Photos of the Panama Canal during construction (1904-1914) will show the 201 class Moguls as being the workhorses of that huge project (along with 40 of the ICC 301 class Moguls built by Baldwin).
Text by Lance Terrell
These Moguls were the principal motive power for the Canal Zone during the construction of the Panama Canal. They were ordered in a block for $11,307 each. (Alco's construction numbers are not a single series, however, probably because they were assigned regardless of actual builder. It's likely that this order filled Cooke's books for at least the remainder of 1906. These small Moguls had sloping tenders for greater ease in reverse-running.
One site -- [external link] (visited 22 Dec 2004) -- notes that in 1913, the Panama Railroad hauled 2,916,657 passengers and transported 2,026,852 tons of freight across the Isthmus. At that time it was reported to have had the heaviest per-mile traffic of any railroad in the entire world!"
Once the Canal was done, most of the stud was sold off to various other railroads. The Alaska Railroad bought several -- most were scrapped in the mid-1930s but a couple survived to serve in World War II.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
As the Isthmian Canal Commission's construction of the Panama Canal shifted into high gear, it placed large orders with several builders for Moguls of very similar dimensions. For Alco-Cooke's 1906 order, see Locobase 6424.
After the canal was completed, most of the class was handed over to the United States Army Quartermaster Corps. 315, 322, and 340 were bought by AB Shaw and sold to Carnegie Steel. 325 went to the Duluth & Northern Minnesota as their #20.
Compared to the 201 class ordered in the same year from Cooke (Locobase 6424), this Mogul design was bigger in all respects. The design's taller driver fitted it for mixed-traffic operation and its larger boiler meant more endurance.
The Panama railroad received 20 and operated them for 15-20 years.
See also "Moguls for the Isthmian Canal Commission," Railway Master Mechanic (August 1906), p. 266, which introduces the class with the wistful observation that"It is a refreshing reminder of 'days agone to read at this time of an order for 120 mogul engines, and to see their familiar lines worked out in their simplest proportions, as in the days when holding sway as the ideal freight power on lines handling the heaviest freight traffic, but this difference, that while the type is preserved, modern proportions obtain in all details."
All were rebuilt to roll on standard gauge track in 1917. Twelve of the 20 went in that year to the Grand Trunk Western as ther E14 class; these were 602-604, 607-609, 611-613, 615-616, and 619. They traded the sloped-back tenders of the ICC years for conventional tenders that carried 4,500 US gallons of water and 12 short tons of coal. The GTW gave them road numbers 1100-1111, later renumbering them to 890-901. The GTW sold 890-893 in 1934 to the Detroit, Caro & Sandusky as their 1-2, 7, and 9.
In 1922, the AlaskaRailroad bought seven of the eight remaining locomotives: 601, 605-606, 610, 614, 618, and 620.
These World War II locomotives fleshed out the Panama Railroad's stud with superheated Moguls that delivered a healthy increase in power.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Isthmian Canal Commission/Panama||Isthmian Canal Commission/Panama||Isthmian Canal Commission/Panama||Isthmian Canal Commission/Panama|
|Number in Class||100||40||20||6|
|Builder||Alco-Cooke||Burnham, Williams & Co||Alco-Brooks||Porter|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13.33 / 4.06||13 / 3.96||14.50 / 4.42||13.33 / 4.06|
|Engine Wheelbase (ft / m)||21.25 / 6.48||20.50 / 6.25||22.67 / 6.91||21.25 / 6.48|
|Ratio of driving wheelbase to overall engine wheebase||0.63||0.63||0.64||0.63|
|Overall Wheelbase (engine & tender) (ft / m)||52.71 / 16.07||57.29 / 17.46||54.75 / 16.69|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||41,100 / 18,643|
|Weight on Drivers (lbs / kg)||120,500 / 54,658||108,000 / 48,988||136,040 / 61,707||133,000 / 60,328|
|Engine Weight (lbs / kg)||138,400 / 62,777||126,000 / 57,153||158,200 / 71,758||155,000 / 70,307|
|Tender Loaded Weight (lbs / kg)||95,500 / 43,318||70,000||101,100 / 45,858|
|Total Engine and Tender Weight (lbs / kg)||233,900 / 106,095||196,000||259,300 / 117,616|
|Tender Water Capacity (gals / ML)||4000 / 15.15||4000 / 15.15||4000 / 15.15|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||11 / 10||6 / 5.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||67 / 33.50||60 / 30||76 / 38||74 / 37|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||54 / 1372||54 / 1372||63 / 1600||54 / 1372|
|Boiler Pressure (psi / kPa)||180 / 12.40||180 / 12.40||180 / 12.40||220 / 15.20|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 24" / 483x610||19" x 24" / 483x610||20" x 26" / 508x660||19" x 24" / 483x610|
|Tractive Effort (lbs / kg)||24,548 / 11134.80||24,548 / 11134.80||25,257 / 11456.40||30,003 / 13609.15|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.91||4.40||5.39||4.43|
|Firebox Area (sq ft / m2)||125 / 12.45||151 / 14.03||174 / 16.17||156 / 14.50|
|Grate Area (sq ft / m2)||27.60 / 2.56||23.20 / 2.16||31 / 2.88||31 / 2.88|
|Evaporative Heating Surface (sq ft / m2)||1560 / 145.39||1590 / 147.77||2203 / 204.74||1603 / 148.98|
|Superheating Surface (sq ft / m2)||367 / 34.11|
|Combined Heating Surface (sq ft / m2)||1560 / 145.39||1590 / 147.77||2203 / 204.74||1970 / 183.09|
|Evaporative Heating Surface/Cylinder Volume||198.08||201.88||233.03||203.53|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4968||4176||5580||6820|
|Same as above plus superheater percentage||4968||4176||5580||8116|
|Same as above but substitute firebox area for grate area||22,500||27,180||31,320||40,841|