Buffalo, New York & Philadelphia / Pennsylvania / Terre Haute & Indianapolis / Vandalia Line 2-6-0 "Mogul" Locomotives in the USA

Ringaboy: Retro Railware

Modern fabrics meet classic heritage looks. Unique & comfortable retro rail logo shirts & tops for ladies & men. Featuring crew, flowy, hoodies, long sleeve, scoop, slouchy, tank, thermal & V-neck styles. Custom & bulk inquiries welcome.

Class Details by Steve Llanso of Sweat House Media

Class 103 (Locobase 11834)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 12, , p 166. Works numbers were 7617, 7619 in June 1885. [Road numbers were 103 and 100, respectively.]

Compared to any other Mogul operated by the Pennsy, this pair presented very modest dimensions and capabilities. So it isn't surprising that when the Pennsylvania took over the Western New York & Pennsylvania (the B, NY & P's successor), it numbered only one of them (78 to 6280), but soon sold both engines to locomotive rebuilder/reseller Southern Iron & Equipment. . SI & E was able to place both 2-6-0s with new operators, the 6280 to H Weston Lumber Company and the 77 with Southern Cotton Oil Company.


Class 151 (Locobase 9937)

Data from "Vandalia Line Mogul", Locomotive Engineering (Vol X, No 1), pp.56. Pittsburgh works numbers were 1641-1662

This was a pretty sizable 2-6-0 for the time and had a generous firebox heating surface. The design was credited to W C Arp, Vandalia's Superintendent of Motive Power. Rumary's list of Pittsburgh locomotives credits many of the class originally to the Terre Haute & Indianapolis. That railroad either was already part of the Vandalia Lines system or was soon absorbed. In any case, when the Pennsylvania took over the Vandalia, all of these Moguls were taken into the larger system.


Class D (Locobase 9946)

Data from C H Caruthers, "Early Baldwin Locomotives on the Pennsylvania Railroad", Locomotive Engineering, Vol XI, No 2 (February 1898), p. 110. Works numbers were 505-507 in December 1852, 509-510 in January 1853.

These engines were named Cumberland, Jefferson, Northumberland, Schuylkill, and York. The drivers were widely spaced and the leading truck was held firmly in axle horns, which is why these don't really qualify as "Moguls". One locomotive became a 4-coupled engine when two sets of 54" drivers was mounted on the second and third driving axles and the first axle removed. Not long after, the third axle also received 54" drivers and was coupled.

About this class of not-quite-Moguls, Caruthers says simply: "They were good engines, rendered efficient service,and were not cut up until the latter part of the sixties."

Connelly's list of Baldwin locomotives gives a more varied picture of their end, with some being converted from 4-6-0s to 2-6-0s and others vice versa. The Jefferson & Northumberland were rebuilt and sold in 1856 to the Steubenville & Indiana.


Class F-3a (Locobase 2838)

Data from diagram scanned in by Robert Schoenberg of http://prr.railfan.net . See also http://www.northeast.railfan.net/prr_steam2.html . See also DeGolyer, Volume 23, p. 283. Works numbers were 18945-18948 in April 1901; 18971-18974, 19020-19027, 19051-19056 in May. (In addition, the Pennsy's subsidiary West Jersey & Seashore took delivery of 19018-19019 as their 15 and 26 in May 1901 and the Allegheny Valley added works numbers 19057-19058 as their 67 and 69.)

Part of a 78-engine order, these had the Belpaire boiler while the F-3bs (Locobase 4151) used a wagon-top design. Because the firebox sat on the frame between the axles, it was considerably narrower than that of the F-3b and thus had substantially less grate area. Its heating surface area was slightly greater in large part because it was considerably deeper.

All were scrapped in the 1920s with the majority leaving service in 1925-1926.


