Denison & Washita / Missouri-Kansas-Texas / Sherman, Shreveport & Southern 2-6-0 "Mogul" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class 12/D7/455 (Locobase 6128)

Data from 1941 L&A diagram book supplied by Allen Stanley in March 2004. See also DeGolyer, Volume 22, p. 283 and, for the SS&S, George C. Werner, "SHERMAN, SHREVEPORT AND SOUTHERN RAILWAY," Handbook of Texas Online ([external link]), accessed October 30, 2015. Uploaded on June 15, 2010. Published by the Texas State Historical Association. Works numbers were 17709-17710 in April 1900.

The SS&S was the successor to the east Texas-based East Line & Red River Railroad. Although the railroad's charter called for lines between McKinney to Decatur in Wise County, from McKinney to Whitesboro in Grayson County, and from Jefferson to the eastern boundary line of Texas, only the Jefferson-Texas border line actually was completed. At that, it was only 30 miles of track from Jefferson to Waskom, the latter being the point at which the SS&S had trackage rights on the Vicksburg, Shreveport & Pacific Railroad into Shreveport.

The SS&S bought this pair of medium-size Moguls a little over a year before it merged with the Missouri-Kansas-Texas. The MKT built dozens more to the same design at the same time and classed all of them as D7 (see Locobase 7720).

In 1924, the Katy sold this pair to the Louisiana Railway & Navigation Co, which became the Louisiana & Arkansas in 1930.

a few months before this Texas-based railway that in 1930 was renamed the Louisiana, Arkansas & Texas Railway Company. In that incarnation, the railway's main line ran 181 miles from McKinney to the Texas-Louisiana state line near Waskom.

Nine years later, the L A & T was merged with the L & A.


Class D1 (Locobase 7715)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 and MK&T 1890ca Locomotive List and Description (title: General Description-Locomotives-June 1890) in August 2013 by Allen Stanley from his extensive Rail Data Exchange. See also "Eccentric Strap" [pseudonym], letter with dateline of Galveston, Texas, March 29, 1888, Brotherhood of Locomotive Firemen and Enginemen's Magazine, Volume 12 (May 1888), p 345.

Some of the first of the MKT's many Moguls, butdelivered to the Missouri Pacific. They moved to the MKT in 1881.

Locobase now offers a sidebar on tweaking a locomotive. The long letter from"Eccentric Strap" referred to above dealt with many subjects, one of which focused on the author's opinion about just where to set the petticoat pipe that directed the exhaust from the cylinders up the stack. He details specs for every major builder and many groups of locomotives. It's information that, if true for most railroads, was extremely useful.

After the overview, Eccentric Strap begins the next paragraph by using Engine 102 as an example of how slight changes in positioning could have dramatic results., Engine 102 was known on the MKT as a "man-killer". The author gives the sorry particulars:

"Her tank would hold eight tons of coal and all of it would be consumed, with twenty-five loads from Parsons, Kansas, to Nevada, Mo., sixty-nine miles. The next sixty-two miles would serve her the same way, tthile the run into Sedalia, and back to Lewis, would be almost impossible with a tank of coal."

To summarize, the fireman was shoveling eight tons of coal into the firebox over 69 miles of running--the 102 burned coal at the rate of 231 lb/mile (65 kg/km).

Eccentric Strap continues:

"Engineer Jennings tried every means he could think of for a long time, and finally gave up in despair, and let her go for a couple of months, when he got sick of seeing his fireman being worked to death, and in sheer desperation opened the front end again. He went to work to lower the bottom of the pipe one quarter of an inch, and thought he discovered that the pipe was a little out of line."

Having adjusted the pipe, "he had no more trouble with the 102."

In fact, "Bro[ther]. Gore [the fireman] ... grew fat after the change, and always had 'coal to sell,' when he arrived at coal chutes, and if time was pressing could run by Nevada, making the 131 miles from Parsons to Lewis, with less coal than it formerly took to make the sixty nine miles."

