Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, pp. 6 and 61; and Utah Rails' list of U&N Moguls at , last accessed 29 June 2019.The sixteen Moguls bought by the Utah & Northern narrow-gauge line in 1878-1880 (Locobase 7863) were all built to the same specifications. The boiler and firebox were identical to some locomotives sold by Baldwin from their stock tracks. Delivered as the 19 to the U&N in 1880 (works number 5121), this Mogul was renumbered 23 in 1885 and sold to the Portland & Willamette Valley as their #1. The P&WV struggled to complete its planned route from Portland to Dundee (begun by defunct Oregonian Railway), which didn't open until July 1888. Four years later in August 1892, the line was operated by the Portland & Yamhill Railroad after the P&WV entered receivership. When the P&Y was regauged to 4 ft 8 1/2" (1,435 mm), the 2 was sidelined for years until the Ilwaco Railway bought it in 1906 and renumbered it 4. The IR folded into the O&WRR&N in 1915, at which point the 4, once again 2, was designated N-2. At some point, the engine seems to have received a new boiler as it now had 105 tubes instead of the original 124. And its driver diameter increased 2" (50.8 mm) to 42". Fifty years after its first revenue work, the N-2 could no longer evade the ferro-knacker's torch and was sold to Union Steel & Rail of Portland, which cut it up in April 1931. Even then, the boiler lived, being sent to Astoria, Oregon.
Data from 1914 STJ&GI locomotive diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 12, p.241. Baldwin works numbers were 7756, 7758, 7765, and 7767 in December 1885.When the specs were drawn up for this Mogul quartet in 1885, they prescribed 190 tubes, each 11 1/2 feet long, in the boiler. Wheelbase was to measure 15 feet 2 inches over the drivers and 23 feet 2 inches for the engine. Adhesion weight was predicted to be 72,000 lb and 86,000 lb for the locomotive as a whole. At the time of publication in 1914, the engine had quite different specs, most likely because of a new boiler. It was still pressed to a very low degree even for the year of introduction. The entire upgrade looks like an attempt to exploit a compact arrangement to derive some additional adhesion weight. Only 26 met an unusual end. It was dismantled in 1910 and some of its parts went into the St J & G I's 4-4-0 #22. The others were scrapped in 1922 (24), 1932 (23), and 1933 (25).
Data from 1914 ST J & GI locomotive diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 23635 and 23641 in January 1904, 23813-23814 in February, 23821 in March, and 24030 in April.Considerably bigger Mogul built years later than the St J & G I's first set (the 1885 quartet shown in Locobase 6576). By now the firebox rides over the rear axle and the boiler has swollen and has a coned second course. Locobase refers the reader to Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 26, p. 219 for a different set of specs. The boiler contains 63 more tubes and, thus, considerably more heating surface, the cylinders measure 19 1/2" in diameter, and the firebox a bit more area (possibly arch tubes). Why the big discrepancy? Locobase suspects it has to do with a fascinating report filed by a Baldwin field rep (Edw. B Halsey) on 12 Jan 1906 (catalogue page 219) in which he reports that two engineers and the boiler foreman ("who impressed me as knowing his business") "...criticized these engines severely ...All of these engines are giving poor service as regards the wear of the side sheets in the fireboxes ...They are having trouble with the top 5 or 6 flue holes in the back sheet ...on account of cracks which start at the top of the holes and work back into the flange. It is their opinion that these tubes are too close to the flange." A source of the problem? "These engines have 331 flues, which these men think are too many and that there is not sufficient bridging between them. New flues have been placed in all the engines." See the sketches in the orginal specs. Headquarters must have felt the sting even more sharply when Halsey added that two Brooks consolidations (Locobase 2630) had been in service for eight years "...under the same conditions and using the same fuel and water" and were much more satisfactory. See the Brooks entry for more details on the superiority of the 1899 2-8-0s. It seems likely that Baldwin supplied new boilers to compensate for the embarrassing failure of the original design or that the St J & GI applied their own remedy and removed the outer corona of tubes and plated over the holes. After about 25 years of service, the entire class was retired in 1929.
Data from DeGolyer, Volume 23, p. 149. Works numbers were 17828-17829, 17849-17850, 17874, 17894, 17896-17897 in June 1900; 17946-17947 in July; and 18123-18124, 18197-18199 in September.Built at the same time as the Chicago & Alton Vauclain Moguls shown in Locobase 9087, this octet also used 12" (305 mm) piston valves to admit steam to the cylinder groups. Like most other Vauclain compounds, this class was soon rebuilt with 20" x 28" simple-expansion cylinders that generated 33,400 lb (15,152 kg) of tractive effort. 4101 and 4104 were scrapped in July 1925, 4103 was dismantled in December 1927, four more--4100, 4102, 4106-4107--went in January 1928, and 4105 finished the class in March 1928.
Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder and roster data from Don Strack's compilation presented on Utah Rails'  . Schenectady works numbers were 2868-2872 in July 1889, 2873-2876 in August.As delivered to the Oregon Railway Extension Company in 1889, these locomotives sported 19"-diameter cylinders and 58" drivers. They were later rebuilt with slightly smaller drivers and 18" drivers. All but two retired from the OWRR & N in the late 1920s. 4204 was sold to Brooks Scanlon Lumber Company in 1916. 4203 was converted to a tank switcher (0-6-0T) in 1924 and served the Albina Yard until 1940.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Oregon-Washington Railroad & Navigation (UP)||St. Joseph & Grand Island (UP)||St.Joseph & Grand Island (UP)||Oregon Short Line (UP)||Oregon Railway & Navigation (UP)|
|Number in Class||12||3||5||8||9|
|Road Numbers||2||23-26||41-45||770-777/4100-4107||87-95 / 1207-15 / 103-111 / 4200-08|
|Builder||UP||Burnham, Parry, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Schenectady|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||11.67 / 3.56||15.35 / 4.68||15 / 4.57||15 / 4.57||15.67 / 4.78|
|Engine Wheelbase (ft / m)||17.67 / 5.39||23.35 / 7.12||23.25 / 7.09||23.42 / 7.14||23.83 / 7.26|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.66||0.65||0.64||0.66|
|Overall Wheelbase (engine & tender) (ft / m)||35.79 / 10.91||51.60 / 15.73||50 / 15.24||53.21 / 16.22||46.62 / 14.21|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||11,600 / 5262||33,060 / 14,996||49,480 / 22,444||31,500 / 14,288|
|Weight on Drivers (lbs / kg)||33,800 / 15,331||81,320 / 36,886||138,000 / 62,596||140,000 / 63,503||91,500 / 41,504|
|Engine Weight (lbs / kg)||42,000 / 19,051||96,760 / 43,890||158,800 / 72,031||164,000 / 74,389||108,100 / 49,033|
|Tender Loaded Weight (lbs / kg)||48,166 / 21,848||108,000 / 48,988||123,650 / 56,087||95,000 / 43,091||87,316 / 39,606|
|Total Engine and Tender Weight (lbs / kg)||90,166 / 40,899||204,760 / 92,878||282,450 / 128,118||259,000 / 117,480||195,416 / 88,639|
|Tender Water Capacity (gals / ML)||5280 / 20||4000 / 15.15||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||11 / 10||12 / 10.90|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||19 / 9.50||45 / 22.50||77 / 38.50||78 / 39||51 / 25.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||42 / 1016||57 / 1448||57 / 1448||57 / 1448||57 / 1448|
|Boiler Pressure (psi / kPa)||125 / 8.60||125 / 8.60||200 / 13.80||200 / 13.80||155 / 10.70|
|High Pressure Cylinders (dia x stroke) (in / mm)||12" x 18" / 305x457||18" x 24" / 457x610||20" x 26" / 508x660||15.5" x 28" / 394x711||18" x 24" / 457x610|
|Low Pressure Cylinders (dia x stroke) (in / mm)||26" x 28" / 660x711|
|Tractive Effort (lbs / kg)||6557 / 2974.21||14,495 / 6574.83||31,018 / 14069.54||29,605 / 13428.62||17,973 / 8152.43|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.15||5.61||4.45||4.73||5.09|
|Firebox Area (sq ft / m2)||64.50 / 5.99||129 / 11.98||138 / 12.83||192 / 17.84||125.70 / 11.68|
|Grate Area (sq ft / m2)||7.99 / 0.74||16.50 / 1.53||44 / 4.09||33.80 / 3.14||16.80 / 1.56|
|Evaporative Heating Surface (sq ft / m2)||393 / 36.51||1139 / 105.82||1900 / 176.58||2154 / 200.11||1574 / 146.28|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||393 / 36.51||1139 / 105.82||1900 / 176.58||2154 / 200.11||1574 / 146.28|
|Evaporative Heating Surface/Cylinder Volume||166.79||161.14||200.98||352.25||222.68|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||999||2063||8800||6760||2604|
|Same as above plus superheater percentage||999||2063||8800||6760||2604|
|Same as above but substitute firebox area for grate area||8063||16,125||27,600||38,400||19,484|