Class F-3b (Locobase 4151)

Railroad Gazette 1 November 1901 describes this variant of the 78-engine order then under construction. See also DeGolyer, Volume 24, p. 22. Works numbers were 19026-19027 in May 1901; 19117-19118, 19144-19149 in June; 19169-19172, 19194-19197, 19225-19228 in July; 19316-19319, 19353-19354, 19381-19384 in August; 19514, 19527-19529 in September; 19561-19562. 19585-19586, 19611-19614 in October; 19664-19667, 19709-19712, 19755-19756 in November

These differed from the 26 F-3s shown in Locobase 2838 in that they had a wagon-top boiler. The firebox was much wider than the Pennsy-standard Belpaire of the F-3. It was also considerably shorter and shallower toward the backhead.

Three of the class went to subsidiary West Jersey & Seashore in 1910.


Class F1 (Locobase 1137)

Data from diagram scanned in by Robert Schoenberg of http://prr.railfan.net and Richard D Adams, "2000 Plus; the Pennsy's H-6", Railway & Locomotive Historical Bulletin No. 124, pp. 51-60 . Class data from Bob Berkey's The Broad Way website. http://broadway.pennsyrr.com/Rail/Prr/Rosters/steam_class.html#class_j (visited 16 February 2003).

On the Pittsburgh Division, these Moguls were rated at 375 tons light, 433 tons loaded. Fitted with Belpaire firebox. Adams' account of the development of the H6 class Consolidations says (p. 52) that the F1 design was a definite improvement on the then current H3s: "[t]ractive effort was up 16%...and the weight showed a 10% increase. With 12" larger drivers, they were able to handle 2,700 ton trains and roll them faster than the H3s."

But the 2-6-0 wheel arrangement was never very popular on the Pennsy and very few were produced.


Class F2 (Locobase 2837)

Data from diagram scanned in by Robert Schoenberg of http://prr.railfan.net . See also http://www.northeast.railfan.net/prr_steam2.html . See also "The New Compound Moguls on the Pennsylvania," Railroad & Locomotive Engineering, Volume 8, Number 11 (November 1895), pp. 680-681.

This was a two-cylinder, von Borries cross-compound version of the F1 Mogul, also fitted with Belpaire firebox. It was one of 4 designs the railroad evaluated side-by-side. Pittsburgh and Richmond contributed their own designs and a Golsdorf entry from Austria.

L&RE commended the Pennsy for having "...courage enough to put a big boiler over the axle of a big wheel." It also commented on the Altoona products, which "always turn out something of their own ....The most peculiar part of this locomotive is her valve motion ....[after a detailed description of the link motion, the L&RE reporter concluded]...This device may have its good and bad points, but just now its only advantage seems to consist of being different."

Class data from Bob Berkey's The Broad Way website. http://broadway.pennsyrr.com/Rail/Prr/Rosters/steam_class.html#class_j (visited 16 Feb 2003).


Class F3c (Locobase 2839)

Data from diagram scanned in by Robert Schoenberg of http://prr.railfan.net . Very similar to the F3 Mogul except for the larger Belpaire firebox. See also http://www.northeast.railfan.net/prr_steam2.html

Two of this sizable class of Moguls began their careers on the Cumberland Valley.


Class VF7/F27 (Locobase 5092)

Pieced together from a ghost elevation put on ghostdepot.com/rg/images/rolling/locomotive/alco%20dwg%20mogal.jpg (August 2002) and Edson. Further data "Mogul Locomotive for the Vandalia", Railroad Gazette, Volume XLII,No 1 (4 January 1907), pp. 10-11; and "Heavy Vandalia Moguls", Railway and Locomotive Engineering, Volume 20, No 7 (July 1907), pp. 175-176 Works numbers were 39871 in July 1906, 43374-43384 in July 1907.

At the time of their delivery, these were the heaviest Moguls yet to operate. The R&LE report noted that the Mogul 2-6-0 layout lent itself readily to using the Stephenson link motion, but noted that these big examples had adopted Walschaerts. The author's explanation of why the designer made the change addresses a different concern from the usual reasoning: "[i]t affords a better opportunity ...for bracing between the main frames. The introduction of the heavy cast steel cross-tie between the front and main pedestals greatly strengthens and stiffens the frames."

