Included here are the various major types and characteristics of Nichols-Shepard steam traction engines as noted from the catalogs, advertising, and other literature. These details may help identify a surviving engine design, as well as place the engine within a possible date range if the serial number is not known. The details also clearly demonstrate how Nichols-Shepard evolved their product line over time.
Even the most early engines had some signature characteristics of most Nichols-Shepard engines. The engine cylinder was oriented toward the rear of the engine which usually placed the crankshaft ahead of the steam dome.1The rear placement of the engine is not called a “rear mount.” The terms “rear mount,” “side mount,” and “under mount” refer to the attachment position of the rear wheels to the boiler. The engine cylinder assembly was always fastened to the boiler via a large preheater. The flywheel, also known as the “band wheel”, has curved spokes, and the wheels have identifiable straight spokes. Except for the earliest engines, the smokestack has a characteristic Nichols-Shepard shape to it.
Pre-1900 Engines
Early Self-Guided Engines
Prior to 1890 Nichols-Shepard engines had a different style smokestack as well as a Marsh valve gear mechanism. By “self-guided”, Nichols-Shepard meant they had a steering wheel so the engine could be moved around without assistance from horses. Note the seat in the front, however, so that horses could be used when necessary such as when the engine was not steamed up. Wheels in the early portable, traction, and self-guided engines were relatively narrow compared to later engines.
In these early engines, the Nichols-Shepard catalog illustrators would draw a star on the crank disc. This star was not drawn in 1894 and later catalogs.2The star is on the crank disc in the 1888 dealer pocket reference.
Below is Brian Feild’s 10HP self-guided engine which has a bill of sale dated July 1881.
Portable Engines
A cheaper option for early engines was the portable that did not include the large gearing necessary for the traction and self-guiding engines. These engines were otherwise very similar, or perhaps identical, to their geared counterparts.
In the early advertising and sales literature, the term traction engine was used for a intermediate design that had a clutch and gearing for movement, but did not have the self-guiding (steering wheel) mechanism. Presumably horses, or someone pushing around the tongue of the front wheels, would adjust the direction of travel.
It is not known if Nichols-Shepard built portable engines before they built traction and self-guided engines. The portables were gone by the time of the 1894 catalog. Below is a photo of an operating portable engine provided by David Fuller.
Locomotive Link Engines
After losing the Marsh valve gear lawsuit in the late 1880’s, Nichols-Shepard fitted their engines with their own “Locomotive Link” valve gear which is clearly based on the Stephenson design. Note the smokestack now has the signature Nichols-Shepard shape. As of the 1894 catalog, no portables or traction engines were offered. All engines were self-guiding with steering. The governor in these early engine is on the steam dome.
The following link illustration is from the 1897 catalog. In 1902 the link design lost the curve along the top.
Intermediate Gearing
There has been discussion that the earlier engines appear to have the crankshaft slightly rearward toward the steam dome than the later engines. For the self-guided and traction engines, this means that the intermediate gear is shifted downward in order to fit. Unfortunately the photos and illustrations of earlier engines are from the other side of the engine. In later engines, as shown in this 1894 illustration, the crankshaft is forward such that the intermediate gear is in a fairly straight line with the other gearing leading to the wheels.
There are other variations for early engines. Here is an advertisement from 1881 that shows additional gearing in the drive train.
Crank Clutch Handle
As also shown in the above 1894 illustration, the clutch operating mechanism is a small hand wheel and the steering wheel is on the cylinder side and is lower. By 1897, as shown here, the clutch mechanism is the standard lever and the steering is on the band wheel side, though the steering could probably be moved to the other side as an option [check this].
Return Flue Engines
Nichols-Shepard offered “straw-burner” engines throughout production until 1924, but in the early days the term was used for their return flue engines. The year 1901 was the last year the return flue engines were offered in the catalog. The 1894 and 1897 catalogs illustrated the engine with a square head tank, but in 1899 and 1901 the tank was round.
The photo below, provided by David Fuller, is likely a 22HP engine. Only a single return flue engine is known to have survived.3Engine 4188, an 18H return flue built on September 6, 1892.