They later served as switchers. See Locobase 7716 for the Baldwins of the same year.


Class D2 (Locobase 7716)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 94. Works numbers were 4988 in February 1880, 5280 & 5284 in September 1880, and 5331 & 5333 in October 1880.

These Baldwins were smaller and had smaller drivers than the Hinkley Moguls that arrived on the Katy five years earlier.

Like the D2s, these later served as switchers.


Class D3 (Locobase 7710)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 50. Works number was 9850 in March 1889.

This was a relatively big Mogul for its time with a long wheelbase. The low drivers emphasize the type's devotion to freight duties.

After the D&W was taken over by the Katy in 1912, the 1 became the MKT's second 172. It was scrapped four years later in October 1916 after a relatively short career.


Class D3 (Locobase 7717)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3418, 3421, 3423-3425 in November 1883, 3427-3431 in December.

Compared to many other Moguls of the time, this design from the Paterson builder was small and had a short wheelbase. It also had an unusually square set of cylinder dimensions in which the stroke was quite short. Perhaps this represented an adjustment to small drivers.


Class D4 (Locobase 2622)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). Works numbers were 2530-2534 in June 1895.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004.

Rumary-Lambert give 57" as the driver diameter, a result of fitting thicker tires.

Straight-top boiler on this Missouri-Kansas-Texas light Mogul and the large cowcatcher that would soon disappear along with the large oil-fired headlight..


Class D4 (Locobase 7719)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 125. Works numbers were:

1889

10113, 10115-10119 in July; 10167-10168, 10171, 10173, 10175-10177, 10180-10181 in August

1890

10552-10555, 10558-10563 in January; 11733-11735, 11739-11740, 11745, 11747-11748, 11762 in March; 12638-12642 in April; 12646, 12652-12654, 12662-12665, 12674 in May; 12859 in July; 12866-12867, 12869-12870 in August; 12967, 12973 in October.

This was one of the most numerous single classes to operate on the Katy. In fact it was one of the biggest batches of Moguls to enter service in that period. Compared to other 2-6-0 designs, the D4 had a relatively large boiler married to an average grate. In many respects, it was a typical Mogul of its day and the Katy must have been satisfied.

By the mid-teens, however, the Katy started scrapping the class while selling off nearly two dozen to a variety of smaller roads. Because Connelly troubled to assemble the information and because the list represents an impressive range of customers, Locobase has summarized the selection of second-life railways here:

Abilene & Southern, Beaver Meade & Englewood (2), G. F. Cotter Supply Co., Gifford Hill Co., Grant Locomotive & Car Works (2), Houston & Brazos Valley, Hyman Michaels, James T. Gardner, List & Gifford Construction Co., Ozark Valley, Potts Moore Gravel Co. (2), Quebec Oriental (2), San Antonio Fredericksburg & Northern, Sherman Shreveport & Southern (2), Southwest Ballast Co., Waco Beaumont Trinity & Sabine (2), White Rock Sand & Gravel Co.

Most were Southwestern railroads, although note the Quebec Oriental (connecting MatapTdia and PaspTbiac and sold in 1929 to the Canadian National), which took a pair, as did the Grant Locomotive & Car Works.


Class D5 (Locobase 7724)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 19, p. 255 for Baldwin engines.

Very similar to the D4s of a slightly earlier vintage, this class was supplied by three builders. Baldwin delivered 252-254 & 264-265 (works numbers 14291-14292, 14294-14295 in April 1895) , Brooks added 255-259 (works numbers 2530-2534 in June 1895), and Richmond completed the order with 260-263 (2400-2403).

The Richmond engines were delivered as cross-compounds with a 19" (483 mm) HP cylinder on the left side and a 30" (762 mm) LP cylinder on the right.


Class D6 (Locobase 7725)

Data from MKT 1903 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Pittsburgh continued the line of very similar Moguls with the first five, which featured an increased stroke. Richmond followed a year later with 10 more to the same design. Compared to the earlier locomotives, the D6s had a wider, shallower firebox that had less total heating surface.