RG noted that the usual form of equalization in a 2-6-0, in which the lead driving axle was equalized with the pony trunk so that both bore the same amount of weight. An extra leaf in the springs over forward driving boxes achieved the desired distribution. Each of the other two driven axles had 51,950 lb (23,564 kg) axle loadings.

Railroad Gazette reported that the following supplied equipment for these locomotives:

Westinghouse air-brakes

Pennsylvania R. R. specification axles

Alexander bell ringers

Franklin Manufacturing Co.'s boiler lagging

"Creco" or Davis brake-beams

Tower couplers

Nathan Injectors and sight-feed lubricators

Hayden piston and valve rod packings

Coale's safety valves

Union Spring Co.'s springs,

Latrobe driving, truck and tender wheel tires and cast-steel wheel centers.

The Vandalia Line, itself an amalgam of railroads principally including the Terre Haute & Indianapolis, was taken into the Pennsylvania system in 1917 as part of the Pittsburgh, Cincinnati, Chicago & St Louis Railway.

Specifications by Steve Llanso of Sweat House Media
Class103151DF-3aF-3b
Locobase ID11,834 9937 9946 2838 4151
RailroadBuffalo, New York & Philadelphia (PRR)Terre Haute & Indianapolis (PRR)Pennsylvania (PRR)Pennsylvania (PRR)Pennsylvania (PRR)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class222112654
Road Numbers103, 100 / 78, 77 /151 / 8875-889642, 44-45, 47, 49
GaugeStdStdStdStdStd
Number Built222112654
BuilderBurnham, Parry, Williams & CoPittsburghM W BaldwinBurnham, Williams & CoBurnham, Williams & Co
Year18851896185219011901
Valve GearStephensonStephensonV-hookStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)12 / 3.6615 / 4.5713 / 3.9614.75 / 4.5014.75 / 4.50
Engine Wheelbase (ft / m)19.25 / 5.8724.75 / 7.5418 / 5.4923.83 / 7.2623.83 / 7.26
Ratio of driving wheelbase to overall engine wheebase 0.62 0.61 0.72 0.62 0.62
Overall Wheelbase (engine & tender) (ft / m)51.67 / 15.7554.48 / 16.6154.45 / 16.60
Axle Loading (Maximum Weight per Axle) (lbs / kg)48,700 / 22,09049,200 / 22,317
Weight on Drivers (lbs / kg)127,000 / 57,60646,700 / 21,183142,050 / 64,433139,100 / 63,095
Engine Weight (lbs / kg)142,000 / 64,41065,500 / 29,710163,000 / 73,936160,000 / 72,575
Tender Loaded Weight (lbs / kg)81,400 / 36,922112,000 / 50,802111,900 / 50,757
Total Engine and Tender Weight (lbs / kg)223,400 / 101,332275,000 / 124,738271,900 / 123,332
Tender Water Capacity (gals / ML)2200 / 8.334000 / 15.156000 / 22.73
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)11 / 10
Minimum weight of rail (calculated) (lb/yd / kg/m)71 / 35.5026 / 1379 / 39.5077 / 38.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)50.25 / 127862 / 157544 / 111862 / 157562 / 1575
Boiler Pressure (psi / kPa)130 / 9185 / 12.8075 / 5.20205 / 14.10205 / 14.10
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61020" x 26" / 508x66018" x 22" / 457x55920" x 28" / 508x71120" x 28" / 508x711
Tractive Effort (lbs / kg)15,252 / 6918.2026,377 / 11964.4210,328 / 4684.7131,477 / 14277.7431,477 / 14277.74
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.81 4.52 4.51 4.42
Heating Ability
Firebox Area (sq ft / m2)94.10 / 8.75179 / 16.63166.50 / 15.47163.50 / 15.19
Grate Area (sq ft / m2)17.10 / 1.5930.60 / 2.8414.10 / 1.3130.25 / 2.8146.20 / 4.29
Evaporative Heating Surface (sq ft / m2)1195 / 111.062129 / 197.792431 / 225.852478 / 230.21
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1195 / 111.062129 / 197.792431 / 225.852478 / 230.21
Evaporative Heating Surface/Cylinder Volume189.53225.20238.78243.39
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation22235661105862019471
Same as above plus superheater percentage22235661105862019471
Same as above but substitute firebox area for grate area12,23333,11534,13333,518
Power L12876611567906857
Power MT318.45316.14326.03

