Stindt, Fred A LOCOMOTIVES Transportation Library TJ 603 386 B 726,592 173 173 of the P 326 326 AT ILA UNIVERSITY OF MICHIGAN LIBRARIES WESTERN PACIFIC A PHOTO STORY OF STEAM 1 09-47-1 Transport Engil Duket 6.2.55 3042 Rapidly disappearing from the American scene is one of the most fascinating machines Man ever has been privileged to invent-the Steam Locomotive. About it hundreds of books have been written and of it, especially in the last twenty years, an incalculable number of photo- graphs have been taken. This book will deal with one group of these machines-those of the Western Pacific Railroad. The Western Pacific of today, which extends from Salt Lake City, Utah to Oakland and San Francisco, California, is one of the world's most modern and efficient railroads, completely dieselized except for nine steam engines temporarily retained as emergency power, with centralized traffic control over 916 miles of its 924.5 miles of main line (exclusive of 178 miles of paired track operation with the Southern Pacific in Nevada), and operates along with the Denver & Rio Grande Western and Chicago, Burlington & Quincy, one of the country's most spectacular and successful trains, the California Zephyr. But is is not the 71 Locomotives of the Western Pacific 10 73001 Western Pacific of today about which we are writing. With full knowledge of the diesel's efficient but uninteresting supremacy, we are writing of the glamorous yesteryear of the Western Pacific when Steam was king. As is probably commonly known, the Western Pacific is the youngest of the so-called transcontinental railroads, having been organ- Transportation Library TJ 586 ized on March 3, and incorporated March 6, 1903. Construction began in Oakland, California and at Salt Lake City, Utah in January of 1906 603 The last spike was driven on a high bridge in the California mountains at Keddie, near Mile Post 281, on November 1, 1909 and the first pas- senger train arrived in Oakland August 22, 1910, although the road was not formally turned over to the Operating Department until July 1, 1911. In addition to the main line, several branches and smaller railroads occupy prominent places in the Western Pacific story and about them there follows a brief outline, considering them from east to west. Detailed information about any locomotives involved is shown on page 30. DEEP CREEK RAILROAD: 46 miles south from Wendover to Gold Hill, Utah incorporated October 11, 1916 to serve the gold mining ter- ritory and opened for traffic March 12, 1917. Owned by the Western Pacific. Road had two engines, one passenger and three freight cars. Was abandoned July 29, 1939, the last train operating the previous day. LOGGE RENO BRANCH and the NEVADA-CALIFORNIA-OREGON RAIL- WAY (Three-foot gauge) Essentially the present-day 33 mile branch from Reno Junction (formerly Rainbow) to Reno, Nevada, is related to the N-C-O only by use of two segments, aggregating fifteen and a half miles, of that road's Page 1 UNIVERSITY OF MI former narrow gauge right of way, but the story back of it is quite in- volved and interesting. In 1917, the year the Western Pacific entered the Reno picture, the Nevada-California-Oregon Railway had trackage from Reno north. 235.71 miles to Lakeview, Oregon, via Plumas Junction (formerly "Junc- tion," "Moran," and "Cuba"), Doyle, Hackstaff, now Herlong, Wendel, Madeline and Alturas, California. There was also a 39.4 mile branch, then known as the Sierra Valley Branch of the N-C-O, extending west from Plumas Junction to Davies Mill, now known as Graeagle, near Blairsden. Originally this line had been projected to Quincy and con- struction authorized to Mohawk, but was never constructed beyond Davies Mill. On March 24, 1917 an agreement was reached to sell to the Western Pacific the 64.42 mile section between Reno and Hackstaff and the 39.4 mile branch from Plumas Junction to Davies Mill and the sale of the total 103.82 miles took place on June 11, 1917 for a price of $700,435.00. The WP then started construction of the standard gauge line. Commencing from the east entrance of the Chilcoot tunnel a new right- of-way was laid out in a southeasterly direction 2.61 miles to Mile Post 35.00 on the N-C-O just eight-tenths of a mile north of Plumas Junction. (The Sierra Valley Branch west from Plumas Junction followed a longer course.via Dinwiddie Creek and on up over Beckwourth Pass.) They then standard gauged the N-C-O track 7.5 miles to Purdy, now Peavine, on the California- Nevada state line which was Mile Post 27.5 on the N-C-O, constructed a new and shorter (by 5.04 miles) line along the south side of Lemmon Valley via Copperfield and Anderson to the top of the hill at Mile Post 8.0 on the N-C-O, then standard gauged and followed the old winding N-C-O line, except for changing the alignment of the curves, into Reno. Standard gauging of the narrow gauge line was done by laying rails outside of both narrow gauge rails and narrow gauge operation continued while standard gauge construction was in progress. The old N-C-O route from Mile Post 8.0 to Purdy originally fol- lowed along the north side of Lemmon Valley via Summit, Mile Post 9.75, Cedar, Mile Post 15.61, and Francis, Mile Post 21.40, but had been shortened 1.5 miles around 1888 with a change near Summit account of bad snow conditions. On January 30, 1918 the last narrow gauge train left Reno and this must have been quite a sight to have seen. All locomotives and equipment were placed in one train bound for the new terminal at Alturas and with blaring of trumpets and roll of drums the train started. Engines that had not had steam in their boilers for years hissed and puffed and "got 'er rolling," but the long train failed to make the grade out of Reno. The second try, though, after backing down the hill, was successful and thus, during the height of World War I, came the end of slim gauge operation into Nevada's largest city, and standard gauge operation commenced February 4. All the N-C-O track south of Hackstaff and west of Plumas Junc- tion was then abandoned as these lines roughly paralleled the WP's own standard gauge route, leaving the N-C-O operating only from Hack- staff, which was formerly known on the WP as "NCO Transfer," to Lake- view, a distance of 172.06 miles. In 1922 the 16-mile section between. Hackstaff and Wendel was abandoned, and the remaining mileage was taken over by the Southern Pacific and standard gauged to Alturas by September 29, 1927 following ICC approval on May 3, 1925. Southern Pacific engines 1618, 1667 and 1670, all 2-6-0's, became standard gauge N-C-O numbers 24, 25 and 26 in October, 1927, but were returned to the SP when the line from Fernley to Klamath Falls (crossing the WP at Flanigan) was completed and opened for traffic on September 15, 1929. Page 2 11 * 1 ן Practically all of the narrow gauge engines went to the Southern Pacific, two to the now-abandoned Pacific Coast Railroad at San Luis Obispo, California and the others scrapped. No N-C-O engines ever went to the Western Pacific. PACIFIC COAST 111 The start of the narrow gauge was back on December 12, 1879 when the Western Nevada Railroad Company was incorporated to build a line from Wadsworth, Nevada south to a point near Walker Lake and eventually to Bodie, California but this never got beyond the paper stage and plans were changed to build from Reno to Oregon and later Reno south to Bodie and The Nevada and Oregon Railroad was incor- porated for this purpose on June 5, 1880. Ground was broken at Reno on December 22 of that year, but work was suspended after a few miles of grading had been completed. New management took over and in- corporated the Nevada & Oregon Railroad on April 25, 1881. The first rail was laid about a month later and construction proceeded slowly amid great difficulties. However, on October 2, 1882 regular train service started over the 31 miles of road just completed to Oneida. In a few months, though, operations were suspended and after extensive litigation the road was sold under foreclosure to Moran Brothers of New York on April 17, 1884. The Moran Brothers had supplied the money for construction of the line by purchasing the N & O First Mortgage Bonds. As new owners of the railroad, they placed it in operation again under the name of the Nevada & California Railroad (not incorporated) and the line was extended northward. The Moran Brothers formed the Nevada-California-Oregon Railway (known colloquially as the "Narrow, Crooked and Ornery") on March 31, 1888 and transferred the property of the N & C to this corporation on January 1, 1893. The line reached Hackstaff, the point where the WP was later to cross, by the middle of 1889, Alturas by 1908 and Lakeview, Oregon on January 10, 1912. The Sierra Valley & Mohawk Railroad Company was chartered October 1, 1885 to build a line from Junction on the Nevada & California Railroad (N-C-O) to Quincy, California and fifteen miles were completed by 1888. The following year rails were extended eight miles to Kirby's Mill. The road was reorganized January 5, 1895 as the Sierra Valleys Railway Company and opened for traffic on June 1, 1895. About the turn of the century it came under the control of the N-C-O, but was separately operated. On January 3, 1909 it was sold under foreclosure to a trustee of the N-C-O and on June 11, 1911 a new charter was taken out for the same line of railroad under the name of the Sierra & Mohawk Railway Company as successor to the Sierra Valleys Railway. On Jan- uary 1, 1915 it was consolidated with the N-C-O becoming known as the Sierra Valley branch. The original project of building to Quincy was abandoned and the line was built only as far as Davies Mill, a dis- tance of 39.4 miles from the point now known as Plumas on the Reno branch of the WP. A final note concerning the Reno branch: Not shown on any official map is the Lemmon Valley Branch built during World War II 4.2 miles eastward to the Reno Air Base from Mile Post 21.3, Martin. Tracks are still in though now seldom used. BOCA & LOYALTON RAILROAD: Portola, California eastward 5.7 miles to Beckwith then south 40 miles to Boca on the Southern Pacific, with a 1.6 mile branch known as Grizzly Creek Spur (later part of the WP Gulling Branch) extending north from the main line at a point 3.3 miles east of Portola. Engine house and shops were at Loyalton, Mile Post 19, a wye at Summit, Mile Post 30.5, the Verdi Lumber Company track crossed at Merrill, Mile Post 33.5 and at Boca there was another wye, an engine house and a quarter-mile switchback from the end of Page 3 S Yo Bomer Macdoel Ch₂or Pineland My Hebron Jerome Kegg Bray Morrison COAST DIV S AMILTON 14360 CHICO Dixon + niggs SHASTA Tuola TEHAMA YOU wid SACRAMENTO SHASTA AND Jane STIRLING CITY Doon Magalie tle Creen 1180Y AS TAC MT LASSEN. SANTA CLARA OVL Wood SAN A C DELMONTEJCr Bloch b Stockton SanMartin Buchar enoke Hara yoy Bethany морфем www AT FORD Palerme Pears 25 人 Pok Hond Porrinsz A ADENO Deder TOGE ACB Westley M O 2 I MODE NAT. 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FOR Lureme Surmester SALT LAKE Balfour hamer Garland Creek Sto B Ajax Fol HERDLYN Tumber Oatin onas Pete TINTIC MT Toeta Adams Conn orinne Tincic JULAY MAG TODE 0510 20 30 40 www. CAYLEY PETHANY SCALE OF MILES Gardiner PushValley ? Champin Lyndy NEIDO NATLIFOR MIDWAY Iyasa 15 Wesville RINNE JCT IGHAM 1977 Utahl ODE FOREST JATNEY jtype E B OGDEN yw NEPHI Church's P Bear Y Richmond! CACHE Hmithfield NATL.FL LAN Sugar CaHE CLARA AMILTON CARNEGIE 50 TRER MORGAN KE SALT LAKE CH Mountain Lehode SCALE OF MILES 10 Sharp The Cure 60 COAL CARBO 9.598 VEGAL Eplify Q MANTI 20 BANGONQUIN B ANDANE ME PRO Nebou 1 BANTA PAC SUO TRA LONGER CASTLE ROCK RLVE STAN | BRANDONE ·· TEREST RATE. } The Northern end of the N-C-0 properties purchased by the WP was at a point 2000 jeet south of WP-NCO crossing at Hackstoff WP YWHOW BLAIRSDEN To Wendel Alturas and Lakevien ÖREGON RAILWAY DAVIES MILL SYM ME SEE CLIO SUM MP 36.30 BLACKSTVEE NCO MP ELIOS NOW HERE ONC LIFGAN ;NCO MP hig NEVADA CALIFORNIA DOYLE, NCO MP 56 501 From Reno Junction and Cameron (See above, right? ANTIA? ·T ۱۱ گزر NCO MË 5112) KED CANYON NCO MP 7 28. CRIZZLY CREEK SPUR ON B GULLING BRANCH ON WP CLAIRVILLE (SVM MP 307) Sierra Valley & Mohawk Railroad WESTERN PACIFIC · L ·000 ANN TINTOLYOA B & LICT (B & L MP 273) GULLING MP 12.62 CALPINE JCT. ·}\ Clover Valley Railroad CRIZZLY JCT. NB & 1. MP 332) Branch Colpane 1 HORTON JCT. (NOW CLOVER VALLEY JOY.. (R&L MP 634: DAVIES JCT (MĚ 100) SUMMIT (CALPINE BA, MP EN CALPINE (MP 12.1) PLUMAS COUNTY (B & L MP 557-5VM MP 202 BECKWITH 2 SKETCH MAP OF THE BOCA & LOYALTON RAILROAD. THE NENADA-CALIFORNIA-OREGON RAILWAY AND SIERRA VALLEY & MOHAWK RAILWAY SHOWING THE RELATION OF THESE ROADS TO THE WESTERN PACIFIC 3 4 WESTERN PACIFIC HAWLEY CROSSING (B & L MP 7.20) (NOW HAWLEY, MP 09 ON LOYALTON BR Sierra Valley & Mobatek, Railroad Verdi AST 6 JW WAS NOINTA ❤ Lumbar KIRBY'S MILE SAM ME NO To Bed Canyon and Hackstaff -Sen ucet beleu, lejt.. Born & Lomjalton Railroad SIERRA COUNTY Mr 230 CHILCOOT SVM ME 40% Company ELMIRA SVM MP SAAS JUNCTION MP 600 OF SVQM BR MORAN MP 449 ON NCO BY NOW PLUMAS PLUMAS JOY MP SAON WE RENO BRANCH LOYALTON>B_&_L_MP_19.02- WP LOYALTON BR, MP 12.7: 2- () - CECILOVOT TUNNFU MP 20.02 - Present End of Loyalton Br. Trackage MEERILA. B&L MP 113. SIERRA COUNTY NEVADA COUNTY RENO SUMMIT WYF BETMEDE LASSEN COUNTY Raci Loyalton SCAMERON Talifornic Badrad CHAT : NÇÓ MP X M JUNCTION AT KENO BR. ME D04 = WF RENO 88 MP SAL 1 NGO MZ JAIS 1 Rabery Batboast Monde) Ch R BOCA MP 45 W SWITCHBACK TRACK کچہ GE (7) MA J A с Boshroud END OF MAIN LINE BARA MP LESS Southern Parifie Commpany A Verdi Lumber D Nerd TURDY ME 27 38 ON NGO NOW FEAVINE METAL ON W/ BENO BR [z] N COUNTY WASHOE FRANCIS - NCO ME 214 C Velijama COPPERFIELD (MP 163 RENO MA BASE G MP JAN ANDERSON CEDAR MARTIN Oregon MP 343 Radung Souther Pacific NCC MP 12 SUMMIT NÇO VES NOU MON ME 2500 ON WT BENC 85 SP ܐ ܠ ܕ REND MP OOK ON VEC WE GEUN MP SENO SA the main line at Mile Post 44.85 down the hillside to a connection with the Southern Pacific. Equipment as of June 30, 1909 included 7 active engines and as of June 30, 1914, six engines. The Boca & Loyalton was incorporated September 24, 1900 and opened in 1902 and at that time was controlled by the D&RG thru ownership of 51% of capital stock. The Western Pacific purchased the B&L on November 30, 1916 7 but never operated into Boca for authority had been granted November 25, 1916 to abandon the portion south of Mile Post 23 and the tracks and other facilities were removed in the summer of 1917. During con- struction westward in 1909 the WP had rebuilt the B&L right of way between B&L Junction and Portola, 2.7 miles and later it abandoned the B&L trackage between Grizzly Junction and Beckwith, 2.4 miles, the rails. being taken up in August 1920, and in 1939 the 2.4 mile Gulling Branch was abandoned. The Clover Valley Lumber Company, operators of a large mill at Loyalton, has trackage rights over the Loyalton Branch, which is the present name of the remaining B&L trackage between Loyalton and Hawley, near which latter point their own track connects and extends fifteen miles or so north into the timber area. The Clover Valley presently has two steam engines, a 2-6-6-2 saddle tank, No. 4, and No. 8, a little 2-6-2 obtained from the old Hobart Southern Railroad at Hobart Mills, California. Such information as is available on Boca & Loyalton engines. will be found on Page 31. CLOVER VALLEY LUMBER CO CLOVER VALLEY LUMBER CO 8 NORTHERN CALIFORNIA EXTENSION: Known as the "Inside Gateway" this 112 mile section thru some of the most rugged and iso- lated parts of California was completed from Keddie to Bieber on November 10, 1931 to give the Western Pacific, in connection with the Great Northern, a north-south route competitive with the Southern. Pacific. This has been the last piece of major new railroad construction in the West except for line relocations. Comprising a part of the NCE is a 5.27 mile section of track between Westwood and Mason belonging to the Southern Pacific, but over which the Western Pacific has trackage rights. The Western Pacific also has but does not use trackage rights north 11 miles from Bieber on the Great Northern main line to Lookout thence over the Great Northern branch to Hambone, an additional 34 miles, to a connection with the McCloud River Railroad. INDIAN VALLEY RAILROAD: 21.6 miles from Paxton northeast through Crescent