of the Alleghenies
li'ith a coal drag.
companding table indicates the decrease in production through the reces-

sions of 1907, 192 1, and the early 1930's. Both World Wars brought
greater construction of motive power as the need for expedited freight
and military equipment movements required. World War I, too, brought
a number of standard designs for locomotives as planned by the United
States Railroad Administration.
LOCOMOTIVES ORDERED and BUILT SINCE 1900
YEAR ORDERED
STEAM DIESEL ELECTRIC BUILT
1900 2648
1905 4896
1906 6232
1907 6564
1908 1886
1909 2596
1910 4441
191 I
3143
1912 4403
1913 4561
I914 1962
1915 1612 1250
13
YEAR ORDERED
STEAM DIESEL ELECTRIC BUILT
lOl^ 2910 2708
I917 2704 2585
1918 2593 - 3668
I919 214 2162
1920 1998 2022
I92I 239 I185
1922 2600 1303
1923 1944 3505
1924 I413 181O
1925 1055 994
1926 I3OI 1585
1927 734 1009
1928 603 636
1929 1230 926
1930 382 18 21 972
I93I 62 2 I 91 181
1932 7
102
5
1933 17 25 57
1934 72 37 76 91
1935 30 60 7 184
1936 435 77 24 157
1937 173 145 36 526
1938 36 160 29 272
1939 119 249 32 338
1940 207 492 13 435

1941 293 937 38 1047
1942 363 894 12 936

635 1012
1943 413
680 1171
1944 74 3
148 691 6 935

1945
856 8 690
1946 55
2149 I
*
1947 79
1948 2661 2 *
54
1949 13 1785 10 *
(These figures courtesy Railway Age and Railway Mechanical Engineer.)

Up to 1930, figures include Canadian locomotives. Discrepancies between
numbers ordered and built may be accounted for by railroad shop-built equip-
vient not included in orders. Engines ordered not necessarily completed in same
year.
H
The 6318, a Texas type, ivith a heavy coal train on the Burlingto?!
An interesting sidelight of the 192 1 depression was the "Prosperity

Special." In the fall of that year, the Southern Pacific ordered fifty Santa
Fe-type locomotives from Baldwin's, which were completed the following
spring. To help improve business by means of a tangible demonstration,
Mr. Samuel Vauclain, then President of the Baldwin Works, had twenty
of these engines shipped across the continent as a single train. Leaving
Eddystone on Alay 26, 1922, this special traveled over the Pennsylvania
to East St. Louis, then by the St. Louis-Southwestern to Corsicana, Texas,
from where the Southern Pacific took it to Los Angeles. It arrived on
July covering 3,743 miles. The "Prosperity Special" was widely
4, after
publicized and seen by many thousands on its cross-country trip.

To replace the 41,000 or so steam locomotives now in existence will
be a lengthy and costly procedure so, despite the fact that they are no
longer being built commercially, they will be seen on our railroads for
many years to come. Some new ones by the roads serving the
will be built
major coal fields. Experiments are continuing with gas turbine power
using pulveri/xd coal, but conclusive results are not yet available. Electric
power and traction might be expanded such locomotives by actual com-
parative tests are ahead of steam and diesel engines on most counts al-
15
1 1 T R O D U T I O IV
though increased use of this type of power is not particularly indicated
at present. Thus the diesel appears to have a fairly clear field in all three
types of service passenger, freight, and switching. As this book's purpose
is more illustrative and historical, no prediction as to future motive power
will be attempted. Something, however, will be missing from the Ameri-
can landscape, and the book's real purpose is to pay tribute to a few of the
Steel Steeds which were once an important part of the scene.
No. 700 Wabash
16
CONTENTS
PAGE
PREFACE 5
INTRODUCTION 7
LIST OF ILLUSTRATIONS
Chicago & North Western Railway New York, New Haven & Hartford
No. 1015 4-4-2 23 Railroad No. 1009 4-6-2 6i
Erie Railroad No. 521 4-4-2 25 Chicago, Rock Island <& Pacific
Plant System No. iio 4-6-0 27 Railroad No. 1799 2-8-0 63
St. Louis, Iron Mountain & Sonthern
Erie Railroad No. 2602 0-8-8-0 65
Railivay No. 1805 4-8-0 29
Neiv York Central & Hudson River Great Northern Railway
Railroad No. 2980 4-4-2
No. 1800 2-6-6-2 67
31
St. Lonis, Iron Mountain & Southern
Reading Company
Railway No. 1626 4-6-2 No. 303 4-4-2 69
33
Chesapeake & Ohio Railway Western Pacific Railroad
No. 147 4-6-2 No. 94 4-6-0 71

35
Lake Shore & Michigan Southern Southern Pacific Railroad
No. 695 2-6-2 No. 4000 2-8-8-2 73
37
Atchison, Topeka & Santa Fe Atchison, Topeka & Santa Fe
Railway No. 917 2-10-2 Railway No. 1301 4-4-6-2 75

39
Philadelphia & Reading Pennsylvania Railroad
No. 383 2-6-4 T No. 5075 4-4-2 77

41
Baltimore & Ohio Railroad Atchison, Topeka (^ Santa Fe
No. 2400 0-6-6-0 Railway No. 1493 4-4-2 79

43
Pennsylvania Railroad Southern Pacific Railroad
No. 1223 4-4-0
No. 4102 4-8-8-2 81
45
Northern Pacific Railway Atchison, Topeka & Santa Fe
No. 1529 2-8-2 Railway No. 3322 2-6-6-2 83
47
Atlantic Coast Line Railroad Seaboard Air Line Railroad
No. 1 39 0-6-0 49 No. 89 4-6-2 85
Nashville, Chattanooga & St. Louis Chesapeake & Ohio Railway
Railway No. 280 4-6-0 51 No. 318 4-8-2 87
Pennsylvania Railroad Atchison, Topeka <ir Santa Fe
No. I 2-8-0 53 Railway No. 3000 2- 10-10- 89
Northern Pacific Railway New York Central Railroad
No. 2450 2-6-2 55 No. 3406 4-6-2 91
Chicago, Burlington & Quincy Chicago, Rock Island <b- Pacific
Railroad No. 2828 4-6-2 57 Railroad No. 2536 2-8-2 93
Northern Pacific Railway Chicago, Rock Island & Pacific
No. 328 4-6-0 59 Railroad No. 961 4-6-2 95
17
1
Delaivare, Lackairanna & Western Texas & Pacific Railivay

Railroad No. 1156 4-6-2 97 No. 600 2-10-4 141
Pennsylvania Railroad Canadian National Railways
No. 1737 4-6-2 99 No. 6038 4-8-2 143
Erie Railroad No. 5014 Chesapeake & Ohio Railway
2-8-8-8-2 01 No. 1572 2-8-8-2 HS
St. Louis, Southirestern Railway Union Pacific Railroad
No. 412 2-6-0 03 No. 9085 4-12-2 147
Reading Company Baldwin Locomotive Works
No. 1 10 4-4-4 05 No. 60,000 4-10-2 149
Minneapolis & St. Louis Railivay New York Central Railroad
No. 615 2-8-2 07 No. 5297 4-6-4 151
Reading Company Richmond, Fredericksburg &
No. 1817 2-8-8-2 09 Potomac Railroad
Chesapeake & Ohio Railivay No. 325 4-6-2 153
No. 137 4-8-2 1 Illinois Central Railroad
Chicago & Eastern Illi?iois Railroad No. 3540 0-8-0 155
No. 1925 2-8-2 13 Denver & Rio Grande Western
Pennsylvania Railroad Railroad No. 3603 2-8-8-2 157
No. 7246 2-10-2 15 Chicago, Burlingt07i eb- Quincy
Louisville & Nashville Railroad Railroad No. 6318 2-10-4 159
No. 1462 2-8-2 17 Boston & Albany Railroad
Pennsylvania Railroad No. 400 4-6-6 T 161
No. 3700 2-8-8-0 19 Texas & Pacific Railway
Illifiois Central Railroad No. 909 4-8-2 163
No. 2814 2-10-2 21 Baltimore & Ohio Railroad
Atchison, Topeka & Santa Fe No. 5320 4-6-2 165
Railivay No. 4000 2-8-2 23 Minneapolis, St. Paid d?- Saulte Ste.
Louisville & Nashville Railroad Marie Railroad No. 4018
No. 255 4-6-2 25 4-8-2 167
Pennsylvania Railroad Great Northern Railway
No. 6813 4-8-2 27 No. 2552 4-8-4 169
Missouri Pacific Railroad Southern Railway
No. 1430 2-8-2 29 No. 1407 4-6-2 171
Illinois Central Railroad Delaware & Hudson Railroad
No. 1986 2-8-2 31 No. 652 4-6-2 173
Northern Pacific Railivay Chicago, Indianapolis & Louisville
No. 1844 2-8-2 33
Railway No. 573 2-8-2 175
Lehigh Valley Railroad Southern Railway
No. 2092 4-6-2 35
No. 4052 2-8-8-2 77
Maine Central Railroad Timken Roller Bearing Company
No. 469 4-6-2 37 No. 4-8-4
1 1 1 1
179
Lima Locomotive Works Chicago, Milwaukee, St. Paul
No. 2-8-4
I
39 & Pacific Railroad No. 6402 181
18
5
Northern Pacific Railivay Chesapeake & Ohio Railiiay

No. 5002 2-8-8-4 183 No. 1625 2-6-6-6 225
Wester 71 Pacific Railroad Pennsylvania Railroad
No. 254 2-8-8-2 185 No. 6474 2-10-4 227
Wabash Railroad St. Louis, Southviestem Railivay
No. 2921 4-8-4 187 No. 815 4-8-4 229
Lehigh Valley Railroad Louisville & Nashville Railroad
No. 5103 4-8-4 189 No. i960 2-8-4 231
Pittsburgh & M'est Virginia Northern Pacific Railv:ay
Rail\iay No. iioi 2-6-6-4 191 No. 5139 4-6-6-4 233
Chicago, Mil\i'atikee, St. Paul & Central of Georgia Railii'ay
Pacific Railroad No. 3 4-4-2 193 No. 455 4-8-4 "235
Union Railroad No. 303 0-10-2 195 Pennsylvania Railroad
Norfolk & Western Railivay No. 6200 6-8-6 237
No. 2 12 2-6-6-4
1 197 Pennsylvania Railroad
Neil' York, Xezi- Haven & Hartford No. 6184 4-4-6-4 239
Railroad No. 1400 4-6-4 199 Baltimore & Ohio Railroad
Baltimore & Ohio Railroad No. 7600 2-8-8-4 241
No. 5600 4-8-4 201 Western .Maryland Railv:ay
Kansas City Southern Lines No. 6 4-4-4 Shav-geared 243
No. 900 2-10-4 203 Reading Company
Southern Pacific Railroad No. 2100 4-8-4 245
No. 4439 4-8-4 205 Pennsylvania Railroad
Rjchviond, Fredericksburg & No. 5505 4-4-4-4 247
Potomac Railroad Nevi' York Central Railroad
No. 553 4-8-4 207 No. 6001 4-8-4 249
Denver & Rio Grande Western Chesapeake & Ohio Railii'ay
Railroad No. 1801 4-8-4 209 No. 500 4-8-8-4 Turbo-Electric 251
Canadian Pacific Railway Norfolk & Western Railnay
No. 2850 4-6-4 211 No. 2156 2-8-8-2 253
Mimieapolis , St. Paul & Saulte Neil- York, Chicago & St. Louis
Ste. .Marie Railroad Railroad No. 776 2-8-4 -55
No. 5000 4-8-4 213
Pennsylvania Railroad
No. 6 1 00 6-4-4-6 2
1
Atchison, Topeka & Santa Fe

Railiiay No. 5004 2-10-4 ^'7
Detroit, Toledo & Ironton
Railroad No. 704 2-8-4 -'9
Union Pacific Railroad
No. 4000 4-8-8-4 221
Norfolk & Western Railviay
No. 600 4-8-4 223
19
First, the shrill ivhistle, theii the distant roar.
The ascending cloud of steavi, the gleaming brass,
The mighty moiling arm; and on amain

The mass comes thundering, like an avalanche o'er.
The quaking earth; a thousand faces pass

A moment, and are gone, like ivhirlivind sprites.
Scarce seen; so rmich the roaring speed benights
All sense and recognition for a -^'hile;
A little space, a minute, and a mile.

Then look again, hoîv siviftly it journeys on;
Aii'ay, a^ci'ay, along the horizon
Like drifted cloud, to its determined place;

Poner, speed, and distance, melting into space.
(from an unidentified verse

of over one hundred years asô)
1900
Chicago i^ North Western Railway no. 1015 4-4-2
The Atlantic type was so named for its first being built for the Atlantic
Coast Line in 1895. This representative Schenectadv-built engine at the
turn of the century is an almost classic example of simplicity and cleanness

in design. It saw service hauling such trains as the Overland Limited.
Builder American Locomotive tons

Fuel 8
^^- Water 5,200 gal.
Cylinders 10'' x 16" jî^ Drivers "î"

Weight, light 202S00 lb.
Tractive Effort 22,100 lb.
Steam Pressure 200 lb. -^j^ Class D
22
1 . 1
1900
Erie Railroad no. 521 4-4-2
Originally a Vauclain compound, this Atlantic was rebuilt into a simple
type by 1905. When first delivered this class was used in through-line
passenger service although not over more than one division. The three
photos show the evolution of this type from compound through 1905
rebuilding to latest appearance in 1 92 1
Builder Baldwin Locomotive Fuel 12 tons
^^^^^ Water 6,000 gal.
Cylinders-ir x 26" j^-^ Drhers-76"

Weight, light 72,970 lb.
Steam Pressure 200 lb.

^_^_ Class Ei
24
W-^
1
1900
Plant System no. no 4-6-0
No. no serves to illustrate her somewhat more famous sister, the in,
which set an unofficial speed record of 120 miles per hour in 1901. In
March of that year, the Plant System and the Seaboard bid on a new con-
tract for faster mail between Washington and the West Indies. Eight cars
of mail from Washington were divided between the two roads at Savan-
nah, and the first to get its four into Jacksonville was to get the contract.
The Plant System ran the four cars as a special, starting with engine
No. 107 which reached Fleming where it was delayed with a hot driving
box. Here the 1 took over, leaving an hour late. From Jesup to Jackson-
1 1
ville via Way cross 1 5.9

miles1
the trip was made in 90 minutes or at 77.3
miles per hour, while between Screven and Satilla the time was 2 minutes
and 30 seconds or at a speed of 1 20 miles per hour.
The Plant System was acquired by the Atlantic Coast Line in 1902
and the 1 1 1 was renumbered 210. It was dismantled in 1942.
Builder Rhode Island Locomo- Fuel 9^4 tons
tive Works (Alco) Water s,ooo gal.

