On the C&C - Engines 1-8 were all good sized Baldwin 4-4-0 purchased new. After SP/CP bought the line and the Tonopah Boom hit, SP transferred in a few oddballs, but as they standard gauged the line serving the TRR/T&G they didn't need more narrow gauge engines. As the South Pacific Coast was standard gagued, several of their engines were transferred to the N&C (4-4-0, 2-6-0 converted to 4-6-0).
The Nevada-California-Oregon had some early odd engines, then 4 (2nd) to 12 were all Baldwin 4-6-0 purchased new. 13 was skipped, 14 was a new Baldwin 2-8-0. Nos 22-23 were used F&CC engines of the same number. (#24-27 were xSP 2-6-0 standard gauge engines that went back to SP when NCO was fully merged into SP).
After 1929(?), all the existing NCO engines were disposed of by the SP. 8, 9, 12, 14 and 22 went to the SPng Mina-Keeler line. As former SPC engines still occupied the 12 and 14, 12 was renumbered 18 and 14 was renumbered 1 (2nd). NCO 10 and 11 were sold to Pacific Coast Railway, the remaining NCO engines were scrapped in the mid 1930s by SP but the whaleback tenders (or at least the tanks) of several engines appeared on the SPng behind former SPC engines.
14/1 (2nd) didn't last long. My guess is that the extra power wasn't really needed except on Montgomery Pass. There is a photo of it derailed on the wye there - don't know if that was a regular occurrence or not but it was sold with another rectangular tender as Nevada County Narrow Gauge 9 who didn't seem to have any more than the usual problems keeping it on their track. IIRC the whaleback tender (the largest) from 14/1 went to the 22.
11, 12/18 and 14/1/9 were all built with Walchaerts valve gear. I know 9 has A-1 schedule brakes, while 12/18 has 6ET. The 6E distributing valve in photos should indicate which engines had 6ET - I'm guessing 11, 12/18 and 14/1/9 had it.
Dimensions:
8 (2nd on NCO), 9, 10, 11, 12 (18 on SP) were all 44 16x20 @180 17,800te around 45 tons (T-18)
14/1/9 was 44 17x20 @180 22,110te 47 tons (C-22)
F&CC/NCO/SP 22 was 42 16x20 @180 18,650te 44 tons (T-19) (same as F&CC/RGS 20 ?)
By contrast - SP 1 GE 50 ton was 15,800 pounds continuous tractive effort, 25,000-30,000 pounds starting te)
There were slight differences between orders on the whaleback tenders. The early NCO engines came with rectangular tenders, most of the remaining engines had these changed to whaleback tenders. The last I heard, it was still being debated whether NCO built new tanks themselves on the old frames, or if they bought tanks from Baldwin or another supplier. There was one small whaleback, maybe converted for an NCO 4-4-0 #3 that made it to the SP takeover that went to NCNG behind a C&C 4-4-0 to NCNG, then swapped to their xDRGW 2-8-0 No 8 that went to USG in plaster City.
I believe Sumpter Valley 50 and at least some of the Tweetsie engines were of the same class.
This is just off the top of my head with a quick roster check. Brian probably has additional/more accurate info than I.
My family has a cabin in Big Pine canyon, and as a kid we went up there at least once a year. I always waited to see the 18 expecting it to cross the road. Congratulations to the C&C for returning it to service!
Dan