Specifications by Steve Llanso of Sweat House Media
ClassF1F2F3cVF7/F27
Locobase ID1137 2837 2839 5092
RailroadPennsylvania (PRR)Pennsylvania (PRR)Pennsylvania (PRR)Vandalia Line (PRR)
CountryUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-0
Number in Class43410314
Road Numbers869158, 106-116/8832-8843
GaugeStdStdStdStd
Number Built43410314
BuilderAltoonaAltoonaseveralAlco-Schenectady
Year1895189519021906
Valve GearStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)14.60 / 4.4514.60 / 4.4514.75 / 4.5014.75 / 4.50
Engine Wheelbase (ft / m)23.33 / 7.1123.33 / 7.1123.83 / 7.2623.83 / 7.26
Ratio of driving wheelbase to overall engine wheebase 0.63 0.63 0.62 0.62
Overall Wheelbase (engine & tender) (ft / m)51.12 / 15.5851.12 / 15.5855.85 / 17.0256.85 / 17.33
Axle Loading (Maximum Weight per Axle) (lbs / kg)44,650 / 20,25346,100 / 20,91155,400 / 25,129
Weight on Drivers (lbs / kg)128,100 / 58,105134,200 / 60,872159,300 / 72,257
Engine Weight (lbs / kg)146,200 / 66,315156,800 / 71,123187,000 / 84,822
Tender Loaded Weight (lbs / kg)76,000 / 34,47376,000 / 34,473143,000 / 64,864146,000 / 66,225
Total Engine and Tender Weight (lbs / kg)222,200 / 100,788232,800 / 105,596333,000 / 151,047
Tender Water Capacity (gals / ML)3600 / 13.643600 / 13.647000 / 26.527500 / 28.41
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 7.50 / 6.80 7.50 / 6.8013.50 / 12.3013 / 11.80
Minimum weight of rail (calculated) (lb/yd / kg/m)71 / 35.5075 / 37.5089 / 44.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)62 / 157562 / 157562 / 157563 / 1600
Boiler Pressure (psi / kPa)185 / 12.80205 / 14.10205 / 14.10200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)20" x 28" / 508x71120" x 28" / 508x711 (1)20" x 28" / 508x71121" x 28" / 533x711
Low Pressure Cylinders (dia x stroke) (in / mm)29" x 28" / 737x711 (1)
Tractive Effort (lbs / kg)28,406 / 12884.7621,332 / 9676.0431,477 / 14277.7433,320 / 15113.72
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.51 6.29 4.78
Heating Ability
Firebox Area (sq ft / m2)153 / 14.21153 / 14.22153.70 / 14.28180.40 / 16.76
Grate Area (sq ft / m2)30 / 2.7930 / 2.7947.07 / 4.3751.94 / 4.83
Evaporative Heating Surface (sq ft / m2)1865 / 173.261878 / 174.542469 / 229.462935 / 272.67
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1865 / 173.261878 / 174.542469 / 229.462935 / 272.67
Evaporative Heating Surface/Cylinder Volume183.18368.92242.51261.48
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation55506150964910,388
Same as above plus superheater percentage55506150964910,388
Same as above but substitute firebox area for grate area28,30531,36531,50936,080
Power L14938523167367179
Power MT254.95257.80298.06

Reference