Mills on the Bieber line of the WP to Engles, California. Incorporated June 30, 1916 and controlled jointly by the Western Pacific and the Engles Copper Mining Company. Construction was finished in June of 1917. Road had two former D&RG engines, two flat cars from the Boca & Loyalton (B&L Numbers 408 and 409) and two passenger cars. Road was abandoned in October 1938 and rails removed in the spring of 1939. The engines sat derelict at Crescent Mills for several months before being scrapped. Page 6 631 SACRAMENTO NORTHERN RAILWAY: A line formerly oper- ating electric passenger service between San Francisco and Sacramento, Woodland, Marysville, Colusa, Oroville and Chico, California, now a freight-only road operating both electric and diesel locomotives. A complete history of this line and its several predecessor companies has been published by "INTERURBANS," the National Electric Railway News Digest, 1416 South Westmoreland Avenue, Los Angeles 6, California, and no further information will be attempted here except to say that the properties between Sacramento and Chico, the former Northern Electric, では? have been owned by the Western Pacific since October 18, 1921, and those between Oakland and Sacramento, the former Oakland, Antioch & Eastern and later the San Francisco-Sacramento Railroad (Sacramento Short Line), since February 1, 1927. Some steam engines were used during the construction of the OA&E and in the early days three steam. engines were operated by the Northern Electric, but aside for a short time during construction, none were ever used on the Western Pacific. CENTRAL CALIFORNIA TRACTION COMPANY: 53.7 miles be- tween Sacramento, Lodi and Stockton, California. Incorporated August 7, 1905. Formerly operated frequent passenger service with electric cars and owned several electric locomotives. Passenger service was discontin- ued before the War and all freight trains are now handled by diesel locomotives. Road became jointly owned by the Western Pacific, South- ern Pacific and Santa Fe on January 1, 1928 and has never owned any steam locomotives. TIDEWATER SOUTHERN RAILWAY: Incorporated March 11, 1912, succeeding Tidewater & Southern incorporated October 4, 1910 and Tidewater and Southern Transit Company, February 16, 1912. Extends 33 miles south from Stockton to Modesto and an additional 16 miles to Turlock. Formerly operated frequent electric car service be- tween Stockton and Modesto but is now a freight-only line handled by diesel locomotives. Prior to dieselization, though, it used two electric freight motors and has had three steam engines on its roster in addition to use of various Western Pacific locomotives during the fruit season. Western Pacific acquired the line in March of 1917. Page 7 ALAMEDA & SAN JOAQUIN RAILROAD: Organized May 1, 1895 and completed July, 1, 1896 Stockton west to Tesla, California, 36 miles. It was built for the specific purpose of hauling coal from what were thought to be very fine deposits in Corral Hollow valley. The Western Pacific purchased this line July 25, 1903 and the portion of the road from Carbona to Ortega on the southern edge of Stockton is the present main line of the Western Pacific. From Ortega the A&SJ went along what today is known as Hunter Street to Hazelton Street and turned west until it reached Mormon Channel and followed Mormon Channel to Stockton Channel. It was at this point where the coal was transferred to barges and river boats and was the Stockton terminal of the A&SJ. The distance from Carbona to Tesla was 13 miles but the branch has been cut back to 2.3 miles from Carbona. Poors Manual of Railroads for 1900 states that the A&SJ had three engines, of which two became WP 121 and 122, but we have been unable to locate any infor- mation whatsoever about the third engine. ALAMEDA BELT LINE: Serves various industries on the Alameda side of the Oakland Estuary. It was originally owned by the City of Alameda which owned no engines and had to look to the Southern Pacific to perform the switching work. In 1926 the Western Pacific and Santa Fe got together and purchased the line from the City, though the Southern Pacific continued to do the switching until 1928 at which time an enginehouse was constructed and two Santa Fe 0-6-0's, 2036 and 2039, were bought and numbered 1 and 2. Later a third engine, Santa Fe 2045 becoming ABL No. 3, was purchased, and all three served until the close of the War when diesel power made its typical intrusion. West- ern Pacific engines were used occasionally on the ABL when its own engines were being shopped, but no ABL engines were ever used on the Western Pacific. OAKLAND TERMINAL RAILWAY: Has various industrial tracks in Emeryville. Formerly owned by the Railway Equipment & Realty Com- pany, a Key System holding company, the line was taken over Decem- ber 2, 1942 by the Western Pacific and Santa Fe. One steam engine, No. 4, had become Santa Fe 2447 and was later sold to the Modesto & Empire Traction Company as No. 9 who sold it for scrap in April of 1952. OAKLAND TERMINAL RAILROAD CO. 4 ALAMEDA BELT LINE M&ETC KOL Page 8 The present operational set-up of the Western Pacific consists of two divisions, each with four districts or subdivisions, the Western, ex- tending from San Francisco to Portola and Bieber with headquarters at Sacramento, and the Eastern, from Portola to Salt Lake City, with head- quarters at Elko. The districts are: Dist. 1st 2nd 3rd 4th Dist. 1st 2nd 3rd 4th Between *San Francisco Stockton Oroville Keddie Between WESTERN DIVISION Elko Wendover Portola Winnemucca And Stockton Oroville Portola Bieber EASTERN DIVISION And Winnemucca Elko Wendover * Salt Lake Miles 93.8 111.3 116.3 111.8 Miles 210.9 133.1 140.9 121.4 Miles from SF 93.8 205.1 321.4 392.7 Miles from SF 532.3 665.4 806.3 930.4 *Mileage computed from San Francisco, 3.5 miles west of Oakland, to Roper Yard at Salt Lake City, 2.4 miles east of the Union Station. Distance from Oakland Pier to Salt Lake Union Station is 5.9 miles less, or 924.5 miles. The line goes through forty-three tunnels, three of which are over a mile long, (Spring Garden, Chilcoot and Hogan) aggregating almost 46,000 feet, rises from an elevation of 7 feet at Oakland with a ruling grade of just 1 percent to 5018 feet at Reno Junction, the highest point in California, to 5866 feet at Jasper, Nevada, highest point on the line, at Mile Post 752.7, thirteen miles west of Shafter. Between Weso, 3.5 miles east of Winnemucca, and Alazon, near Wells, the WP and SP have paired track operation, all eastbound traffic of both roads being over the Western Pacific and west- bound over the Southern Pacific. Previously mentioned have been the Reno, Loyalton and Carbona branches. In addition to these and considerable industrial trackage in San Francisco, Oakland, San Jose, Stockton, Sacramento and Oroville and long spurs at Blairsden (See Note), Gray's Flat and Camp Rodgers, the following branches should be shown. Name of Branch (1) (2) (3) Connection with Main Line at t " Tooele Ellerback Burmester, Utah Ellerback, Utah Warner Dolomite and Flux Calpine (1) Calpine (2) Gulling Calpine Junction, California B&L Junction, California Land Gulling (3) Bidwell Bar Terminous Junction Terminous San Jose Bidwell Bar Terminous San Jose Niles Junction Constructed with new 75 lb. rail by the WP and opened for traffic May 14, 1923. Used principally to serve the lumber mill at Calpine. Abandoned in May of 1940. See Boca & Loyalton Railroad. Not operated by the Western Pacific, but by the Feather River Railway Company, which has trackage beyond Bidwell Bar to Feather Falls, Rogersville and into the timber area. Piers and part of the trestle of the abandoned 3-foot gauge Swayne Lumber Company Railroad can be seen on the east side of the WP tracks at Land. NOTE: Graeagle (Grayeagle) Spur. Extends approximately a mile and a half southeast to the lumber mill at Graeagle, formerly Davies Mill, which was on the old Sierra Valleys Branch of the Nevada California Oregon. THE WESTERN PACIFIC RAILROAD CO. WESTERN EASTERN DIVISION PACIFIC TIME 17 To MASON Va-faelovs, vad Úseeri. Mangent In Effect 12:01 A. M. “Pacific" Time SUNDAY, SEPTEMBER 27, 1931 WESTERN PACIFIC TABLE This Time Table as for the exclusive use and guidance of the employes concerned. The Company reserves the right to vary from it at pleasure Always have the revised Book of Rules of the Transportation Department at hand for reference. IP QUIGLEY. Supremestendent el. Team, porttjes, Miles BABAYA, 15.5 4.7 12.1 2.4 1.9 7.8 23.8 Page 9 POINT Salt Lake City Garfield Garfield Junction Warner Wendover Shafter Wells Palisade Golconda Gerlach Flanigan Hackstaff, California Reno, Nevada B&L Junction, California Quincy Paxton Crescent Mills Clear Creek Junction Bieber Westwood and Mason Land Oroville Marysville Sacramento Page 10 NOTE (1) (2) (3) (1) (4) (5) The Western Pacific interchanges (or has interchanged) traffic at points and with railroads as shown below: WITH Bamberger Electric (Via UP) Denver & Rio Grande Western Salt Lake, Garfield & Western Salt Lake & Utah Union Pacific Union Pacific Bingham & Garfield Union Pacific (Via TVRR) Tooele Valley Deep Creek Nevada Northern Union Pacific Eureka Nevada Golonda & Adelaide U. S. Gypsum Company Southern Pacific Nevada California Oregon Southern Pacific Virginia & Truckee (Via SP) Boca & Loyalton Quincy Railroad Indian Valley Indian Valley Almanor Railroad Great Northern Southern Pacific Feather River Railroad Sacramento Northern Sacramento Northern Southern Pacific Central California Traction Sacramento Northern Southern Pacific POINT Stockton Lyoth Oakland San Francisco San Jose Alameda (3) (4) NOTE (6) WITH Santa Fe Central California Traction Southern Pacific Stockton Terminal & Eastern Tidewater Southern Southern Pacific Santat Fe (via SP) Howard Terminal (via SP) Oakland Terminal (via SP) Sacramento Northern (via SP and OT) Southern Pacific Santa Fe Northwestern Pacific (barge-via State Belt) Ocean Shore Petaluma & Santa Rosa (via barge) Southern Pacific State Belt Southern Pacific Alameda Belt Line (via SP and barge) (1) Narrow gauge. Transfer of lading only. No interchange of cars. (2) Not much is known about this railroad. It was built about 1910 and extended about twelve miles south from Golconda, probably following Rock Creek in its ascent to Adelaide Mine on the eastern face of the Sonoma Range, and was used to haul gold and copper ore to a small smelter at Golconda located between the SP and WP tracks. The mine was owned by Noble Getchell and George Wingfield who held patented claims and it is our understanding that former President, Herbert Hoover, worked as a mucker in the mine. Rolling stock of the railroad, which was narrow gauge, consisted of a number of ore cars and two locomotives. We are indebted to Mr. George E. White, analytical chemist of Lovelock, Nevada, for this information. Railroad was abandoned in 1917 or 1918. Track connection and crossover, but no interchange of cars. This point was formerly known as Red River Junction and traffic was interchanged with the Red River Lumber Company. (5) Trackage rights. No interchange of traffic. (6) The Western Pacific took over the Ocean Shore main line from Alemany Boulevard and San Bruno Avenue in San Francisco to Potrero and 25th Street and their in- dustrial lead from Jerrold Avenue to Illinois Street paralleling Army Street. Today this section is referred to by the WP as their Ocean Shore Lead. D The foregoing pages have shown how the Western Pacific is made up and now, before turning to a discussion of the locomotives. themselves, here is a look at the places where they were serviced. With the construction of the main line, nine roundhouses were built and except where otherwise indicated each had eight 95-foot stalls and an 80-foot turntable. Other engine facilities were also used and will be described in east to west geographical order along with the regular roundhouses. SALT LAKE CITY: Western Pacific used the roundhouse of the D&RGW. SEER FEES BOROND KNOLLS, UTAH: Located 39 miles east of Wendover, a small roundhouse was constructed here in 1909, but when the first engine was put in a stall it sank but finally raised and recovered after much difficulty. Inspection showed that the ground was soft and entirely unusable so roundhouse was torn down without ever being used. WENDOVER, UTAH: Built in 1910. Three garden tracks added in 1911. In 1937 two stalls were extended to 140 feet to accomodate the forthcoming articulated engines (401-407) and the turntable re- placed with a 120-foot unit. Boiler from engine 75 was installed to replace one of the original stationary boilers. Two more garden tracks were added in 1945 and in 1949 the boiler from engine 10 was installed to replace the other original boiler. In 1951 a one-stall diesel engine house was built near the depot and the entire roundhouse facility was retired. ELKO, NEVADA: Built in 1909. In 1937 a 120-foot table was installed, two new 140-foot stalls built and one stall lengthened to 140 feet. In 1943 four additional 140-foot stalls were constructed and in 1944 two garden tracks were added. In 1952 half of the roundhouse was removed to make room for the construction of a new diese! mainte- nance building having two tracks with a capacity of two units each. In 1953 the remaining half of the roundhouse was dismantled. WINNEMUCCA, NEVADA: Only change made here was the installation in 1942 of a 120-foot table. Original roundhouse was built in 1909. In 1951 a one-stall diesel engine house was built near the depot and the engine terminal retired and dismantled. HO CHONE Page 11 GERLACH, NEVADA: Built in 1909. Until 1932 this was the junction of the Eastern and Western Divisions. The original roundhouse. was destroyed by fire October 30, 1914 and a new 7-stall house con- structed on the same site in 1915. On April 22, 1927 this too was de- stroyed by fire and never rebuilt. Roundhouse tracks etc. were taken up in 1939 and water facilities retired in 1950. RENO, NEVADA: With the purchase in 1917 of the Reno to Hackstaff and Plumas Junction to Mohawk sections of the Nevada- California-Oregon Railway, the Western Pacific also acquired the ter- minal facilities of that road at Reno which included an 8-stall brick narrow gauge roundhouse and a 55-foot turntable and a fine brick station. The WP never used the roundhouse for engines although in 1917 BULK TOPPEDE ENCOR 100 CO the narrow gauge turntable was replaced with an 80-foot standard gauge unit. The roundhouse and adjoining industrial buildings were desroyed by fire in 1940. LOYALTON, CALIFORNIA: The Boca & Loyalton maintained a 4-stall engine house and machine and car shops inside the wye at this point, there being no turntable, but the Western Pacific abandoned these facilities after it bought the road in 1916. The original station is still in use but the shops and enginehouse have been dismantled. PORTOLA, CALIFORNIA: Built in 1910. In 1923 four additional stalls were constructed and in 1925 the original 80-foot table was re- placed with a 110-foot unit. A two-track 8-unit capacity diesel house has just been completed and the steam roundhouse and other facilities dismantled. Portola has been the junction of the Eastern and Western Divisions since April 24, 1932. KEDDIE, CALIFORNIA: A 4-stall wooden-frame corrugated iron sheathed roundhouse with 120-foot table was built here in 1931 and is still in use, though of course not by steam engines. BIEBER, CALIFORNIA: The 4-stall engine house is owned by the Great Northern, though Western Pacific engines were serviced here. Diesel engines now run through to Klamath Falls on the Great Northern. OROVILLE, CALIFORNIA: Built in 1910. In 1926 a 110-foot turntable replaced the original 80-foot unit. 6 stalls were added in 1937 and in 1943 four more were added along with a shop area and the shop area was extended in 1947. Aside from the shops at Sacramento, Oro- ville is the principal diesel maintenance point on the railroad. Page 12 SACRAMENTO, CALIFORNIA: This is the site of Jeffery Shops. Original plant had an erecting shop with ten transverse pits and a machine bay. This was extended in 1924 by the addition of five new pits. and a longer machine bay. In 1938 the facilities were again expanded by construction of a new three-track longitudinal erecting shop and machine bay adjoining the old shop on the west side. Also at Sacramento at the same location are car shops and other general shop