S''
Cylinders ig'' x 2
Tractive Ejfort-i i ,240 lb.
Weight, total 52 ,900 lb.

j^j^ Class Kg
Steam Pressure 1 80 lb.
26
1901
St. Louis^ Iron Mountain ^

Southern Railway no. 1805 4-8-0
Built at the Brooks Works at Dunkirk, New York, and designed for
freight service, the engines of this class were used over the Mineral Point
and Gads Hill grades between De Soto and Piedmont, iMissouri. This
wheel arrangement never attained very much popularity, Consohdations
(2-8-0) being much more generally used in freight traffic.
Builder American Locomotive Fuel 9 coal burners
Co. 6 oil burners
Cylinders 2
1
" x 3 2
"
Dia. Drivers 55
"
215,150
Weight, engine lb. Tractive Effort 41,440 lb.
Steam Pressure 1901b. Eng. Nos. 1803 to 1817
28
2 2
1902
New York Central &

Hudson River Railroad no. 298o 4-4-2
This locomotive is representative of the first Atlantics used on the New-

York Central System. It vâs found so satisfactory in design that no im-
portant changes were necessary for five years, during which time a large
number were built for the Central. They were used in fast passenger
service.
Builder American Locomotive lotons

Fuel
^^- Water coo 5, gal.
Cylinders 1
" x
6" 9''
2
dj^. Drivers y
Weight, total 86,500 lb.
Tractive Effort 2^,^00 lb.

R.R. Class 1 1 o
30
1902
St Louis^ Iron Mountain i^

Southern Railway no. i626 4-6-2
The first Pacifies used in this country were these locomotives; in fact,
according to most sources, the type was named for their having been built
for the Missouri Pacific, although the Baldwin-built machines exported
earlier are also credited for naming this wheel arrangement. The St. L.,
I.M. & S., which was incorporated into the Mo. Pac, used them in pas-
senger service and some were oil burners. Their original numbers were
6501 to 6516.
Builder American Locomotive lotons

Fuel
6"
Cylinders 1 o" x 2
jî^ Drivers 69''
Weight, engine 193,000 lb.
Tractive Effort 26,83$ lb.
32
a.
T
K.
& 9-
-f-l
ai ^
3:
'
o
O
-^
1902
Chesapeake i^ Ohio Railway no. 147 4-6-2
This was the second Pacific type built for domestic use, also being turned
out by the Schenectady Works. It was rebuilt later with Walschaerts
valve gear, stoker, and larger tender, and was renumbered 430.
Builder American Locomotive

Fuel 9 tons
^*^*
Water 6,000 gal.
Cylinders 11" x iW jî^. Drivers ji"

Weight, light 309,000 lb.
Tractive E^m 32,000 lb.

jij^ qi^^^ p j ^
34
1903
Lake Shore i^ Michigan Southern no. 695 2-6-2
The Prairie type was the logical development from the 2-6-0 or Mogul
as a result of larger boiler capacity and greater tractive power require-
ments. It was not, however, built in as large numbers as Atlantics, which
were developed simultaneously, these proving better at high speed with
their four-wheel leading trucks. The engine illustrated is an example of
Prairies at the peak of their design. In fact, if the term "graceful" can be
applied to a locomotive, this machine particularly deserves it. The 695 was
used in fast passenger service and the small lettering on the cab panel ad-
vertised the "Universal Exposition, Saint Louis 1904."

Fuel 13

8"
Cylinders 10V2" x 2
Weight, 320,000
total lb.
3<S
1903
Atchison^ Topeka i^ Santa Fe Railway no. 917 2-10-2
These were the first engines of their wheel arrangement and so gave the
name to the type Santa Fe. They were tandem compounds which had a
pair of high-pressure cyUnders placed ahead of the low-pressure cylinders
located in the usual position. A common piston rod passed through both
and the resulting thrust was quite even to the drivers. Thirty-four of this
type were delivered to the road in 1903 and fifty-two more the following
year, all being used in freight service. Later they were rebuilt as simple
engines with zS^x 32'' cylinders with 200-pound steam pressure and a
rated tractive effort of 74,800 pounds.
Builder Baldwin Locomotive Fuel Nos. 900-939 coal
Works burners; others, oil
Cylinders 19'' and 32'' x 32'' Dia. Drivers 57"

Weight, 40
light 2 87,2 lb. Tractive Effort6 2 , 8 00 lb.
Steam Pressure 225 lb. R.R. 900

Class
38
.
1903
Philadelphia ijr Reading no. 383 2-6.4 t

Ten of these engines known as double-end tank locomotives were used
in suburban service in Philadelphia between Reading Terminal and Chest-
nut Hill. The short runs and impossibility of turning tender engines at the
suburban terminus were responsible for the design, and this type was used
until electrification of this area in 193 1
Builder Baldwin Locomotive Dia. Drivers 61V2"

ô^^s Tractive Effort i6,S'\o lb.
Cylinders 20" x 24" j^j^ ClassQih

Weight 201,700 lb.
40
^
1904
Baltimore ij Ohio Railroad no. 2400 o-e-eo
This was the first Mallet type to be built in the United States, although
its forerunner named for its designer appeared in France in 1 875. Designed
by James E. Muhlfeld of the B. & O. and Carl J. Mellin of the American
Locomotive Co., it was completed in time to be exhibited at the St. Louis
Exhibition from which it went into service handling freight over the road's
heavy western Pennsylvania grades. Not only did itmore than exceed
expectations in every respect, thus vindicating a number of new features
in design, but "Old Maud" inaugurated a trend to such power.

uel 15
2''
Cylinders 10" and 3
2''
x 3 j^^^ Drivers '^d"
Tractive Effort ji.soo lb.
Steam Pressure 2 3 5 lb.

j^^j^^ Class DD i
42
iL^ ~
,i
i-
'
t.
WmW h ^
Hti 1 \ if
IS
mm P^'%
"
i:ilik5 ,
1 "
K,
'U^^^t^^l ^
jkPI BtiiH^"
IP 1^
'jr
1905
Pennsylvania Railroad NO. 1223 4-4-0
The Di6 Class of the P.R.R. represents the acme of American-type de-
velopment on the System and the last of their kind. The class includes a
number of variations from Di6 through a,b,c,d, to Di6sb, the 1223 ex-
emplifying the ultimate in design. Before the advent of the Atlantics, these
4-4-o's pulled the new Pennsylvania Special in 1902 on a twenty-hour
schedule between New York and Chicago making an excellent on-time
record. The 1223 is being preserved, although some of the more modern
fittings have altered its original appearance slightly.
BuilderJuniata Shops Fuel 1

3 tons, 5,600 gal.
2o!4" x 26"
Cylijiders Dia. Drivers 6S"
Weight, 141,000
engi?2e lb. Tractive Effort 23,902 lb.
Steam Pressure 175 lb. R.R.ClassDi6sh
65-6iS3f-
44
W
1905
Northern Pacific Railway NO. 1529 2-8-2
MiKADOs WERE designed for and generally used in freight service, although
this photo shows such an engine at Gardiner, Montana, at the northern
entrance to Yellowstone Park, September, 1940. No. 1529 was one of
one hundred and sixty Class W engines built by the Brooks Works from
1904 to 1907, eighty-seven of which are still in service. It was one of the
first on the N.P. to be converted from coal to oil, this being done particu-
larly because of the tourist trade, for which open-air observations were
used.
Builder American Locomotive Fuel 12 tons (orig.)
Co. 3,449 gal. oil
Cylinders 24" x 30" Water 8,000 gal.
Weight 263,500 lb. Dia. Drivers 63''
Steam Pressure 200 lb. Tractive Effort 46,600 lb.
R.R. Class
-%.**-n^ V*<ÔED V^CI^H-T*
46
"
1905
Atlantic Coast Line Railroad no. 139 0-6-0
This switcher was built for the Wilmington & Weldon Railroad, a part
of the A.C.L. It represents a typical switching engine of the early 1 900's

and was one of a fleet of such locomotives numbered from 126 to 185.
Some were Baldwin-built and others were supplied by American.
Builder Richmond Works tons

Fuel 7
("^^^^^ Water 500 2, gal.
Cylinders ig' x 24" j^^^ Drivers s i
Weight i6i,s6s lb.

Tractive fm 26,510 lb.

^^ Class E4
48
1905
NashvilUy Chattanooga ij
St. Louis Railway no. 280 4-6-0
This ten-wheeler was modified since the early photo was taken piston
valve cylinders, Walschaerts valve gear, and power reverse are among the
improvements. It was a heavy passenger engine for its day, and records
indicate that it is still in service.
Builder Baldwin Locomotive Fuel 10% tons

Works Water 6,000 gal.
Cylinders 22'' x 26" ^j^ Drivers 66"

Weight, total ^02,900 lb.
Tractive Effort ^2,^00 lb.

7^ 7^ Cto68A3 2
50
1905
Pennsylvania Railroad no. i 2-8-0
Consolidations such as this were built in large numbers for heavy freight
service. Walschaerts valve gear was first appUed to ten such engines (H6b)
built by Baldwin's and the results were so satisfactory that it was installed
on all others then under construction. Between October i o and Novem-

ber 22, 1905, the Baldwin Works completed one hundred and sixty Class
H6b engines and through 1907 delivered four hundred and twenty-three.
The "s" in the railroad classification denotes it was superheated.

Works Water J, 200 gzl
Cylinders 22'' x 28" j^j^ Driverss6"
Weight, ^72gme 204,800 lb.
Tractive Effort^2,110 lb.
Steam Pressure 20s lb.

ji^ji^ ClassU6sb
52
o'/if-

1906
This one of one hundred and fifty Prairie-type locomotives built for the
is
N.P. by the Brooks Works during 1906 and 1907. Eighteen are still on
the roster of motive power and fourteen are still in service. The photo was
made in June, 1947, at St. Paul. As they were too light for mountain serv-
ice, nearly all were assigned to the St. Paul-Duluth and Mandan territory
and a few were used on the Idaho Division. All are used for switching.
Builder American Locomotive Fuel loKotons \

Co.
Water 7,000 gal.
Dia. Drivers
Cylinders 11V2' xi%" 63''
208,500
Weight, engine lb.

R.R. Classr I
I j-In
i -s
00
a-
t "
AS" O. O. *itx
^^ <b3 r'AZ. -itrZS-
-ZZ'-w
wm'l ctr. k -av-a^"
-38'-3t'*
54
1906
Chicago^ Burlington ip-
Quincy Railroad no. 2828 4-6-2
This Pacific is considered by the road's Motive Power Department to be

one of the milestones among their twentieth-century locomotives. It was
one of seventy built from 1906 to 1909 and the photo shows its original
appearance. All this class were rebuilt through the twenties and most are
still on the road's roster, although evidently not for long as dieselization
progresses.

Works and American Loco- ^F^^^r-9,000 gal.
Dia. Drivers 74"

Cylinders i^"xi%" ^ ^^
Effort 34,000
.

1 ractive lb.
Weight, wm/-4Z5,79o lb.
^^ ciass-Si.
56
1907
This was one of ten Rogers-buik ten-wheelers originally ordered for ex-
port but acquired by the N.P. when the original purchasers refused accept-
ance. Being too light and top heavy for main-line service, they were used in
branch-Une work. The photo was made at Wyoming, iMinnesota, in Sep-

tember, 1946, when the 328 was assigned to the now-abandoned Taylors
Falls Branch. It is the only one of its class still in existence.
Builder American Locomotive Fuel tons

8
Co. Water 5,000 gal.
Cylinders 19" x 16"

Dia. Drivers 57"
Weighty engine 153,000 lb.


R.R. ClassSio
^ A*^l ^
i.t- >9r 5''^l
58
1 \ 7
1907
New Yoi% New Haven is
Hartford Railroad no. 1009 4.6-2
The 1009 WAS one of a fleet of twenty Pacifies of this class which pulled
the Merchants, the Bay State, and the Knickerbocker Limiteds some forty
years ago. These were Baldwin-built while another eight were Alco ma-
chines, two more of the latter being added to the roster in 19 lo. In 191
piston valve cylinders replaced the slide valve type and superheated steam
used. They were last operated in local service out of Boston and at the
present time three are still on call.
Builder Baldwin (Nos. 1009- uel 14 tons

^^^9) Water 6,000 gal.
Alco (1OOO-IOO8, 1030, 1031)
Dm. Drivers

T-.- T-. ,/
7
Cylinders 2 2"x28" ^
i ractive
r^n-
tjjort
3
,.
lb.
3 1,550
Weight, engine 2 7,000 lb.
^^ Class i
60
.COOP uHG PAce,
I
"
1907
Chicago^ Rock Island i^
Pacific Railroad NO. 1799 2-8-0
This Consolidation is representative of the R.I., but from records availa-
ble, although so lettered, it was not accepted by the road because it was
too heavy on the drivers. Instead, the 2200 was delivered, this being ac-
cording to specifications although otherwise essentially the same. It was
subsequently modified in 192 1 but retained the same wheel arrangement
and was renumbered 1 784.
Builder Baldwin Locomotive Fuel tons

15
Works Water9,000 gal.
Cylinders 2 5 % " x 3
2
Dia. Drivers 63"
Weight, 400,870
total lb.
Tractive Effort49,130 lb.

R.R. Road
Class 60, Class C49
62
"
1907
Erie Railroad NO. 2602 0-8-8-0
There were three of these first xMallets on the Erie, and they are particu-
larly interesting as being the only "camelback" engines of such wheel
arrangement ever built. They were primarily used in pushing service and
especially on the heavy grades of the Delaware and Susquehanna Divisions.
When rebuilt in 192 1 with a pair of leading and trailing wheels, the cab
was moved back over the firebox. The original designation was "Angus"
type.
Builder American Locomotive Fuel 16 tons

Dia. Drivers
Cylinders is" x 28", 39" x 28'
5
1
Weighty 424,000
light lb.
Steam Pressure 2 1
5 lb.
R.R. ClassLi
64
1908
Great Northern Railway NO. 1800 2-6-6-2
Another very early Mallet was this engine, one of forty-five built
through 1907 and 1908. Designed for heavy freight service in the Rockies
and Cascade Mountains, they were coal burners. All were dismantled be-
tween 1922 and 1925 and Class O5 Mikados built from the parts at various
shops on the System.
Builder Baldwin Locomotive tons

Fuel 16
Cylinders 20" x 30", 3

1''
x 30' Tractive Effort 54,520 lb.
Weighty 45 ,000
total 1 lb.
R.R. Classhi
66
I
1909
Reading Company NO. 303 4-4-2
The 303 WAS one of three three-cylinder locomotives built at the Reading
Shops. It was designed by the company's chief draftsman, Edward O. El-
liott,and besides being notable for the extra cylinder arrangement, it was
the first engine on the Reading to have Walschaerts valve gear. The 3 00 was
very similar but the 344 rebuilt from a P5a in 191 2 varied in a number
of details. The three were used in high-speed passenger service on the New
York-Philadelphia and the Camden-Atlantic City runs. All were rebuilt as
simple engines in 19 16 and 191 7.
Builder Reading Shops Dia. Drivers 80"

Cylinders i%V2" X 1^" Tractive Effort 29,454 'b.
Weighty 226,700
total lb. R.R. Class Qih
[ 1^ u:
1(1
ii.
' '
^
1 '39 -:r_ rîl'- i* sa^-N 24*
68
1
1909
Western Pacific Railroad NO. 94 4-6-0
No. 94 WAS the first engine to pull a passenger train through the Feather
River Canyon. was one of twenty ten-wheelers which were numbered
It
86 to io6. It has been restored to its original appearance since the photo
was taken; this includes a higher old-style headlight, striping on domes,
and other characteristics of the period.
BuilderAmerican Locomotive Fuel 19 3,0 gal. oil
Water 7,000 gal.