Class D7 (Locobase 7720)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 22, p. 283 and Volume 24, p. 45. Works numbers were:

1900

17954-17955, 17969-17973, 17983, 17988-17989 in July 1900; 18023, 18040-18043 in August: 18106-18107, 18138-18139, 18187, 18194 in September. (455-456 were built for the Sherman, Shreveport & Southern at the same time and soon incorporated into this class; see Locobase 6128).

1901

19375-19380, 19441 in August 1901.

Apparently derived from the same builder's D4s supplied to the Katy a decade earlier (Locobase 7719), these locomotives had only slightly longer tubes, a smallish firebox but a larger grate. The heat generator supplied a bigger set of cylinders at a higher pressure, so any concern over having enough steam must have held at a relatively low level. One minor note: the specs said that the spark netting in the smokebox "may be changed" to a perforated steel with slots 3 /16" (4.76 mm) wide. Locobase can't say if the change was made. Most Baldwin specs in the period called for netting.

Most D-7s were sold for scrap in the 1920s, but a few enjoyed second careers on short lines for which their wheel arrangement and relatively light loadings were well suited.. Relatively early on its MKT career, 465 was sold to the Blytheville, Leachville & Arkansas Southern as their #8; seven years later the BL&AS sold #8 to the Helena Southwestern (also in Arkansas).

The other sales occurred as the class was cleared from the MKT roster. In April 1923, 467 went to the Waco, Beaumont, Trinity & Sabine as their 106 and served two decades before going to the ferro-knacker in November 1933.

411, 430, 457, 459-460 were sold to the Texas & Oklahoma in October 1923; a year later ex-430, 459, & 460 ventured onto the Oklahoma city, Ada & Atoka, from which they were retired in 1929 and scrapped .

May 1924 saw the transfer of 461-462 to Louisiana Railway & Navigation of Texas 121-122; ex-461 went to the Louisiana & Arkansas as 122 in 1929; the L & A scrapped 122 in March 1934.

454 went to the Beaver, Meade & Englewood in December 1924 and was scrapped in 1932.


Class D7 (Locobase 7721)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 45. Works numbers were 19442-19446 in August 1901; 19544-19545, 19551-19553 in September; and 19920-19924 in December.

Perhaps the Katy told Baldwin that the boiler that was big enough for 19" x 24" cylinders (Locobase 7719) was too small when they lengthened the stroke and increased the boiler pressure (Locobase 7720). Regardless of why, a year later Baldwin supplied this class, which was identical except for the greater number of tubes in the boiler barrel. In fact, the specification in Volume 24 noted the change to a larger boiler beginning with 457.

As a class, the D-7s had relatively short careers in Katy service. The Katy sold the 465 to the Blytheville Leachville & Arkansas Southern as their #8 in November 1913. Seven years later the BL&AS sold out to the Helena Southwestern, which renumbered 8 as 200.

April 1923 saw the sale of 467 to the Waco, Beaumont, Trinity & Sabine. October 1923 saw the sale of 457 and 459 to the Oklahoma City, Ada & Atoka, which was formed from some of the lines abandoned by the MKT when it reorganized.

In May 1924, 461 and 462 went to the Louisiana Railway & Navigation Company of Texas, which was reformed as the Louisiana & Arkansas in 1929 and the two engines renumbered 122-123.

The rest were sold for scrap in 1924-1927..


Class D7 (Locobase 7722)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 25087-25091 in September 1901.

As Baldwin was delivering a medium-sized Mogul, Schenectady was contributing this quintet of similar locomotives. It was in preparation for the considerably bigger ones that would follow a year later (Locobase 7723).


Class D8/ J5C (Locobase 7723)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 25, p. 36. Works numbers were 26097-26106 in August 1902 and 27662-27681 in July 1903.

This could be described as the Katy's definitive Mogul considering how many would be delivered. Baldwin and Schenectady delivered 125 in five years.This entry features the Alco design, which differed primarily in having a few more tubes, but less firebox heating surface area. Baldwin's 55 locomotives are described in Locobase 16349.