Tandem Compound Engines
Nichols-Shepard offered tandem compound engines by 1897 but they were phased out in 1902 where the catalog said “we are in a position to furnish them when required.” Compound engines were offered both as normal locomotive style as seen in this 1897 catalog illustration, as well as the straw-burner return flue style, and in 1902 as a straw-burner locomotive style (dry bottom). These engines were not shown in the 1894 catalog. No known compound engines have survived. [Author note: does a photo survive?]
Early Serial Number Plates
Early serial number plates were attached to the engine near the back of the boiler toward the sight glass. These were made of brass and were quite fancy. [Author’s note: who has the highest numbered serial plate of this style?]
Early 1900 Engines
Updated Serial Number Plates
For certain in 1902, but perhaps earlier, the serial number plates became the standard Nichols-Shepard type bolted to the flywheel side of the smokebox. [Author’s note: who has the lowest numbered serial plate of this style?]
Corliss Pattern Cross-head Guides
In the 1901 catalog “Corliss Pattern” cross-head guides were offered as a new design. No specific benefit was declared, though this remained the sole cross-head design for single cylinder engine from the 1902 on to the end of production in 1924. In 1901, the original “Locomotive Guides” were offered for this final year.4The factory repair list references steel guides through engine 7475 which would estimate to 1901. Note also in 1901 the governor moved from the steam dome to atop the engine cylinder valve chest.
The following close up illustration of the original locomotive guides was taken from the 1897 catalog.
Locomotive Link Change
In 1902 there was a subtle change to the locomotive link design. The top lost its curve and straightened out. This may help identify an engine that is from 1902 or beyond.5The link may have changed with serial 7202 based on factory repair part descriptions. This engine would have been built in 1900.
Wet and Dry Bottom Boilers
The 1901 catalog introduced straw burners in both locomotive and return flue style – the last year of the return flues. Up until 1901 all Nichols-Shepard boilers had been of wet bottom design. That is, water is contained under the firebox in addition to the sides and top. The new locomotive style straw-burner, on the other hand, introduced a dry bottom design as is illustrated in this following figure from the 1902 catalog. These early dry bottom boilers had fewer and larger diameter tubes, and also had a double firebox door. Presumably the lower door would be fitted with a straw chute.
In 1906, the dry bottom was quietly renamed a “universal boiler for coal, wood or straw” and the wet bottom boilers were no longer advertised starting in that year. However, it is known that existing engines had wet bottom boilers produced a few years beyond 1906.
25HP and 30HP Straw Burners
With the introduction of the new dry bottom “straw burner” boilers, Nichols-Shepard now offered engines in massive 25HP and 30HP sizes.
Decals and Nameplate
This 1902 illustration clearly shows the old style curly decal on the mid-tank. This decal is shown back to the 1894 catalog. The engine cylinder also has a nice brass maker’s plate.
The following is an actual photo of the illustrated engine, though the photo must be a 1901 engine due to the combination of locomotive guides, the curvy locomotive link, and the fact that this engine is a dry bottom straw-burner. The photo demonstrates that Nichols-Shepard produced these decals on the engines, or perhaps this particular artwork was hand painted. [Author note: the crank disc got larger in 1902?]
Here is a photo of a brass maker’s plate. These maker plates were not used on 1906 and later engines if going by the catalog illustrations.
Full Length Cab
The 1902 catalog was the first to show the full length cab (canopy) as an accessory. The photo below demonstrates, however, that a canopy was available in 1901 as the engine sporting it is a return flue, likely a 22HP based on its large size.
Coal Bunkers and Water Tanks
The 1906 catalog first illustrated the common combination water tank/coal bunker seen on many later Nichols-Shepard engines. Prior to 1906 only round tanks and wooden tool boxes are shown. Note the illustrator’s liberal application of decals.
Substantial Drive Wheels
In 1902 the drive wheels offered became much more substantial than earlier catalogs would show. The wheels were still cast, but retained the same spoke design used throughout all production at Nichols-Shepard. The 1902 catalog specification sheet showed the wheels as 60″ diameter for 10, 13, and 16HP with 14″, 16″ and 18″ face, respectively. The large 18 and 20HP “wood and coal burners” (wet bottom) and 20HP “straw, wood, and coal burner” (dry bottom) were 66″ diameter with 20″ face. And the 25 and 30HP straw burners (dry bottom) were a full 72″ in diameter. Wheels with riveted lugs would appear in the 1904 catalog.