facilities. STOCKTON, CALIFORNIA: Built in 1910, the original three-stall wooden roundhouse with 80-foot table was located at Sacramento and 7 Acacia Streets at the old Flora Street yards. The roundhouse was de- stroyed by fire on December 13, 1914 and a temporary new structure was built on the same site and was used until about 1925 when the Flora Street yards were retired and yard and engine terminal facilities moved to the present location south of town where a ten-stall reinforced con- crete house with 80-foot table was built. In 1938 the table was replaced with a 110-foot unit and in 1943 one stall of wooden construction and a leanto cleaning room were added. Entire unit is still in use and Tide- water Southern engines, as well as WP, are serviced here. TESLA, CALIFORNIA: A 57-foot turntable was installed by the A&SJ in 1896 which was retired by the Western Pacific in 1939. There was no roundhouse at this point. OAKLAND, CALIFORNIA: A two-stall addition was constructed in 1943 for servicing diesel engines and the turntable was replaced with a 110-foot unit. SAN JOSE, CALIFORNIA: A 4-stall roundhouse with an 80-foot turntable was built in 1923 and is still in use, though by diesel engines. SAN FRANCISCO, CALIFORNIA: In 1910 a 48 x 95 foot frame engine house was constructed which was retired and dismantled in 1923. In 1944 a 25 x 70 foot diesel engine house was erected. Western Pacific trackage in San Francisco is isolated from the rest of the railroad, cars being barged between there and Oakland. WESTERN PACIFIC Of the 208 steam locomotives that have been on the rolls of the Western Pacific, all but thirty-one of them were delivered new. Of these 208, the railroad started business in 1909 with just over half this many, not considering engines used in construction which did not become a part of the regular roster. There were sixty-five 2-8-0's, numbers 1-65; thirty-six 4-6-0's, numbers 71-106 and twelve 0-6-0's, numbers 151-162, byrg Page 13 all new machines, plus two second-hand 4-6-0's acquired with the Alameda & San Joaquin Railroad, a total of 115 engines. The succeed- ing years saw the acquisition of the only 2-6-0, three more 4-6-0's, one more 2-8-0 and four more 0-6-0's to round out the smaller power. Later forty-one 2-8-2's were purchased of which five were disposed of within one year, ten 2-6-6-2's, ten 2-8-8-2's, ten 4-8-2's, seven 4-6-6-4's and six 4-8-4's. 481 484 The steam engine reached its zenith on the Western Pacific in 1938 with the delivery of four 2-8-8-2's from Baldwin and seven 4-6-6-4's from Alco. (See Page 75.) But for almost thirty years the bulk of the passenger service had been handled by the 71 and 86 class 4-6-0's- trains with names typical of the era: Pacific Express, the "1915 Mail," Panama-Pacific Express, Salt Lake Passenger, Overland Express, Oroville Express, Capitol Limited, Stockton Express, Atlantic Coast Mail, Scenic Limited and Feather River Express, and in later years these engines even occasionally were used on the Exposition Flyer and Royal Gorge, al- though these two trains were usually hauled by the ex-Florida East Coast 4-8-2's and SP-patterned 4-8-4's. The first passenger train over the new line back in 1910 was powered by 4-6-0's, the 104 from Salt Lake to Elko (see Page 80), 89 to Winnemucca, 84 to Gerlach, 94 to Oroville and the 92 from Oroville to Oakland. The diesel made its first appearance in 1939 in the form of three 600 HP switchers and in May of 1940 GMC's big demonstrator growler, 0000 all four units and 193 feet of it, showed up on the WP after having ex- hibited its drawbar busting ability to several other western roads. An ironical passage is quoted from the May 9, 1940 Oakland Tribune. "Railroad men pointed out, however, that marvelous as the new giant is, it will never replace entirely the old 'iron horse' on the railroads. This engine would be economical for certain runs only, they said, and would not be practical for all hauls." Unfortunately, an erroneous prognostica- tion. This was the beginning of the end for Steam. By 1942 eight 660 HP switchers and three 5400 HP four-unit freight engines were in service. In 1943 eight 1000 HP switchers and three more big freight jobs had been added. Except for four of the oldest engines on the system and two others that had been in wrecks, the steam motive power was all intact up until the fall of 1937 at which time the Western Pacific did something it was many, many times to regret in just four years: It scrapped twenty- two of its remaining thirty-five husky little Alco (American Locomotive Company) 4-6-0's and one worn out Baldwin 2-8-0. Hirohito and Tojo must have known. Page 14 The War temporarily saved many another WP steam kettle, but by the end of 1947 time was running out and with 39 diesels then in service. including the first of the three-unit passenger engines, sixteen more of the smaller steamers were condemned. Things looked up a bit in 1948 with just one engine leaving the roster, but that was just the lull before the storm, for in 1949, 1950 and 1951 the boom was lowered on eighty- one more including all the remaining 4-6-0's except No. 94. By June of 1952 all of the high-stepping 4-8-2's upon which so much care had been lavished in 1936, were gone, and all ten of the great 2-8-8-2's and all 7 seven of the new 4-6-6-4's were eliminated practically in one blow. The close of 1953 saw only nine steam engines left on the roster: three 2-8-0's, one Mike and three 0-6-0's and two Northerns, with a total of 77 331 diesels in operation. Two other engines remained on WP property, No. 26 which now has been donated to Travel Town in Griffith Park in Los Angeles and was still being worked on, and 4-6-0 No. 94 which will be retained permanently for historical purposes. The nine will be held as standby power until they are due for flues. For the next few years it will still be possible for the enterprising soul, if he likes desert driving, to see a Western Pacific steam engine in service for switchers 156 and 158 were sold to the U. S. Gypsum Com- pany at Gerlach, Nevada and are in service there under the herald of that company. In 1951 high hopes were held that another WP engine might be saved for it was then that the Sierra Railroad decided that it needed another unit of non-diesel power and gave serious consideration to both 203 and 334. The 334 was rejected, so we are told, because of too great axle weight, and the two roads could not get together on a price for the 203. It was also rumored that the SP wasn't too enthusiastic about ferrying either of these engines down to Oakdale on its branch line, and of course the Santa Fe branch from Riverbank with its light rail was out of the question. Both engines were in fine condition and there were many among rail enthusiasts who were mighty unhappy to see the deal fall through. The Sierra subsquently purchased a 1930 vintage Baldwin 2-6-6-2 compound from the Weyerhauser Timber interests at Klamath Falls, Oregon, and, as No. 38, it is now in service on the Sierra. 103 CROLD Since about 1929 there has not been much change in the appear- ance of the steam engines. Most of the Mikes that did not come equipped with the Elesco feed-water heaters had had them applied by that time and most of the engines had had the headlight position changed from the top of the smokebox down to the center; the enamel medallion had replaced the letters "WESTERN PACIFIC" on the tender and enamel number plates had replaced painted numbers on the engine cabs. There were, though, six distinct styles in the stenciling and other appearance Page 15 of the engines from the years 1906 to 1929 which are illustrated and explained on Pages 82 and 83. Further, for comparison purposes, Page 84 shows how each of the four groups of original new engines appeared in 1906, 1908 and 1909 before any changes were made. For fuel the Western Pacific used both oil and coal. Coal was used extensively though not exclusively Winnemucca and east and prior to 1928 many of the engines were changed back and forth between coal and oil as one particular fuel became cheaper than the other. Coal was not used west of Winnemucca and in later years all engines on the Western Pacific were oil burners except a few of the Baldwin 2-8-0's, a few 4-6-0's, eight 2-8-2's and all of the 4-6-6-4's. Aside from steam engines there are a few other pieces of equip- ment that are of passing interest: Two motor cars, two Budd rail cars, two wooden coaches, five former Sacramento Northern cars and two ferry boats. Motor cars 198 and 199 were built by Brill in 1922 and arrived at Sacramento December 7th of that year and placed in service on the San Jose Branch in May of 1923. They were sold for $415.00 each in December of 1939 to the Georgia Car and Locomotive Company. HAIL WAY EXPRESS ENCY 195 Two Budd RDC's (Rail-Diesel-Cars) called "Zephyrettes," pur- chased new in 1950 provide tri-weekly schedules between Oakland and Salt Lake which more or less replaces the fine but little used service offered by the Royal Gorge which was discontinued September 14, 1950. TEEK FACIELE IO Zeet the Wooden combination car No. 401 was coach No. 2 on the Boca & Loyalton Railroad and was used on the Reno, Loyalton and Calpine branches prior to the War but was retired November 5, 1937. Car No. 402 which, along with engine 94, is being retained for historical pur- poses, was No. 550 of the Denver & Rio Grande and was used on that road's Farmington branch out of Durango, Colorado when it was stan- dard gauge. The WP acquired the car on January 8, 1925 for use on the Reno branch. Five ex-Sacramento Northern interurban trailer cars, numbers 1021-1025, were used during World War II between Halls Flat and West- wood, 37 miles to bring lumberjacks in from the woods on Friday nights. and take them out again on Sunday nights. After the war the cars, numbered WP 451-455, remained at Westwood for a few years and were finally brought to Sacramento where one became an office and the others scrapped. Page 16 1 100 فرك The Ferry "Telephone," an ex-Columbia River craft built at Port- land in 1903 and purchased by the WP in 1909 provided the original connecting service between the Western Pacific's pier in Oakland and San Francisco. But because she was a single ender, though one of the fastest boats on the Bay, she was not altogether satisfactory for ferry service, and was retired in 1917 and dismantled in 1918. She was of wooden construction and her specifications were as follows: 632 gross tons, 565 net tons, 201 feet long at load water line, overall width 37 feet, with a 6-foot draft and stern paddle wheel. While the Telephone was not scrapped until 1918 she had been inactive for five years due to the purchase in 1913 of a new boat, the "Edward T. Jeffery," designed especially for Bay use and built by Moore & Scott in Oakland in 1912 and 1913. She worked between San Fran- cisco and the Western Pacific's pier in Oakland until World War I when she was assigned to the Alameda Southern Pacific Mole run by the United States Railroad Administration. During this time the Western Pacific slip was not used, WP trains, as well as Santa Fe, using the Southern Pacific pier in Oakland. With the close of the War, this steamer, later named the "Feather River," again met Western Pacific trains at their own pier Bor 26 TJEFFERY SACHAR Page 17 in Oakland, an arrangement that continued until May of 1933. At that time the WP and SP entered into an agreement whereby WP trains would operate in and out of the SP's pier and the ferry was turned over to the Southern Pacific who changed her name to the "Sierra Nevada." HEY SYST SIERRA NEVADA She was used mostly between Oakland and San Francisco but occasion- ally saw service as a relief boat for the Northwestern Pacific between San Francisco and Sausalito, making the trip in 22 minutes compared with 32 minutes for the regular boats and was known as the fastest boat on the Bay. She was leased to the Key System in January of 1939 and painted orange and began service from San Francisco to Treasure Island on February 27. It ran throughout both World Fairs in 1939 and 1940 then went back to the Southern Pacific and though still painted orange, was used as a relief boat. During World War II it was acquired by the United States Government, painted gray, designated as YFB 62, sent to Wil- mington and operated by the Wilmington Transportation Company for the United States Maritime Commission on shipyard runs in 1942 to 1945. It was returned to the Southern Pacific at Oakland after the War and was used on relief runs, still painted gray. It was sold in 1947 to the Rich- mond-San Rafael Ferry Company, painted white and went into operation on May 30th. The old veteran returned once more to the Southern Pacific San Francisco-Oakland Pier run on April 5, 1954 to pinch-hit for the "Eureka" and "Berkeley" which were both tied up under repairs. She was returned on April 8, 1954 to Richmond where she is still in service. Her future, though, is very much in doubt for a bridge is being built on the ferry route. Let us hope that somehow she may escape the wrecker's crow-bar and torch. Her hull is of steel, upper works of wood, of 1587 gross tons, 1025 net tons. Length of hull at load water line is 219 feet, breadth 36 feet, draft 11 feet and overall width 62 feet 6 inches and had a seating capacity of 1150 passengers when in passenger service. WESTERN PACIFIC Page 18 I WESTERN PACIFIC ENGINE TOTAL NUMBERS ENGS 1- 20 21- 65 71- 85 86-106 121-122 123 124 125 126 127 151-162 163 164-166 171-180 201-205 206-210 251-256 257-260 301-305 306-310 311-315 316-321 322-326 327-331 332-336 401-407 481-486 1st 321-325 20 45 15 21 2 1 1 1 1 1 12 1 3 10 5 5 5 6 5 5 5 7 6 GENERAL ROSTER AND SPECIFICATIONS OF STEAM LOCOMOTIVES OF THE WESTERN PACIFIC RAILROAD. 5 TYPE 2-8-0 2-8-0 4-6-0 4-6-0 5 2-6-6-2 5 2-6-6-2 Ô 2-8-8-2 4 2-8-8-2 4-6-0 2-6-0 2-8-0 4-6-0 4-6-0 4-6-0 0-6-0 0-6-0 0-6-0 4-8-2 2-8-2 2-8-2 2-8-2 2-8-2 2-8-2 2-8-2 2-8-2 4-6-6-4 4-8-4 2-8-2 ROAD CLASS } 21 71 86 121 123 124 125 126 126 151 163 163 171 201 206 251 256 301 306 311 316 322 327 332 401 481 321 SYMBOL C-43 C-43 TP.29 TP-29 TF.17 EF-14 C-23 TF-21 TF-18 TF-19 S-31 S-34 S-34 MT-44 M-80 M-80 M-137 M-137 MK-60 MK-60 MK-60 MK-60 MK-60 MK-60 MK-60 M-100 GS-64 MK-55 BUILDER Baldwin Philadelphia 1906 American Schenectady 1909 American Brooks 1908 American Brooks 1909 Richmond Richmond 1896 Baldwin Philadelphia 1876 Baldwin Philadelphia 1882 Pittsburgh Pittsburgh 1888 Rome 1891 Rome 1891 New York New York WORKS YEAR American Pittsburgh 1909 American Schenectady 1915 American Schenectady 1919 American Schenectady 1924 Americon Brooks American Baldwin Boldwin American Lima 1917 Richmond 1924 Philadelphia 1931 Philadelphia 1938 1918 American Brooks American Schenectady 1919 1921 1923 American Brooks American Brooks American Brooks American Schenectady 1926 American Schenectady 1929 1924 Boldwin Schenectady 1938 Lima 1943 Philadelphia 1918 DRI. CYLINDERS 5566 57 57 67 67 57 502 50 51 *60 55 51 51 51 73 63 63 63 63 63 63 63 70 73'7 22x30 22x30 21x26 21x26 57 37-232x32 57 37.23'2x32 63 26-32x32 63 26-32x32 63 18x24 16x24 19'2x24 18x24 18x24 18x24 20×26 21x26 21x26 26x28 28x30 27x32 28x30 28x30 28x30 28x30 28x30 22-32x32 27x30 26x30 ON DRI. 185 184 135 135 83 71 95 73 92 92 146 160 160 211 356 356 553 550 242 239 246 246 245 248 249 399 281 222 ENG TRK 22 19 46 45 2=222 32 11 13 28 22 54 24 26 49 48 28 24 25 25 25 25 26 79 74 20 TLR TRK WEIGHT TOT ENG 49 49 47 63 65 46 $7 52 44 57 57 57 112 111 49 207 203 181 181 115 82 108 101 114 114 146 160 160 314 429 429 665 663 316 320 323 315 327 330 332 590 466 291 TOR LOD 157 155 138 136 76 68 70 60 84 84 122 103 103 202 213 208 408 403 216 211 214 191 192 264 267 402 398 172 TOT E&T 364 358 319 317 191 150 178 161 198 198 268 263 263 516 642 637 1073 1066 553 531 538 506 519 594 599 992 864 463 STEAM 200 200 200 200 150 135 150 160 160 760 180 180 180 200 200 200 235 235 190 190 190 190 190 190 190 265 260 200 TR. EFF. 43 43 29 29 17 14 23 21 -18 19 31 34 34 44 60 60 60 60 60 71 60 71 60 71 TENDER CAPACITY thousand gallons OIL WATER 200 64 76 55 12.0 80 80 12.0 137 151 22.0 137 151 23.0 8.0 8.0 6.9 7.0 4.0 2.8 4.0 3.0 3.5 3.5 6.0 4.5 4.5 10.0 12.0 12.0 12.0 10.0 10.0 15.0 15.0 22.0 23.0 10.0 3.5 3.0 3.0 3.0 1.6 1.6 21 1.9 1.4 1.6 2.5 2.1 2.1 4.0 4.0 4.0 5.0 6.0 4.2 4.0 4.0 4.0 4.0 6.0 COAL DRIVING 16.0 15-8 14.0 15-8 12.0 13-6 14.5 13.6 9.0 9.0 10.0 21.5 19.0 19.5 11-0 10-0 13-6 10-2 11-8 11-8 16.0 11-4 