Compared to earlier 2-6-0s, these had a bigger grate (although the firebox wasn't commensurately bigger) and more tubes in a slightly longer boiler. The whole heat engine stood on the taller drivers that would mark the Mogul as a mixed-traffic locomotive.

The last 40 to be produced according to the basic design had smaller boilers; see Locobase 12842.

Many were later superheated; see Locobase 7733.


Class D8/ J5D (Locobase 16349)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 25, p. 36.Works numbers were 21089-21090, 21101-21102, 21145-21147, 21156 in October 1902; 21199-21200 in November

22473 In July 1903; 22599, 22616, 22702, 22721. 22727 in August; 22915-22916, 22937, 22959, 22969, 23001, 23062, 23105 in October; 23115, 23246-23248 in November; 23292, 23296-23297, 23466-23467 in December;

23498, 23576, 23582, 23640 in January 1904; 23732-23733, 23792 in February; 23924 in March; 24215-24216, 24240, 24246, 24270 in May.

This could be described as the Katy's definitive Mogul considering how many would be delivered. Baldwin and Schenectady delivered 125 in five years.This entry features the Baldwin design, which differed primarily in having four fewer tubes, but more firebox heating surface area. Alco's 30 engines are described in Locobase 7723.

Compared to earlier 2-6-0s, these had a bigger grate (although the firebox wasn't commensurately bigger) and more tubes in a slightly longer boiler. The whole heat engine stood on the taller drivers that would mark the Mogul as a mixed-traffic locomotive.

The last 40 to be produced according to the basic design had smaller boilers; see Locobase 12842.

Many were later superheated; see Locobase 7733.


Class D8/J5E (Locobase 12842)

Data from DeGolyer, Volume 28, p.144 and DeGolyer, Volume 29, p. 60. See also Railroad Gazette, Volumed XXXIX [39], No.1 (7 July 1905), p. 6. (Thanks to Chris Hohl for his 26 February 2018 email pointing out a Baldwin order for six of the class with 19" cylinders; see Locobase 16344 . In the same email, Hohl also corrected the engine and tender wheelbase.)

Works numbers were 26922-26923, 26936, 26945 in November 1905; 26969, 26974-26976, 26989, 27005-27008 in December 1905; 28878-28879, 28920-28921, 28934-28936, 28954, 28968, 28980-28981, 28993, 28998-28999, 29015-29016, 29079, 29098, 29113, 29148 in September 1906.

Locobase 7723 describes how the Katy procured 125 Moguls of the same design from both Baldwin and Alco-Schenectady in five years. The last 40 to be delivered were all from Baldwin and had smaller boilers with fewer tubes and a smaller firebox.

Suppliers for many of the components appeared on the RG's list and provide a rare view of the network of companies that contributed to producing a steam locomotive:

WestinghouseAmerican air-brakes

"Simplicity" bell ringer

National-Hollow brake-beams

Diamond "S" and steel Insert brake-shoes

Buckeye tender couplers

Leeds reversible pilot couplers

Pyle-National electric headlights

Monitor injectors

U. S. metallic piston and valve rod packings

Coale safety valves

Leach pneumatic sanding devices

Nathan sight-feed lubricators

Railway Steel Spring Co.'s springs

Ashcroft steam gauges

Standard Steel Works driving and truck wheel tires

Safety Car Heating & Lighting Co.'s steam heat equipment for 10-wheel locomotives.

Many were later superheated; see Locobase 7733.


Class D8/J5E - 19"" cylinders (Locobase 16344)

Data from DeGolyer, Volume 28, p.143. (Thanks to Chris Hohl for his 26 February 2018 email pointing out a Baldwin order for six of the class with 19" cylinders. The mystery is unveiled below.) Works numbers were 27023-27024, 27068, 27090-27091, 27097, 27150 in December 1905.