Contrast these wheels with the illustration below from the 1899 catalog, as well as in photos of the older engines. These wheels were quite narrow, though specifications were not included in the catalogs.
The 1904 Decal
The 1904 catalog subtly introduced a new decal that would become standard with Nichols-Shepard engines going forward. The figure shows the difference on the straw burner engine between 1902 and 1904 illustrations. The curly design was also used on rear water tank illustrations, and it would also be replaced by the new design in 1904.
1905 – 1915 Engines
Double Cylinder Plowing Engines
Advertising in January 1906 Threshermen’s Review, and the 1906 catalog, introduce the new double cylinder plowing engines. Listed specification show these engines included 16, 18, 20, 25, 30, and 35HP sizes.
Straw burners continued to be offered, though now they were really the same engine but with a brick arch and chute installed.
Forward Steam Dome
The 1906 catalog also reveals the larger single engines had the steam dome shifted forward. This might be related to the new double engines which require a forward steam dome so these larger engines could use the same boiler. The single engines of 20HP and smaller would usually have their crankshafts ahead of the steam dome, though exceptions do exist.
Firebox Door Changes
The introduction of the dry bottom (straw burning) boiler in 1901 brought with it a rectangular firebox door. In the early engines the firebox door was a double door. By 1906 all boilers were dry bottom and a single rectangular door was used for the larger engines, but the rounded strap design was retained for the 16 and 18HP engines. The 1906 catalog had no mention of boilers being different between the single and double cylinder engines.
It is unclear if the clean out door for the straw burners was specific to straw burner models or if it was common in all the larger boilers. All later catalogs illustrated only the rectangular door, but they also stated the 20HP and larger sizes, as well as showing the clean out door. It is unclear when smaller engine sizes switched to rectangular doors. [Author’s Note: cross-check this with known engines]
End of the 35HP Plowing Engine
A December 1911 advertisement announced the arrival of 22 and 35HP gas tractors. Perhaps this is what spelled the end for the big 35HP double plowing engine. The 35HP was no longer to be found in the 1913 catalog.
1916 – 1924 Era of the Rear Mount Engines
Introduction of the 25-85 Rear-Mounted Engine
The October 1915 edition of American Threshman ran the Nichols-Shepard ad introducing their rear-mounted engine for the 1916 season. Only the 25-85HP was available in 1916, but soon after 16-60 and 20-70 models appeared. All Nichols-Shepard rear-mount engine were double cylinder and had saddle tanks for plenty of power and water when out plowing the fields or grading the roads.
For an unknown reason, the 25-85 was designated a 25-90 in 1919 and 1921-24. A measured improvement in belt performance is an obvious explanation, so perhaps the 1920 catalog simply had a printing oversight, or the referenced 1920 catalog is incorrectly attributed to the year 1920.
Drawbar-Belt Horsepower Designation
The 1915 advertising first introduced the drawbar-belt horsepower designation that was common for the gas tractors of the day. This was a year of transition where even the 1915 announcement of the rear-mount engine still used the plain 25HP designation.
Note that the 35HP was already out of production at this time, so there was never a reference of 35-150 designation for that engine.
Rack-and-Pinion Steering
The contractor engine had rack-and-pinion steering. This was only offered with the 25-85 rear mount model, and likely the steering hardware was common with the gas tractors.
Bigger Wheels and Extensions
Wheels with lugs appeared way back in 1904, but by 1916 wheels for municipal use as well as wide triple rows of spoke wheels for plowing were offered.
The specification sheet provided this special note for wheels and extensions.
Special Note. – Can furnish 8-inch extensions, making 40-inch face wheels on 30-98H Engines, at small additional cost. Can furnish 28- or 32-inch face wheels on 25-85H Engines at small additional cost. Can furnish 24-inch face wheels on 20-70 Engines at small additional cost
End of the 30-98HP Single Cylinder Engine
The 1916 catalog was the last to list the 30-98HP single for sale. This engine is quite large and is certainly not depicted in the illustration, which appears to be more likely a 25-85.
More Decals
The illustrators in later catalogs, 1918 shown here, were liberal in placement of decals. The Red River Special decal appeared, as well as interesting angled placements that can be seen on restored engines today. It is unclear if Nichols-Shepard delivered engines with so many decals, but existing old photos can show this for certain.