6"
Cylinders 1 ''
x 2 ^ -^ Drivers 6^
Weight, total î6,Soo lb.
Tractive Effort 2^,100 lb.
*7i//*-
70
.
1909
Southern Pacific Railroad no. 4000 2-8-8-2
This was one of the firsttwo Mallet compounds built for the Southern
Pacific for use over the Sierras. From Roseville to Summit the vertical rise
is 6,623 feet in 89 miles or a 2.65 per cent ruling grade, and these engines
were designed and intended to be used on this part of the S.P. But although
their performance was up to expectations, their use through the snowsheds
led to the first "cab ahead" type, and they were assigned elsewhere on the
system (see p. 8 1 )
BuilderBaldwin Locomotive Dia. Drivers 57"

Works 2^ j^ Class UC
72
/5-/i
1909
Atchison^ Topeka & Santa Fe Railway NO. 1301 4-4-6-2
This and her sister engine, the 1 300, are particularly interesting for several
reasons. They were the first Mallets to have a four-wheel leading truck,
they had the largest driving wheels ever applied to articulated engines,
they were the largest and most powerful passenger locomotives when
built, and they were the first to have this wheel arrangement. Six years
after they first went into service they were rebuilt into Pacifies.
Builder Baldwin Locomotive Dia. Drivers 73''
^^^'^^ Tractive Effort 53,700 lb.
Cylinders 1^" and 38'' x 28''
Weight, 376,850
total lb.
74
/
._or
; i
^--r
l-a
-*- ^ - V* - *- "'
..(
t
1910
This was the first of the famous E6 Class of Atlantics, although following
ones were superheated. It underwent a series of tests at the Altoona testing
plant and was tried in passenger service pulling up to fifteen cars at 58.05
miles an hour. One of its runs was from Altoona to Philadelphia, 235 miles,
which it made at 67.4 miles per hour (deducting for a three-minute stop at
Harrisburg). Running between Fort Wayne and Valparaiso, Indiana, it
was compared with other power, was found to have equal drawbar pull to
the K2 40 miles per hour, and could better this at higher
Pacific at
speed. The5075 was superheated and renumbered 1067 in 191 2; it was
followed by large numbers of similar engines (E6s) which handled most of
the Pennsylvania's high-speed traffic until the K4 Pacific was developed.
BuilderJuniata Shops 15% tons

Fziel
Cylinders 22" x 16" Water 1507, gal.
Weight, 231,500
total lb. Dia.Drivers 80"
R.R. ClassE6
76
1910
Atchison^ Topeka i^ Santa Fe Railway no. 1493 4-4-2
"Unusual" hardly describes the twenty-three pecuhar-looking Atlantics

of this class in fact, they were called "Bull Moosers" because of their un-
gainly appearance. They had Jacobs-Shupert fireboxes and smokebox
reheaters and were four-cylinder balanced compounds. The form of Wal-
schaerts valve gear was also unusual. Nine of the lot were scrapped and
the others were rebuilt through the twenties into simple locomotives. In
the process, their boilers were shortened, the resulting engines being much
more conventional in appearance.
BuilderBaldwin Locomotive Dia. Drivers73"

^^^*^^ Tractive Effort 24,000 lb.
Cylinders is'' 2nd 25" x 26" ^j^ Class i^So

Weight, 231,675
total lb.
78
1910
Southern Pacific Railroad NO. 4102 4-8-8-2
While this is not the original "cab-ahead" engine, it was one of the earher
ones. The principal reason for this cab location was the 38-mile series of
snowsheds between Truckee and Blue Canyon built to keep the line open
in winter when drifts of fifty to two hundred feet deep piled up in the
passes. When the 4000 and 4001 were operated through these snowsheds
(see p. 73 ), their crews were all too frequently overcome by the gases.
The new design was developed to overcome this objection as well as to
increase visibility. Fuel oil was piped the length of the engine at five pounds
pressure from the tender, and locomotive and tender positions were re-
versed, thus creating this cab-ahead type. Fifteen engines constituted the
original order and these were compounds. In recent years the S.P. had a
fleet of over two hundred such power, although all were single expansion
locomotives, conversions of the older engines having been started in 1927.
FIRST CAB-AHEAD TYPE AC!
Builder Baldwin Locomotive Fuel 3,817 gal. oil
Works Water 2,000

1 gal.
Cylinders 22"x3o" (rebuilt

Dia. Drivers 57"
Tractive Effort 90,940

simple)
lb.
Weight, engine481,200 lb.
Steam Pressure o 2 1 lb.
LOCOMOTIVE ILLUSTRATED AC4
24" x 32" (simple)

Cylijiders Dia. Drivers 63"
Weight, engine 614,000 lb.

Tractive Effort 1 16,900 lb.
Steam pressure 2 3 5 lb.
80
iiL
u
.(,
1911
Atchison^ Topeka & Santa Fe Railway no. 3322 2-6-6-2
This was another very unusual type of Mallet in that it had a hinged
boiler. Fifty rings of high carbon steel the diameter of the boiler shell and
ten inches wide were riveted together alternatively at their inner and
outer edges to form a metal bellows which joined the two boiler sections.
These were each bolted to an engine frame and only one flexible steam
pipe, that connecting to the high-pressure cylinders, was required. Trou-
ble was experienced when cinders got into the folds of the bellows caus-
ing them to burst on curves. Other types of flexible boiler arrangements

were also experimented with on some six succeeding engines, but none
were entirely satisfactory. Although other Mallets were built later in the
Santa Fe Shops, these were the last purchased by the railroad.
Builder Baldwin Locomotive Dia. Drivers69"

^^^^^ Tractive Effort 62,400 lb.
Cylinders 2^'' and 3 8" x 28" ^ j^ Class ^^00

Weight, ,800
total 3 8 1 lb.
82
)
1911
Seaboard Air Line Railroad no. 89 4-6-2
No. 89 WAS one of a group of light Pacifies built from 191 1 to 1913 and
used to handle principal passenger trains on the more Pacifies,
S. A.L. Fifty
very similar but somewhat heavier and with smaller drivers, were also
built in this period for freight service.

Works ( 5 Water '^,000 gal.
American Locomotive Co.
,
(15)
.
t^. ta
Dia. Drivers72

,/
^ , , r/ r. Tractive Effort 34,1001b.

^^
Cylinders if x 28"
, R.R. ClassV (Nos. 85 to 104)
.
Weighty
,
366,040
^^
total
,

lb.
84
J
1911
Chesapeake ^7 Ohio Railway no. 318 4-8-2
Here is one of the two locomotives having another new wheel ar-
first
rangement the Mountain type, so named for its having been designed to
handle 600 to 700-ton passenger trains over i in 60 and i in 70 grades
of the Clifton Forge Division in the Alleghenies. Disregarding articulated
types, they were claimed to be the world's most powerful passenger loco-
motives when built. Two were delivered in 191 1 and one the following
year, these later being numbered 540, 541, aivl 542.

Co. (Richmond Works) Waterg.ooo gal. (original)
Cylinders 29'' x 28" j^j^. Drivers62''

Weight, ^0?^/499,500 (origi- Tractive Eiforts S, 000 \b.
_ i\
Steam Pressure 180

R.R. Class (present) Ji
lb.
86
5
1911
Atchison^ Topeka is Santa Fe Railway no. 3000 2-10-10-2
The biggest locomotives built up to this time were the ten Mallets of the
3000 Class which were assembled at the Santa Fe's Topeka Shops. They
were designed to exert a tractive force of 1 i,6oo pounds, an almost unbe-
1
lievable power then, and were constructed from ten existing 2-10-2 en-
gines and ten low-pressure units built by Baldwin, who also supplied the
special turtle-back tenders. They were not too successful and from 9 1 1
to 191 8 were rebuilt as simple 2-10-2 types.
Builder
S.F. Topeka Shops & Dia. Drivers 57"
Baldwin Locomotive Works Tractive Effort \ 1 1 ,600 lb.
Cylinders 1%'' and 38" x 32" j^j^ Class ^000

Weight, 616,000
total lb.
88
^'*
J J
I
n I III Lj.m r^S Li
-I]
"\ .1l-3
tol
1
1912
New York Central Railroad no. 3406 4-6-2
A Baldwin engine on the New York Central is about as rare as an Ameri-

can Locomotive Company's machine on the Pennsylvania. This Pacific
used in high-speed passenger service is one of such exceptions.
BuilderBaldwin Locomotive Tuel 6 tons

1
'^^^^^ Water 10,000 gal.
Cylinders 3 V^" x 26" )^-^ Drivers j()''

Steam Pressure 200 lb. Tractive Effort ô.goo lb.
R.R. ClassK^
90
J
1912
Chicago^ Rock Island &

Pacific Railroad no. 2536 2-8-2
A TYPICAL FREIGHT hauler was this Mikado. It is noteworthy for its clean
lines so evident in the years before various accessories contributing to
efficiency were added to boilers and smokeboxes. It is probably as repre-
sentative of an average 2-8-2 early in the century as might be found. The

photo was taken in Philadelphia before delivery.
Builder Baldwin Locomotive Fuel 16 tons or 3,200 to 4,400
Works gal. oil.
Cylinders 28" x 30'' Water 10,000 or 00 11, 5 gal.
Weight, engine 18,850 Dia. Drivers

"
3 63
R.R. K60 (present)

Class
92
15-^%
.
1913
Chicago^ Rock Island is-
Twenty engines of this type were built by the Brooks Works in 1 91 3
As some were converted to oil burners and had one inch

rebuilt, larger
driving wheels. The class was also changed from P40 to P42.

Cylinders isV2'xi%'' Dia. Drivers 73"
Weight, 44 00
total 1 ,
3 lb.

R.R. P40N0S. 950
Class (orig.)
to 979
94
i
v^
^:
W^m- ^
15^4^-
1913
Delaware^ Lackawanna is
Western Railroad no. use 4-6-2
This Pacific is typical of the Lackawanna's main line passenger power of

the period.
BuilderAmerican Locomotive Fuel tons

lo
Water 9,000 gal.

Cylinders 25" x 28"
Dia. Drivers 69"
Weighty 45,600
total lb.
R.R. Class N^
96
J
r* '
^
1914
The 1737 WAS the first of one of the most famous classes of Pacifies ever
operated on any railroad the K4S. It was designed as a result of the need
for greater power for passenger service, especially on the Pittsburgh Divi-
sion, more than the E6s Atlantics or Kzs Pacifies could produce. Essen-
tially the engine was based on the E6s, being lengthened to take another
pair of driving wheels and having larger cylinders but very similar running
gear. From a rated tractive effort of 31,275 pounds for the Atlantic, an
increase of about 42 per cent to 44,460 pounds was obtained in the 1737.
After complete testing in service and on the Altoona test plant, the K4S was
built in large numbers (at least 425) and was for many years the standard
passenger locomotive on the Pennsylvania. In 1923 power-reverse gear
was added and those built since had this feature; this was the only im-
portant change made, which indicates the completeness and accuracy of
the original design.
BuilderJuniata Shops Fuel tons

12Y2
27" x 28"
Cylijiders Water 7,000 gal.
Weight, 468,000
total lb. Dia. Drivers 80"
Steam Pressure 205 lb. Tractive Effort44,460 lb.
R.R. Class K^
98
1914
Erie Railroad no. 5014 2-8-8-8-2
Four of these giants, the only Mallets of their kind, were turned out by
Baldwin's, three being for the Erie and one for the Virginian. The last had
a four-wheeled truck under the tender instead of a single pair of wheels
and had smaller drivers. Otherwise these "Triplexes" or "Centipedes" were
similar. The 5014 was named the Matt Shay, following the Erie's custom
of honoring outstanding engineers with excellent service records. After
some test runs on the B. & O., she was used on the Erie's Gulf Summit grade,
principally in pushing service, as were her two sister engines. None of
these super engines of their day were too successful, as their poor steaming
qualities were incapable of supplying enough power for their six huge
cylinders. All three Erie engines were dismantled from 1929 to 1933 and
the Virginian's (No. 700) was rebuilt into a 2-8-8-0 type in 1920, this
reaching the end of its road in 1936.