No other source, either from the MKT itself or from dedicated compilers of rosters or locomotive information, indicates that the 40 locomotives ordered from Baldwin in 1905 included six locomotives built to the specs shown here. Locobase assumed that all 40 were in fact the same and composed Locobase 12842 in 2011 based on that information.

In his February 2018 email, Chris Hohl summarized the differences he had uncovered:

"They had 19" cylinder diameters, a driver wheelbase of 14' 2", an engine wheelbase of 22' 9", a total wheelbase of 56' 5", 120,000 lbs. of weight on the drivers, an engine weight of 139,000 lbs., a grate area of 31.1 sq. ft., and a firebox area of 157 sq. ft., an evaporative heating surface area of 2,078 sq. ft., and different firebox measurements."

When Locobase's compiler investigated, he confirmed Hohl's observations and found:-

1) Baldwin's spec sheet (page 143) shows this class as 8-32 D 704-709 (i.e. 8 wheels, six driven, 19" cylinders) ordered on 27 June 1905--exactly 44 years before Locobase's birthday). There are no indications that the locomotives had been ordered by another railroad or that this order was later cancelled in favor of adding the six engines to the 8-34 D order described in Locobase 12842. Moreover, the order summary at the front of Volume 28 shows the order for the MKT and under the D summary page shows both this order and the one described in 2, below.

2) The order form on the next page (144), also dated 27 June 1905, for 8-34 D 404-417 presents the data commonly associated with the D8s and covers 561-574. A 25 January 1906 order for 8-34 D 419-423 and 425-439 found in Volume 29, p. 60 and covering 581-600 repeat the earlier 8-34 specs. Note that the number ranges for the cylinder size-driver item numbers (e.g. 8-32 as opposed to 8-34) are signficantly different as well. More 8-32s of all types had been ordered than 8-34s at this point.

3) Closer comparison of the two sets of specs in Volume 28 show the 8-32s to have been consistently different. The smaller cylinders have shorter steam and exhaust ports. Wheelbases also are shorter and the engines weighed less.

4) Firebox is longer, significantly narrower, and nearly as deep at the back as at the front. By contrast. the other 34 engines had wide fireboxes (56" vs 41 1/4"/1,422 mm vs 1,048 mm) that sloped downward from back to front. So the 8-32 Ds had less grate area and more firebox area.

4) Although not as common as several other cyinder ratios, 19 x 28 appeared in several other orders in the same period. The nearest relatives were two Yosemite Valley locomotives delivered in 1913 (Locobase 5970). Their order forms and other data seem to rule out the possibility that these could have been renumbered from the earlier locomotives..

Many were later superheated; see Locobase 7733.


Class J-6-d (rebuilt D8) (Locobase 7733)

Data from MKT 1941 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase is surprised by the amount of evaporative heating surface sacrificed in these rebuilds of the Baldwin and Alcos (Locobase 7723). According to Drury (1993), the project to superheat, substitute 11" (279 mm) piston valves for slide valves, and add weight to the engine eventually included most of the D8s. The diagrams show only one small difference between the Baldwins and the Alcos: the former had 21 sq ft of arch tubes that the latter apparently did not. The specs show the Baldwin number; the J-6 Alcos had 143 sq ft in firebox heating surface.

In 1938, those still remaining on the books (shown as 35 but probably many more) were converted to oil-firing and had their boiler pressure raised to 210 psi. The result was a potent and relatively new locomotive and many operated into the 1950s.