11-6 11-6 19-7 31-2 31-2 43-10 43-10 16-6 16-9 16-6 16-6 16-6 16-6 16-6 25.0 35-1 20-0 16-9 WHEEL BASE ENG. TDR 24-4 24-4 24-4 24-5 21-2 17-2 21-6 20-S 22-0 22-0 11-4 11-6 11-6 42-10 49-10 49-10 61-5 61-5 35-11 36-1 35-11 35-11 36-3 36-3 36-3 59-11 45-10 36-1 20-2 20-10 20-10 20-10 14-8 16-2 16-4 15-9 17-2 17-0 18-4 17-10 17-10 24-2 26-0 23-6 26-0 26-0 26-0 25-5 25-5 34-0 34-5 WESTERN PACIFIC LENGTH OVERALL OVERALL 23-6 58-6 60-0 57-11 58-0 46-4 44-5 47-9 46-6 48-11 48-11 45-1 43-10 43-10 77-0 26-1 86-6 97-3 26-11 86-6 97-2 34-0 120-5 108-0 34-0 108-0 120-10 73-1 71-9 73-2 73-2 73-3 73-3 73-3 106-7 94-5 68-4 70-5 68-0 68-0 71-5 55-5 53-3 56-11 55-1 58-1 58-5 61-5 58-9 58-9 87-1 84-0 82-3 83-11 83-11 84-0 84-0 84-0 120-0 109-0 78-11 Symbol shows name of type of engine and tractive effort to nearest thousand pounds. thousand pounds; water and oil to nearest hundred gallons; and coal to nearest ton. Where The two tractive effort figures shown for 251-260 and 322-336 engines are for with and Symbol initials stand for the following: C--Consolidation, TP-Ten-Wheel Passenger; there is a difference between the specifications shown here and those shown on the draw-without booster. Driving wheel base figures for articulated engines are for one set of TF-17--Ten-Wheel Freight; EF-Eight-Wheel Freight; S Switcher; MT-Mountain; M-Malings it is because the drawings show the engines as they were when wheels only. Overall length is measured from coupler face to coupler face. let; MK-Mikado; GS-Golden State or General Service. Weights are shown to nearest | delivered to the WP and do not cover any modifications. *February 12, 1931 diameter of drivers changed to 55 inches and tractive effort raised to 19228. Page 19 ENGINE BUILDER NUMBER NUMBER 12345O7∞ a 6 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 Page 20 29160 29173 29174 29197 29240 29241 29273 29492 29342 29343 29348 29349 29442 29443 29444 29445 29490 29491 29274 29509 46451 46452 46453 46454 46455 46456 46457 46458 46459 46460 46461 46462 46463 LAST DATE USED Aug. 47 Dec. 47 Nov. 47 Aug. 49 Nov. 49 Sep. 49 Oct. 49 June 33 Aug. 47 Aug. 47 Aug. 49 Nov. 46 Sep. 49 Dec. 48 Jan. 47 July 47 Mar. 47 Nov. 45 Mar. 50 May 47 Feb. 52 June 51 Nov. 48 Dec. 48 Dec. 49 Oct. 52 Feb. 52 Dec. 48 Dec. 49 Mar. 53 July 48 Dec. 48 Dec. 52 ROSTER OF INDIVIDUAL LOCOMOTIVES DISPOSITION ORIGINAL DISPOSITION COST PRICE DATE NOTE Oct. 47 Nov. 49 Nov. 49 Mar. 50 Dec. 49 Dec. 49 Mar. 50 Nov. 37 Jan. 50 July 48 Mar. 50 Jan. 50 Feb. 50 Jan. 50 Sep. 47 Oct. 47 Oct. 47 Sep. 47 Dec. 50 Oct. 47 Dec. 53 Oct. 51 Feb. 50 Nov. 49 Mar. 50 Mar. 54 Feb. 53 Nov. 49 Mar. 50 Dec. 53 April 50 Nov. 49 A с с с с C A с A с с с с A A A A A A HLY J C C C M G с J C с $16598 $3976 16598 2641 16598 2523 16598 2394 16598 2586 18996 2588 16598 2474 16598 1813 18996 2596 18996 3942 18996 2434 16598 2745 16598 2387 16598 2585 16598 3976 16598 3976 16598 3976 16598 3976 16598 3196 16598 3976 15331 3000 15331 5671 15331 2437 15331 2547 15331 2461 15331 FREE 15331 3605 15331 2617 15331 2412 15331 3000 15331 2330 15331 2564 15331 32233554 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 5353 54 55 56 57 58 59 60 aaoooouuuu 61 62 63 64 65 46464 46465 46466 46467 46468 46469 46470 46471 46472 46473 46474 46475 46476 46477 46478 46479 46480 46481 46482 46483 46484 46485 46486 46487 46488 46489 46490 46491 46492 46493 46494 46495 Oct. 51 Feb. 52 Oct. 51 Feb. 51 May 32 Aug. 47 Nov. 52 Feb. 52 Aug. 48 April 31 July 47 Jan. 49 Dec. 49 April 49 Aug. 49 Nov. 49 Dec. 50 Aug. 47 Mar. 50 Dec. 49 Mar. 51 Nov. 51 Jan. 52 Dec. 46 Oct. 30 Jan. 47 June 51 Aug. 47 Sep. 49 April 53 Oct. 48 Nov. 52 Oct. 51 Feb. 53 June 52 Jan. 52 Nov. 39 Sep. 47 Jan. 53 April 50 Dec. 34 Sep. 47 Nov. 49 Feb. 50 Mar. 50 Nov. 49 Mar. 50 Oct. 51 Dec. 49 Mar. 50 Mar. 50 Oct. 51 Jan. 52 Jan. 52 April 47 Nov. 39 Oct. 47 Oct. 51 Dec. 49 Feb. 50 Dec. 49 Dec. 53 G G L G < A A L C A A с с C с с K C C с G DOH A A A C C C J 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 15609 3517 3517 3172 3172 1698 3945 3598 2174 935 3945 2623 4248 2447 2600 2406 5649 2635 2415 2431 5642 5449 5649 2976 1698 3945 5652 2631 2464 2605 3000 [ J'a 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 45677 45678 45679 45680 45681 45682 45688 45689 45690 45691 45692 45693 45694 45695 45696 46438 46439 46440 46441 46442 46443 46444 46445 46446 46447 46448 46449 46450 46430 46431 46432 46433 46434 46435 46436 46437 June 47 Oct. 36 Jan. 37 Nov. 37 May 36 Oct. 47 Nov. 48 May 48 Oct. 37 April 37 Aug. 47 July 37 July 47 May 47 Mar. 38 July 47 Nov. 37 Nov. 37 Dec. 46 May 37 Jan. 29 June 37 Dec. 36 April 53 Nov. 37 Oct. 35 Feb. 37 July 36 Sep. 47 April 37 Nov. 35 Dec. 36 May 34 Aug. 36 July 36 Oct. 46 ROSTER OF INDIVIDUAL LOCOMOTIVES Jan. 50 C Nov. 37 B Nov. 37 B Nov. 37 B Sep. 37 A Jan. 50 C Dec. 49 Dec. 49 Nov. 37 Nov. 37 Dec. 49 Nov. 37 Nov. 49 Oct. 47 Dec. 39 Dec. 49 Nov. 37 Nov. 37 Nov 49 Nov. 37 Dec. 34 Nov. 37 Nov. 37 Nov. 37 Nov. 37 Nov. 37 Nov. 37 Dec. 49 Nov. 37 Nov. 37 Nov. 37 Nov. 37 Nov. 37 Nov. 37 Jan. 50 с C B B C B с A A с B B C B A B B BBB B B с B B B B B B C 13247 13247 13247 13247 13247 13247 13247 13247 14397 14397 14397 14397 14397 14397 14397 14585 14585 14585 14585 14585 14585 14585 14585 14585 14585 14585 14585 14585 14291 14291 14291 14291 14291 14291 14291 14291 2339 1038 1087 1122 2024 2344 2374 2362 1107 1080 2327 1083 2328 2422 1483 2353 1115 1104 2380 1077 834 1093 1089 1098 1070 1076 1077 2363 1107 1037 1112 1090 1104 1067 2363 121 122 123 124 125 126 127 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 171 172 173 174 175 176 177 178 179 180 2543 2544 3891 6085 978 672 675 46500 46501 46502 46503 46504 46505 46506 46507 46496 46497 46498 46499 55280 58786 58787 61548 65750 65751 65752 65753 65754 65755 65757 65759 65761 65762 Dec. 34 Dec. 47 Nov. 24 Oct. 47 Oct. 30 Nov. 46 Dec. 23 June 51 Feb. 52 Feb. 50 Nov. 46 Mar. 49 Mar. 51 Oct. 45 Mar. 51 July 48 April 47 May 51 April 47 Feb. 52 Oct. 53 Mar. 53 Sep. 53 Mar. 51 Mar. 50 Feb. 50 Oct. 48 Oct. 49 Nov. 50 June 49 Feb. 51 May 51 Feb. 50 Dec. 34 April 50 June 30 Nov. 49 Dec. 34 Oct. 47 June 30 Oct. 51 Feb. 53 Feb. 50 Sep. 47 Nov. 49 May 51 Sep. 47 May 51 Jan. 50 Sep. 47 June 51 Sep. 47 Jan. 53 Oct. 51 July 51 June 52 April 50 April 50 June 52 April 50 June 51 May 52 July 51 A C A C A AA А А G C A C E A E с A C A L -- L L с с L с L L L 7500 7500 3122 3122 3122 4000 4000 11859 11859 11859 11859 11859 11859 11859 11859 11616 11616 11616 11616 16118 15951 15959 16080 12500 12500 12500 12500 12500 12500 12500 12500 12500 12500 528 1400 870 1402 426 7500 1340 4046 2715 1781 2931 1848 5000 2931 5000 1911 2931 3783 2931 2924 7738 7904 7267 3058 3073 7390 3085 7943 7470 7871 Page 21 201 202 203 204 205 206 207 208 209 210 251 252 253 254 255 256 257 258 259 260 301 302 303 304 305 306 307 308 309 310 311 312 313 Page 22 57444 57445 57446 57447 57448 65485 65486 65487 65488 65489 61636 61637 61641 61642 61648 61649 62149 62150 62151 62152 59995 59996 59997 59998 59999 61193 61194 61195 61196 61197 63014 63015 63016 May 51 July 49 Oct. 52 Aug. 50 Oct. 50 April 51 Mar. 50 Feb. 52 Oct. 50 Feb. 52 June 51 Oct. 50 Jan. 51 Dec. 50 Oct. 50 Dec. 50 Mar. 51 June 49 June 51 Jan. 51 Mar. 52 June 50 April 52 Nov. 47 Nov. 48 April 51 Oct. 50 Jan. 53 Jan. 53 Mar. 50 Mar. 49 Jan. 50 Mar. 49 ROSTER OF INDIVIDUAL LOCOMOTIVES May 52 L 52861 Dec. 49 C 52861 G 52801 A 52801 C 52801 L 83405 C 83405 L 83405 83405 83405 Feb. 53 Aug. 51 June 51 Oct. 51 June 51 Jan. 53 June 51 May 52 May 52 May 52 May 52 May 52 May 52 May 52 May 52 May 52 May 52 May 52 Jan. 53 June 51 Jan. 53 Jan. 50 Jan. 50 Jan. 52 Jan. 52 Dec. 53 Dec. 53 Jan. 52 Jan. 50 Mar. 50 Feb. 50 с L L L L L L L L L L L L L L с G G G C C C 122187 122187 122187 122187 122187 122187 186313 186313 186313 186313 63754 63754 63764 63764 63764 55260 55260 55260 55260 55260 74280 74280 74280 8993 4179 6881 7937 9590 9551 9551 6838 9551 8955 15286 15286 15286 10405 10405 15286 15101 15101 15101 15101 5209 7811 5209 3403 3171 6282 6282 4000 4000 6282 3511 3271 3271 314 63017 315 63018 316 64259 317 64260 318 64261 319 64262 320 64263 2nd 321 64264 2nd 322 65480 2nd 323 65481 2nd 324 65482 2nd 325 65483 326 65484 327 66741 328 66742 329 66743 330 66744 331 66745 332 67970 333 67971 334 67972 335 67973 336 67974 1st 321 50804 1st 322 50805 1st 323 50806 1st 324 50807 1st 325 50808 401 402 403 404 405 406 407 68902 68903 68904 68905 68906 68907 68908 Feb. 49 Dec. 48 Dec. 50 June 51 Dec. 50 July 51 Feb. 51 May 50 Nov. 49 Mar. 52 Dec. 49 Nov. 37 Jan. 53 July 49 May 51 Oct. 52 Sep. 50 Mar. 53 Oct. 49 Feb. 49 Oct. 52 Oct. 49 Jan. 53 Jan. 20 Jan. 20 Jan. 20 Jan. 20 Jan. 20 June 49 Nov. 50 Feb. 50 Nov. 50 Oct. 50 Nov. 50 Nov. 50 Jan. 50 Jan. 50 June 51 Jan. 52 с C L D Jan. 52 D Jan. 52 D Feb. 52 L Feb. 52 C Feb. 50 Feb. 53 Mar. 50 Dec. 39 Dec. 53 April 50 Jan. 53 Dec. 53 Feb. 52 Dec. 53 April 50 April 50 Mar. 50 Feb. 53 Feb. 20 Feb. 20 Feb. 20 Feb. 20 Feb. 20 June 52 June 52 June 52 June 52 June 52 May 52 May 52 G с A с L J с J с с C G N N N N с J C C J L L 74280 74280 54929 54929 54929 54929 54929 54929 67699 67699 67699 67699 67699 77640 77640 77640 77640 77640 79176 79176 79176 79176 79176 181642 181642 181642 181642 181642 181642 181642 3511 3511 7743 6383 6383 6383 6383 6383 3365 5540 3365 2712 4500 3704 6086 4500 6983 4500 3758 3758 3758 6188 13762 13762 13762 13762 13762 13762 13762 BROWSERSPEZZON 481 482 483 484 485 486 Π 8017 8018 8019 8020 8021 8022 F Dec. 51 Jan. 52 Jan. 53 Mar. 52 Oct. 51 Jan. 53 LL Jan. 53 Feb. 53 Jan. 53 Jan. 53 J LL F G F F EXPLANATION OF DISPOSITIONS The disposition dates shown are the dates the engines were officially off the roster. In most cases engines were either scrapped or removed from WP property and scrapped within two or three weeks. 206655 206655 206655 206655 206655 206655 NOTE A Scrapped by the Western Pacific at Sacramento. B Scrapped by the United Commercial Company (Division of Hyman Michaels) on Western Pacific property at Stockton. C Sold for scrap to Luria Brothers, San Francisco. Delivered to Cali- fornia Metals Company, Pittsburg, California, for actual scrapping. D Sold for scrap to Purdy Company, San Francisco. E Sold to U. S. Gypsum Company, Gerlach, Nevada. Delivered in May of 1951. Engines still in service under WP numbers, but USG herald has been applied to the tenders. In addition to the sale price, the engines were to have been fixed up at a cost not exceeding $3100.00. 6897 6291 6897 8079 Sold to the Southern Pacific Company for parts. Tenders retained by WP for use on MW equipment. Engines shipped on own wheels to Sacramento, stripped of parts that could be used on SP GS-6's (4460-4469) and balance of engines scrapped by Southern Pacific. G Sold for scrap to Hyman Michaels Company, San Francisco. H Sold for scrap to W. W. Johnson Company, P. O. Box 725, Stockton, California. Sold for scrap to Luria Brothers, San Francisco; scrapped by Hyman Michaels Company, San Francisco. K Sold for scrap to Purdy Company, San Francisco; scrapped by Hyman Michaels Company, San Francisco. L M See No. 26, below, N See 1st-321 to 1st-325, Page 27 Sold for scrap to Luria Brothers, San Francisco; scrapped by Purdy Company, San Francisco, Total initial cost for all steam engines excluding the five 2-8-2's that went to the Wabash was $9,357,040. Total disposition value was $882,357, about enough to buy one four unit diesel and two 1000 HP switchers. ADDITIONAL HISTORY AND INFORMATION ON CERTAIN LOCOMOTIVES Not all Western Pacific locomotives had any interesting history beyond what has already been shown in the general and individual rosters, but for those that did, the information is shown below on this and the following pages. ENGINE NUMBER 8 26 33 38 The only engine of the Baldwin-built "mud-hens” (1-20) that was not converted from slide to piston valves. First of the Baldwin 2-8-0's to be scrapped. One of only four Western Pacific Steam engines that has not been (or will not soon be) scrapped. In December of 1953 the railroad authorized donation of this engine to "TRAVEL TOWN" in Griffith Park, Los Angeles. It was cleaned up and put in first class appear- ance at Jeffery Shops, sent to Los Angeles and formally pre- sented at 2:00 P.M. March 21, 1954, by Gilbert Kneiss, Assistant to the President of the Western Pacific. It is now on permanent display along with several other steam engines from western railroads, among them being Santa Fe 664, Southern Pacific 3025 and Stockton Terminal & Eastern 1, an ancient 4-4-0. One of the three remaining 2-8-0's. Now in stationary boiler service at Portola. One of four American consolidations that was not converted from slide to piston valves. Other three were 39, 44 and 58. Laid dead at Oakland from 1932 until November 1939. Page 23 39 43 44 48 58 86 91 94 106 121 122 Though never converted from slide valves, was in more or less active service (at Sacramento and Stockton during her last years) until just a month before being scrapped in September of 1947. First 2-8-0 to be scrapped. Like the 39, was in active service until shortly before being scrap- ped in September of 1947 though it was never converted from slide valves. Along with the 61, was the last 2-8-0 to have headlight moved from top to center of smokebox. Not converted from slide valves. Laid derelict at Oakland from October 1930 until November 1939 when it was hauled to Sac- ramento for scrapping. Hauled the "Comstock Express" from Portola to Reno and return on the first railfan excursion over the Virginia & Truckee (via WP from Oakland to Reno) on June 6, 1938. First of the Alco (American Locomotive Company) 4-6-0's to be scrapped. To be sole remaining steam power on the railroad. Shopped in February of 1953 and equipped with wooden pilot and painted to appear nearly as she looked when built (see Page 94) in 1909. Hauled first passenger train from Gerlach to Oroville and in recent years has handled several railfan excursions. Now stored at Oakland. Highest numbered of the Alco 4-6-0's. Along with 71 and 76, was the last of the 4-6-0's to be scrapped. Formerly Alameda & San Joaquin Railroad Numbers 1 and A-1, and 2 and A-2, these were the first of seven older and smaller engines acquired by the Western Pacific, which took over the A&SJ in July 1903. They were renumbered to 121 and 122 pre- sumably in 1905 but continued to be used principally in other than main line service. The 121 worked on the Quincy Western (Now Quincy RR) in July of 1916 and on the Tidewater Southern on various occasions, was set aside in February of 1934 and scrapped in December of the same year. The 122 worked on the Deep Creek Railroad after the road's engines were scrapped and concluded her active career in December 1947 on the Tide- 123 LEV 122 k water Southern and was broken up in April of 1950. A more com- plete record of these two engines apparently is not available, so if any reader can furnish further information or pictures of them as A-1 and A-2, it would be appreciated. Formerly B&L No. 4. Oldest engine and only 2-6-0 on the Western Pacific. Built in 1876 for the Virginia & Truckee as their No. 24, the "Merrimac," it was sold in 1901 to the Verdi Lumber Com- pany (see map) becoming their No. 2. It was acquired by the B&L in 1902 and went to the WP on November 30, 1916 when the WP purchased the B&L. The engine was on Western Pacific property and probably used by the WP prior to actual purchase for the records show that it was shopped at Jeffery Shops on November 25, 1916 and though there is no record to substantiate it, it was probably renumbered from B&L to WP at that time. Aside from other Boca & Loyalton engines that were acquired with the railroad and scrapped without being renumbered, the 123 along with 127, was the first engine to be scrapped by the WP. This engine was quite similar to Virginia & Truckee 13 (later 15), the "Empire," and Virginia & Trukee 20, the "Tahoe," as well as several other V&T 2-6-0's. The Empire went to the Pacific Portland Cement Company at Gerlach, Nevada as 501 in 1924 and was presented to the Railway & Locomotive Historical Society in 1938 and is now stored at the Western Pacific round- Page 24 IN T 124 125 126 house at Oakland. The Tahoe was sold in 1942 to the Bong Con- struction Company at El Monte, California and is now in the process of being restored by the owner, Mr. Clifford Bong, along with other members of the Southern California Chapter of the Railway & Locomotive Historical Society. The 123 was last in service in November of 1924 and