^Vorks Water II, 600 ^2[.
Cylinders 1 H.P., 2 L.P. )^-^ Drivers 6^"

32''
36'' X
Weight, wt./-864,400 lb.
^^ ^;^^_p_
Steam Pressure 2 1 o lb.
100
g
3
-*
1915
St Louis^ Southwestern Railway NO. 412 2-6-0
This engine was formerly No. 12 on the Blytheville, Leachville and

Arkansas Southern, which was acquired by the Cotton Belt Route in 1929.
It represents almost the very last of the Mogul type, for records indicate
that only five were built since then for use in the United States.

8
Cylinders
Dia. Drivers
19'' x 24''
54''
Weighty 169,800
total lb.
Steam Pressure 70 1
lb.
R.R. ClassDi-260
I
j
17 700 j
3^000 41000 3 A 000 a.757S 2 7,575 27575 27575 j î
_4_4'-aj^HJ-i &"->- - -5-ff-Ml^^^-

8'-3" U-0" 4
7-fci 7-e'
3"'
l toy . 4 11-7 l 0"
49-10-
102
1915
Four engines of this type, the only ones of their kind on the Reading,
were built at the company's shops. They had front and rear trucks very
much alike, but being unstable were rebuilt in 191 6 into Atlantics. They
were renumbered 350 to 353 and reclassified as Pysa. These were particu-
larlypowerful engines for their type and were assigned to fast passenger
service.
BuilderReading Company Dia. Drivers 80"

Cylinders V2" x 26"
2 3 Tractive Effort 36,604 lb.
Weight, engine 230,800 lb. R.R. Cia

Class (orig.)
104
it:^
1916
Minneapolis ij St Louis Railway no. 615 2-8-2
Fifteen engines of this type were delivered in 191 5 and five more, the
615 included, arrived on the M. & St. L. the following year. They were
somewhat modified and partly streamlined in later years. By 1946 only
six were left and diesels are replacing these.

1
7^/4 tender)
(rebuilt
Cylinders 24" x 30" Dia. Drivers 59"
Weight, 448,600
total lb.

R.R. Class M^Cl
to.zoo Cma.
MT.
'VsiS-ftlS; - i* 5lK Pkqc* O Kno C Fan Rksmb-t iff rn%M% O A C.
106
7
1917
Reading Company no. is 17 2-8-8-2
Thirty-one Mallets of this type were built for the Reading from 1 91
to 1919. AH were compounds, but for increased starting tractive power
they could use steam at reduced pressure as single-expansion engines. The
first eleven locomotives of this class were rebuilt at the company's shops as
2-10-2 types (KisaandKisc) from 1927 to 1930. By 1936 the 181 1, 18 16,
181 and 1821 were rebuilt with single-expansion cylinders and by 1945
8,
the remaining Mallets had been similarly rebuilt, making these articulateds
the most powerful locomotives in service on the Reading.
Builder Baldwin Locomotive Dia. Drivers 5 5 >2

"
^^^^^ Tractive Effort-

Cyhnders-16" and 40" X 32"
(orig.)-98,48o lb.
Weight, total^yS.soo lb. (rebuilt) 1 1 1,400 lb.
Steam Pressure 2 1 o lb. R,R, Class N

(orig. ) i sa
Nisd
(rebuilt)
108
"i
/ Ik
1
1918
Chesapeake i^ Ohio Railway no. 137 4-8-2
Eight months after the United States entered World War I the govern-
ment took over control of all trunk-line railroads, and their operation was
put under the United States Railroad Administration. The Administration
created a committee to standardize locomotive specifications, with the re-
sult that twelve freight and passenger designs divided among eight types
were prepared. The Baldwin, American, and Lima Companies shared in
building these standard engines, one of which is represented by this Chesa-

peake & Ohio Mountain type.
Builder Baldwin Locomotive 6 tons

Tiiel 1
^^^^^ Water 10,000 gal.
Cylinders 8" x 30" j^-^^ Drivers 69''

Weight, totals^6,ooo lb.
Tractive EffortsS.ooo lb.
[ 10
1918
Chicago i^ Eastern Illinois Railroad no. 1925 2-8-2
Among the United States Railroad Administration standard designs were

light and heavy Mikados, This C. & E.I. locomotive was one of the former.

Fuel 1 6
^^' Water 10,000 gal.
Cylinders 16'/ x 30" jî^ Drivers 6^"

Weight, total^jj,ôo lb.
Tractive Effort-s^^joo lb.

^ j^ i^ss N2
1 1 2
1918
Pennsylvania Railroad no. 7246 2-10-2
This Santa Fe type was designed to handle heavy ore and coal trains on
lines west of Pittsburgh, its class being Nis. The Nzs were U.S.R.A.
designs of which thirty were acquired and also assigned to the same divi-
sion. The Nis locomotives were among the most powerful 2-10-2 types
ever built.

^*_ ^^^ Water 10,000 gal.
Baldwin Locomotive
TTrr 1 / v Diu. Drwers 61"
Works (25)
'^'""'^' Effort-S4,S9o lb.
Cylinders-ô" x 32"
117- 1
642,000
.
vv eight, total
* . 1 ^ û
lb.
R.R. Class Nis
Steam Pressure 2 1
5 lb.
114
r
Jj^l^.
rrf
^ 3-

/<f
^
w
1919
Louisville ij Nashville Railroad no. i462 2-8-2
This Mikado was one of eighteen locomotives by the road's South

built
Louisville Shops in 191 8 and 19 19. They were somewhat larger than the
preceding Ji type and were stoker fired. Anothei- sixteen (J2A) 2-8-2's,
also company-built, followed in 192 1, and the last order for this type was
for twenty-four J4A engines delivered by Baldwin's in 1929.
Builder & Nashville

Louisville Fuel 16 tons
Cylinders 28" x 30" Water9,000 gal.
Weighty 501,000
total lb. Drivers 60"
T>ia.
R.R. Class]!
116
^1
/y-^/^.
1919
Pennsylvania Railroad NO. 3700 2-8-8-0
One of the most interesting articulated locomotives ever built viâs this
single-expansion type, the most powerful steam engine the Pennsylvania
has ever had.The drawbar pull was too great to handle trains not fully
equipped with the latest AlCB couplers, and this locomotive was used in
pushing service on the Allegheny Mountain grades, where it performed
very well. No others of its type were ever built, but valuable data was
obtained during its ten years of service.
BuilderJuniata Shops Fuel 14 tons

Cylinders loVi" x 32" Water 3,000 1
gal.
Weight^total 814,000 lb. Dia. Drivers 6i"
R.R. ClassUCis
29-Ot
2H&r-5 ***" ^ 6 '-44* 9-0' -k 5 -6i

k'T- 3 -84 5- 5-
4 -45-7i-|-5- Bî 8i'4^3-8i"4* 5'-"-4.V-t".^
<-î
j- 16- 64' 17- li- 17- I i- 9-6
97-3$ TÂi. WIA.kAlK
-105- SItht-
118
J
1
1920
Illinois Central Railroad no. 2814 2-10-2
Here is a locomotive used in fast freight service on the Iowa Division of

the Illinois Central. Two different domes, a front end throttle, and me-
chanical lubricator appear to be the only visible external changes made
on this engine since it was first put into service. Originally in the 2901 to
3025 series, it was renumbered as shown when rebuilt.
Builder Lima Locomotive 19 tons

Fuel
^^^^^ Water 12,000 gal.
Cylinders 1,0" x 2"

3 jî^ Drivers 6^V2"
Weight, total 6î,soo lb.
Tractive Effort 10,5 1 2 lb.
120
ii
1921
Atchison^ Topeka & Santa Fe Railway no. 4000 2-8-2
There were one hundred and one locomotives of this class built from
192 1 to 1926, the first of the series andNo. 4015 of 1923 being illustrated.
More Alikados are represented in the company's roster among twentieth-
century freight power than any other type.
Builder Baldwin Locomotive Dia. Drivers 63"

Works Tractive Effort 6^,000 lb.
Cyliitdersij" x 32" j^j^ Class4000

Weight, Engine 330,500 lb.
I 22
IL.'L
-,s,st
1921
Louisville ij Nashville Railroad no. 255 4-6-2
The first five Pacifies were used on the L. & N. in They were Alco
1907.
engines and classed as Ki. Forty-five more were built by the company
shops up to 19 10 (K2A). Following these came the seventeen K3 Class
in 191 and 1913, and forty-six of the K4 Class from 1914 to 1922, all
2
company-built. Other classifications including U.S.R.A. engines (K5)

following up to 1925 were eight Baldwin-built K5's, an Alco K4, and four
K6 engines.
Builder & Nashville

Louisville Fuel 16 tons
Cylinders 22" x Water 9,000
8"
2 gal.
Weight, 412,000
Steam Pressure 200 lb. Tractive Effort 3 3,400 lb.
R.R. Class K^B
124
447S0
2asoi
74S0C
1 - ^
-f^-:rj
1923
The first Mountain type on the P.R.R. was built experimentally at Al-
toona in 1923 and was numbered 4700. The 6813 illustrates this class,
although it was built somewhat later. In 1930 the latest development of the
4-8-2 on the P.R.R., the Alia, was built. Its appearance is generally simi-
lar to the All but it has larger tenders. All these locomotives have been used
in both passenger and fast freight service.
BuilderJuniata Shops Fuel 15% tons

Cylinders x27'' 30'' Water 7,700 gal.
Weighty 560,000
R.R. Class Ml
a^^
126
1923
Missouri Pacific Railroad no. 1430 2-8-2
Once popular in freight service on the iMo.Pac. (one hundred and

seventy-one were used until recently), this type of locomotive has per-
formed economically over years of operation. They are still used for every
kind of freight handling although, as with most other roads, diesels are re-
placing them. Some of this class were oil burners and about half were
booster-equipped.
Builder American Locomotive Dia. Drivers 63"

^^- Tractive Effort
Cylinders i-j^'xii" engine 62,950 lb.
Weight, engine 7,0s, II booster4,47 5 lb.

5 lb.
128
1923
Illinois Central Railroad NO. 1986 2-8-2
This is a heavy Mikado which was used in freight service on the Ken-
tucky Division. It has been rebuilt with larger cylinders and its present
number is 1474.

16
Works Water 3,000 1

gal.
Cylinders 27" x 30" Dia. Drivers 63V2"
Weight, 525,000
total lb.
130
3^^.
19:^3
JVortJuim Pacific Railway NO. 1844 2-8-2
The 1844 WAS the Mikado which in 1925 set a world record for long-
distance freight runs by hauling a full tonnage freight from the Pacific
Coast to the Twin Cities without uncoupling from its train. Locomotives
of this class the W5 were the Northern Pacific's heaviest 2-8-2's and
were originally assigned to the Yellowstone Division, where the ruling
grade is about i per cent in both directions, until the big Z5 articulateds
replaced them. The 844 was photographed at Muir, Montana,
1 in Novem-
ber, 1940, just after it had helped a time freight to the top of Bozcman
Pass. It is presently assigned to the Lake Superior Division and is one of
twenty-five such engines originally ordered.

16
Weighty 545,100 total lb.

Tractive Effort 6 3 ,460 lb.

R.R. Class Ws Nos. 1835 to
1859
A. (-.CO. SOWCrr VVKS. i^23
^;-g-|-.rj-,î^^
anao
ncog-
V
'
'
. I
"m^
3^
1924
Lehigh Valley Railroad NO. 2092 4-6-2
Ten of these locomotives replacing lighter Pacifies were delivered in

1924 and two more built in the company's shops were put in service the
following year. They were used for heavy passenger traffic between
Newark and Buffalo, handling without assistance trains of nine cars be-
tween Mauch Chunk and Glen Summit Springs, where the grades 69
are
feet to the mile. They are fully modem 4-6-2 's in that they are equipped
with boosters, stokers, and superheaters.

22
Cylinders 25'' x 28'' Dia. Drivers 77''
Weight, total 533,900 lb. Tractive Effort

engine 41,5341b.
booster 10,400 lb.
R.R. ClassK6^
lO-M -lO""--^ 6-lo"*)*-5-r'4-^ 6-0"--34Hl4'

6-11 "75-0
3'3-e"-
. ^^T^cvSJrcB^r --4-5i-
A_< III TOTÎ
05- I TOTAU eHftiTEMOIR
134
1924
Maine Central Railroad NO. 469 4-6-2
Most main-line passenger service on the Maine Central was handled by

these Pacifies until the Class D Hudsons were delivered in 1930, and even
the latter in turn are being replaced by diesels for this traffic.
Builder American Locomotive Fuel 13H tons

Co. Water 00 9, 1 gal.
Cylinders 24" x 28" Dia.Drivers 73"

Weighty 470,900
total lb.
Tractive Effort
Steam Pressure 195 lb. engine 36,500 lb.
booster 10,300 lb.
R.R. Class C^h
7at-7g
.36
1925
Lima Locomotive Works no. i 2-8-4
This was one of another new wheel arrangement locomotives which was
The first was originally No. when built by
given the nam.e Berkshire. i
the Lima Locomotive Works for experimental use and was owned by
them until purchased by the Illinois Central. It has been called the fore-
runner of all super-power locomotives and the basis in fundamental design
of most steam main-line engines built since. The principal objectives were
to obtain high horsepower capacity and improved economy of fuel, which
aims were fully attained. Its design was based largely on the experimental
Mikado No. 8000 of 1922, built for the New York Central.
BuilderLima Locomotive Fuel 2 1 tons

Works IF^rer i5,5oogal.
Cylinders iS'' x 30" j)j^ Drivers 6^''
Weight, engijie-^Ss, 000 lb.
Tractive Effort-
Steam Pressure 240 lb. engine69,400 lb.
booster 13,200 lb.
.38
L
h
1925
Texas & Pacific Railway NO. 600 2-10-4
The 6oo was one of the first ten locomotives of their wheel arrangement.
The type taking the name Texas for the T. & P. In heavy freight service
they proved so satisfactory that fifteen more were ordered in 1927, thirty
in 1928, and another fifteen in 1929.
Builder Lima Locomotive Fuel 5,000 gal. oil
Weight, 723,200
total lb.
Tractive Effort
Steam Pressure- 250 lb. engine 83,000 lb.
booster 13,000 lb.
R.R. Class
140
îîiSx;^
i3f
fc-es:
;0-i
Ax
ht-,.-
1925
Canadian National Railways no. 6038 4-8-2
The 6038 WAS one of five Mountain types delivered to the Canadian Na-
tional, then called the Grand Trunk Western. The photo shows the loco-
motive's original appearance; in the course of rebuildings since then, smoke
deflectors, Boxpok driving wheels, stokers, mechanical lubricators, and
other equipment have been applied.
Builder Baldwin Locomotive Fuel 1 8 tons
Works Water ii,soog^\.