Principal Dimensions by Steve Llanso of Sweat House Media
Class12/D7/455D1D2D3D3
Locobase ID6128 7715 7716 7710 7717
RailroadSherman, Shreveport & Southern (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Denison & Washita (MKT)Missouri-Kansas-Texas (MKT)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class245120
Road Numbers12-13/455-45699, 101-10389, 92-95/402, 777-7801 / 172127-146
GaugeStdStdStdStdStd
Number Built245120
BuilderBurnham, Williams & CoHinkleyBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoRogers
Year19001875188018891883
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13.33 / 4.0615.50 / 4.7214.67 / 4.4715.17 / 4.6212.67 / 3.86
Engine Wheelbase (ft / m)21.25 / 6.4822.92 / 6.9922.50 / 6.8623.17 / 7.0620.08 / 6.12
Ratio of driving wheelbase to overall engine wheebase 0.63 0.68 0.65 0.65 0.63
Overall Wheelbase (engine & tender) (ft / m)54.75 / 16.6944.87 / 13.6842.87 / 13.0743.58 / 13.2843.87 / 13.37
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)112,490 / 51,02579,000 / 35,83474,500 / 33,79384,500 / 38,32976,000 / 34,473
Engine Weight (lbs / kg)131,200 / 59,51193,800 / 42,54788,000 / 39,916102,500 / 46,49386,000 / 39,009
Tender Loaded Weight (lbs / kg)59,600 / 27,03466,200 / 30,02867,800 / 30,75485,100 / 38,60170,800 / 32,114
Total Engine and Tender Weight (lbs / kg)190,800 / 86,545160,000 / 72,575155,800 / 70,670187,600 / 85,094156,800 / 71,123
Tender Water Capacity (gals / ML)4300 / 16.292900 / 10.983000 / 11.363000 / 11.363000 / 11.36
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)6 / 5.506 / 5.509 / 8.20 7.50 / 6.80
Minimum weight of rail (calculated) (lb/yd / kg/m)62 / 3144 / 2241 / 20.5047 / 23.5042 / 21
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 144857 / 144850 / 127050 / 127050 / 1270
Boiler Pressure (psi / kPa)190 / 13.10140 / 9.70140 / 9.70130 / 9140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66018" x 24" / 457x61018" x 24" / 457x61019" x 24" / 483x61019" x 22" / 483x560
Tractive Effort (lbs / kg)26,594 / 12062.8516,234 / 7363.6318,507 / 8394.6419,147 / 8684.9418,902 / 8573.81
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.23 4.87 4.03 4.41 4.02
Heating Ability
Firebox Area (sq ft / m2)128.20 / 11.91120 / 11.15110 / 10.22128 / 11.89119 / 11.06
Grate Area (sq ft / m2)28 / 2.6016 / 1.4914.90 / 1.3816.90 / 1.5722 / 2.04
Evaporative Heating Surface (sq ft / m2)1567 / 145.581104 / 102.601013 / 94.141556 / 144.561070 / 99.44
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1567 / 145.581104 / 102.601013 / 94.141556 / 144.561070 / 99.44
Evaporative Heating Surface/Cylinder Volume183.66156.18143.31197.57148.21
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation53202240208621973080
Same as above plus superheater percentage53202240208621973080
Same as above but substitute firebox area for grate area24,35816,80015,40016,64016,660
Power L146713206258030212691
Power MT274.63268.41229.04236.46234.18