scrapped at Sacramento in June of 1930. Formerly B & L No. 5. Obtained second-hand in November 1916 with the Boca & Loyalton Railroad purchase. It was built for the Cincinnati, New Orleans and Texas Pacific, a part of the Southern Railway System, as No. 55 and subsequently 555 and 589 of that road. It went to the B&L about 1905. In later years, as WP 124, it was used principally on the Terminous Branch and the Tidewater Southern. It was set aside in October of 1947 and broken up in November of 1949, being at that time the oldest locomotive on the road. Formerly B&L No. 7. This was the last of the B&L engines to come into the Western Pacific numbering system. It was built in 1888 for the Pittsburgh & Lake Erie Railroad, coming to the B&L in 1905 and to the WP in November 1916. Had Class 2 repairs at Jeffery Shops August 23, 1928 and was used from then until October 1930 on the Tidewater Southern when it was set aside. Serious consideration was given to shopping her, but on April 10, 1931, ample power being available to the Tidewater Southern and because the estimated cost of repairs was too high-in excess of $3000.00, she was permanently retired, but wasn't scrapped until December of 1934. Former D&RG 546 and RGW 39. Purchased August 9, 1917 from the D&RG for $4000.00. Left Salt Lake August 10th for Elko where it was shopped at an expense of $2526.00, renumbered to WP 126 and sent to Burmester, Utah on August 27 for use on the Tooele Branch. Sold January 23, 1918 for $7500.00 to the Tidewater Southern Railroad but didn't move west until after it had been converted to oil at Elko in February of 1918. Last used on the Tidewater Southern (No. 1) in November of 1946 and 127 scrapped at Sacramento by the WP in October of 1947 after the tender had been removed and put on the 124. This engine was under WP ownership for only five months which probably explains why there are no known photographs of it as a WP engine. Former D&RG 549 and RGW 42. Purchased August 9, 1917 from the D&RG for $4000.00. Left Salt Lake City with the 126 (546) August 10, and sent to Jeffery Shops for repairs which were accomplished at a cost of $667.00. Ready for service September 15, 1917 and sent back to Burmester for duty. Returned to Sacramento and converted to oil in May of 1918. It was last used in December of 1923 and finally scrapped at Sacramento in June of 1930. Driving wheels were salvaged and applied to the 126 (TS 1). Page 25 156 158 163 164 165 166 171 172 173 174 175 176 177 178 179 180 See Note E, Page 23. Both engines were set up at Salt Lake in October of 1909, but the 158 was used on the D&RG for about five years before seeing service on the WP. Ex United Verdi Copper Co. No. 3 Ex United Verdi Copper Co. No. 86 Ex United Verdi Copper Co. No. 87 Ex United Verdi Copper Co. No. 88 Ex Florida East Coast RR No. 403 Ex Florida East Coast RR No. 404 Ex Florida East Coast RR No. 405 Ex Florida East Coast RR No. 406 Ex Florida East Coast RR No. 407 Ex Florida East Coast RR No. 408 Ex Florida East Coast RR No. 410 Ex Florida East Coast RR No. 412 Ex Florida East Coast RR No. 414 Ex Florida East Coast RR No. 415 TURDAY 19T 414 These engines were pur- chased on September 17, 1927 from the Unit- ed Commercial Com- pany, Steuart Street, San Francisco for an cost of approximate $16,000 each. The 163 has been scrapped; the others are stored at Oroville, Stockton and Oakland. Purchased in June of 1936 for an average cost of $12,500 each and rebuilt at Sacramento at an aver- age cost of $33,364 each. These engines took over (from the 71 and 86 class) the Oakland to Salt Lake passenger runs, until re- placed by 4-8-4's and then diesels, and in later years were often used on the Feather River Express which ran only between Oakland and Portola. When 174, 175 and 177 were set aside their tenders 201 to 210 251 to 260 306 307 308 309 310 311 315 were used with diesel cab units 801-A, 802-A and 803-A during the last months the Royal Gorge was on the timetable. See Page 77. Used almost exclusively between Oroville, Keddie and Portola and between Keddie and Bieber, though during the war years were occasionally used in helper service between Stockton and Niles. 203 and 208 were also used between Stockton and Oak- land during the week or two following the earthquake in July of 1952 which tied up the SP and Santa Fe between Bakersfield and Mojave. 202 was the first one to be scrapped, the 208 the last. The tender from 204 was put on the 303 when that engine was converted to oil. See Page 78. Used almost exclusively in the Feather River Canyon-Oroville to Portola, and in later years a few of them were in service be- tween Keddie and Bieber. All off the roster in May of 1952 and scrapped shortly thereafter. Ex Elgin, Joliet & Eastern No. 802 Ex Elgin, Joliet & Eastern No. 803 Ex Elgin, Joliet & Eastern No. 804 Ex Elgin, Joliet & Eastern No. 805 Ex Elgin, Joliet & Eastern No. 806 Purchased in March 1920 as replacements for 1st 321-325. They were known as USRRA Heavy Mikados. Were coal burners on the EJ&E and converted to oil by the Western Pacific in 1938. Renumbered from EJ&E to WP at Elko in March and April 1920. Built in April of 1921 but not delivered to the Western Pacific until June of 1922. Page 26 1st 321 1st 322 1st 323 1st 324 1st 325 Became Wabash RR No. 2213 Became Wabash RR No. 2214 Became Wabash RR No. 2215 Became Wabash RR No. 2218 Became Wabash RR No. 2219 The engines were built for the United States Railroad Administration in 1918 and assigned to the Western Pacific in February of 1919. They were unsatisfactory from almost every respect and were run only about 30,000 miles each in their 401 to 407 year's time on the WP and sold to the Wabash in Feb- ruary 1920. Record does not show where the engines were assigned from the time they were built until they went to the WP. All were scrapped by the Wa- bash in 1951 and 1952. 317 Only 2-8-2's, aside from the Wabash engines above, not to 2nd 322 be equipped with Elesco Feedwater Heaters. 2nd 323 2nd 325 First 2-8-2 to be scrapped. Used in fast freight service between Elko and Salt Lake. All were coal burners and were last used on the Western Pacific in August and September of 1950 though the 402, 404, 405, 406 and 407 each put in several thousand miles service on the Union Pacific in October of 1950. They were returned to the WP and set aside in November of 1950. The 402 had gone to the Chicago Railroad Fair in 1949 to participate in the pageant "Wheels a-rolling," but was returned to the Western Pacific in August. All seven of these engines were officially removed from the roster in May and June of 1952 and were scrapped shortly thereafter. 481 to 486 306 Constructed from the same plans as SP 4460-4469. Only 483 and 486 remain in existence, being stored at Stockton in standby service and haven't been used since January of 1953. 481, 484 and 485 were sold without tenders to the Southern Pacific at Sacramento for parts, tenders being converted by the Western Pacific for use with snow-fighting and MW equipment. 482 was sold in its entirety for scrap. WP82 WATER 2000 DALS S' Page 27 Feb. June 1930 1920 1st 321 322 323 324 325 Total 5 2 123 127 -1- Total 1 July Nov. Dec. 1948 1949 1949 10 23 2 3 24 28 32 45 48 83 89 124 155 11 11 CHRONOLOGICAL LIST OF DISPOSITIONS Dec. Sep. 1934 1937 75 43 91 121 125 4 56 51 61 64 77 78 81 99 202 88ཌཌ 11 T Jan. 1950 9 12 14 71 76 106 159 304 305 311 314 315 12 Nov. 1937 8 93 72 95 73 96 74 97 79 98 80 100 82 101 87 102 88 103 90 104 92 105 22 13 23 46 62 153 313 322 7 Feb. Mar. 1950 1950 1939 38 58 325 Nov. Dec. Dec. Sep. Oct. 1946 1947 1947 1939 85 57 4 7 11 25 8 29 47 49 52 53 312 324 335 12 3 1 Apr. 1950 31 42 122 174 175 177 327 332 333 1 Dec. 1950 19 1 132 15 18 39 44 154 157 160 162 8 156 158 2 1 16 17 20 59 84 126 June Mar. 1951 1951 7 161 172 178 180 205 207 209 302 316 9 Total Type 0-6-0 2-6-0 4-6-0 2-8-0 Aug. 1951 204 2-8-2 4-8-2 4-8-4 2-6-6-2 2-8-8-2 4-6-6-4 1 Oct. Jan. Feb. 1951 1952 1952 36 320 37 321 55 330 22 34 50 54 56 60 306 151 307 171 310 206 317 318 319 8 00 10 Name of Type Switcher Mogul Ten-Wheel Consolidation 3 Mikado Mountain *Northern Mallet May June Jan. 1952 1952 1953 41 179 173 201 176 163 210 401 208 402 301 251 252 403 303 253 404 328 254 405 481 255 256 257 258 259 260 406 407 15 **Articulated-Consol. **Challenger 7 484 485 RECAPITULATION OF TYPES OF STEAM ENGINES-WP PROPER 9 Engine Numbers 151-166 481-486 201-210 251-260 401-407 301-336; 1st 321-325 171-180 Feb. Dec. 1953 1953 27 35 152 203 323 336 482 123 71-106; 121, 122; 125-127 1-65; 124 7 * Also known as "General Service" on some other roads. **Both types popularly known as Mallets, or "Malleys" on the WP. 21 26 30 65 308 309 326 329 331 9 Total 16 1 41 66 41 10 6 10 10 7 208 Page 28 TH CHRONOLOGICAL ACQUISITION LIST OF WESTERN PACIFIC LOCOMOTIVES Engine Numbers 121-122 1- 20 71-85 86-106 21 65 151-162 123-125 126-127 201-205 301-305 1st 321-325 306-310 311-315 316-320 2-321 2-322-325 326 206-210 327-331 163-166 332-336 251-255 171-180 256-260 401-407 481-486 HT 259 Date Acquired 1905 1906 1908 1909 1909 1909 1916 1917 1917 1918 1919 1920 1922 1923 1923 1924 1924 1924 1926 1927 1929 1931 1936 1938 1938 1943 From Alameda & San Joaquin RR Baldwin Locomotive Works American Locomotive Co. American Locomotive Co. American Locomotive Co. American Locomotive Co. Boca & Loyalton RR Denver & Rio Grande RR American Locomotive Co. American Locomotive Co. USRR Adminstration Elgin, Joliet & Eastern RR American Locomotive Co. American Locomotive Co. American Locomotive Co.. American Locomotive Co.. American Locomotive Co. American Locomotive Co. American Locomotive Co. United Verdi Copper Co. American Locomotive Co. Baldwin Locomotive Works Florida East Coast RR Baldwin Locomotive Works American Locomotive Co. Lima Locomotive Works AMERI REFRIGE RANS CHRONOLOGICAL AGE LIST OF WESTERN PACIFIC STEAM LOCOMOTIVES Year Acquired by Western Pacific Engine Numbers 123 124 125 Year Built 1876 1882 1888 1891 1896 1906 126-127 121-122 1- 20 71 85 86-106 21 65 159-162 151-158 163 201-205 301-305 1918 1st 321-325 1918 1908 1909 1909 1909 1909 1915 1917 Engine Tot. Symbol Numbers Engines 1916 1916 1916 1917 1905 1906 1908 1909 1909 1909 1909 1927 1917 1918 1919 Engine Numbers 164-166 1919 306-310 1919 311-315 1921 316-320 1923 1923 1924 1924 2nd 321 2nd 322-325 Year Built 1924 326 206-210 171-180 1924 327-331 332-336 1929 1926 251-255 1931 256-260 1938 401-407 1938 481-486 1943 ROSTER OF DIESEL LOCOMOTIVES Horse Tractive Power Effort Year Acquired by Western Pacific 1927 1920 1922 1923 1923 1924 1924 1924 1936 1926 1929 1931 1938 1938 1943 Cost Each Note Builder Date 50,000 $ 50,000 57,500 79,666 2 102,328 2 102,648 2 78,500 2 Weight 501-503 3 S-50 EMD 1939 200,000 600 504-511 8 S-50 ALCO 1942 202,000 660 551-558 8 S-57 ALCO 1943 230,000 1000 559-562 4 S-57 ALCO 1950 230,000 1000 57,500 563-564 2 S-57 ALCO 1951 231,000 1000 57,500 581-585 5 S-60 BLW 1945 245,000 1000 60,000 601-606 6 S-62 EMD 1952 248,000 1200 62,000 110,676 2 701-709 9 RS-62 EMD 1952 248,000 1500 62,000 170,991 3 710-713 3 RS-62 EMD 1953 247,000 1500 62,000 170,833 3 801-803 3 D-176 EMD 1947 734,000 4500 176,000 480,545 4 804-805 2 D-176 EMD 1950 753,000 4500 176,000 544,190 4 901-903 3 D-225 EMD 1941 908,000 5400 225,000 497,654 5 904-906 3 D-225 EMD 1943 916,000 5400 225,000 507,292 5 907-912 6 D-225 EMD 1944 927,000 5400 225,000 505,713 5 913-921 9 D-239 EMD 1950 953,200 6000 239,000 653,407 5 922-924 3 D-238 EMD 1951 952,000 6000 238,000 687,170 5 TOTALS 77 37,299,000 210,580 9,216,000 $21,561,333 NOTES: 1. Switcher. 2. Switcher. Also used in road service. 3. Road-Switcher. 4. 3-Unit Passenger. 5. Four-Unit Freight. Engines 901-912 have been or are being converted to 6000 HP. 64,524 1 60,818 1 Page 29 ROSTER OF LOCOMOTIVES OF THE DEEP CREEK, INDIAN VALLEY AND TIDEWATER SOUTHERN RAILROADS Engine Number DC 1 DC 2 IV 1 IV 1 IV 2 TS 1 TS 32 *Steam Only Type 4-6-0 2-8-0 2-8-0 2-8-0 4-6-0 2-6-2 Builder Rome Baldwin Baldwin Baldwin Rome Baldwin Number 539 11251 11771 12417 672 57018 Date 1889 1890 1891 1892 1891 1923 DC 1 Purchased from the D&RG in 1917. Was Rio Grande Western No. 36 and became DRG 543 in 1908. Same class engine as WP 126 (TS-1). Scrapped September 1930. DC 2 Purchased from the D&RG in 1917. Was Rio Grande Western 597. Scrapped in January 1939. Was last used in March of 1938. Purchased from the D&RG in December 1916. Scrapped December 1939. Was Rio Grande Western No. 142 and became DRG 661 in 1908. Records of the WP show that this engine was stored at Jeffery Shops March 1, 1915 and that it was in Boca & Loyalton Service from April 1915 to June 1916 and then again stored. IV 2 Purchased from the D&RG in December 1916. Scrapped December 1939. Was Rio Grande Western No. 149 and became DRG 668 in 1908. NOTE: These two engines were apparently borrowed or leased by the WP from the D&RG as early as 1914 as records show that the 661 (IV 1) and 668 (IV 2) were assigned respectively to the Western and Eastern Division of the WP on July 1, 1914. It is probable that the engines remained on the WP until the Indian Valley commenced operation in June of 1917. TS 1 See WP 126 Went into service on the Tidewater Southern February 1, 1918. TS 32 Purchasea from the Sierra Railroad in April of 1940. Renumbered to 132 on June 16, 1941 to avoid confusion with WP 32 which often used the same round- house (Stockton). Tender damaged at Stockton December 22, 1952 and replaced with tender from Sierra Railroad No. 18 which had been set aside for scrapping. The 132 is used on the Tidewater Southern only during the late summer and fall fruit rush, but has been assigned to work on the Sacramento Northern, Stockton Terminal & Eastern and the WP proper on various occasions. In previous years it has come all the way to Modesto on the Tidewater Southern but in 1953 it worked only as far as Manteca. Present information is that it will be retained indefinitely. NOTE: Although the Tidewater Southern was an electrically operated railroad until 1948, various steam engines are known to have worked on the line. Apparently Drivers 60 47 50 46 60 46 HISTORY Cylinders 18x24 20x24 20x24 20x24 18x24 16x24 Engine Weight 114,000 115,000 120,000 113,000 114,000 106,000 Steam 160 151 160 160 160 180 Tract. Effort 18,000 24,000 26,000 28,000 18,000 20,000 Former DRG 543 DRG 597 DRG 661 DRG 668 DRG 546 SRR 32 used in construction work was SP No. 1905, a 2-6-2 Saddle Tank built by the Central Pacific at Sacramento in 1882 and sold to the TS in 1912. No record is available of its disposition. DRG 714 was used from July to September 1914 and returned to the D&RG in February 1917. Western Pacific engines 94, 99, 122, 124 and 125 are also known to have worked on the Tidewater Southern at various times. All business except as mentioned above is now handled by diesels. INDIAN VALLET Page 30 7 SIERRA RAILROAD a 201 IS COLO MACTAN 132 MODESTO THENS H+ ROSTER OF LOCOMOTIVES OF THE BOCA AND LOYALTON RAILROAD There apparently being no complete files on the engines of this road, little of the information shown is substantiated by official records therefore, as was the case with the Alameda & San Joaquin, if any reader can supply corrections or further infor- mation it would be appreciated. Number Type 1 0-4-4-T 4-4-0 2-6-0 2-6-0 2-8-0 4-6-0 4-6-0 23 3 4 5 6 7 2. Builder Number Baldwin Baldwin Baldwin 3889 Baldwin 3891 Baldwin 6085 Rh. Island Pittsburgh 4. 5. 978 6. 