Cylinders 16'' x 30" dj^. Drivers j^'
Weight, total 604, 1 1 o lb.
Tractive Effort^g, 600 lb.

^ji Class Uic
142
--J5
.^
IffflK
I. ^l; . 4
A
1926
Chesapeake ^ Ohio Railway no. 1572 2-8-8-2
By about the early twenties the trend from true Mallets to high-pressure
or single-expansion articulateds was well established. The 1572 was one
of a second group of twenty such locomotives built by Baldwin's for the
C. & O., the first twenty-five having been built in 1924 by Alco. Tunnel
clearances had prevented the use of larger compounds with their huge
low-pressure cylinders, so this type of single-expansion engine was devel-
oped to meet the need for motive power with greater capacity. The Bald-
win locomotives were essentially the same as the first series (Hy), except
that they had larger tenders. Upon delivery they went first into service
between Russell, Kentucky, and Columbus, Ohio, where they made the
1
1
3 miles in five hours actual running time with trains of 9,500 tons. They
averaged about 4,400 miles a month and their coal consumption averaged
only 39 pounds per 1,000 gross ton miles.

Fuel
2"
Cylinders (4) 2 3" x 3 di^ Drivers si"
Weight, totalS6S,()oo lb.
Tractive Effort 10^,500 lb.
Steam Pressure 20s lb.

jm Class Hj
144
D
^^"~1
ffP
r89'
i-14-3A'-
r ^1 ' I 1*
-14- '/
rt'
^f-^
in^
_lL
k
I'lit
Li
^
K ^/1
!fe r
V.oi
IL
-f
iî^r.
rjj U -10^0'
1926
Union Pacific Railroad no. 9085 4-12-2
Called the Union Pacific type, these were the first of their kind and the
largest non-articulated locomotives ever built, having the longest driving
wheel base 30 feet 8 inches ever designed. They were developed "to
haul mile-long freights at passenger-train speed." There were eighty-eight
of these three-cyhnder engines of 4,330 horsepower, and when they were
first placed in service they were said to deliver more ton miles at less ex-
pense than any other prevailing type of steam locomotive.

21
^^' Water 15,000 gal.
Cylinders lY' x 32'',

j^^^ Drivers 6f'
Weight, 782,000
total lb.
146
11
1926
Baldwin Locomotive Works NO. 60,000 4-10-2
The 6o,ooo was an experimental high-pressure three-cylinder compound

locomotive with a water tube firebox. Incorporating the latest in modern
design, this engine Mas loaned to a number of roads for tests. Among these
were the Pennsylvania, Baltimore & Ohio, Chicago, Burlington & Quincy,
Atchison, Topeka & Santa Fe, Southern Pacific, and Great Northern.
In 1933 after these trials, it was sent to the Franklin Institute in Phila-
delphia where it has been permanently set up for exhibition on a special
flooring demonstrating six types of bridge construction. As number in-

its
dicates, it was the 6o,oooth locomotive turned out by the Baldwin Works.

Fuel 16
^ ^^^^ Water ,000 1

2 gal.
Cylinders (2) 27" x 32", j^^^ Drivers 6^V/'
Tractive Effort 8 2 , 5 00 lb.

Weight, 700,900
total lb.
148
i-r?s^
l^psi..

1927
New Yoi^k Central Railroad NO. 5297 4-6-4
Through the late twenties and early thirties, the Hudsons, first passenger
engines of their wheel arrangement, were the pride of the New York Cen-
tral. They were markedly superior to the Pacifies previously used in this
service in both capacity and efficiency and were assigned to hauling the
Central's famous "steel fleet," including the Twentieth Century Limited,
the Empire State, the Wolverine, and similar well-known trains. Nearly
two hundred were built, some of the later designs having several types of
streamlining. No. 5200 was the first of the series built in 1927, and the
photo is of a 1930 engine.
5200
Builder American Locomotive Fuel tons 17
Cylinders 25" x iW Dia. Drivers 79''
Weight, 565,200
total lb.
Tractive Effort
booster 10,900 lb.
R.R. Class ] I
5297
Co. Water 3,600 1
gal.
Cylinders 12V2" x 29" Dia. Drivers 79''
Weight, 67 ,800
total 1
lb.
Tractive Effort
booster 12,100 lb.
R.R. Class]ic
150
\i\Wl
]%
'V ./
^?=^^j; 1
t>)
.1-- 'j^'
*im
1927
Richmond, Fiêderickshurg i:;
Potomac Railroad no. 325 4-6-2
These locomotives were particularly handsome examples of the Pacific

type and when built were among the most powerful of their wheel ar-
rangement in service. They were stoker-fired and although they originally
had 2 lo-pound steam pressure with a tractive power of 48,580 pounds, this
has been increased with resulting improved traction. They were used for
the heaviest passenger service.

Fuel
^^^^^ Water 10,000 gal.
8"
Cylinders lY' x 2
jî^. Drivers
s''
-j
Weight, total sii.ooo lb.

Tractive Effort si.oso lb.
152
"
1927
Illinois Central Railroad no. 3540 o-so
Here is a typical eight-wheeled switcher of the late twenties. It was one

of an order for fifteen (Nos. 3540 to 3554) and is still in service at the East
St. Louis Terminal.
Builder Baldwin Locomotive Fuel9 tons

VVorks Water 9,000 gal.
Cylmdersi 5 " x 2 8" jî^. Driver ss 3

Weight, total ^So.ioo lb.
Tractive Efforts6,^6i lb.
154
I
1 6 "1
1927
Denver is- Rio Grande

Western Railroad no. 3603 2-8-8-2
Ten of these articulatcds went into freight service in August and Septem-
ber of 1927. They were especially designed for road and pushing service on
the Salida Division, which crosses the Continental Divide at an elevation
of 10,240 feet and includes the most difficult operating section of the main
line. The maximum grade on the east slope of the Rockies is i .42 per cent
and that on the west is 3 per cent. On these grades one of these locomotives
is rated at 3,300 tons on the east slope and 1,400 tons on the west.
Builder American Locomotive 30 tons

Fuel
^^' Water 18,000 gal.
"
Cylinders 6^x32 jî^ Drivers 3
Weight, total<)()!, soo lb.

Tractive Effort 3 ,800 lb.
1

f^j^ Class i-i 3
Nos. 3600 to 3609
.56
-/S'-S/-
^,^8-:-
5 5;
* ^
i-
If
D
"*. *
^'
-/*-,
1
1927
Chicago^ Burlington i^
Quincy Railroad no. 63 is 2-10-4
Ten locomotives of this type were placed in service in 1927 and two
more by 1929. They are excellent examples of the Texas type, which the
Burlington has used for heavy freight traffic. Their performance has been
very satisfactory.

Works Water ii,soo^2\.
Cylinders 8^x32'' jî^ Drivers 6^''
Weight, total Sgo,^70 lb.
Tractive fôri 83,300 lb.
Steam Pressure 2 so lb. jij^ Class M^
158
1 *'^'f-^
-?^^-
^^N'
^^^
1 1 1 6 "
1928
Boston & Albany Railroad no. 400 4-6-6 t

These double-enders were designed for suburban service out of Boston
to Brookline Junction where no turntable was available. Five engines of
this type were built and they were capable of handling ten steel cars. They
were the last tank engines built for this type of traffic.
Cylinders 3 V2" x 2 6" j^^^ Drivers 3
Weight, total 5 2 ,000 lb. Tractive Effort^ i ,600 lb.
Steam Pressure 2 5 lb. j^^j^^ Class D i a
160
1928
Texas ^ Pacific Railway NO. 909 4-8-2
There were five of these Mountain-type locomotives in this order, suc-
cessors to an earher five (Mi) built by Alco in 1925. The first five had
been so successful in handling the heaviest passenger traffic that these Bald-
win machines were added to the roster. They were particularly good-
looking engines having polished rods and valve gear, nickel-plated cylin-
der, and steam chest covers, and they were highly finished. Their per-
formance was fully as good as their fine appearance.
Builder Baldwin Locomotive Fuel6,000 gal. oil
Cylinders 27" x 30" Dia.Drivers 73''
Weight, 654,300
total lb.
Tractive
effort
Steam Pressure 2 2 5 lb. engine 57,300 lb.
booster 10,450
R.R. ClassMl
162
-il-0^
-f \-
:^ 15-5-
^
/
II
iL^/
-r
.-.-JtrL -^f^
-K>-
.5-7i=
1928
Baltimore i^ Ohio Railroad no. 5320 4-6-2
Although similar in general specifications to the twenty other

President-class (Py) Pacifies of the preceding year, the President Cleve-
land had Caprotti valve gear and varied in some details, noticeably in ex-
ternal features. Its lines and finish were markedly British, and to attain
this simplicity in appearance the air compressor was located between the
frames and the piping was generally hung from the runboards. It was the
only locomotive of this type and was later converted to Class P9A.
BuilderBaltimore & Ohio Tuel tons1

7 Vi
Weighty 569,500
total lb. Uia. Drivers 80"
R.R. Class P<)
164
r^ T-n
V \r^
c
.
1929
Minneapolis^ St Paul &

Saulte Ste. Marie Railroad no. 4018 4-8-2
Built at the road's Shoreham Shops in 1929 and 1930, the three locomo-
tives of this type cost $85,000 each to construct. According to the Mhuie-
apolis Journal (Dec. 29, 1929): "Proud in a new coat of shiny black and
looking as neat and trim and fast as a thoroughbred, No. 4018 was rolled
out of the shops at the Soo Line yards Saturday before an admiring throng.
. . . This new No. 4018, is the first railway engine ever
locomotive, this
built in Minneapolis. It will be followed by others, one of which is nearly
done and another of which is just started. While the Soo Line officials
take great pride in having constructed such a machine here, they find
greater satisfaction in the knowledge such construction has served to pre-
vent the seasonal layoff of mechanics. It has meant a continuance of pay-
rolls, with resulting better conditions in homes."
BuilderSoo Line
Fuel 1 7 V2 tons
Cylinders 7^x3 2 o'' Water 1

2 ,000 gal
Weight, 549,100
total lb. Dia. Drivers 69''
Steam Pressure 200 lb. Tractive Effort

engine 53,900 lb.
booster 10,000 lb.
R.R. Class N20
166
-10-3';^
6-4=
-9
47-
8-6' -y-^
1929
Great Northern Railway no. 2552 4-8-4
No. 2552 WAS one of the first six Northern-type locomotives to be pur-
chased by the Great Northern. They replaced Mountain-type (Pz ) power
and were used to haul the Empire Builder, new this year on a schedule
more than five hours faster than the existing timetable called for. They
could handle fourteen passenger cars up the 1.8 per cent grades in the
Rockies without helpers both eastbound and westbound and had more
tractive power than the S2 engines which followed. The latter had then
the largest driving wheels

80 inches of any Northern type and were
used for fast running on the more level stretches.
Works (except 2552-coal burner)
Cylinders 2 8^x3 o" Water 2 2 ,000 gal.
Weight, 847,900
R.R. ClassSi
168
iO -e^s;!- ==
I4'-I<i>"
r^. I
13-6%"
14-6
Si
sf
-; 5 98"-
'^^
as*
S9y*\
G ^
-- - le-a*
1929
Southern Railway no. ho? 4-6-2
There were five of these Pacifies originally especially noteworthy for

their trim lines and beautiful finish. They were painted a bright apple
green with gold lettering and striping. Similar engines, built by Alco, fol-
lowed, those assigned to the Crescent Limited having a crescent on the
cylinders and the train's name on the tender.

Fuel 1
^^^^^ Water 12,000 gal.
Cylinders lY' x 28" Dia.Drivers'ji"

Weight, total s26,6oo lb.
Tractive Effort^sôoo lb.
170
i i
14.-44
ir--i
6 2
Vr I
T mVutc
*? Vi
ti
i
1929
Delaware ijx Hudson Railroad no. 652 4-6-2
In appearance this Pacific is even more "Anglicized" than the B. & O.'s
President Cleveland (page 165 ). Built at the D. & H. Shops at Colonie,
New York, it followed British practice in design in that all pipes and fit-
tings were covered by the boiler jacket. The headlight generator, air com-
pressors, and power reverse gear were located under the boiler and be-
tween the frames. The headlight was recessed into the center of the smoke-
box door. The 652 was used in passenger service between Troy, New
York, and Montreal, Quebec.
BuilderDelaware & Hudson fuel 4 tons

1
Cylinders 20" x 2
8''
Water ,000 1
1
gal.
Weighty 443,800
Steam Pressure 260 lb. Tractive Effort41,600 lb.
R.R. Class Pi
J72
1929
Chicago^ Indianapolis ^
Louisville Railway no. 573 2-8-2
The 573 WAS one of the last new steam locomotives bought by the Monon.
There w ere ten in this class and they were used in fast freight service be-
tween Lafayette and Youngtown, Kentucky. They were rebuilt with
boosters and feedwater heaters, and five had roller bearings added at the
Lafayette Shops.

Fuel
^^- Water 12,000 gal.
Cylinders lY' x 32" jî^ Drivers 6 f

Weight, totals6s,soo lb.
Tractive Effort-
booster 1,500
1 lb.
R.R. Classi^
Nos. 570 to 579
174
i.^-^
^-9-ir-
ys-s^ H
1929
Southern Railway no. 4052 2-8-8-2
The 4052 WAS one of eight articulateds ordered as the result of the satis-
factory performance of a similar engine built experimentally in 1926.

