Data from Milwaukee Road 1930 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 27, p. 237. Works numbers were anagrams of each other: 25643 in May 1905, 26534 in October.The two small Moguls Baldwin built for the Canyon Line faced an operational environment that featured 3% grades and 24-degree curves. Both were soon taken into the Chicago, Milwaukee, St Paul & Pacific in June 1910 and renumbered 6004-6005. In October 1912, the pair were renumbered once again as 2950-2951. At some point, the pair received new boilers, each with a different tube count, and new fireboxes. The latter now measured 128 sq ft () in heating surface area although the grate area didn't change. The 102's 193 tubes offered 1,137 sq ft (105,63 sq m) in tube heating surface area while the 103 contained 211 tubes that yielded 1,234 sq ft (114.64 sq m). After 20 yearss of service, 2950 was scrapped in October 1925. 2951 followed in December 1927.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 17, p. 120. Works number was 12231 in September 1891.The BB & BC was reorganized in October 1912 as the Bellingham & Northern, at which point this Mogul received road number 12. When the Milwaukee Road bought the B & N in December 1918, it designated this engine in its own class. By October 1928, it had been retired from service and scrapped.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p.74 . Works numbers were 19504-19505 in August 1901.The Milwaukee Road, which inherited these engines from the SIRR's successor Chicago, Terre Haute & Southeastern, retained them for several years on the same service before scrapping them in December 1930.
Data from "Locomotive Building," The Railroad Gazette, Vol XXXVIII, No 17 (28 April 1905), p 149. See also CMStP&P Locomotive Diagrams Steam Electric & Cranes supplied by Allen Stanley in August 2013 from his extensive Rail Data Exchange collection. Works numbers were 6224-6227, 6239 in August 1904 and 37547-37553 in 1905.At first confusing in its career history, this class consisted of twelve locomotives of the same design bought by two Chicago-area railroads. The first order for five from the Southern Indiana went to Paterson, NJ-based Rogers Locomotive Works, then in its final year of independence outside the fold of the American Locomotive Company. This quintet was numbered 106-110. A year later, the Chicago Southern ordered seven Moguls to the identical design as their 401-406. By now, Rogers was part of the Alco conglomerate, which is reflected in the considerable jump in works numbers. (The last engine was sold to the Chicago, West Pullman & Southern as their #12. It was the only locomotive on that line to have either a leading or trailing truck.) As delivered, the CS locomotives included equipment from the following suppliers: Westinghouse air-brakes Midvale steel axles Cook automatic bell ringers Keasby & Mattison sectional magnesia boiler lagging Simplex bolsters and brake-beams American Brake-Shoe & Foundry Co.'s brake-shoes Washburn pilot and Tower tender couplers Elvlns driving box lubricators U. S. headlights Nathan injectors Magnus metal journal bearings Symington journal boxes U. S. piston and valve rod packings Ashton safety valves Leach sanding devices Nathan bull's-eye- sight-feed lubricators Pittsburg Spring & Steel Co.'s springs Crosby steam gages Midvale driving and truck wheel tires. The 401 and 403 from the 1905 order soon went on the SI roster as 111-112. The SI and the CS were merged into the Chicago, Terre Haute & Southeastern and these seven retained their SI numbers. When the CTH&SE was absorbed by the Chicago, Milwaukee, St Paul & Pacific in 1923 as their M-1d class, the locomotives took road numbers 2958-2964. They were disposed of in a batch in October 1934. Meanwhile, the other four of the 1906 order--402, 404-406, but renumbered 113-116--went from the CS to the Chicago Terminal Transfer Company. Very shortly the CCTC was bought by the B&O and renamed the Baltimore & Ohio Chicago Terminal Company. The ex-CS engines were placed in their own class K-15 and numbered 932-935. These may have served longer than the Milwaukee Road engines, but were off the roster by 1939.
Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.The firebox heating surface area included 27 sq ft (2.5 sq m) of arch tubes. At the time of their service entry in 1906, these engines were among the biggest in their wheel arrangement anywhere.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Class||102 / M1||4 / M1-a||4 / M1-c||401, 106/.M1d/K-15||M2|
|Railroad||Montana RR (CMStP&P)||Bellingham Bay & British Columbia (CMStP&P)||Southern Indiana (CMStP&P)||Chicago Southern, Southern Indiana (CMStP&P)||Chicago, Milwaukee & Puget Sound (CMStP&P)|
|Number in Class||2||1||2||12||4|
|Road Numbers||102-103/6004-6005/2950-2951||4 / 2952||4-5 / 104-105 / 2956-2957||106-109, 401-407/106-116/2958-2964||2975-2978|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Alco-Rogers||Alco|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15 / 4.57||14.50 / 4.42||11 / 3.35||11 / 3.35||15 / 4.57|
|Engine Wheelbase (ft / m)||22.67 / 6.91||21.83 / 6.65||18.25 / 5.56||18.25 / 5.56||23.08 / 7.03|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.66||0.60||0.60||0.65|
|Overall Wheelbase (engine & tender) (ft / m)||48.27 / 14.71||50 / 15.24|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||94,300 / 42,774||72,000 / 32,659||104,000 / 47,174||115,000 / 52,163||139,000 / 63,049|
|Engine Weight (lbs / kg)||113,000 / 51,256||85,000 / 38,555||115,000 / 52,163||132,600 / 60,146||159,000 / 72,121|
|Tender Loaded Weight (lbs / kg)||66,100 / 29,982||63,000 / 28,576||105,500 / 47,854|
|Total Engine and Tender Weight (lbs / kg)||179,100 / 81,238||178,000 / 80,739||264,500 / 119,975|
|Tender Water Capacity (gals / ML)||4000 / 15.15||2800 / 10.61||3000 / 11.36||4000 / 15.15||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||9 / 8.20||8 / 7.30||10 / 9.10|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||52 / 26||40 / 20||58 / 29||64 / 32||77 / 38.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||63 / 1600||54 / 1372||52 / 1321||52 / 1321||63 / 1600|
|Boiler Pressure (psi / kPa)||190 / 13.10||130 / 9||160 / 11||160 / 11||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610||17" x 24" / 432x610||20" x 24" / 508x610||20" x 24" / 508x610||20" x 28" / 508x711|
|Tractive Effort (lbs / kg)||19,934 / 9041.92||14,193 / 6437.84||25,108 / 11388.81||25,108 / 11388.81||30,222 / 13708.48|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.73||5.07||4.14||4.58||4.60|
|Firebox Area (sq ft / m2)||113.40 / 10.54||105.30 / 9.79||140.70 / 13.08||147.50 / 13.70||213 / 19.79|
|Grate Area (sq ft / m2)||24.50 / 2.28||15.50 / 1.44||22.28 / 2.07||22 / 2.04||30.30 / 2.81|
|Evaporative Heating Surface (sq ft / m2)||1417 / 131.64||1148 / 106.69||1630 / 151.49||1592 / 147.90||2535 / 235.51|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1417 / 131.64||1148 / 106.69||1630 / 151.49||1592 / 147.90||2535 / 235.51|
|Evaporative Heating Surface/Cylinder Volume||200.46||182.08||186.78||182.43||248.99|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4655||2015||3565||3520||6060|
|Same as above plus superheater percentage||4655||2015||3565||3520||6060|
|Same as above but substitute firebox area for grate area||21,546||13,689||22,512||23,600||42,600|