7. Date 1876 1876 1882 1888 Drivers Cylinders 48 502 50 51 17x24 16x24 192x24 18x24 HISTORY 1. Baldwin Vauclain Compound. Purchased in 1898 from Chicago South Side Elevated Company. Sold to Natomas Gravel Company at Oroville at an unknown date-prob- ably about 1913, becoming No. 2 of that company. Scrapped in 1937. Worked on the Western Pacific during construction of that road. Purchased in 1898 from the Pennsylvania Railroad. Worked on the WP during con- struction. Weight 75,000 76,000 108,000 101,000 3. Ex-Virginia & Truckee 23, built new for that road. Purchased by the B&L in 1901 and scrapped by the WP at Jeffery Shops November 15, 1916 without ever getting a WP number. Was named "Santiago" on the V&T. Became Western Pacific No. 123. Became Western Pacific No. 124. No information. Became Western Pacific No. 125. Miscellaneous notes picked up from old correspondence files of the WP show B&L 3, 4, 5, 6 and 7 as having been assigned to the Western Division on July 1, 1914; that the 3 was in Jeffery Shops August 1, 1914 along with the 5 and that No. 6 was awaiting shopping at Loyalton this same date. Further, that the 4 (123) was not a coal burner on the WP; that the 3 was still at Sacramento on January 1, 1915 and the 6 still at Loyalton January 1, 1915. Page 31 FOREIGN LINE LOCOMOTIVES USED ON THE WESTERN PACIFIC WHICH DID NOT REMAIN ON THE ROAD AND BECOME A PART OF THE WESTERN PACIFIC ROSTER These lists are not necessarily complete. It is just incidental data found while examining the files for other information. Road Number Type RGW 34 4-6-0 RGW 121 2-8-0 RGW 122 RGW 124 RGW 128 RGW 149 2-8-0 2-8-0 2-8-0 2-8-0 4-6-0 4-6-0 2-8-0 2-8-0 4-6-0 (1) DRG 507 DRG 532 DRG 661 DRG 668 (2) DRG 714 DRGW DRGW DRGW DRGW DRGW DRGW DRGW NOTE 1. Was used on WP Trains 7 and 8 between Oroville and Oakland. NOTE 2. Used also on the Tidewater Southern Railroad. Returned to D&RG February 1917. *Approximate dates only. *Dates Used The following engines were used at various times during World War II and were returned to their parent road when no longer needed on the Western Pacific. DRGW DRGW DRGW DRGW DRGW DRGW DRGW 776 783 785 1170 1174 1194 1200 1905-1910 1905-1910 1905-1910 1905-1910 1905-1910 1905-1910 1910-1911 1905-1910 1914-1916 1914-1916 1914-1916 1202 1205 1206 1207 1208 1211 1213 4-6-0 4-6-0 Remarks Became DRG 541. Scrapped February 1924. Became DRG 640. Scrapped September 1926. Became DRG 641. Scrapped September 1929. Became DRG 643. Scrapped March 1917. Became DRG 644. Sold January 1928. Became DRG 668 and later Indian Valley 2. Was named "Salida" on DRG. Scrapped 1924. Sold Nov. 1915 to Crystal River & San Juan RR. Became Indian Valley No. 1. Became Indian Valley No. 2. Formerly RGW 65. Scrapped February 1924. 4-6-0 2-8-0 2-8-0 2-8-0 2-8-2 2-8-2 2-8-2 2-8-2 2-8-2 2-8-2 2-8-2 2-8-2 DRGW DRGW DRGW DMIR DMIR DMIR DMIR DMIR DMIR DMIR DMIR C&NW C&NW MILW 1403 1503 3402 501 506 510 512 514 1300 1301 1307 2449 2473 58 2-10-2 4-8-2 2-8-8-2 2-10-2 2-10-2 2-10-2 2-10-2 2-10-2 2-8-2 2-8-2 2-8-2 2-8-2 2-8-2 2-6-6-2 Like all railroads during the war, particularly western ones, the Western Pacific was short of power and on July 16, 1943 inquired of the Southern Pacific about possi- bility of buying-not leasing-several heavy Pacifics (4-6-2's) but the SP was having same sort of trouble too about that time and informed the WP that they had none for sale. The same month the WP considered buying some D&RGW Pacifics, but decided against it due to age and performance of engines. Since the war two other foreign line steam engines have,operated on the WP. Virginia & Truckee 12 operated between San Jose and Oakland on an excursion train on May 1, 1949, ran in connection with Keddie Jubilee on November 1, 1949 and operated out of Reno on an excursion train in June of 1953. Virginia & Truckee 21 steamed from the Oakland roundhouse to the freight slip on three occasions, twice being ferried to San Francisco, once for the Maritime Exhibit and once for a run over the old Market Street car tracks for a fund raising drive, and once to be ferried to the Alameda Belt RR slip to operate in the celebration of the anniversary of the first transcontinental train. R JHROWKER Page 32 This book, the culmination of more than a year's actual preparation and twenty years' interest in and photographing of Western Pacific steam power, is comprised of four major sections. The first thirty-four pages, or first section, provide a brief historical background of the Railroad and its affiliated lines, a system map, a rough sketch map showing the early eastern California and Western Nevada operations and a table showing the present division and subdivision set-up. There are notes on engine terminals and miscellaneous equipment, complete specification data and history of every steam engine ever owned with additional history on certain engines, a roster of diesel loco- motives, a roster of steam engines of subsidiary lines and such material that was avail- able on other steam engines that entered into the Western Pacific story. Typical views, in full-page-size, of twenty-five of the total of twenty-six different classes of steam engines are presented in the second section, pages 36 to 61. Pages 62 thru 67 show engines of special interest the 94, the 86 with snowplow, on a cold grey day at Portola in the winter of 1937, the 121 as it looked about 1910, and a steam engine from two of the Western Pacific's wholly-owned subsidiary lines No. 2 of the Deep Creek and No. 1 of the Tidewater Southern, for a short time (August 1917 to January 1918) WP's own No. 126. Pictures of the 26th class, the engines that went to the Wabash, are on Page 93, but since there are no known pictures of them as WP engines, they are not shown in Section 2. - Page 68 starts the forty-six page miscellaneous section train and general views, additional engines of special interest, some old-time shots and special pictures. The final section, Pages 114 thru 138, was published for interest of model builders and for those individuals who might want more specification data than appears in the rosters. Here are shown official Mechanical Department side view drawings of engines and tenders of each of the twenty-five classes with an accompanying picture which, in most cases, is of the opposite side of the engine to that shown in the second section. Having no left side view of No. 123, the only engine of its class, we are show- ing in its place on Page 119, a near mate, the old Virginia & Truckee "Empire," taken at the Western Pacific roundhouse in Oakland in January of 1953. Despite our original hope that a concerted effort would turn up pictures of engines 123, 126 and 127, the only ones of the entire steam roster (aside from the Wabash engines) we do not have, none were to be found. To the best of our knowledge they have never been photographed as such, so in order to have the roster photo- graphically as well as historically complete we have had an artist friend from Cranleigh, Surrey, England, Mr. Richard Ward, make a composite of each from information we were able to furnish. We think you will agree that he has done a technically and artistically excellent job and we believe the engines are accurately portrayed, the 123 purporting to show the engine as it might have looked on the Loyalton Branch in 1918 or 1919, the 126 at Elko in the Fall of 1917, and the 127 somewhere in the desert, possibly Delle or Tooele, in 1923. Lacking a good photo of No. 125, we have had Mr. Ward also make a painting of this engine as it looked in 1928 or 1929. In our work on this publication a sincere effort has been made to achieve completeness and accuracy (though in a few instances information was just not avail- able) and the wholehearted cooperation of the Western Pacific has been of inestimable value. We therefore extend grateful thanks to Mr. Gilbert Kneiss, Assistant to the Presi- dent, Public Relations, who made possible our access to the records; to Mr. E. E. Gleason, Chief Mechanical Officer, and Mr. M. W. Brown, Chief Draftsman, Jeffery Shops, for their courtesy and efforts. Notwithstanding the pressure of theirownwork these men spent an entire, uninterrupted day with us on our initial trip to Sacramento in quest of infor- mation, and were unfailingly courteous and helpful on each of our several subsequent trips for the same purpose. Our thanks also to Mr. Erich Thomsen of the Engineering Department and Mr. Arthur Lloyd of the Public Relations Department in San Francisco and to Mr. Peter Del Moro of Jeffery Shops, for extensive data painstakingly gathered and furnished, and to Mr. Adolfo Rodriguez, Files and Records Clerk at Jeffery Shops, for his patience in digging out old records from the vaults. We wish also to thank Mr. William Pennington, Western Pacific engineer of Portola, and Mr. Wilbur Whittaker of Mill Valley, California, for the many pictures they made available to us, Mr. Charles Felstead of Chicago for the use of the Wabash pictures, the Wabash Railroad for fur- nishing information requested, and Mr. Ralph Demoro of Alameda, California and Don Roberts of Portland, Oregon, for complying with a hurried request for a look at their Western Pacific photographs; Mr. David Myrick for his help on the N-C-O history, Douglas Richter and Roy Graves for their assistance, plus many others who lent a hand with the book. And lastly, on a sad note, we wish to make a public acknowledgement of the many old-time pictures furnished by our good friend Bob McFarland of San Francisco, who passed away June 27, 1954. Page 33 Layout and printing was done by the Acme Printing Company of Modesto. Cover arrangement by Alfred Rose of Modesto. Except as indicated below, all photos were taken by and prepared for offset reproduction by Guy L. Dunscomb. Cover photo was taken at Portola on July 6, 1940. The 326 had just brought No. 40, the Exposition Flyer, up the Feather River Canyon from Oroville, and No. 173, one of the ten long-legged ex FEC 4-8-2's, will highball it on eastward across the desert. PAGE 62 Engine 94-Small 62 Engine 94-Large 64 Engine 86 65 Engine 121 66 DC 2 TS 1 B&L 2 & Train Station Scene Engine 39 All 67 73 73 79 82 83 83 83 85 SUBJECT 91 91 106 120 Engine 83 Engine 331 Engine 1 180 & Train Engine 484 Engines 319, 321 Engine 302 Engine 124 121 Engine 125 122 Engine 127 124 Engine 163 127 Engine 210 130 Engine 302 132 Engine 313 136 Engine 334 140 Train ORIGINAL BY R. H. McFarland Fred Stindt W. A. Pennington R. H. McFarland Tom Aldridge Doug Richter 3-Unknown 4-Unknown Allan Youell PHOTO CREDITS PAGE 1 7 8 R. H. McFarland T. T. Tabor G. M. Best Western Pacific Tom Aldridge Robert Hanft Don Roberts Lew Harris W. A. Pennington 5-Unknown Richard Ward Allan Youell Fred Stindt Doug Richter Fred Stindt Fred Stindt Tom Aldridge 12 13 14 16 16 17 17 18 24 26 27 29 30 31 32 32 38 40 42 44 45 46 47 55 SUBJECT Deep Creek Train CCT Car 204 MET 9 NCO Depot Engine 88 Trial Diesel Car 198 Car 375 Car 402 Steamer Ferry Slip 122 & Car FEC 414 Engine 306 Engine 259 IV 2 Tidewater cars V&T Train V&T 21 Engine 73 Engine 121 Engine 123 Engine 125 Engine 126 Engine 157 Engine 166 Engine 315 ORIGINAL BY Tom Aldridge 1-Unknown Al Rose 1-Unknown R. H. McFarland Tom Aldridge Doug Richter W. W. Whittaker Doug Richter Western Pacific Ralph Demoro Tom Aldridge R. J. Foster Don Roberts R. J. Foster Al Rose 1-Unknown Al Rose Doug Richter W. A. Pennington Larry Harrison Richard Ward 2-Richard Ward Richard Ward James Boynton Robert Gray Fred Stindt 1-From collection of R. Brandt; 2-Sketch from photo from collection of W. A. Pennington. Original photographer unknown; 3-From collection of Roy Graves; 4-From collection of W. A. Pennington; 5-From collection of Larry Harrison. INFORMATION RECEIVED JUST PRIOR TO GOING TO PRESS. Engines 33 and 40 were vacated from roster August 31st. Engine 164 operated under its own power from Oroville to Gerlach to relieve ex WP 158 which was being shopped. It returned leaving Gerlach August 17th. This undoubtedly will be the last steam operation on the Western Pacific east of Oroville except for possible future ex- cursions behind Engine No. 94. Yes, the steam engine is gone from the Western Pacific and the rumble of the diesel has replaced forever the wonderfully incomparable note of the ten-wheeler's whistle and the mellow steamboat chime of the 4-8-4 on the Route of the Feather River. Never again will be heard the exhaust of the "Little Mallet" on the High Line, the "Big Mike" in the desert nor the graceful 4-8-2 as it races along the Sacramento Valley. But one thing is certain: These beloved steam engines played a vital role in bringing this railroad up the ladder of prominence from a position of relatively small importance to one of vast strength and worth, not only by virtue of the transportation it offers, but as the stimulus for building industries and communities in every area it serves. Today, be- hind the big EMD's passengers on the California Zephyr ride on a train second to none through territory of unequalled beauty and enchant- ment; freight, much of it in roller-bearing cars, is speeded to its destina- tion faster than ever before. Now the steam locomotive's glory is passed its work is done, and the mass-produced diesel will carry on. But for a few minutes, through the pages of this book, the exciting past can be re-lived. So take a trip with us now back to the era when Steam ruled the rails. We hope you have a pleasant journey. — Fred A. Stindt 1414 Aberdeen Drive San Mateo, California October 1, 1954 Guy L. Dunscomb 1027 Yale Avenue Modesto, California ST ATHE Page 34 11 I 1 AN UNUSUAL SIGHT A DOUBLEHEADER PASSENGER SPECIAL. LEAVING SOUTHERN PACIFIC'S OAKLAND PIER JANUARY 30, 1946. WHITTAKER PHOTO. 사 MON B 78 X 78 LUAL Page 95 C 11 EXER PACIF Page 36 I 17 EV OPAIN DALY 47 WOR Page 37 Page TH PACIFIC 73 ET 73 1 + WESTERN PACIFIC 99 DEAIN CAILT 20 99 Page 39 E 121 121 W 121 WESTERN PACIFIC NT Page 40 SRESURRE AN 122 SUR PACIFIC Page 41 123 DO W.P 10 123 123 123 T Page 42 Ey 124 Mex 124 WESTERN PACIFIC Page 43 超 25 125 125 125 WESTERN PACIFIC Page 44 1 1 I 126 126 126 م 126 LA WESTERN PACIFIC 126 STER PACIFIC 157 C 157 1 166 166 ESTERN PACIFIC Page 47 176 C A = 176 176 Page 48 R - 201 3d P Page 49 2031 209 Page 50 253 253 Page 51 TE 257 257 Page 52 301 301 301 Page 53 309 LU CAR CART 2.32 309 309 Page 54 1 L 315 R E 315 WEST FIL STRA PACIFIC F 319 T 94 319 Page 56 W! 326 ww 326 CORN 326 Page 57 1 329 VA 329 I Page 58 P 57 335 WAY 335 335 Page 59 1 406 ד." TAG 406 Page 60 7 MP 482 EST 482 L821 Page 61 I WESTERN PACIFIC 94 ou 94 BELOW, NO. 94 AS SHE LOOKS TODAY; LEFT A 1910 PHOTO. SEE OPPOSITE PAGE FOR HOW SHE LOOKED FROM THE FALL OF 1949 TO THE SPRING OF 1953. 3 34 I I Page 62 PACIF 94 1 TD 94 94 Page 63 I SUP PACHO 86 产 ப 86 86 TH Page 64 11 1 121 121 21 EXED Page 65 2 DEEP CREEK R.R. EX D.C.R.R. GG Page 66 WAD Page 67 177 NO. 2 LEAVING STOCKTON. THESE SMOKE DEFLECTORS DIDN'T LAST LONG. PENNINGTON PHOTO. it Page 68 SHRINE SPECIAL LEAVING STOCKTON JUNE 23, 1950. F Page 69 173 324 THE 401 GETS A LITTLE HELP FROM THE 173 AT WEN- DOVER IN AUGUST OF 1940. TOM ALD- RIDGE PHOTO. BE- LOW: NO. 39 LEAV- ING PORTOLA JUNE 25, 1939. 324 Page 70 11 1 No. 2, THE FEATHER RIVER EXPRESS, WEST OF PORTOLA SEPTEMBER 2nd, 1940. WHITTAKER PHOTO. 2010 T 81 Page 71 I Page 72 BLAIRSOEN NO. 12, THE FEATHER RIVER EXPRESS, WITH ENGINE 62. SEP- TEMBER 1, 1940. I 10 HA I CONSTRUCTION AT OROVILLE. WE BELIEVE THE ENGINE IS BOCA & LOYALTON NO. 2. COLLECTION OF BILL PENNINGTON. WE Page 73 EXTRA 259 EAST ARRIVING KEDDIE AUGUST 20, 1949. 259 Page 74 S 4 $ JOCO 30 GEL GUN ON THEIR WAY WEST FROM THE BUILDERS. YES, THEY ARE SCRAPPED NOW. PICTURES BY R. J. FOSTER. 259 404 why Page 75- A QUICK LUBE JOB FOR THE ROYAL GORGE AT PORTOLA IN AUGUST OF 1949. TAL 483 OUT LINGS 1 Page 76 86 PACIFIC UH WESTERN PACIFIC AR 86 Ε W 801-A H+ THIS WAS THE POW- ER OF THE "ROYAL GORGE" THE LAST FEW MONTHS IT WAS ON THE TIME- TABLE. FRED STINDT PHOTO. LOWER: THE COLD, SILENT LINE. ELKO AUGUST 1949. Page ENGINES WITH IDEN- TICAL SPECIFICA- TIONS BUT SOME- WHAT DIFFERENT IN APPEARANCE. THE 1 AT PORTOLA IN 1946, THE 3 AT ELKO IN 1939, BY D. S. RICHT- ER. ப POEP ANAI DALY 15-18 3 PTED PACIFIC NEVADA HOTEL PACIFIC Page 78 1- PACTFIC 320 39 UPPER: HOW THE MIKES LOOKED BE- FORE HAVING ELES- CO FEEDWATER HEATER APPLIED. LOWER: AS THE AL- CO CONSOLIDA- TIONS LOOKED AS SLIDE-VALVE EN- GINES. Page 79 1 ENGINE 104 READY TO LEAVE SALT LAKE CITY WITH FIRST PASSENGER TRAIN, AUGUST 20, 1910. WP PHOTO. 77 A S VE 144 1 7 D Page 80 1 1 179 179 201 JUST WEST OF QUINCY JUNCTION MAY 7, 1951. THE LAST RUN OF A 4-8-2 ON THE WP. 11 Jon Page 81 ЭЛ 6 pode 151 151 81 PAS FIC 91 81 CF1 162 I I I I SEVERAL DIFFERENT STYLES OF STENCILING HAVE BEEN USED THROUGHOUT THE AGE OF STEAM ON THE WESTERN PACIFIC WHICH ARE ILLUSTRATED HERE. DATES ARE APPROXIMATE. F WESTERN PACIFIC CER 330 330 1906 TO 1908 ENGINE NO. 1 PICTURED BELOW SHOWS ENGINES AS THEY AP- PEARED WHEN DELIVERED AT SALT LAKE CITY IN 1906. STRIPING ON WHEELS, CAB, STEAM AND SAND DOMES AND TENDER WITH NAME IN HEAVY SERIF LETTERS ALONG CENTER OF TENDER. 1908 TO 1918 NUMBER ON DOME, SIDE OF CAB, CENTER OF SIDE OF TENDER WITH NAME IN MEDIUM SERIF LETTERS ON TOP OF SIDE OF TENDER. GENERAL STYLE FOR FREIGHT ENGINES. SEE ENGINE NO. 1 OP- POSITE PAGE. TWO GENERAL STYLES FOR PASSENGER ENGINES. ENGINE 81 SHOWS SAME STYLE AS ENGINE 1 EXCEPT THAT THERE IS STRIPING ON CAB, DOMES AND TENDER. ENGINE 91 HAS SAME STRIPING BUT THE NAME IS IN CENTER INSTEAD OF TOP OF TENDER AND NO NUMBER SHOWS ON TENDER. SWITCH ENGINES SAME GENERAL STYLE AS ENGINE NO. 1 EXCEPT THAT SOME OF THIS CLASS HAD INITIALS ON TOP SIDE OF TENDER INSTEAD OF NAME. SEE NO. 151 ON OPPOSITE PAGE AND COMPARE WITH NO. 155 ON PAGE 84. 