Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2257-2258 in September 1889.These Moguls were the last two engines bought by KCW&NW, which merged with the Kansas City & Beatrice in January 1897 to form the Kansas City Northwestern. At that time it was controlled by the Missouri Pacific. The MP secured an operating agreement from the KCNW in January 1901, pulling the latter's cars on its 174 miles with the engines it had obtained in the 1901 agreement. The line ceased operations in 1919 and was dismantled in 1927 except for the terminal tracks. NB: Heating surface is tube surface only.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 65, pp. 320+. Works number was 55124 in November 1921.When the small WC&W returned to Baldwin for a third Mogul a decade after the 32 (see Locobase 12736), it specified the same power dimensions (wheel diameter, cylinder volume, and boiler pressure) and the same boiler and firebox, but reduced the count of tubes by 51. Presumably they had determined they didn't need so much boiler heating surface. There were other changes. The Extra Work Department received an order for the installation of Ragonnet power reverse, the valve gear went outside the frame and now actuated 10" (254 mm) piston valves. After the 1927 reorganization described in Locobase 12736, the 33 was disposed of by Merchants Steel & Supply to locomotive rebuilder/reseller Southern Iron & Equipment in 1928. Three years later, as the Great Depression searched for bottom, SI&E found a buyer for this only-slightly-used 2-6-0 in the Warren & Saline River. As the W&SR's 150, the engine served the railroad until 1957, when it was sold to the Arkansas Railroad.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 204. Works number was 8482 in April 1887.This engine was one of six 0-6-0 switchers (works numbers 8476-8483) originally delivered to the St Louis, Iron Mountain & Southern (495-500). In 1917, 499 was converted to a 2-6-0 and given its new four-digit number. Comparing the earlier 0-6-0 engine to the later 2-6-0 shows very few significant changes save the adoption of a road tender with more water capacity. One unusual note is the shallow firebox (less than 48" deep). The later firebox had two large domes on it as well as a sand dome further forward on which perched the bell. It was later sold to Desha Lumber.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 27, p. 167 and 41, p. 133. See also Jessie Lee Huffstutler, I Remember: Early Memories of Chester, Illinois (Champaign, Ill: University of Illinois Press, 1970), pp.12-15. Works numbers were 24861 in December 1904.and 37392 in December 1911.The WC&W was a 64.8-mile short line that ran from Menard, Ill (near Chester) northeasterly to Mount Vernon, also in Illinois. It consisted primarily of the original WC&W and the Tamaroa & Mount Vernon, a 21-mile road completed in 1892 and immediately absorbed by the WC & W. A coal road that operated between the Mississippi River and Mount Vernon (and thus never within eyesight of the Wabash River), the WC&W went into receivership in September 1927. The eastern 63 miles (101.4 km) of the defunct road reemerged as the Chester & Mount Vernon at the same time and was wholly owned by the Missouri Pacific. During its heyday, the WC & W ordered these two Moguls from Baldwin seven years apart.
Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 12, p. 105 and Volume 13, p. 23. Works numbers were1884 7450-7451, 7453, 7456, 7464-7466, 7468 in October; 7485, 7489, 7499-7500 in November; 7505, 7507, 7510 in December; 1885 7711, 7713-7714, 7716, 7725 in November; 7735, 7740, 7743, 7749 in December; 1886 7829-7830, 7832-7834, 7838-7841, 7844, 7850-7851, 7853, 7855-7859, 7861-7862 in March; , 8022-8023, 8028-8030, 8033, 8036, 8041-8042 in July; , 813, 8158, 8160-8164, 8178, 8180-8182 in August; 8133-8135, 8137-8138, 8140, 8141, 8146-8147, 8150, 8153-8155 in September; 8188, 8204-8206, 8208, 8211-8214, 8216-8217 in November 1887 8879-8882, 8884-8885, 8889-8890, 8892, 8897 in November. The MP'sRail Data Exchange of Moguls expanded dramatically with the accession of this huge class of medium-power freighters; the second order covered 70 locomotives.. The Baldwin specifications show they were ordered with 193 tubes. There were other minor differences, but the weight estimates envisioned 69,000 lb (31,298 kg) on the drivers and 82,000 lb (37,194 kg) for the loaded engine. Within two years, the MP sold 20 (905-914. 921-930) to the Missouri-Kansas-Texas as their 501-520 (later renumbered 150-169 and 781-800. Half of these twenty were replaced by the 1887 batch, which took earlier road numbers in the following order: 905, 907, 909, 906, 908, 910-912, 914, and 913. All of the others stayed with the MP for decades and were renumbered in the 3601-3689 range. Only a few were sold on to other users after their careers. 3607 went to the Doniphan, Kensett & Searcy, 3615 was sold in 1908 to the Southern Railway, 3621 went to the Arkansas Central, the New Orleans & Lower Coast bought the 3626, Nurfeal Alde Timber Company acquired the 3637, 3673 worked for Bowman Hicks Lumber Company, and 3677 was sold to the Bellvue & Western.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Kansas City, Wyandotte & North Western (MP)||Wabash, Chester & Western (MP)||Saint Louis, Iron Mountain & Southern (MP)||Wabash, Chester & Western (MP)||Missouri Pacific (MP)|
|Number in Class||2||1||1||2||96|
|Road Numbers||17-18/3501-3502||33||3851||7, 32||848-944/3601-3684|
|Builder||Rhode Island||Burnham, Williams & Co||MP||Burnham, Williams & Co||Burnham, Parry, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12 / 3.66||11 / 3.35||12 / 3.66||12.67 / 3.86|
|Engine Wheelbase (ft / m)||20.17 / 6.15||14.98||20.17 / 6.15||20.25 / 6.17|
|Ratio of driving wheelbase to overall engine wheebase||0.59||0.73||0.59||0.63|
|Overall Wheelbase (engine & tender) (ft / m)||49.21 / 15||44.96 / 13.70|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||78,000 / 35,380||108,500 / 49,215||80,000 / 36,287||104,000 / 47,174||79,300 / 35,970|
|Engine Weight (lbs / kg)||90,000 / 40,823||126,500 / 57,380||94,000 / 42,638||120,000 / 54,431||90,900 / 41,232|
|Tender Loaded Weight (lbs / kg)||68,000 / 30,844||109,500 / 49,668||70,000 / 31,752||70,800 / 32,114|
|Total Engine and Tender Weight (lbs / kg)||158,000 / 71,667||236,000 / 107,048||190,000 / 86,183||161,700 / 73,346|
|Tender Water Capacity (gals / ML)||3400 / 12.88||5000 / 18.94||3200 / 12.12||3500 / 13.26||3000 / 11.36|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||7.50 / 6.80|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||43 / 21.50||60 / 30||44 / 22||58 / 29||44 / 22|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56 / 1422||54 / 1372||51 / 1295||54 / 1372||50 / 1270|
|Boiler Pressure (psi / kPa)||140 / 9.70||180 / 12.40||51 / 3.50||180 / 12.40||145 / 10|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 24" / 483x610||19" x 26" / 483x660||17" x 24" / 432x610||19" x 26" / 483x660||19" x 22" / 483x559|
|Tractive Effort (lbs / kg)||18,411 / 8351.10||26,594 / 12062.85||5896 / 2674.38||26,594 / 12062.85||19,577 / 8879.99|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.24||4.08||13.57||3.91||4.05|
|Firebox Area (sq ft / m2)||138 / 12.82||100 / 9.29||138.70 / 12.89||110 / 10.22|
|Grate Area (sq ft / m2)||19.50 / 1.81||27.50 / 2.55||20 / 1.86||27.50 / 2.56||22.60 / 2.10|
|Evaporative Heating Surface (sq ft / m2)||1299 / 120.72||1658 / 154.03||904 / 84.01||1957 / 181.88||1181 / 109.76|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1299 / 120.72||1658 / 154.03||904 / 84.01||1957 / 181.88||1181 / 109.76|
|Evaporative Heating Surface/Cylinder Volume||164.94||194.32||143.38||229.37||163.59|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2730||4950||1020||4950||3277|
|Same as above plus superheater percentage||2730||4950||1020||4950||3277|
|Same as above but substitute firebox area for grate area||24,840||5100||24,966||15,950|