Principal Dimensions by Steve Llanso of Sweat House Media
ClassD4D4D5D6D7
Locobase ID2622 7719 7724 7725 7720
RailroadMissouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class561141528
Road Numbers225-229 / 176-180170-99,201-229, 232,235252-265266-270, 400-409410-430, 448-454
GaugeStdStdStdStdStd
Number Built561141528
BuilderBrooksBurnham, Parry, Williams & CoseveralseveralBurnham, Williams & Co
Year18951889189518981900
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)12.67 / 3.8612.67 / 3.8612.67 / 3.8613.33 / 4.0613.33 / 4.06
Engine Wheelbase (ft / m)20.12 / 6.1320.12 / 6.1320.12 / 6.1321.25 / 6.4821.25 / 6.48
Ratio of driving wheelbase to overall engine wheebase 0.63 0.63 0.63 0.63 0.63
Overall Wheelbase (engine & tender) (ft / m)44.98 / 13.7145.54 / 13.8845.33 / 13.8246.57 / 14.1949.54 / 15.10
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)105,000 / 47,62791,750 / 41,617106,800 / 48,444108,200 / 49,079112,490 / 51,025
Engine Weight (lbs / kg)121,000 / 54,885104,850 / 47,559124,000 / 56,246122,400 / 55,520131,200 / 59,511
Tender Loaded Weight (lbs / kg)85,000 / 38,55576,300 / 34,60988,800 / 40,27995,600 / 43,36395,600 / 43,363
Total Engine and Tender Weight (lbs / kg)206,000 / 93,440181,150 / 82,168212,800 / 96,525218,000 / 98,883226,800 / 102,874
Tender Water Capacity (gals / ML)4000 / 15.153400 / 12.884000 / 15.154300 / 16.294300 / 16.29
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.308 / 7.309 / 8.209 / 8.209 / 8.20
Minimum weight of rail (calculated) (lb/yd / kg/m)58 / 2951 / 25.5059 / 29.5060 / 3062 / 31
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142257 / 144857 / 144857 / 144857 / 1448
Boiler Pressure (psi / kPa)174 / 12160 / 11174 / 12180 / 12.40190 / 13.10
High Pressure Cylinders (dia x stroke) (in / mm)19" x 24" / 483x61019" x 24" / 483x61019" x 24" / 483x61019" x 26" / 483x66019" x 26" / 483x660
Tractive Effort (lbs / kg)22,882 / 10379.1120,672 / 9376.6722,481 / 10197.2225,194 / 11427.8226,594 / 12062.85
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.59 4.44 4.75 4.29 4.23
Heating Ability
Firebox Area (sq ft / m2)134.50 / 12.50135 / 12.55132 / 12.27123 / 11.43128.20 / 11.90
Grate Area (sq ft / m2)22.60 / 2.1022.90 / 2.1323 / 2.1428.10 / 2.6128.10 / 2.61
Evaporative Heating Surface (sq ft / m2)1492 / 138.661551 / 144.141506 / 139.961511 / 140.431559 / 144.89
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1492 / 138.661551 / 144.141506 / 139.961511 / 140.431559 / 144.89
Evaporative Heating Surface/Cylinder Volume189.44196.93191.22177.10182.72
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation39323664400250585339
Same as above plus superheater percentage39323664400250585339
Same as above but substitute firebox area for grate area23,40321,60022,96822,14024,358
Power L144634296454642614654
Power MT281.12309.68281.52260.46273.63