1918 TO 1927 NUMBER BUT NO STRIPING ON DOME; INITIALS ON CAB AND LARGE NUMBER PAINTED ON CENTER SIDE OF TENDER AND ALSO LARGE NUMBER ON BACK CENTER OF TENDER. SEE ENGINE 83. 1925 TO 1929 LARGE NUMBER PAINTED ON CAB AND NAME IN MEDIUM-HEAVY SANS-SERIF LETTERS ON CENTER SIDE OF TENDER. SEE ENGINE 330. 1928 TO 1953 ENAMEL NUMBER PLATES ON CAB AND ENAMEL MEDALLION ON TENDER WITH SMALL PAINTED NUMBERS ON BOTH SIDES ON REAR OF TENDER FRAME. WESTERN PACIFIC 59 59 D IN 1909 WHEN THE RAILS WERE JOINED AT KEDDIE, THE WESTERN PACIFIC WAS A NEW RAILROAD FROM THE GROUND UP, INCLUDING 115 NEW LOCO- MOTIVES. HERE ARE SHOWN EARLY PHOTOS, (ALL BY R. H. MCFARLAND) OF TYPICAL 15 93 155 155 EXAMPLES OF EACH OF THE FOUR GROUPS, TWENTY BALDWIN AND FORTY-FIVE AMERICAN CONSOLIDATIONS, THIRTY-SIX AMERICAN PASSENGER AND TWELVE SWITCH ENGINES. 1 180 7 180 Page 85 154 COND PEAW CARY 201 E 176 163 D " I I [ I 1 317 GI 303 317 324 d335 AN EXTRA A FEW MILES WEST OF PORTOLA SEPTEMBER 1940. WHITTAKER PHOTO. Page 88 VVVVAATE KINKA AAAAAAAAAAA 5 39 17 Π I I I EASTBOUND BELOW PULGA JULY 3, 1939. Page 89 V THE COTTON BELT ALSO GOT SOME 4-8-2'S FROM THE FLORIDA EAST COAST. HERE'S HOW THEY COMPARE WITH THE WP'S JOBS. 677 AT EAST ST. LOUIS IN MARCH 1937 BY R. J. FOSTER. MANY OF YOU WILL RECOGNIZE THE TIME AND PLACE OF THE 179-KEDDIE, MAY 7, 1951. K STERN Scenic Limited PACIF NY TOUCH OUTHWESTERN TESSO C370929 179 ST. L. SC. 179 179 677 D I Page 90 A COMPARISON OF THE SP GS 6'S WITH THE WP 4-8-4'S. 321 boh G 319 危 484 4464 SOUTHERN PACIFIC TIDEWATER SOUTHERN 402 124 BIRTHI As 402 THE OLD AND THE NEW, YET SCRAPPED ONLY THREE YEARS APART. THE 124 AT STOCKTON IN JUNE OF 1947 WITH TEND- ER FROM TIDEWATER SOUTHERN NO. 1, AND THE 402 AT SALT LAKE IN AUG- UST OF 1949. 1 Page 92 1 2214 WABASH 2219 71 2214 2216 2214 WABASH FIRST 322 AND FIRST 325 AS THEY LOOKED ON THE WABASH. ANYONE GOT PICTURES OF THESE ENGINES ON THE WP? AF 2210 Page 93 ENGINE 94 AND FIRST PASSENGER TRAIN, SPANISH CREEK TRESTLE NEAR KEDDIE, AUGUST 21, 1910. WP PHOTO. !!!! EN O C I D 1 Π I I 1 Page 94 40 11 dale Lake ENGINE 95 WITH EARLY TRAIN NEAR MT. JACKSON. WP PHOTO. Page 95 IF 94 WENTERS UPPER: AT HAWLEY MAY 13, 1950. BE- LOW, FEATHER RIVER EXPRESS AT NILES, JUNE 29, 1947. WHIT- TAKER PHOTOS. Π D B K I 1 Page 96 EXTRA 256 EAST AT QUARTZ JUNE 1947. PENNINGTON PHOTO. Page 97 A RAIL FAN EXCURSION BETWEEN TUNNELS 31 AND 32, JUST WEST OF KEDDIE. WHITTAKER PHOTO. 1 Page 98. 203 208 NICE FOR THE RAIL FAN BUT ROUGH ON THE OPERATING DEPARTMENT. IT TOOK THREE OF THESE "LITTLE MALLEYS" TO HOIST A TONNAGE TRAIN OUT OF KEDDIE AND CRESCENT MILLS AND UP TO BIEBER. 208 DATE, LOCATION AND PHOTOGRAPHER UNKNOWN. COL- LECTION BILL PENNINGTON. 5a800 100 Page 100 PHOTOGRAPHER AND LOCATION OF PICTURE UNKNOWN, BUT THIS IS PROBABLY ON THE CALPINE BRANCH IN 1923. Page ENGINE 172 ON NO. 1, THE SCENIC LIMITED, AT ALTAMONT, MAY 30, 1939. 7 THOL M age 102 E E UPPER: NO. 39, EXPOSITION FLYER, AT HAWLEY SEPTEMBER 1, 1940. LOWER: TAX ASSESSORS SPECIAL AT STOCKTON OCTOBER 15, 1939. 174 77 77 77 Page 103 10 main UPPER: TURNING THE FEATHER RIVER EX- PRESS ON THE WYE AT PORTOLA. WHIT- TAKER PHOTO. LOW- ER: THE "PAUL BUN- YAN SPECIAL." COL- LECTION OF FRED STINDT. D Page 104 16IFIFIEL 77 ABOVE, NO. 4, THE FEATHER RIVER EXPRESS, AT DELLAKER SEPTEMBER 3, 1939, ENGINE 60. BE- LOW, NO. 12, FEATHER RIVER EXPRESS AT KED- DIE, JULY 4, 1940. 11 E Page: 105 IT WASN'T TOO OFTEN THAT YOU SAW A WP ENGINE WITH A SNOWPLOW. Pont 0 199 334 302 ANLSINANAYA L 334 302 392 13 UD D 1 I I I Page 106 303 323 1303 323 TWO MIKES JUST A LITTLE DIFFERENT THAN THE OTHERS OF THEIR RESPECTIVE CLASSES NO ELESCO FEEDWATER HEATER ON THE 323, AND A TENDER FROM A "LITTLE MALLEY" THE 204, ON THE 303. 303 PHOTO BY ALFRED ROSE. PACIFIC WONON CHER PACIFIC KONONING - Page 107 I EARLY MORNING ACTIVITY AT PORTOLA SEPTEMBER 3, 1939. Psy 336 I L Page 108 NO. 39, ENGINE 172, AT TWO RIVERS JUNE 2188 Page 109 1, 1941. EXCURSION TRAIN AT QUINCY JUNCTION MAY 15, 1950. LOWER, ENGINE 324 WITH NO. 39 AT WILLIAMS LOOP, SEPTEMBER 2, 1939. Page 110 94 05 (94) #7 NO. 39 WITH ENGINE 326 LEAVING KEDDIE MAY 1940. WHIT- TAKER PHOTO. Page 111 Page g 27 27 STOCKTON BOUND FROM OROVILLE, SEPTEMBER 2, 1939. Is 42 47524 202 202 TE ON THE READY TRACKS AT KEDDIE ON A WARM SPRING AFTERNOON IN 1938. 204 204 Page 113 Nos. 1-20 TRACTIVE POWER 43300 LENGTH HEIGHT PL FIRE BOX INSIDE FRONT BACK WIDTH TOP FRONT " BACK 6 BOTTOM Nos 1-20 Page 114 1217 80 782 72" 60' 40" 132" 96 90 -50 123 -121"- *TUBES CONSOLIDATION FREIGHT K 5560 9 124 9X12" 949.000 engiert Ho NUMBER PIAMETER LENGTH OVER TUBE SHEETS 14'-5" BUILT BALDWIN. 390 2 33 STEAM PRESSURE 2004 64" 64 WHEEL BASE ENG &TENDER 58-0" 15-8 60 27 57" FIRE BOX TOTAL HEATING SURFACE TUBES 60.FT. 2912 SQ.FT 217 SQ.FT. 3129 SEPT TO NOY 1906 281" 9X12 5X10JOU 176" 110 60 3333 -36 22X30 CLASS #1 C-43 WATER CAPACITY FUEL OIL CAPACITY COAL CAPACITY WEIGHT LIGHT WEIGHT LOADED 781 3+11 NO OF ENGINES 20 44 35-38 LOADED WEIGHTS WEIGHT ON DRIVERS ON TRUCK OF ENGINE TOTAL OF ENGINE & TENDER LIGHT WEIGHT ENGINE 183000 " 185000 LBS 22000 LBS 207000 LBS 360000LBS CLASS #1 NO OF TENDERS 20 OIL CAPACITY MAIN TANK 1466 AUX TANK 2090 8000 GALS. 3556 GALS. 14 TONG, 58300 LBS 153 000 LBS. PACIFIC Ava N 0 33 Nos 21-65 TRACTIVE POWER 43300 FIRE BOX LENGTH INSIDE HEIGHT FRONT BACK WIDTH TOP FRONT ww BACK BOTTOM Nos 21-65 121 Bo 78 138" 72 60" 40" 97" 79 90 485 123/ 9X12 CONSOLIDATION FREIGHT +25/ 642 WHEEL BASE ENG. ATENDER 6000" TUBES 58 64- NUMBER DIAMETER LENGTH OVER TUBE SHEETS 14'-5" +596 10x12 380 27 STEAM PRESSURE 200 59 58 577- 9X12 ☺ ☺ 933535, 180 MAIN ROD HEATING SURFACE TUBES SQ FT 2852 FIRE BOX SQ FT. 216 TOTAL SQ FT 3070 97 -312 08, 52X10 JOUR. 30'-0" +36 2 184000LBS LOADED WEIGHTS WEIGHT ON DRIVERS ON TRUCK 19000 LBS OF ENGINE TOTAL 203000LBS OF ENGINE&TENPER 358000LBS BUILT SCHENECTADY WORKS AUG.-SEPT. 1909 LIGHT WEIGHT ENGINE 179000- 2230 686460 443538 G W CLASS#21 C-43 NO OF ENGINES45 35 354 87 WATER CAPACITY FUEL OIL CAPACITY COAL CAPACITY WEIGHT LIGHT WEIGHT LOADED 186 1141 CLASS#21 NO OF TENDERS 45 8000 GALS. 3000 GALS, 14 TONS 60300 LBS. 155000 LBS. Page 115 Nos 71-85 TRACTIVE POWER 29100 FIRE BOX INSIDE FRONT BACK WIDTH TOP FRONT BACK BOTTOM LENGTH HEIGHT Nos 71-85 1201 во" 61 67" 61" 49% 138 EIN -109 10 WHEEL 134 8*12 95 -1004 WHEEL BASE ENG.&TENDER 57-11" *TUBES NUMBER -50 90 DIAMETER LENGTH OVER TUBE SHEETS 13-31 347 2" 55/6627 PASSENGER 62 9x12 STEAM PRESSURE 200* MAIN ROD 112 -721 24-4 # 312 BUILT BROOKS WORKS, NOV-DEC 190g -50)동차-41 #Doll HEATING SURFACE TUBES SQ. FT. 2404 FIRE BOX SQ. FT. 193 TOTAL SQ FT. 2597 5:16. 30-0 9X12 O O O 92 180 9. 56" II PISTON VALVE 21x26 37 37 CLASS#71 TP-2S +353 3535 BT WATER CAPACITY FUEL OIL CAPACITY COAL CAPACITY WEIGHT LIGHT WEIGHT LOADED -105" 38 1752- NO OF ENGINES 15 LOADED WEIGHTS WEIGHT ON DRIVERS 135000 LBS WEIGHT ON TRUCK 46000 LBS WEIGHT OF ENGINE TOTAL 181000 LBS. WEIGHT OF ENGINE & TENDER 308460 LBS LIGHT WEIGHT ENGINE 152000 CLASS# 71 NO OF TENDERS 15 6000 GALS, 3070 GALB. 12 TONS 53420 LBS, 127460 LBS. W 10 D L Π I T Page 116 100 Nos. 86-106 TRACTIVE POWER 29100 << FIREBOX LENGTH IN SIDE HEIGHT FRONT BACK WIDTH TOP FRONT BACK " BOTTOM Nos. 86-106 120/% 80" 61" 67" 61 404 -138" 95- NUMBER DIAMETER "זור 97 92 60 10 WHEEL PASSENGER So 100/ WHEEL BASE ENG & TENDERSB- TUBES -35-5586212 9x12 124 LENGTH OVER TUBE SHEETS 13-3" O 35 " 347 2" STEAM PRESSURE 200 # 9X12 312" 790 72" -24-5" BUILT BROOKS WORKS SEPT-OCT 1909 22 30-0 5041 9x12 HEATING SURFACE TUBES 60 FT. 2404 FIRE BOX SO FT. 193 TOTAL SO FT. 2597 52X10 JOUR 180" 55 11 70 5XIZ 11 PISTON VALYE ZiX26 FEST 38 w Hey 87年 CLASS 86 TP-19 NO OF ENGINES 21 LOADED WEIGHTS WEIGHT ON DRIVERS 135000 LBS. TRUCK 46000 LBS. OF ENGINE TOTAL 181000 LBS. OF ENGINE & TENDER316600-LBS. LIGHT WEIGHT ENGINE 157700 WATER CAPACITY FUEL OIL COAL CAPACITY WEIGHT LIGHT WEIGHT LOADED 901 28-381/ ,981 CLASS 86 NO OF TENDERS 21 7000 GALS. 3019 GALS. 12 TONS 53420 LBS 135800 LBS. Page 117 Nos 121-122 TRACTIVE POWER 17400 FIRE BOX LENGTH INSIDE HEIGHT FRONT BACK WIDTH TOP FRONT BOTTOM Nos 121-122 Page 118 3022 X36 87" 61 53" 53 42골 -78" 50 10 WHEEL FREIGHT -86 WHEEL BASE ENG & TENDER 46-4" TUBES -921 NUMBER DIAMETER LENGTH OVER TUBE SHEETS 12-2" 80" 240 2" +18 | BUILT RICHMOND LOCo. wks. 1896 OLD NOS A1 & A2 FROM A&SJ. RA CO. STEAM PRESSURE 132 8 Ø O 91 150* MAIN ROP 8+4 61F HEATING SURFACE TUBES SQFT 1528 FIRE BOX SQ.FT. 131 TOTAL SQ.FT. 1659 12.0" 14-84 5k9JOUR 9-0 ♡ ெ 22-4 51. -5235 87 WEIGHTS ESTIMATED 28 28 WEIGHTS ESTIMATED 18X14 ** 63 457 " WEIGHT ON 09 357 CLASS# 121 TF-17 14-3 318 38 NO.OF ENGINES 2 LOADED WEIGHTS DRIVERS 82500 LB6 32,000 H 114500 ON TRUCK OF ENGINE TOTAL OF ENGINE & TENDER 190500 CLASS#121 NO OF TENDERS 2 TENDER 122 HAS AUXILLARY FUEL OIL TANK 960 GALS. * WATER CAPACITY FUEL OIL WEIGHT LIGHT WEIGHT LOADED PR 4000 GALS. 1584- A 32000 LBS. 76000 PA GREEN 122 0 AUTOMOBILE 501 ed No123 OIL BURNING TRACTIVE POWER 14000 4 FIREBOX LENGTH INSIDE HEIGHT FRONT BACK WIDTH TOP FRONT BOTTOM "I M.C.B. CLIMAX 755 H, B+1-4 7116 49 49 41 34 -20" 77" 139 122" 64" NUMBER DIAMETER LENGTH OVER TUBE SHEETS TUBES 8 WHEEL FREIGHT 116". 167 2" 1204 86" 54" -120" WHEEL BASE ENG & TENDER 44'-5" 92 51 48343613 א STEAM PRESSURE 42 OLD NO 4- 135 DO 66" softh -32" 32" TUBES FIREBOX TOTAL FROM BIL RYCO A 74" 48 20" 130" 23'5" COMMON SENSE STEEL TRUCK BOLSTER +FRAME. 16X24 86 HEATING SURFACE LOADED WEIGHTS SQ.FT 835 WEIGHT ON DRIVERS 71300 LBS SQ FT. 93 TRUCK 11000 T SQ FT. 928 OF ENGINE TOTAL 82300 M & TENDER 149900" SPRING BUFFER 38 FISH 3024 54 NEW UNDER FRAME BUILT +TRUCKS APPLIED -JEFFERY SHOPS - AUG. 1919. WATER CAPACITY FUEL OIL WEIGHT LIGHT LOADED CLASS #123 EF-14 ww N° OF ENGINES- I OIL BURNER B.L.W#3891 OIL TANK CAPACITY BOTTOM TANK-624 GAL. AUX. CLASS #123 969 ww 2800 GAL 1593 31874 LBS. 67600 ww Page 119 No 124 OIL BURNING TRACTIVE POWER 23300 # FIRE BOX LENGTH INSIDE HEIGHT FRONT BACK WIDTH TOP FRONT BACK "1 ww BOTTOM B4L-5 -36 8 Cdi 1234 80° 118 NUMBER 53 DIAMETER SO LENGTH OVER 49 TUBE SHEETS 47 33 842 59 54 54 162 WHEEL BASE ENG. TRUCK & TENDER 47-9"- TUBES -2412 1-6257 500 α CONSOLIDATION FREIGHT 190 2" 1362™ 233 58 731257 5732 -23-8 Q ISTEAM PRESSURE IE 38 134 ISOR TUBES FIRE BOX TOTAL DO 54"- ༧ HEATING SURFACE SQ.FT. 1083 152 "1235 ما -621 57 OLD NO 5- BTL-RYCO 4x8 96 1924 651- -57 -79 WEIGHT ON DRIVERS TRUCK 7% 159 CLASS 124 C-23 3933" 24" 57 LOADED WEIGHTS. NO OF ENGINES- I OIL BURNER BLW 6085 OF ENGINE TOTAL & TENDER WEIGHTS ESTIMATED WATER CAPACITY FUEL OIL CAPACITY WEIGHT LIGHT WEIGHT LOADED CLASS 124 OIL CAPACITY # 95000LB5 13000 LBS. 108000 LBS 178000-LAS MAIN TANK 798 GAL. AUX. 1280 4000 GAL. 2078 21000 70000* EST So 124 124 I 1 Page 120 n 125 14° 125 OIL BURNING TRACTIVE POWER 20800 # FIRE BOX LENGTH INSIDE HEIGHT FRONT 33 BACK WIDTH TOP FRONT BACK BOTTOM * fi 149% -31 121" 87 TEN WHEEL FREIGHT. of 96 NUMBER 614 DIAMETER 56 LENGTH OVER TUBE SHEETS 1422 44 44 33 82' 772 WHEEL BASE ENG & TENDER 46-6- TUBES 174 2 +36 50 624 as 43 37½ 43" 29 64 STEAM PRESSURE 160* 491 51 29 122" 18-0" 58 18 HEATING SURFACE TUBES SQ. FT. 1044 FIRE BOX 127 TOTAL 1171 OLD 7-BL- RY.CO. 4x8 044 131" 23-7 + θες 46 27 56 - 34 3414x12=-24* 90" 18X24 62 691 " 30 3 86½" WEIGHT ON DRIVERS TRUCK ENGINE TOTAL & TENDER WEIGHTS ESTIMATED OF CLASS #125 TF-21 NO ENGINES-1 OIL BURNER PITTSBURGH* 978 LOADED WEIGHTS *A 72500* 28000 100500+ 160500 CLASS #125 WATER CAPACITY- ww FUEL OIL WEIGHT LIGHT LOADED # 3000 GALL. 1926 20000 EST 60000# ** BL7 Page 121 No. 126 T. S. R.R. 1 TRACTIVE POWER 19228 # FIREBOX LENGTH INSIDE HEIGHT FRONT 94 BACK WIDTH TOP, FRONT BOTTOM 47 -412 Page 122 82 103 532 51 No. 126 T.S. R.R. 1 IO WHEEL FREIGHT SAME CLASS AS ENGS, 127 & DC. I -21 50" 81 MINER TANDEM DRAFT GEAR. -1181 71 860 55 78" 201 TUBES 18 -65/2/2007 56" 344 BUILT ROME Loca WKS FEB 1891 4-115- 86411 NUMBER DIA. LENGTH OVER TUBE SHEETS-13-32 48 62" * 72"- 682 -11-8 WHEEL BASE ENG & TENDER, 48-112 56 7-6 HEATING SURFACE STEAM PRESSURE 160 231 TUBES SQ.FT 1654 2" 124 FIREBOX TOTAL 1778 50- 8 MBIZZ " WATER CAPACITY FUEL OIL WEIGHT LIGHT LOADED " Ax8" 69" 5800 " 92400 LBS 22400 114800 OF ENG TOTAL &TENDER 198736" B (WTS. EST.) * ENGINE 126 CHANGED TO OIL BURNER 2-18 SOLD TO T. S. R. R. & NUMBERED T.S 18 62+ 330 12-0 -21-11 T. S.R.R. ENG.#1. -57 18x24 3500 GALS. 1836 09 40500 LBS. 83986 U GRATE SURFACE 24.3" OLD NO 546 FROM DERG AUG.1917 + 4-14" 58 34 34 22 38 50. " WITH ww 84 (WTS. EST) LOADED WEIGHTS WEIGHT ON DRIVERS TRUCK 14-21 CLASS #126 TF-18 OIL BURNER CLASS# 126 NO OF TENDERS - i SPRING BUFFER W 127 WP T ▸ D D [ 1 WEST PACE 154 THOM Nos. 151-162 TRACTIVE POWER 31200 FIRE BOX LENGTH INSIDE 1085 HEIGHT FRONT BACK WIDTH TOP FRONT BACK ww BOTTOM No's 151-162 -131. 3 44 WHEEL BASE ENG.& TENDER 45-1 TUBES TO 6674 62 62" 41 -1322 NUMBER DIAMETER LEN OTH OVER TUBE SHEETS 122 934 WHEEL SWITCH. 9T12 273 100- STEAM PRESSURE 180 -22-6 -1367 Lo 99 HEATING SURFACE TUBES SQ FT. FIRE BOX SQ FT TOTAL SQ FT. MAN Roo130 70 11-6 BUILT PITTSBURG WORKS AUG-SEP 1909 5x9 Jours 8333 12-10 F591 +121 Q -27-2 33 52- 1632 172 1804 2026 -78 51 178'L 3001 Ll CLASS 151 821 WATER CAPACITY FUEL OIL CAPACITY COAL CAPACITY WEIGHT LIGHT WEIGHT LOADED LOADED WEIGHTS WEIGHT ON DRIVERS WEIGHT ON TRUCK S-31 NO OF ENGINES 12 145780 LBS WEIGHT OF ENGINE & TEMPER 267630 LBS. LIGHT WEIGHT ENGINE 128400 CLASS 151 NO OF TENDERG 12 6000 GALS. 2500 GALS 10 TONS 51800 L85. 121850 LBS. Page 123 Nos. 163-166 PURCHASED FROM THE UNITED COMMERCIAL CO. SEPT.-1927. TRACTIVE POWER 34400 16 FIREBOX LENGTH INSIDE HEIGHT FRONT BACK WIDTH TOP FRONT BACK BOTTOM 11 W R.J.D. 36 루98 36 Nos. 163-166. PURCHASED FROM THE UNITED COMMERCIAL CO. SEPT-1927. -131 -끝까 COUPLER, PIVOTED TYPE 6 WHEEL SWITCH A.L.CO. SCHENECTADY, N.Y. 584136354) SAND 030 ex12 STEAM STEAM PRESSURE 180 # -86 1400 F 30 12 M 52 INS Tis SAND -120" 138 LOADED WEIGHTS. 3723495 -69" WHEEL BASE ENG. & TENDER 43-10 TUBES HEATING SURFACE 967 NUMBER 2 DIA. 182 TUBES SQ.FT. 1416 WEIGHT ON DRIVERS. 160000 LBS 5½" 24 FIREBOX ** 154 6712 61 LENGTH OVER TUBE SHEETS TOTAL 132" 61 38 L.S. COS. FIRE TUBE,TYPE A SUPERHEATER *=42" ON ENG. 163 ONLY. 11 " ww 1570 WEIGHT OF ENGINE TOTAL 160000 11 NO 11 & TENDER 262500" LIGHT WEIGHT, ENGINE 144000" llo 왕아 A vy 40 In2 PISTONI VALVE TOD CYLS 69" 50"-551- 22-01" +7=2:35 35 5x9 JOURS. 35 35 -12'-0" -26-01 101 ZELI CLASS#163 S-34 NO. OF ENGS-4 OIL BURNERS CLASS#163 NO. OF TENDERS-4 No. FOR OIL (FUEL) - 4 -RADIAL BUFFER. 6-94 WATER CAPACITY FUEL OIL " WEIGHT LIGHT. 10 LOADED. 4500 GALS 2155 50500 LBS- 102500 " 163 ΠΙ I Page 124 EZI DUCT 173 ROAD CLASS 171 SYMBOL MTP-44 FUEL OIL 8 CROSS COMP ET-6 TYPE A BRAD. ROCKER SELLERS TYPE A.F. ALCO TYPE "E" AIR PUMP BRAKE EQUIPT SUPERHEATER DRAFT GEAR FEED WATER HEATER REV. GEAR TRACTIVE POWER FACTOR OF ADHESION STEAM PRESSURE 44000 LBS. 4.78 200 LBS. 16° MAX. TRACK CURVE NOS 171-180 BUILT-ALCO. 1924 (FOR FE.C. RY.) SPEC. NO. A-11636 FIREBOX LENGTH, INSIDE HEIGHT FRONT BACK WIDTH BOTTOM PURCHASED FROM F.E.C. RY. JULY 1936 Je " " 138 070 W 73- TUBES NUMBER 2 DIA. 181-5 DIA. 36 LGTH OVER TUBE SHEETS 22-0 HEATING SURFACE FIRE TUBES, SQ.FT. SYPHONS FIRE BOX TOTAL " ** W "SYPHONS TWO GRATE AREA. 66.8 59.FT. COMB, CHAMBER SYPHONS NO ADDED HATING SURFACE 3472 60 200 3812 944 SUPERNEAT W BEING AF LIED #4/15, 39 12 SQ.FT 114/ 82 6312 844" 17 8X14 61681875" 62" 1168" 40 130° TT STEAM PRESSURE! 200 751 ГГТ NIE 10X13 SAND X Ox 1947" WEIGHTS LOADED ON DRIVERS ENG TRUCK "TRAILING TRUCK ENGINE TOTAL TENDER LOADED ENS TENDER LIGHT WT. ENG. LIGHT. WT. TENDER AXLE LOAD 10x13 367-36+ 76-76" 83" 57% <42*40 361-278 99" WATER 10,000 GALS. 28-10 33-28 17-8 WESTON PACT C GI JOUR -18-2 210300 53500 49060 313000 202000 315000 2794.00 89 100 52625 HOT 7 Se ४ +741/2 OIL ΟΙ 0,0 SALE 36 SI 720/- Page 125 Nos 201-205 TRACTIVE POWER O 80000 42 FRONT BACK WIDTH Вот. GRATE AREA G9-6-17 FIRE BOX LENGTH INSIDE BOT. 27 COMBUST. CHAMB HEIGHT 44384 Page 126 Nos 201-205 -138/1/2- SQ.FT. -68" 4-3" ARCH 1088 88 88 75 TUBES MINER DRAFT GEAR CLASS-A1B 114" O.D 15 -570/22 TUBES NUMBER 24 DIA 5 mont LENGTH OVER- 22 964 TUBE SHEETS 72.2 64Z" 68 SANO 1-82 CROSS COMP AIR COMPRESSOR L.S. MALLET COMP 2662 AL.CO. DUNKIRK 1917 10X13 78元" 1991 8+ +381 +331 634 693 Isrdani ke 4 H 10X13 6262 55 10-4 36561 sche STEAM PRESSURE ALCO TYPE E REVERSE GEAR! 123 32 FIREBOX 288 TOTAL APUST VAL 49:1031-2 WHEEL BASE ENG & TENDER-86-52- HEATING SURFACE EQUIPPED WITH SCHMIDT FIRE TUBE SUPERHEATER 82-4 TH SXITUNES. 