This superheated quintet was one of the largest Moguls to be delivered to a US railroad at that time. Each had relatively ample 14"(356 mm) piston valves. (Lima added four more, virtually identical 2-6-0s thirteen months later; see Locobase 15733.)
This transfer railroad (owned by the Chicago & Eastern Illinois, Erie, Grand Trunk, Monon and Wabash) owned 51.6 miles (83 km) of lines at the time these engines were purchased.
The railroad used the class at least in part to pull its passenger locals out of Dearborn Station to southern suburbs. Photographs show that this service could include trains of up to five coaches and operated into the early 1940s.
Locobase 13940 describes the five Baldwins that were one of the largest Mogul designs delivered to a US railroad at that time. A little over a year later, Lima repeated the design with just a few changes, suggesting that the C&WI was very happy with that wheel arrangement.
At the same time this long-time Paterson, NJ builder was producing three suburban Prairie tank engines for the C&WI, it also turned out three Moguls. The halftone accompanying the relatively short report in the R&LE shows a high-pitched boiler with a tapered second course.
As often proved the case with the C&WI, this Mogul design was among the biggest and heaviest of its time. Locobases 13940 and 15733 show superheated Moguls from the 'teens that out-muscled most of their 2-6-0 contemporaries.
It would also be the biggest Rogers produced for any operator, which can be explained best by the fact that, other than a few USRA Santa Fes, these were the largest locomotives the C&WI would buy. Their traffic was well-suited to 2-6-0 motive power.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Chicago & Western Indiana||Chicago & Western Indiana||Chicago & Western Indiana|
|Number in Class||5||4||3|
|Road Numbers||8-12 / 208-212||213-216||103-105/5-7/205-207|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14.75 / 4.50||15 / 4.50||15 / 4.57|
|Engine Wheelbase (ft / m)||23.83 / 7.26||24.08 / 7.26||23.50 / 7.16|
|Ratio of driving wheelbase to overall engine wheebase||0.62||0.62||0.64|
|Overall Wheelbase (engine & tender) (ft / m)||56.87 / 17.33||58.33 / 17.33|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||162,000 / 73,482||165,200 / 73,482||136,000 / 61,689|
|Engine Weight (lbs / kg)||189,000 / 85,729||194,600 / 85,729||157,000 / 71,214|
|Tender Loaded Weight (lbs / kg)||140,000 / 63,503||142,500 / 63,503||102,700 / 46,584|
|Total Engine and Tender Weight (lbs / kg)||329,000 / 149,232||337,100 / 149,232||259,700 / 117,798|
|Tender Water Capacity (gals / ML)||7400 / 28.03||7550 / 28.03||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||11 / 10||9 / 10||8 / 7.30|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||90 / 45||92 / 46||76 / 38|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||63 / 1600||63 / 1600||57 / 1448|
|Boiler Pressure (psi / kPa)||180 / 12.40||180 / 12.40||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||23" x 28" / 584x711||23" x 28" / 584x711||20" x 26" / 508x660|
|Tractive Effort (lbs / kg)||35,972 / 16316.64||35,972 / 16316.64||31,018 / 14069.54|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.50||4.59||4.38|
|Firebox Area (sq ft / m2)||185 / 17.19||207 / 17.19||172.40 / 16.02|
|Grate Area (sq ft / m2)||52 / 4.83||52 / 4.83||46.75 / 4.34|
|Evaporative Heating Surface (sq ft / m2)||2241 / 208.19||2235 / 208.19||2412 / 224.08|
|Superheating Surface (sq ft / m2)||506 / 47.01||508 / 47.01|
|Combined Heating Surface (sq ft / m2)||2747 / 255.20||2743 / 255.20||2412 / 224.08|
|Evaporative Heating Surface/Cylinder Volume||166.44||165.99||255.13|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||9360||9360||9350|
|Same as above plus superheater percentage||11,045||11,138||9350|
|Same as above but substitute firebox area for grate area||39,294||44,339||34,480|