These locomotives have been used in the heaviest freight service such as on
the 4.5 per cent Saluda grade in western North Carolina, the Southern op-
erating until recent years a sizable fleet of articulated power.
Baldwin Locomotive
Builder 16 tons
Fuel
^^^^^ Water 10,000 gal.
Cylinders 1^" x 30" )^-^ Drivers sY'

Weight, total 660,^00 lb.
Tractive Effort()6,ooo lb.
176
..I
Tl
47'-
2 y
'^S,
l*ll
fit- -T7 r!^5^^

1930
Timken Roller Bearing Company no. iiii 4-8-4
The Timken "Four Aces" was built for the purpose of demonstrating
the importance and use of roller bearings on all axle journals of steam loco-
motives. Rather than rebuild an existing engine, a new one was built so
that it could be impartially tested by any interested railroads. Fifty manu-
facturers of locomotive appliances co-operated with Timken in the proj-
ect, with a 4-8-4 type being chosen, this to have a top speed of 85 miles
an hour.
Upon completion the mi was first operated in freight service on
the New York Central. From there it was tried in both passenger and
freight service on thirteen other roads. In these trials some well-known
trains such as the C. & O.'s Sportsman and the New Haven's Merchants
Limited were hauled by the mi. On the Pennsylvania it handled twelve
passenger cars up the Allegheny mountain grade without a helper and even
saved three minutes on the standard schedule. It fully justified the claims
for roller bearings and after these service tests totaling 88,992 miles were
completed by August, 1 93 1 , it was delivered to the Northern Pacific. After
this road had tried it, the Four Aces was purchased by them in February,
1933. Renumbered the 2626, it was used for passenger traffic on Trains i
and 2 between Seattle and Yakima and later between Seattle and Missoula,
Montana.
Builder American Locomotive Fuel tons 2 1
27" x 30"
Cylinders
Dia. Drivers 73"
Weight, 1,500 total 7 1 lb.

N.P. R.R.Clais Ai
io 'i'
w 4 r^
i_z 1
s^^.,^ ^
*H 5S500 3Z500
4S'-lO
1 I^S'=I-10^"
LOADE.O WEl&HTS
.78
1
1930
Chicago^ Milwaukee^ St Paul <b-
Pacific Railroad no. 6402 4-6-4
In April of this year, fourteen of these Hudsons were received and placed
in service on the most important trains between Chicago and the Twin
Cities, replacing hghter Pacifies. They had modern appUances such as
stokers and mechanical and pressure lubrication which, with large capac-
ity tenders, allowed the 420-mile run to be made without terminal atten-
tion en route.
On Friday July 20, 1934, the 6402 with a five-car train smashed the
world's record for sustained steam train speed. The train was the regularly
scheduled 9 a.m. Milwaukee Express for which the running time had been
reduced on July 15 to 90 minutes for the Chicago-Milwaukee trip. Most
of the passengers were unaware that a record run was to be attempted until
about five miles when the engineer opened the throttle and
out of Chicago
the high speed became evident. The entire run of 85.7 miles was made in
67 minutes, 35 seconds, or at 76.07 miles an hour. Between Mayfair and
Lake 68.9 milesthe train broke all existing records for the distance with
an average speed of 89.92 miles an hour. The highest speed recorded by the
speedometer was 103.5 miles an hour at Oakwood.

Works Water IS. 000 g2\.
Cylinders 6" x 2
8"
)/^ Drivers ô"
Weight, total 6s},6so lb.
Tractive Effort^s^^SO lb.
Steavi Pressure 2 2 5 lb.

^ j^ Class 6
180
(W-tI'^sa-sbm^hj
---*"-H
'l-rh
1930
Northern Pacific Railway no. 5002 2-8-8-4
In 1928 THE Northern Pacific's first 2-8-8-4, ^he 5000, was by Alco,
built
and after very successful trials eleven more of this type were ordered from
Baldwin's. For years these Yellowstones were the world's largest locomo-
tives and they still remain near the top in this class. They were designed
to haul 4,000-ton trains the 216 miles between iMandan, North Dakota,
and Glendive, Montana, up i . i per cent grades, which service they have
performed most Some improvements such as
satisfactorily. the addition
of roller bearings have been made and their tractive power as last reported
was 145,930 pounds.

Works Water 11, 100 g^\.
Cylinders (4) 26" x 32" jî^ Drivers 6f

Weight, total 1, 1 2 5,400 lb.
Tractive Effort (orig.)
booster 13,400 lb.
R.R. Class Zs
182
^
Oclte
m
^
Tot , i l-J, i '

v^ V-' '
iff
t
01
^ h
-J *:<^ '
iC 7
n-z
1931
Western Pacific Railroad no. 254 2-8-8-2
From Oroville at the foot of the Sierra Nevada Mountains to Portola,

1
1
7 miles away and 4,629 feet higher, the grade is a practically continuous
I per cent rise. This new route through the Feather River Canyon was
completed in 193 1 and opened for freight November. Mallets
traffic in
and Mikados were used on other parts of the Western Pacific but for
handling through freight consisting mostly of refrigerator cars carrying
California produce, six huge articulateds were ordered. These locomotives
rate among the largest and most powerful in existence and can handle
without helpers fruit trains of 65 to 74 cars at speeds of 18 to 20 miles an
hour over these mountains.
Builder Baldwin Locomotive 6,000

Fuel gal. oil
^^^^^ Water 2,000 2 gal.

2"
Cylinders (4) 26" x 3 jî^ Drivers 6 f
Weight, total I, oj},^ so lb.
Tractive Effort-
Steam Pressure 2-50 lb. engine 37,000 1
lb.
booster 13,900 lb.
Nos. 251 to 256
184
n
f-j
it S
-1-
i'\
'Ht--i
". H
.
1931
Wabash Railroad no. 2921 4-8-4
Eighteen of these Northern-type locomotives went into service late in
1930 and seven in January, 193 1, replacing Mountain types to which they
were very similar in general design. They were operated in through freight
service between Decatur, Illinois, and Alontpclier, Ohio, a distance of 272
miles \\ ith ruling grades of 0.6 per cent castbound and 0.9 per cent west-
bound. The fully enclosed cab is a feature not frequently seen in the United
States. Some of these engines were equipped with Timkcn roller bearings
and the tender fuel capacity later increased.

Fuel 18
VV or ks Water ,000 1 5 gal
Cylinders if x 32" )w Drivers jo''

Weight, total jso,6oo lb.
Tractive Ef[ortjo,Siy lb.
Steam Vressiire 2 5 o lb.

^j^ Class O i
Nos. 2900 to 2924
186
"U'
o>
(*
-in
1932
Lehigh Valley Railroad NO. 5103 4-8-4
The first of the 4-8-4's (called Wyomings on the "Valley") was the
5100, an experimental locomotive. It was designed to handle a 3,000-ton
train on a fast freight schedule over the entire 450-mile main line from Buf-
falo to Jersey City, including crossing Wilkes Barre Mountain without a
helper. The 5 100 having fully met requirements, ten similar engines were
ordered from Baldwin's, and more built by Alco foUowêd.

Cylinders 27'' x 30''

Dia. Drivers 70"
Weight, 1,500
total 81 lb.
Tractive Effort
booster 18,360 lb.
R.R. ClassTi
188
" r-
1934
Pittsburgh & West Virginia Railway no. iioi 2-6-6-4
In October of 1934 three of these articulated-type engines were delivered

under their own steam from the Baldwin Eddystone Plant via the Penn-
sylvania Railroad. The Pittsburgh and West Virginia is a 138-mile road,
its main business being the transportation of coal from the Connellsville
district of Pennsylvania to the steel mills at Pittsburgh, and across the upper
part of West Virginia to Ohio. This new power could handle twice as
much tonnage as that formerly used and the particular job of these engines
was hauling coal trains the 35^/2 miles from Connellsville to Rock, Penn-
sylvania. The three locomotives had a Bethlehem auxiliary engine on the
six-wheel rear tender trucks which developed 16,000 pounds additional
tractive effort.

Cylinders (4) 3"x32'''

2
Dia. Drivers 63"
Weight, 905,640
total lb.
Tractive Effort
16,000
auxiliary lb.
R.R. Class]i
190
I
K- n
1^
t2Jkz
S Â*-S(e_
-/V-
A
1935
Chicago^ Milwaukee, St Paul i^

Two NEW high-speed streamlined locomotives were delivered to the Mil-

waukee Road in May, 1935. They w ere designed to pull the new Hiawatha
on daylight runs between Chicago and the Twin Cities at an average run-
ning speed of 66 miles an hour, in six and a half hours. One of the new en-
gines before being placed in regular service made the 141 miles from Mil-
waukee to New Lisbon in 1
1
3 minutes. On the return trip with a train con-
sisting of a dynamometer car and five coaches, it was stopped from a speed
of 100 miles an hour in 6,600 feet. The first engines which were followed
by two more were finished in the Milwaukee's yellow, orange, maroon,
and brown; with all piping and fittings concealed under the shrouding,
they presented a very smooth appearance with their clean lines.
Builder American Locomotive Fuel original 4,000 gal. oil (in-
Co. creased to 5,544 gal.)
Cylinders 19" x 28" Water 1

3,000 gal.
Weight, original 527,500 lb. Dia. Drivers S^''
(increased to 563,443 lb.) Tractive Effort 30,700 lb.
Steam Pressure 300 lb. R.R. Class
33-oi-
iL
rjg) '
h)(\)a) 12-7" .. 7-lOi

X43-frH U- ^s^ *'-s-
16-Ot
ve-iof 88-73-
192
"
1936
Union Railroad NO. 303 0-10-2
The 303 WAS one of the first five locomotives of this wheel arrangement
ever built, the type being called Union in honor of the first purchaser. The
Union Railroad operates important switching service over 44.75 miles of
track in the Pittsburgh district connecting with six trunk-line roads. Pre-
viously, six wheel switchers and Consolidations handled the traffic but to
eliminate the pusher engines necessary on certain grades, this type of power
was designed. Shop and turntable restrictions Hmited the total wheelbase
and as operation was to be at slow speeds, a leading truck was unnecessary;
thus with a two-wheeled trailing truck to help carry the weight of the large
firebox, the 0-10-2 wheel arrangement resulted. The booster, it will be
noted, is applied to the leading tender truck.

Works Water 2,000
1 gal.
Cylinders 28'' x 32" Dia. Drivers 6

1
Weight, 644,510
total lb.
Tractive Effort
booster 17,1501b.
Nos. 301 to 303
194
A
1936
Norfolk ij Western Railway NO. 1212 2-6-6-4
These articulated locomotives were designed for general use, the first
going into service in 1936. By 1944, thirty-five more were in use, and an-
other five were added by 1949. Versatility well describes these engines as
they are used for slow freight service in some districts, time freight in
others, and for heavy passenger service on practically all the main line.
Their slow freight tonnage rating between Williamson, West Virginia,

and Portsmouth, Ohio, is 1 3,000 tons while their time freight tonnage rat-
ing between Portsmouth and Columbus is 5,200 tons. In heavy passenger
service they are capable of sustained speed in excess of 70 miles an hour.
Roller bearings are used throughout on all axles and complete mechanical
and pressure lubrication fittings expedite servicing.
BuilderNorfolk & Western Fuel 30 tons

Cylinders x 30"
(4) 24'' Water 22,000 gal.
Weight, 95 1,600
total lb. Dia. Drivers jo"
Steam Pressure 300 lb. Tractive Effort 1 14,000 lb.
R.R. Class
196
.ft
=13"^
!
I
-til
^.
. I'
I ^
I" 4
1
1937
New York^ New Haven i^

Hartford Railroad no. hoo 4-6-4
With the increase of passenger traffic on the New Haven's Shore Line
requiring trains of fourteen to sixteen cars, the capacity of the I4 Pacifies
which had been used for twenty years was severely taxed. As a result of
tests with two of these engines with a twelve-car train operating over the
1 56.8 miles between New Haven and Boston, this new design was worked
out. Much research went into these studies, which included consideration
of the 0.6 to 0.7 per cent ruling grade near Sharon Heights outside of Bos-
ton, and the eventual plans called for a locomotive which could maintain
a 60-mile speed over these grades with a twelve-car 830-ton train. Ten of
these Class I5 engines were delivered in 1937, being partly streamlined but
with maintenance accessibility in mind. They have been satisfactory in
every respect since they went into service and will probably remain the
last steam locomotives to be purchased by the New Haven.
Builder Baldwin Locomotive fuel 16 tons

Works Water 1 8,000 gal.
Cylinders ii" x 30" ^^-^ Brivers'ô"

Weight, fo^df/ 647,300 lb.
Tractive Effort4^,000 lb.
Steam Pressure 2851b. ^j^ Class I?
198
I
1937
Baltimore i^ Ohio Railroad NO. 5600 4-8-4
The Baltimore & Ohio in this locomotive, the George H. Emerson, had
another "first" the original engine having four cylinders with a rigid
driving wheelbase. It was the precursor of others to follow, such as the
Pennsylvania's four-cylindered types.
Baltimore & Ohio

Builder Fuel 23 tons
Cylinders (4) 18" x 26y2' Water 5,800
1
gal.
Weight, 689,950
R.R. Class N
200
R*5r
-F
-4-8-3iJ-7<>j
<^\
<î
::
--iSig"
5 a
?.'^
-'0-2-
< .
'O'-ll^"-
1937
Kansas City Southern Lines no. 900 2-10-4
Ten of the most powerful Texas types built up to this time made up this
order for the Kansas City Southern. Their boiler pressure was the highest
yet used in engines of this type. They had a very clean appearance, the pip-
ing being placed under the boiler jacket. Five were oil and five were coal
burners.
BuilderLima Locomotive Fuel 25 tons or 4,500 gal. oil
water 20,700 or 21,000

Works TT7 , 1
gal.
Cylmden-if x 34"
^^^ Driven-ô"
Weight, total-8s7,ooo lb.
j.^^^^.^^ ffo-93,30o lb.
Steam Pressure 3 1 o lb.
202
IO-^

1937
Southern Pacific Railroad NO. 4439 4-8-4
The 4439 was a later addition to a fleet of 4-8-4 engines, the first of these
streamhned types being a group of six which were dehvered in 1937. This
design met the requirements for locomotives of high tractive power with
ability to make high speeds and to handle 600-ton trains over grades. In
service they have a schedule which calls for a 9/4 hour run each way be-
tween Los Angeles and San Francisco, a distance of 470 miles including a
2.2 per cent grade near Santa Margarita in the Santa Lucia Mountains with
some curves up to 10 degrees. The Daylight coach streamliners on which
they operate are among the most famous in the world. Powering them and
the Larks are the prize assignments of the GS engines although they are
also used on several other trains.
igm 4-8-4
Original
Builder Lima Locomotive Fuel 6,275 g^^- oi^
Cylinders 27" x 30" Dia. Drivers j^Vi"
Weight, 82 1,280
total lb.
Tractive Effort
booster 12,510 lb.
R.R. Class GSis
4439
Builder Lima Locomotive Fuel6,275 gal. oil
Cylinders 2 5 /4'' x 32" Tractive Effort

Weight, 870,600
total lb. engine 64,800 lb.
booster 13,200
Steam Pressure 300
lb.
lb.
R.R. Class GS^
204
r'lV
/5- lOfi"-
I2--I0ii
Floaiina Chafing Block
Ml I
^
I ^
1937
Richmond^ Fredericksburg i^
Potomac Railroad no. 553 4-8-4
Five engines of this design were built for the Capital Cities Route. They
were very handsome machines and particular attention was given to their
finish and paint work. They were used mainly in freight service and orig-
inallv averaged fifty-two one-way trips between Richmond and Potomac
Yard, often exceeding 5,600 miles a month. The locomotives in this group
were named for noted Confederate generals as follows:
No. 551 General Robert E. Lee

No. 552 General T. Jackson J.
^ô- 553 General E. Stuart

J. B.
No. 554 General A. P. Hill

No. 555 General J. E. Johnston
Another group of six very similar locomotives which went into serv-
ice the following year handling heavy passenger traffic were named for
governors of Virginia.
Cylijidersi-]" x 30''
jî^^ Drivers -jf
Weight, ioidf/ 842,940 lb.
Tractive Eifort 62,800 lb.
206
1938
Denver ij Rio Grande

Western Railroad NO. 1801 4-8-4
This Northern type was one of five especially designed to handle pas -
senger traffic over the Continental Divide. The ruling grade eastbound
from Minturn to Tennessee Pass at the top of the divide is 3.0 per cent and
westbound from Pueblo to the pass it is 1.42 per cent. Over this Royal
Gorge Route, 745 miles, these 4-8-4's handled the Western
a distance of
Pacific's crack passenger trains such as the Scenic Limited, operating at
speeds up to 80 miles an hour in the Salt Lake district.