2) 235 FIRE TUBES SQFT 4550 WEIGHT 36 ARCH 26 360 4936 32- 31-0 -71 10x13 -20-0 35-108 500 88 SANO 6262- 10-4 do 56 . 44 DES +36 +36-532 118 37X32 -દદ CLASS # 201 M-80 NO OF ENGS-5 OIL BURNERS 58- 52 35 36 LOADED WEIGHTS ON DRIVERS 355500LBS OH LEADING TRUCK 24 500 TRAILING 49000 OF ENGINE TOTAL 429000* TENDER 624000" *F LIGHT WEIGHT ENGINE 377000 120 RADIAL BUFFER ** WATER CAPACITY FUEL OIL WEIGHT LIGHT LOADED "I CLASS #201 NOOF TENDERS-5 NO FOR OIL FUEL-5 " 10,000 GALL. 4,000 81,200 LBS 195000 ww 203 D U 1 J I 6-2017 . U 210 210 Nos. 206-210 TRACTIVE POWER 800006 +3896 --138 MET 5 68" 68 Nos. 206-210 4-3"ARCH TUBES MINER FRICTION DRAFT GEAR CLASS A-18-S' -114"- INSIDE MALLET COMPOUND 2-6-6-2 A.L.CO. RICHMOND, VA. APR. 1924. -85 38-34 STEAM TO SAND 1-82 CROSS COMPSTEAM PRESSURE 200 # AIR COMPRESSOR L.S HH! ALCO TYPE REVERSE GEAR 781 27 10X13 094 SAND TUBES FIRE BOX LENGTH INSIDE BOTT 1088 NUMBER 24 DIA. COMBUST. CHAMB, 88 AU 5% HEIGHT FRONT. 88 LENGTH OVER- FIRE BOX BACK TUBE SHEETS 288 TOTAL 73 WIDTH BOTT. GRATE AREA. SQ.FT. 72.24 SCHMIDT FIRE TUBE SUPERHEATER. " 70 96 R.J.D. 7-1-24 6536 364 + WHEEL BASE ENG & TENDER. 86-53" 12 HEATING SURFACE 114 PIST! VAL 23 32 62" — 62" 55" 71" 62" 2 -71" 31-2 32 INSIDE المشعل 182 156 60 -31-0 6'x 11"JOURS. -20-0 35-11 to N -5/8 626944 करी 88 LOADED WEIGHTS 235 FIRE TUBES SQ.FT.4550 WEIGHT ON DRIVERS 356500 LBS 36 ARCH 26 IL ON LEADING TRUCK. 25500 360 "TRAILING B 47500 10 4936 OF ENGINE TOTAL 429500 " " " & TENDER. 619 800 LIGHT WEIGHT, ENGINE 10 377600" "LD 10 17 56 62" 62" 58" 52" 3538" -10--4 退 37 32 CYL'S +3636-54 ון CLASS#206 M-80 NO. OF ENGS-5 OIL BURNERS. 7 120 183" 1853″ WATER CAPACITY FUEL OIL WEIGHT LIGHT LOADED No. OF TENDERS-5 No. FOR OIL FUEL)-5 CLASS #206 RADIAL BUFFER " 10000 GALS 4000 76200 LBS. 190300 * Page 127 ROAD CLASS 251 SYMBOL M-137-151 FUEL-OIL BUILT-B.L.W. 1931 SPEC. NO. 31-D-94 1212 852 9888 251 " 772"* 96" FIRE BOX COMBUST CHAMBER TOTAL SUPERHEAT ** BER" 71 #r AIR PUMPS, 2-8 CROSS COMP BRAKE EQUIPT, WEST. ET-6 REVERSE GEAR, ALCO. TYPE G THROTTLE, AMER. MULTIPLE SUPERHEATER, TYPE A DRAFT GEAR, WAUGH TYPE 403 BOOSTER, FRANKLIN TYPE C-2 FEEDWATER HEATERS ENGS 251,252 253-256 HEATER WORTH. 6-5 ELESCO K-60⋅A PUMP 6-5 CF-2 # ** X TUBES NUMBER, 24" DIA.272-5 DIA. 75 LENGTH OVER TUBE SHEETS 23-0 HEATING SURFACE FIRE TUBES SQ. FT. SYPHONS "F #1 ** Fr "F " 12m 6141 217 367 155 6880 2152 FIREBOX LENGTH INSIDE HEIGHT FRONT HEIGHT BACK WIDTH BOTTOM SYPHONS, FIREBOX3, COMB.CHAM.2 GRATE AREA SQ.FT. 145.0 2046 90% TRACTIVE POWER WITHOUT BOOSTER 137000 185 WITH " FACTOR OF ADHESION, ENGINE " "" 150900" STEAM PRESSURE ENG & BOOSTER 4.08 250 LBS MAX. TRACK CURYE 16° 773 1024 " ← do 66"-66" 66" 61" 69" 66" 66" 16-6" 43-10" 692-1102 STEAM 61-5 STEAM PRESSURE 230 # I I 181 12"PIST VALVE "7 SAND CYLS 26x32 -18116 FILLER HOLE 1514 WATER 22000 GALS. H +614" 60" 60" 552700 LES 48700 " WEIGHTS LOADED ON DRIVERS ON ENGINE TRUCK ON TRAILING TRUCK ENGINE TOTAL TENDER LOADED 408250 " ENGINE & TENDER 1073350 LT. WT. ENGINE TENDER 6370.C "I 665100 " Fr 593700 " " " 182600 " -69 FRONT UNITS ARE EQUIPPED WITH CAST STEEL INTEGRAL ENGINE BEDS. 144" 1032 17-11" X 66" 61" 54442427 16-6" 4274 AXLE LOAD 41-22 " 77X14 JOUR 24-0 44-22" 127/57 YALVE "FILLERHOLE CYLS 26132 34-0" WESTERN 5100 IN 60 OIL PACIFIC 6000 GAL 128 798 "TOP OF STACK 69088 204 60" 612 71 I I 0 I Page 128 00 = A ROAD CLASS 257 SYMBOL M-137-151 FUEL-OIL BUILT-B.L. W. 1938 SPEC. No. 38-D-39 132/2 85 " 257 日 7796" # TRACTIVE POWER WITHOUT BOOSTER 137000 LBS * WITH BOOSTER 150900," FACTOR OF ADHESION ENGINE 4.03 HENG.& BOOSTERA DE STEAM PRESSURE 250 LBS 16° MAX. TRACK CURYE -692" 1097 - STEAM SAND FW. HEATER, COFFIN TYPE B "PUMP "CENTRIFTYPE D REVERSE GEAR, ALCO. " G AIR PUMPS, 2-8 CROSS COMPOUND DRAFT GEAR CAND-WEST FRICT-NY--E BRAKE EQUIPT. WESTINGHOUSE ET-B SUPERHEATER SUPERHR.CO.TYPE A BOOSTER, FRANKLIN TYPE C-2 THROTTLE AMERICAN MULTIPLE N 66" TUBES NUMBER 2 DIA. 272 LENGTH OVER TUBE SHEETS 23-0" DIA. 75 FIRE TUBES HEATING SURFACE SYPHONS FIRE BOX " COMBIST CHAMBER " TOTAL SUPERHEAT " " " 66″ ., 66" -16-6- 6141 148 367 135 6811 2152 FIREBOX 204 LENGTH INSIDE BOTTOM #COMBUSTION CHAMBER 72 HEIGHT FRONT 89 " BACK 77 WIDTH BOTTOM 1022 SYPHONS, FIREBOX 2 COMB. CHAM GRATE AREA. SQ.FT. 145.6 Yoz STEAM PRESSURE 250元 1767 AVG.ALLE LOAD TOB -80元 G47 68707. 138 INSIDE FILLER HOLE 80% 60 CYLS 111=x14" 61" 69" 66" 66" 66" 61547-427–30 43-10 -61-5= WATER 23000-GALS +09 INSIDE ON DRIVERS "LEAD TRUCK 48/34 TRAILING TRUCK 65310 ENGINE TOTAL 663 100 TENDER LOADED 403350 - ENG TEND 1066450 WT.ENGINE 393150. "TENDER. 173750 # 650 -145/6 WEIGHTS LOADED660 LBS " IN er WESTERN PACIFIC FILLER HOLE 159 -1683 INSIDE -41-0- " T JOURS. 7x 14 MZRETA UNALYS 2x22h CYLS -24-0 34-0 44-84 80 OIL 6000 GALS 204 -60 60 66″ -12-7 +12 Page 129 Nos 301-305 TRACTIVE POWER 60300 L42 dupoNT- SIMPLEX STOKER TYPE B" 3796" 454 Nos. 301-305 FIRE BOX LENGTH INSIDE BOTT 120 "L COMBUST CHAMB. 36 HEIGHT FRONT. 89 BACK. 70% WIDTH BOTT. 841 GRATE AREA SQ.FT. 70.3 K D-1-4-18 Page 130 138 MINER DRAFT GEAR CLASS A-18- 75 4-3 ARCH TUBES. 18x14) 64 INSIDE MIKADO 2-8-2 A.L.CO.DUNKIRK 1918 -781-1 361 645 36 36" * 10/2 x 14 4630 STEAM 66 STEAM PRESSURE MELLIN POWER REVERSE 00 GEAR. 8 CROSS COMP AIR COMPRESSOR LS 115x230 6"x 11 JOURS. 64355 542 SAND 31-0 102x14 11240M.R. too 124" HEATING SURFACE WHEEL BASE ENG. & TENDER 73-12" TUBES LOADED WEIGHTS NUMBER 24 DIA. 221 FIRE TUBES SQFT 3438 WEIGHT ON DRIVERS 14 S AU 43 ARCH Tr 30 LENGTH OVER TUBE SHEETS FIREBOX 288 216 TOTAL 14 3756 11 " 11 SCHMIDT FIRE TUBE SUPERHEATER . 66 35-1 20-0 35-105" I.D. 16-6 66" " 43" 16 PISTON VALVE "I 63 " 28x30 CYLS. CLASS #301 MK-60 No. OF ENGS-5 COAL BURNERS 184 " И LIGHT WEIGHT. ENGINE 46 36 36 241500 LBS LEADING TRUCK 28000 14 "TRAILING 46500 OF ENGINE TOTAL 316000 1 " & TENDER 504600 "I 275000 -411- CLASS #301 No. OF TENDERS. 5 No. FOR COAL - 5 LI dupoNT-SIMPLEX STOKER TYPE "B" RADIAL BUFFER. 36 36 54"> 10000 GALS. WATER CAPACITY COAL 18 TONS. WEIGHT LIGHT 69300 LBS. "LOADED AS ABOVE 188600" 30-1A 30 I 1 I T-11-4-18 308 Nos. 306-310 TRACTIVE POWER 60000# dupont- SIMPLEX- STOKER 43 RJD 5-25-20 --126 Nos 306-310 84 WESTINGHOUSE FRICTION DRAFT GEAR. -3 ARCH TUBES (U.S.) MIKADO 2-8-2 B A.L.CO. SCHENECTADY-JUN. 1919. 152 -54" 72" looo! 21 (630 10x13 STEAM O 672 35 35 STEAM PRESSURE 190 # 12x13 -GOOD LEWIS POWER REVERSE GEAR 00 WITH ALCO TYPETE OPER VALT 1-8 CROSS COMP. AIR COMPR. L'S. E 28-10 SAND. 10x 13 1128OME 67 67"+ 67 16-9 36-ENG WHEEL BASE 120 FIREBOX LENGTH INSIDE BOTT. 120 NUMBER 2 DIA. 2013 NU WHEEL BASE ENG. & TENDER 71-8 TUBES HEATING SURFACE 247 FIRE TUBES SQFT 3978 WEIGHT "L COMBUST CHAMB. 21 प 55* " 45 ARCH 11 28 HEIGHT FRONT 90 LENGTH OVER TUBE SHEETS FIREBOX "T 279 68 228" TOTAL W 4285 SUPERHEATING SURFACE 993 1 K BACK WIDTH BOTT 84 GRATE AREA SQ.FT. 70.3 SCHMIDT FIRE TUBE SUPERHEATER. LIGHT WEIGHT ENGINE 277600 O 6x11 JOURS. 33 STEEL WHEELS # -17-8- 33-82 او. SEA 43" 14 STON VALVE 27 32 CYLS. # CLASS 306 MK-60 ANO.OF ENGS-5 COAL BURNERS 35 35-55 LOADED WEIGHTS ON DRIVERS "LEADING TRUCK TRAILING " OF ENGINE TOTAL " 63" 49" 4931 19 -27 -180- 611 野 239000LBS 24000 " 57000 320000 C t & TENDER 504900" STOKER. CLASS #306 No. OF TENDERS - 5 No. FOR COAL 5 " WATER CAPACITY COAL WEIGHT LIGHT LOADED u dupONT-SIMPLEX RADIAL BUFFER. & UNIT SAFETY DRAWBAR 10000 GALS 16 TONS. 69600LBS 184-900LBS D-5-7-19 Page 131 Nos 311-315 42 TRACTIVE POWER 60300# DUPONT SIMPLEX STOKER R.J.D. 5-11-21 45137296 NOS 311-315 FIREBOX LENGTH INSIDE BOTT. 120 ** COMBUST. CHAMB 36 HEIGHT FRONT 89 BACK 657 WIDTH BOTT. 8441 GRATE AREA SQ. FT. 70-3 מד 138 5-11-21 NAT. FRICT. DRAFT GEAR TYPE H-1. " 4-3"ARCH TUBES 9x14x 20 MIKADO 2-8-2 A,L.CO. PUNKIRK, NY. APR. 1921642" 643 STEAM 67 INSIDE " -78" 36 65"3636 10x14 STEAM PRESSURE 190 ALCO. POWER REVERSE GEAR CROSS COMP AIR COMPRES L.S. 66 66" 35-H -31-0" 6'x 11"JOURS. SAND -20-0 35-11 10 14 1240 --75"> 124 WHEEL BASE ENG. & TENDER 73-12 TUBES SURFACE NUMBER 2 DIA. 221 FIRE TUBES SQ.FT. 458 WEIGHT LOADED WEIGHTS W NO S 43 LENGTH OVER TUBE SHEETS FIREBOX 216" TOTAL SCHMIDT FIRE TUBE SUPERHEATER. 16-6 A ww "1 55542" 43 190H -66" -82 LD 30 284 00 3752 16 PISTON VALVE 7-+1 43" " 28 30 CYLS. 63 14 3636 54 LEADING TRUCK TRAILING "I 246000 LBS 24500 52500 "/ 323000 " & TENDER 510 700 11 00 LIGHT WEIGHT. ENGINE 284 100" 46" 36-36 OF ENGINE TOTAL W CLASS #311 MK-60 NO.OF ENGS-5 COAL BURNERS -184" -117" WATER CAPACITY COAL CLASS #311 NO. OF TENDERS-5 NO. FOR COAL-5 WEIGHT LIGHT dupoNT-SIMPLEX STOKER. RADIAL BUFFER. 10000 GALS 16 TONS 71400 LBS LOADED AS ABOVE 187700 LBS. 313 Page 132 D 316 Nos. 316-321 42 TRACTIVE POWER! 60300# 3796 1381 Nos. 316-321 524-75 BRADFORD ROCKER DRAFT GEAR 4-3"ARCH TUBES 2-8-2 A.L.CO. DUNKIRK, NY. APR.1323264 55-543 STEAM W SO INSIDE -782 40x14 65" 36" 364 32 INSIDE 生! DALCO TYPE "E" STEAM PRESSURE 190 ii " 66 124" WHEEL BASE ENG. & TENDER 73-13 " TUBES LOADED WEIGHTS LENGTH INSIDE BOTT. 1208 NUMBER 2 DIA. 221 FIRE TUBES SQ.FT. 3438 WEIGHT ON DRIVERS COMBUST CHAMB 36 15/2 43 ARCH HEIGHT FRONT 89 LENGTH OVER TUBE SHEETS FIREBOX 651 216 TOTAL 844 "N 10 "P H W BACK WIDTH BOTTOM. GRATE AREA SQ FT. 70.3 SCHMIDT FIRE TUBE SUPERHEATER. этот R.J.D. 7-23-23. 11x23 ! POWER REVERSE GEAR. 2600 28 -8 CROSS COMP AIR COMPRESSOR L.S.. SAND 6'x II JOURS. -20-0" -35-11 10x14 11240M.R 14 ✦ 66″ —. 66′ ✦ 63"-46"36362 354F 16-6" 58 -31-02-1 288- 46 +-+1 N 16 PISTON VALVE 28x30 CYLS 30 284 10 3752 -5614 CLASS 316 MK-60 ANO. OF ENGS-6 OIL-BURNERS 246000LBS LEADING TRUCK 24500 "TRAILING 10 44500" 315000 OF ENGINE TOTAL " & TENDER 506400. LIGHT WEIGHT, ENGINE 279500" BO 36"-36"-54" 184 117" WATER CAPACITY FUEL OIL " WEIGHT LIGHT LOADED CLASS #316. NO. OF TENDERS-6 No. FOR OIL FUEL)-6 RADIAL BUFFER. " 10000 GALS. 4000 77300 LBS. 191400 Page 133 R.J.D. 7-23-23. Nos. 322-326 L42" TRACTIVE POWER! 60300# WITHOUT BOOSTER 71300# WITH BOOSTER. TYPE C-I BOOSTER ENGINE 138 Nos. 322-326 " 52472" BRADFORD (ROCKER TYPE) DRAFT GEAR R.J.D. 7-1-24. 4-3"ARCH TUBES A.L.CO. DUNKIRK,N.Y. MAR.1924 3+1 MIKADO -781/2 60 INSIDE 36 65" 36 36 960.D 630 2-8-2.3" BACK WIDTH BOTTOM GRATE AREA SQ.FT 70.3 SCHMIDT FIRE TUBE SUPERHEATER. 894 LENGTH OVER- FIRE BOX 6511 TUBES SHEETS 216 TOTAL 844 R.J.D. 7-1-24 32 INSIDE STEAM " STEAM PRESSURE 10001 128"- -66 WHEEL BASE ENG & TENDER 73'-23. TUBES HEATING SURFACE WEIGHT LOADED WEIGHTS FI "I 30 I CHAMB. 36 HEIGHT FRONT FIREBOX LENGTH INSIDE BOTT. 1203 NUMBER 2 DIA 221 FIRE TUBES SQ.FT. 3438 WEIGHT ON DRIVERS 245000 LBS 71 43 11 LEADING TRUCK 24-500 IT 284 10 "TRAILING 九 57500" 3752 " OF ENGINE TOTAL 327000" 14 & TENDER 518600" LIGHT WEIGHT. ENGINE 291 200" 18CROSS COMP 2 AIR COMPRESSORLS 31-0 ALCO TPE "E" REVERSE GEAR. 66" 36-316-6 642-551-542 A 1" SAND 10 " 190# 1014 -885 6"x 11"JOURS. + -20-0" -35-11" 43 16 PISTON VALVE -564 " 28x30 CYL'S CLASS #322 MK-60-71 NO.OF ENGS-5 OIL-BURNERS 1843 כרון. 66" 63" +46 36-38 634636-38 44" CLASS #322 No. OF TENDERS-5 No. FOR OIL FUEL)-5 -RADIAL BUFFER 363654 WATER CAPACITY 10000 GALS FUEL OIL WEIGHT LIGHT 4000 "I 76500 LBS. 191600 " " LOADED. 20 Alt 324 K 10 Page 134 11 TEE * Nos. 327-331 LEN 34" TRACTIVE POWERI 60300 # WITHOUT BOOSTER 71200 WITH BOOSTER TYPE C-2! BOOSTER ENGINE Nos. 327-331 A.L.CO. SCHENECTADY, NY. MAY 13282 643-551-542 STEAM J+ A J 130 WESTINGHOUSE FRICT DRAFT GEAR. TYPE N-II " H 2-3 ARCH TUBES 3-SYPHONS -75" 106 INSIDE 1014 -128" 65 50 50 66" 214 77 28 30 CYL'S 72" 63 - 46"-36"-27" " WHEEL BASE ENG, & TENDER 73-2 FIRE BOX TUBES HEATING SURFACE LOADED WEIGHTS LENGTH INSIDE BOTT. 120 NUMBER 2 DIA. 213 FIRE TUBES SQ.FT.3407 WEIGHT ON DRIVERS 36 11 5 45 HEIGHT FRONT 89 LENGTH OVER TUBE SHEETS SYPHONS BACK 651 216 FIRE Box WIDTH BOTTOM 844 TOTAL GRATE AREA SQ.FT. 70.3 SCHMIDT FIRE TUBE SUPERHEATER 11 " "I 247500LBS. "LEADING TRUCK 25000 TRAILING " 57500" 11 OF ENGINE TOTAL 330000" 1 & TENDER. 594000" LIGHT WEIGHT ENGINE 293800 " 14 " R.J.D. 6-23-26 31-0 €8901- 6x11" JOURS, STEAM PRESSURE ALDO TYPE E REVERSE GEAR -8 CROSS COMP AIR COMP. R.S. FEED WATER PUMP L.S. 36-36-6 17=-=-1- 35-102 SAND 66 #061!! 1014 124M.R 11 15 14 92 11 284 3798 -+`~ 66 53"- 43" 14PISTON VALVE O O 5050 602 CLASS#327 MK-60,-71 No.0F ENGS-5 OIL-BURNERS FEEDWATER HEATER. WATER CAPACITY FUEL OIL ו 1843 CLASS #327 No, OF TENDERS-5 No. FOR OIL FUEL)-5 WEIGHT LIGHT LOADED 44 RADIAL BUFFER 14 15000 GALS, 4000 111 000 LBS. 264000 Page 135 N R.J.D. 6-23-26. Nos. 332-336 30" TRACTIVE POWER 60300# WITHOUT BOOSTER 71300 # WITH BOOSTER TYPE C-2 BOOSTER ENGINE 37 MIKADO 2-8 3 A.L.CO. SCHENECTADY, MAY 13212 642+ 55 542 FO STEAM SAND 畢 A Nos. 332-336 126 boot MINER DRAFT GEAR TYPE A-79 X B GEAR 2-3"ARCH TUBES 3-SYPHONS " 65 110001 75" "INSIDE +106. 10145 128 960.D. 50 50 50% EX14 8 CROSSCOMP AIR COMPRS. 66 66" 36-3 8901 30-71 6x11 JOURS STEAMIPRESSURE A 1190# 17-1 35-103 ALCH TYPE-G REVERSE GEAR " 52 72" 463612-273 WHEEL BASE ENG. & TENDER TUBES " FIRE BOX LENGTH INSIDE BOTT U COMB. CHAMBER. HEIGHT FRONT BACK WIDTH BOTTOM GRATE AREA SQ. FT. 73-2 HEATING SURFACE LOADED WEIGHTS 120 NUMBER 2 DIA. 213 FIRE TUBES SQ.FT.3407 WEIGHT ON DRIVERS 120 NU 249000 LBS 36 15 14 14 LEADING TRUCK 25500 894 LENGTH OVER TUBE SHEETS SYPHONS 92 10 57500 "TRAILING 654 216 FIRE BOX 284 332000 "OF ENGINE TOTAL TOTAL 3798 84 " & TENDER 599000 70.34 SCHMIDT FIRE TUBE SUPERHEATER. LIGHT WEIGHT ENGINE 2964-00" 45 11 11 16 11 "r 10 R.J.D. WATER PUMP L.S. " " 0714 M 16-6 66" 1531 14 PISTON VALVE 63 O O O 28*30 CYLS. " 43 25 CLASS#332 -MK-60-71 NO. OF ENGS-5 OIL-BURNERS. 50 50 602 FEEDWATER HEATER. 78781 " -117- 44" 16 11 " NO. OF TENDERS-5 No. FOR OIL (FUEL)-5 CLASS# 332 RADIAL BUFFER WATER CAPACITY 15000 GALS. FUEL OIL 4000 201 WEIGHT LIGHT 114300 LBS. LOADED 267000 "I One 1 Page 136 ROAD CLASS 401 SYMBOL M-100 FUEL-COAL BUILT-ALCO. 1938 SPEC. NO. A-13148 133 +86" ما 42 40H M mo 78 78 KROLLER BRGS. "CENTRIF. TYPE B FW. HEATER, COFFIN REVERSE GEAR, ALCO MPOUND DRAFT GEAR CARD WEST FRICT NY--E BRAKE EQUIPY WEST HOUSE 51-8 SUPERHEATER, SUPERHX.CO.TYPE A STANDARD BK THROTTLE AMERICA MULTIPLE FIREBOX TRACTIVE POWER FACTOR OF ADHESION STEAM PRESSURE TUBES NUMBER 2 DIA. 222 5DIA. 60 LENGTH OVER TUBE SHEETS KEATING SURFACE FIRE TUBES, SQ. FT. SY31015 FIREBOX TOTAL SUPERHEAT COMBUSTION CHAMBER HEIGHT, FRONT BACK WIDTH, BOTTOM SYPHONS, FIREBOX GRATE AREA, LIGHT WT, ENGINE TENDER AVG. AXLE LOAB 276" 4974 132 541 5666 1724 21376 82 841 807 1882 SQ. FT. 108.2 SAND 73 73 12-2 99600 LBS. 4.16 265 LBS 531000 9 7900 69500 22++ -1517/6 J STEAM STEAM PRESSURE 265元 PUST 1-941 VARVERLE 22332 STAD 113x/4" 61 68" -35-1 59-/1 MAX. TRACK CURVE ملة " 138/2/ 138 INSIDE FILLER HOLE boo WATER 22000-GALS. 801 60" 60" 7x14 JANS WEIGHTS LOADED ON DRIVERS 416000 LBS. "LEAD TRUCK 78500 "TRAILING TRUCK 11 2300 * ENGINE TOTAL TENDER LOADED ENG & TEND." 607 000. 401500 1008500 -106" 6016- COMB. CHAMBER SYPHONS APPLIED TO NOS 401, 403, 404 SAND PREFL 100m 20° 73" 73" -12-2 112,27773 WESTERN PACIFIC -41-05- मल 53 4343 494 30 ASF ROLLER BRGS. Jell COAL 50000 LBS. 170 132 FRE 204 24-0-7x14 JRNLS 34-0 44-8 60° 60° 66° +12-74 Page 137 R.J.D.3-38. ROAD CLASS 481 SYMBOL GS-64-77 Nos. 481-486 BUILT-LIMA LOCO. WKS.INC. 1943 SPEC. No. A-29/3 FUEL-OIL WEIGHTS LOADED ON DRIVERS 280950 LBS "LEADTRUCK 7350" TRAILING ENGINE TOTAL 466/00 TENDER LOADED 397700 " ENG. & TEND." 863800 LIGHT WT. ENGINE 417600 AVG. AXLE LOAD 70237" # BACK WIDTH BOTTOM SYPHONS, FIREBOX GRATE AREA SYPHONS FIREBOX TOTAL FIREBOX 127 LENGTH INSIDE BOTTOM COMBUSTION CHAMBER 60% HEIGHT FRONT 89 684 1024 4 90.2 SQ.FT. N " 27 SUPERHEAT * # 7" -11576 TUBES NUMBER 2 DIA. 49, 32 DIA. 198 LENGTH OVER TUBE SHEETS 258 HEATING SURFACE FIRE TUBES SQ. FT. " " " 481 020 4502 101 350 4922 2086 W F.W.HEATER WORTHINGTON 5-SA TRACTIVE POWER WITHOUT BOOSTER 64200 REVERSE GEAR ALCO TYPE G. FACTOR OF ADHESION ENGINE 438 CROSS COMP BRAFT GEAR WAUGHTYPE WMGLE STEAM PRESSURE ENG & BOOSTER4.54 260LBS BRAKE EQUIPT WESTINGHOUSE ETB SUPERHEATERANKLIN CES BOOSTER, FRANKLIN "C-2-S MAX. TRACK CURYE 102" 5/21 -195 1274 R.J.D. 9-43. STEAM 100+ STEAM PRES 260# SAND 374 784 78 84- 20-0 -45-10 60'-94 30 30 30 13-3 FILLER HOLES WATER 23300-GALS TW 91½" 60" 60" ܘܐ 153 美利 127414 Heter 604444 5-46 276 WESTERN PACIFIC 43-5 JOURS. 7X/4 -24-5 34-5" 48-2- 55 22-8" -17-31" +6-6210656 FILLER HOLE " 600 9-1 18° GALS ACIONS. 60 60 821 961 BE 1-12 791 Q 481 Page 138 171 SHE ALS UNIVERSITY OF MICHIGAN 3 9015 00454 5714 Transp.Stindt, F. TJ 603 .S86 AUG 4-5-1962 مند است Locomotives of the Western Pacific... DATE DUE ― 7 1 L $