Principal Dimensions by Steve Llanso of Sweat House Media
ClassD7D7D8/ J5CD8/ J5DD8/J5E
Locobase ID7721 7722 7723 16,349 12,842
RailroadMissouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class155305534
Road Numbers457-471443-447/401-405/930-934/1204-1205472-481, 495-514482-491, 515-550561-574, 581-600
GaugeStdStdStdStdStd
Number Built155305534
BuilderBurnham, Williams & CoAlco-SchenectadyAlco-SchenectadyBurnham, Williams & CoBurnham, Williams & Co
Year19011901190219021905
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13.33 / 4.0614 / 4.2715 / 4.5715 / 4.5715 / 4.57
Engine Wheelbase (ft / m)21.25 / 6.4821.83 / 6.6523.58 / 7.1923.58 / 7.1923.58 / 7.19
Ratio of driving wheelbase to overall engine wheebase 0.63 0.64 0.64 0.64 0.64
Overall Wheelbase (engine & tender) (ft / m)49.54 / 15.1049.58 / 15.1151.27 / 15.6351.27 / 15.6356.17 / 15.63
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)112,490 / 51,025113,000 / 51,256133,100 / 60,373133,100 / 60,373133,000 / 60,328
Engine Weight (lbs / kg)131,200 / 59,511130,500 / 59,194155,000 / 70,307155,000 / 70,307155,000 / 70,307
Tender Loaded Weight (lbs / kg)95,600 / 43,363106,100 / 48,126106,100 / 48,126106,100 / 48,126106,100 / 48,126
Total Engine and Tender Weight (lbs / kg)226,800 / 102,874236,600 / 107,320261,100 / 118,433261,100 / 118,433261,100 / 118,433
Tender Water Capacity (gals / ML)4300 / 16.295100 / 19.326000 / 19.326000 / 19.327500 / 28.41
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)9 / 8.2010 / 9.1012 / 9.1012 / 9.1010 / 9.10
Minimum weight of rail (calculated) (lb/yd / kg/m)62 / 3163 / 31.5074 / 3774 / 3774 / 37
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 144856 / 142263 / 160063 / 160063 / 1600
Boiler Pressure (psi / kPa)190 / 13.10190 / 13.10200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66019" x 26" / 483x66020" x 28" / 508x71120" x 28" / 508x71120" x 28" / 508x711
Tractive Effort (lbs / kg)26,594 / 12062.8527,069 / 12278.3130,222 / 13708.4830,222 / 13708.4830,222 / 13708.48
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.23 4.17 4.40 4.40 4.40
Heating Ability
Firebox Area (sq ft / m2)128 / 11.90142 / 13.20143 / 13.29152.40 / 14.16142 / 13.20
Grate Area (sq ft / m2)28.10 / 2.6128 / 2.6047 / 4.3747 / 4.3739.20 / 3.64
Evaporative Heating Surface (sq ft / m2)1785 / 165.891829 / 169.982268 / 210.782234 / 207.542087 / 193.96
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1785 / 165.891829 / 169.982268 / 210.782234 / 207.542087 / 193.96
Evaporative Heating Surface/Cylinder Volume209.21214.37222.77219.43204.99
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation53395320940094007840
Same as above plus superheater percentage53395320940094007840
Same as above but substitute firebox area for grate area24,32026,98028,60030,48028,400
Power L151305277615361805769
Power MT301.62308.86305.75307.09286.88

Principal Dimensions by Steve Llanso of Sweat House Media
ClassD8/J5E - 19"" cylindersJ-6-d (rebuilt D8)
Locobase ID16,344 7733
RailroadMissouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)
CountryUSAUSA
Whyte2-6-02-6-0
Number in Class635
Road Numbers575-580various
GaugeStdStd
Number Built6
BuilderBurnham, Williams & CoMKT
Year19051923
Valve GearStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14.17 / 4.3215 / 4.57
Engine Wheelbase (ft / m)22.75 / 6.9325.42 / 7.75
Ratio of driving wheelbase to overall engine wheebase 0.62 0.59
Overall Wheelbase (engine & tender) (ft / m)56.42 / 17.2059.02 / 17.99
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)120,000 / 54,431146,000 / 66,225
Engine Weight (lbs / kg)139,000 / 63,049170,000 / 77,111
Tender Loaded Weight (lbs / kg)106,100 / 48,126160,400 / 72,756
Total Engine and Tender Weight (lbs / kg)245,100 / 111,175330,400 / 149,867
Tender Water Capacity (gals / ML)7500 / 28.418000 / 30.30
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)10 / 9.102661 / 10.10
Minimum weight of rail (calculated) (lb/yd / kg/m)67 / 33.5081 / 40.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 160063 / 1600
Boiler Pressure (psi / kPa)200 / 13.80210 / 14.50
High Pressure Cylinders (dia x stroke) (in / mm)19" x 28" / 483x71120" x 28" / 508x711
Tractive Effort (lbs / kg)27,276 / 12372.2031,733 / 14393.86
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.40 4.60
Heating Ability
Firebox Area (sq ft / m2)157 / 14.59164 / 15.24
Grate Area (sq ft / m2)31.10 / 2.8946.20 / 4.29
Evaporative Heating Surface (sq ft / m2)2088 / 193.981554 / 144.37
Superheating Surface (sq ft / m2)330 / 30.66
Combined Heating Surface (sq ft / m2)2088 / 193.981884 / 175.03
Evaporative Heating Surface/Cylinder Volume227.24152.64
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation62209702
Same as above plus superheater percentage622011,448
Same as above but substitute firebox area for grate area31,40040,639
Power L1656611,574
Power MT361.89524.31