Cylinders 26" x 30''

Dia. Drivers 73''
Weight, 477,360
total lb.

R.R. ClassM6^
^^
so, 000 SAl.
CCZ3
eii
OO P LJ_LJ O
fLLi Ci)
eo~-"te'^' -af^-A' -/osi ' 6*'-^ /o*'- 'y
-Sf-O"-
-3Z-0~- 4- /f-ii
-9S-JJ
208
1938
Canadian Pacific Railway no. 285o 4-6-4
Sixty-five of these Hudsons were acquired by the Canadian Pacific to

handle high-speed main-line passenger trains. They were semi-streamlined,
some had boosters, and the last five were oil burners. When Britain's King
and Queen made their tour in 1939, the 2850 was assigned to pull the Royal
Train, and it made the entire trip without requiring any adjustments or
repairs. The Royal Insignia can be noted on running board and tender.
Builder Montreal Locomotive tons

Fuel 21
^^^^^ Water 12,000 gal.
Cylinders 2z" x 30" ^^-^ Drivers js''

Weight, total 62S,soo lb.
Tractive Effort^s^Sô lb.

j^ji Class U i d
Nos. 2800 to 2864
2 10

-<^-
oo" tjrli'
1938
Minneapolis^ St Paul &

Saulte Ste. Marie Railroad NO. 5000 4-8-4
The four locomotives of this type were the biggest of the steam power
owned by the Soo Line. They were used for both freight and passenger
service and are the last of the "steamers" the road will have, because of
its dieselization program.
BuilderLima Locomotive Fuel 4 tons

2
Cylinders 26" x 32" Dia. Drivers 75''
Weight, 00
total 77 1
, 1 lb.
Tractive Effort
booster 13,400 lb.
R.R. Class O20
2 I 2

0-0^ i
Mr>
14- S"= * I
mi
Ofe)
*
(^
^
.M-
L-
-%
t 1 4.J
->o.c:
1939
Pennsylvania Railroad no. eioo 6-4-4-6
The Si was the first of the Pennsylvania's several designs of multiple-

cylindered locomotives, and at the time of completion was the world's
largest and fastest coal -burning passenger engine. It was exhibited at the
New York World's Fair in 1939 and 1940 on a special treadmill operating
under its own steam. It could handle 1,200-ton trains on the level at 100
miles an hour. It is no longer in existence, having been dismantled in 1 949.
BuilderJuniata Shops Fuel M tons

2 1
Cylinders x 26"
22'' Water 3024,2 gal.
Weighty 1,060,000
Steam Pressure 300 lb. Tractive Effort 7 1

,800 lb.
R.R. ClassSi
214
1
or co%.p*tc%
S2;
Wi S~T
*i.
\i
1
4
-i->ei -
isii.r-T ^11
1939
Atchison^ Topeka ^7 Santa Fe Railway no. 5004 2-10-4
The first Texas type designed as such for the Santa Fe was the 5000 de-
livered in December of 1930 and used experimentally. It represented a 50
per cent increase in starting tractive effort over the first series of 2-10-2
type engines of 1903, Follou'ing the original 5000, nicknamed the "Mad-
ame Queen," ten similar locomotives but with larger drivers were put
into service in 1939, and twenty-five more were added to the roster in
1 944. All these Texas types are the most powerful non-articulated steam
locomotives on the Santa Fe.
Biulder Baldwin Locomotive 27 tons

Fuel
^^^^^ Water 20,000 gal.
Cylinders ô'' x 34" j^j^ Drivers 69''

Weight, total SSo^soo lb.
Tractive Effortg^ôoo lb.
Steam Pressure ^00 lb.

j^j^ Classsooo
216
1939
Detroit^ Toledo is Ironton Railroad no. 704 2-8-4
The four Berkshire-type locomotives built in 1935 for the D.T. & I. were
the first of their wheel arrangement on the road. They were followed by
two more in 1939, these making a total of three hundred and two of their
type then in service on ten American and Canadian railroads. These were
about the smallest 2-8-4's built, considering their tractive power and grate
area, although some others totaled more weight.
Builder Lima Locomotive Fuel tons

22

Weighty 772,370
total lb.

R.R. none
Class
218
1941
Union Pacific Railroad NO. 4000 4-8-8-4
The 4000 IS one of a fleet of twenty-five such locomotives the largest and
heaviest steam motive power in the world. These "Big Boys" have a total
length over couplers of 1 3 2 feet, i o inches, and their basic design was de-
veloped by engineers of the Research and Mechanical Standards Depart-
ment of the Union Pacific. Their objective was a locomotive capable of
hauling maximum tonnage and maintaining schedules without helpers over
theWasatch Mountains on a ruling grade of i .14 per cent between Ogden,
Utah, and Green River, Wyoming, 176 miles. Tests were made with ear-
lier articulateds and the result was this design, the mechanical details being
worked out by Union Pacific engineers and those of the American Loco-
motive Co. These 4000 series locomotives can operate on any part of the
system and can do up to 80 miles an hour, but produce maximum power
continuously at 70 miles an hour. They were perhaps the Union Pacific's
most important factor in their handling of wartime freight, developing

6,000 drawbar horsepower at 45 miles an hour, and each doing the work of
two other locomotives on one of the toughest hauling jobs on any Ameri-
can railroad.

Fuel
Cylinders (4) 23%'' x 32''

Dia. Drivers6^"
Weighty 1,208,750
total lb.

R.R. Class 4000
220

1941
Norfolk i^ Western Railway no. eoo 4-8-4
The Class J locomotives of this type are assigned to handle the principal
passenger trains of the Norfolk & Western.
Eleven were built from 1941
to 1943, and the first has traveled well over 1,000,000 miles. They have
an assignment of from 1 5,000 to 1 8,000 miles per locomotive monthly and
average 2 3 8,000 miles before first shopping is necessary. The longest pas-
senger run they handle is from Roanoke, Virginia, to Cincinnati, Ohio
424 miles. High mileage is obtained by quick turn-arounds rather than long
extended runs. One of these engines has attained a speed of 1 1 o miles an
hour handling a fifteen-car, 1,025-ton train on level tangent track.
BuilderNorfolk & Western fuel tons

35
Cylinders " x 27 32'' Water 0,000 2 gal.
Weighty 872,600
R.R. Class]
111
'l["i'T
f>UiLIN FACE-
'I'
I
1
1942
Chesapeake & Ohio Railway no. 1625 2-6-6-6
The first of the C. & O.'s Allegheny types appeared a few months earlier
than the 1625 in December, 1941. They were (and are) a most success-
ful design of articulated, so satisfactory, in fact, that repeat orders up to
1949 have resulted. They were at that time the largest locomotives built by
Lima. In service they handle 5,750 tons over the grades between Chfton
Forge, Virginia, and Hinton, West Virginia, unassisted.
Builder Lima Locomotive tons

Fuel 2 5
^^^^^ Water 25,000 gal.
Cylinders (4) 221/2" x 33" jî^. Drivers 6^'

Weight, ô^df/ 1,098,540 lb.

^ji Class H8
224
^1-
^tl
l1-
-
vf
:s5
?^
\
4-?"
^-ti"N^
m
1942
This heavy-duty freight power represents in most respects a departure

from usual Pennsylvania standards. Early in World War II when the
problem of additional motive power for all the country's railroads was
being worked out, the Pennsylvania was practically assigned Texas types
for freight handling. The design is based on the C. & O.'s engines of 1930,
then described as the largest and most powerful two-cylindered locomo-
tives in the world. Pennsylvania modifications are the very large tender
and special cabs, as well as a number of other changes, but the usual Bel-
paire firebox is conspicuously absent. The first of one hundred and twenty-
five of these engines went December, 1942, and the rest
into service in
followed through the next year. They were an important factor in ex-
pediting the movement of wartime freight and have proved very satis-
factory, now being in service on most divisions.
BuilderAltoona Shops Fuel 29/4o tons

Cylinders x 29'" 54'' Water ,000 2 1
gal.
Weight, total 977,380 lb. Dia. Drivers 69"

engine 95,100 lb.
booster 15,000 lb.
R.R. Class]i J i2i
226
i3'-oi-
jgara
1942
St. Louis^ Southwestern Railway no. sis 4-8-4
The 8 1
5 is one of five locomotives which were designed and constructed
by the Cotton Belt's own staff of mechanical engineers, foremen, and shop-
men at their shops at Pine Bluff, Arkansas. The original 4-8-4's on the road
were a group of ten by Baldwin's in 1930, and these were followed
built
by five more in 1937. Designed for handhng fast freight, these Li's were
numbered 815 to 819.
Builder Louis, Southwestern

St. Fuel 5,000 gal. oil
Cylinders 16" x 30" Water 5,000 1

gal.
Weighty 750,500
Steam Pressure 50 2 lb. Tractive Effort 6 1 ,564 lb.
R.R. ClassLi
228
15-10^
$ I
I
I
9
I
\
Ik
1942
Louisville ij Nashville Railroad NO. 1960 2-8-4
Fourteen of these Berkshires, the first of their type the L. & N. had
ever had, were put into service late in 1942; these were supplemented by
six more in 1944 and still another twenty-two up to 1949. Having larger
drivers and greater boiler capacity than the Mikados they replaced, their
tractive force at higher speeds is considerably greater. These 2-8-4's have

"everything" from roller bearings to booster and are as completely mod-
ern as steam motive power can be.

Works (Nos. 1950 to 1969) Water 22,000 gal.
Cylinders 25'' x 32''

Dia. Drivers 69"
Weight, 831,400
total lb. Tractive Effort
booster 00 1 4, 1 lb.
R.R. ClassMl
-y --
iîn //
3^^ J-^
oE
WW
5-IIJ4 So'-r- S-O'
,7: 6"
t: .- l3-7"-4-
\-
1-4^<
'S-J" i- lOrlC^-^
H
-^
35-5= rr=
(OS- a* -,
_
-^
230

1943
Northern Pacific Railway NO. 5139 4-6-6-4
Pioneered by the Union Pacific in 1936 and also first put into service the
same year by the Northern Pacific, the 4-6-6-4 type of articulateds imme-
diately proved their versatility and capabilities. The 5139 was one of a
repeat order for twenty built through 1943 ^îd 1944. Although dual
service locomotives, this class is used principally for heavy freight traffic in
districts with heavy ruling grades. All are roller bearing equipped on all
axles.

27
Cylinders (4) 23^x32" Dia.Drivers 70"

Weighty 1,081,000
total lb.

R.R. Class Z^
Nos. 5130 to 5149
w^^^^^^^^^-.:
77-4-
232
1943
Central of Georgia Railway no. 455 4-8-4
A NUMBER OF wcll-knowii Chicago-to-FIorida through passenger trains

are handled over the trackage of the Central of Georgia; among them are
the Southland, Dixie Flyer, Dixie Limited, Flamingo, Seminole, and City
of iMiami. To better handle these, as well as fast freight, eight 4-8-4's were
purchased at a cost of $178,000 each. These locomotives can maintain fast
schedules between A4acon and Atlanta with twenty-two passenger cars

northbound or thirty southbound and have about 25 per cent more
cars
tractive power than the Mountain-type engines they replaced.
Builder Lima Locomotive tons

Fuel 2 1
^^^^^ Water 13,000 gal.
Cylinders 1-]" x 30" j^^^ Drivers j^'

Weight, total 6^Tioo lb.
Steam Fressiire 250 lb.

]y[Qs_
. ,
j to 4^8
234
y
yt.
^
I 'J

1944
This year marked a particular milestone for steam in that the Pennsyl-
vania placed in service the first coal-burning locomotive without cylin-
ders the Sz, first direct-drive steam turbine engine ever built in the
United States. Jointly designed by Baldwin, Westinghouse, and Pennsyl-
vania engineers, it had two turbines for forward and reverse operation.
Some of the objectives of the design were to eliminate the reciprocating
parts of the conventional steam engine, obtain a uniform application of
power to the drivers, and gain the economies turbo-drive makes possible
at speeds above 30 miles an hour, steam consumption per horsepower at
the rail is considerably less than that of a comparable reciprocating steam
locomotive. Maximum efficiency is reached at a speed of about 70 miles
an hour, although with a full-length standard train it can attain a 100-
mile-an-hour speed.
Builder Baldwin Locomotive Fuel 42 V2 tons
Works Water i^,soo%2\

Forward turbine 6,900 H.P. at j^:^^ Drivers 68"
operating speed of 9,000
Tractive Effort
R.P.M.
1,500
forward 70,500 lb.
reverse 65,000
Reverse turbine H.P. at
lb.
operating speed of 8,300
R.R. ClassSz
R.P.M.
Weight, 1,040,200
total lb.
Length, coupler to coupler 122

feet 7/4 inches
y^
TCNOCR CAPACITY
COAL - aSOOO LS3.
MATCR- IS300 SALS.
oC t^H^jitn^j iin|n|ju
-4'~4-jn.ni-4 - 4-7"-4rt'tni- ' -^ y **^ -~- 90 y 72'
7Z -r-ô -X-**
-t-
7-i I
T7Z- -
- \
is'-4' *-i S-3"
r - I07-I0|
fOTAc WWCt-
'-T|'
236
1
1944
Baltimore ij Ohio Railroad no. 76oo 2-8-8-4
One of the latest and most advanced designs of articulated locomotives

is EAl on the Baltimore & Ohio. While they are not as pov/erful
this Class i
or heavy as some other engines of this wheel arrangement because of

definite weight specifications, they are, nevertheless, the heaviest on the
B, & O. The worked out by Baldwin's in collaboration with the
design was
Motive Power Department and the first ten ordered were received in
February, 1944. Followed by twenty more by September, 1945, they
filled an important assignment handling freight over the Cumberland
Division. The record-breaking tonnage moved over the Seventeen Mile

Grade and Cranberry and Cheat River Grades toward the closing months
of the war was handled largely and most efficiently by the EAli's.

Works Water 11,000^^1
2"
Cylinders (4) 24" x 3 ^^-^ Drivers 6^"
Weight, total 1,010,100 lb.
1
Steam Pressure 2 3 5 lb. 2? R Class EM i
Nos. 7600 to 7619 (1944)

7620 to 7629 (1945)
238
1944
In 1942 THE Pennsylvania Railroad, as a result of studies originated with

the Si (page 215), built an experimental 4-6-4-4-type locomotive having
four cylinders, two being opposed under the firebox, a rigid main frame,
and 77'' driving wheels. After extensive road tests with this 6130, the
4-4-6-4 type resulted reversing the former's wheel arrangement and
with both pairs of cylinders ahead of smaller drivers. It represents the most
radical departure from conventional steam-locomotive design to be put
ihto production since the appearance of the simple articulated engine,
twenty-six of the class having been built. They are used in freight service
and can make up to 70-mile-an-hour speeds.
Altoona Shops
Builder Fuel 37/4 tons
Cylinders (2) 19%" x 28" Water 19,200 gal.
(2) 23%'' X 29" Dia. Drivers 69"

Weight J
1,041,000
total lb.
Tractive Effort
booster 15,000 lb.
R.R. ClassQi
240
'
i
p
i^" 1
wf.^.
"j^^:
JLi;
ti--
1-6"
N
(1
?
O -: =^
\
T----
t^ Ô^-^
5*
f j'
tC"
l^ '^
r^
1 1 )
r
-J
- 4:'^^ r '
L
,.-^
Il
kJ
u
u
!B
(
.
.F^
'^^J
-.?.
u ^ (J
r"^r\ ' ]
i
i>=^
V J
m*
K
,
r>
^tx r
l\)
^
1- 5i
r-l
-
1
1945
Western Maryland Railway no. e 4-4-4 shay-geared
Last of the Shay-geared locomotives was this Western iMarvland repre-

sentative. Such engines had a wide range of operation for industrial, log-
ging, mining, quarry, and contractors' use. Some, however, have been
used for special service where standard locomotives were impractical on
trunk-line roads such as the New
York Central (on Tenth Avenue in
Manhattan before grade separation), the Chesapeake & Ohio, and the
Western Maryland.
Builder Lima Locomotive Fuel 9 tons

) 7" x 8"
Cylinders ( 3 1
1
di^. Drivers^W
Tractive fôr? 59,740 lb.
242
M
-34l
KH
V.
m
p
y^
^'SBk^
1945
Latest of Reading steam power are the thirty 4-8-4's of this type, the first
eight being completed in 1945. The worked out by Baldwin's

design was
and the Reading Alotive Power Department and the engines were built at
the Reading Shops. They are used pnncipally in freight service, where their
performance has been excellent.
BuilderReading Company Fuel 26 tons

27" x 32"
Cylijiders Water 19,000 gal.
Weight, 809,000
total lb. Dia. Drivers 70''

engine 68,000 lb.
booster 1,100
1 lb.
R.R. Class1:1
244
l-
MM
/I
i-i'
-^
-in M-A
w-
iJ.
1945
Two LOCOMOTIVES of this type were built by Baldwin's in 1 942 and op-
erated experimentally in main-line service as well as upon the Altoona
Test Plant. The 5505 was one of another fifty, the biggest fleet of four-
cylinder rigid-frame locomotives, built as the result of the satisfactory per-
formance of the first two. They are direct descendants of the Si in gen-
eral characteristics except that instead of having six-wheel leading and
trailing trucks, these are four-wheel, and a different streamlining treat-
ment has been applied. The tenders are the second largest ever built and
permit runs of 7 1
3 miles from Harrisburg to Chicago with only one coal-
ing stop at Millhrook, Ohio. Poppet valves, roller bearings throughout,
including rods and crossheads and forced feed oil lubrication at eighty-
eight points, were factors contributing 94 per cent machine effi-
to 93 to
ciency registered on tests. The Ti's were designed to handle 880-ton
trains at 100 miles an hour on level track and have been used in heaviest
passenger service until superseded by diesels.
Builder Baldwin Locomotive Fuel41 tons

Works (27) Water 19,500 gal.
Dia. Drivers 80"

Altoona Shops (25)
(4) 1874" x 26"

Tractive Effort 64,650
Cylinders
lb.
Weight, 953,370
total lb.
R.R. Class r I
Length, coupler to coupler 122

feet 9% inches
1^6
^ 11-6
I50"
I _
I*:
V 1 6
1946
New York Central Railroad NO. 6001 4-8-4
The twenty-five Niagaras of this type were almost the last steam loco-
motives to be purchased by the New York Central. Built in 1945 and
1946, the Si's were designed as dual-purpose engines but they have been
used almost exclusively in passenger service. These Niagaras have set an
unprecedented record in flexibility and economy of operation and have
made the highest records for mileage and availability of any steam loco-
motives in the world.

Fuel
^^- Water 18,000 gal.
Cylinders iK,y2" x 32" /)^-^ Drivers-]^"

Weight, engine^7 ,000 lb.
Steam Pressure 2^0 lb.

ji^fi^ ClassSi
iq'2' (FBONT) i^ lOf^J^7-

CAB WIDTH s'lo^jjCREAR) .T^ %_nf-2j
î'* ^ 1-^ s.i ^ t i

^
1, s.^r^
\ \
r &^^ ]^
248
1947
Chesapeake ^ Ohio Railway no. 500 4-8-8-4 xurbo-Eiectric
The 500 IS one of three such locomotives the world's first steam turbine
electrics. In these machines, the coal compartment is forward and from
this a mechanical stoker feeds coal into the firebox which, with a conven-
tional boiler, occupies the center section. At the rear is the 6,000 H.P. tur-
bine and two 2,000 K.W. generators which supply the electric current for
driving the eight axle-hung motors. Back of the locomotive is the tender,
which carries only water. A total length of 1 54 feet makes this the longest
steam locomotive ever built and it is the heaviest as well. It is completely

streamlined, roller bearing equipped, has electrically operated brakes as
well as air brakes, and can make speeds up to 100 miles an hour. Like so
many locomotives, it gained a nickname almost immediately the "Sacred
Cow."
Builder Baldwin Locomotive Fuel tons 2 9^/4
Turbine6,000 H.P. Dia. Drivers 40"
Generators 2,000 K.W.(2) Tractive Effort 98,000 lb.
each
R.R. Class Ml
Motors (8) 580 volt
Weight, 1,233,970
total lb.
'-60'-^fi0'~ asj'-l* 3B' in'- Of' 68' ^4' &B'-^^3'-^ 9i'-

t. -53- 17-6' U 17-6' ^--
'':'J'" H
48-3}^ V I I
I40-3J
OVCK PmilNC r*cts Of
90-
COWltKS-
7'.
-54-0 J
250

1948
Norfolk i^ Western Railway NO. 2156 2-8-8-2
The first of this type of freight motive power on the Norfolk and West-
ern was buih in 1930 (Y5) and others (Y6andY6a) followed up to 1948,
seventeen (Y6b) being built that year. Where conditions permit, these
articulateds can handle tonnage trains at speeds up to 45 or 50 miles an
hour. They are used particularly for hauling coal on the heavy grades of
the Pocahontas, Radford, and Shenandoah Divisions. These are the most
recent of true Mallet locomotives as they are all compounds.
Norfolk & Western

Builder Tiiel 30 tons
Cylinders (2 H.P.) 25"x32' Water 22,000 gal.
(2 L.P.)-39''x32' Uia. Drivers 58''
Weighty 961,500
total lb.
Tractive Effort
Steam Pressure 300 lb. simple 152,206 lb.
compound 126,838 lb.
R.R. ClassY62i
252
/3-I-
1949
New York^ Chicago ijr
St Louis Railroad NO. 776 2-8-4
Besides being the last word in Berkshire types, the Nickel Plate and Louis-
ville & Nashville 2-8-4's were actually the last steam locomotives to be built
commercially, as distinguished from those built by railroad shops. The
L. & N. order was for twenty-two engines, the same as those purchased in
1942, and the last -to be shipped was No. 1991 on May 1 1, 1949. The last
Nickel Plate locomotive, one of ten, the No. 779, has the distinction of
being the last steam engine for domestic use to leave the Lima plant, this
being shipped May 1 3, 1949. Both Berkshire types are completely modern
freight power and probably the "last of their race."
BuilderLima-Hamilton Corp. Fuel tons 22
Weighty 808,910
Steam Pressure 245 lb. Tractive Effort 64, 1 00 lb.
R.R. ClassSi
Nos. 770 to 779
254
h
1'"^
I
American Locomotives 1829-1900
What do such names as "Lightning," "Phan-
tom," "Tiger," "Highland Light," or "Na-
thaniel McKay" bring to mind? They might
be the names of chpper ships, but these
craft never sailed the seas; they made their
journeys over iron rails, for they were the
names of old "iron horses" back in the last
century the steam locomotives that played
their part in the land transportation that
opened up the country. This book is a pic-
torial story of the development of the Ameri-
can locomotive from the first engine to run

on rails in 1829 down to the turn of the
century.
Unquestionably, there is something about

a locomotive which is universally fascinat-
ing. Here for the first time is a book that does
justice to the old locomotives in a representa-
tive collection of authentic prints and Htho-

graphs with case histories of the engines
they depict that will delight readers of many
tastes. The raihoad enthusiast will find a
veritable treasury of illustrations and infor-
mation hitherto unpublished. Collectors of

Americana will cherish these fine prints, oc-
casional examples of which are highly prized
but rarely found. The student of history can
trace the railways' expansion through the
locomotive's growth and development. And
here are ideal prototypes for the model
railroader.
The historical and romantic side of these

picturesque old-timers has never made a
stronger appeal than it does today. Despite
all the eflBciency of modern streamline
equipment, the old engines of yesterday still
arouse the greatest excitement. To do them

justice pictorially and preserve some of the
colorful stories that surround their exploits
is the signal contribution of this book.
With 98 plates
BONANZA BOOKS
DISTRIBUTED BY CROWN PUBLISHERS, INC.
419 Park Avenue South, New York 16, N. Y.
Railroading Books ti
By Edwin P. Alexander ^^
ÔMA r

American Locomotives - A Pictorial Record of Steam Power 1900-1950

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A PICTORIAL RECORD OF STEAM POWER

Here is the pictorial history of Amer-

"firsts" of many new designs, up through

Considering today's trends in motive

Illustrated ivith over 125 plates

HORSES: AMERICAN LOCOMOTIVES 1829-1900 ^ AMERICAN

BONANZA BOOKS New York

This edition published by Bonanza Books, a

Design and Typography

power and speed as rolling equipment became heavier and more

certain information which would permit other engines to be shown. It

Anatoviy of the locomotive 190;

throbbing efficiency, streamlining, and air horn has yet to

tive of its year and demonstrative of continual progress in research and

creating the Berkshire, Texas, Hudson, and Northern types. Meanwhile

heaters, boosters, mechanical lubricators, siphons, roller bearings, and

Another important part of the story concerns methods and mate-

types and appliances, with considerable emphasis on strength in view of

component locomotive parts. Aluminum is sometimes used for cabs and

der). Cole (4 cylinder), Baldwin cross compound (2 cyhnder), Schenec-

Through the first half of the twentieth century locomotive building,

The Lehigh Valley's 'Black Diamond' at Ox Boiv curve in 1940.

companding table indicates the decrease in production through the reces-

LOCOMOTIVES ORDERED and BUILT SINCE 1900

1936 435 77 24 157

1937 173 145 36 526

1938 36 160 29 272

1939 119 249 32 338

1940 207 492 13 435

1942 363 894 12 936

148 691 6 935

(These figures courtesy Railway Age and Railway Mechanical Engineer.)

An interesting sidelight of the 192 1 depression was the "Prosperity

publicized and seen by many thousands on its cross-country trip.

No. 700 Wabash

No. 147 4-6-2 No. 94 4-6-0 71

Railway No. 917 2-10-2 Railway No. 1301 4-4-6-2 75

No. 383 2-6-4 T No. 5075 4-4-2 77

No. 2400 0-6-6-0 Railway No. 1493 4-4-2 79

Delaivare, Lackairanna & Western Texas & Pacific Railivay

Northern Pacific Railivay Chesapeake & Ohio Railiiay

Atchison, Topeka & Santa Fe

The ascending cloud of steavi, the gleaming brass,

The mighty moiling arm; and on amain

The quaking earth; a thousand faces pass

Scarce seen; so rmich the roaring speed benights

All sense and recognition for a -^'hile;

A little space, a minute, and a mile.

Aii'ay, a^ci'ay, along the horizon

Like drifted cloud, to its determined place;

(from an unidentified verse

Chicago i^ North Western Railway no. 1015 4-4-2

turn of the century is an almost classic example of simplicity and cleanness

Builder American Locomotive tons

^^- Water 5,200 gal.

Cylinders 10'' x 16" j^i^ Drivers "^i"

-%.**-n^ V<^OED V^CI^H-T