Ten more "Mountains" (road numbers 1511 through 1520) came in 1923. They were designated Class M-78 and were equipped with boosters which increased their tractive effort to 78,967 pounds. They were identical to the Class M-67 locomotives except for the boosters and an increase in total weight of 7,200 pounds. A second batch of ten Class M-67s (road numbers 1521 through 1530) came from ALCO in 1923 and were similar to the 1922 Class M-67s except for an increase of 1,600 lbs in total weight.
A final ten (road numbers 1600 through 1609) came from the Baldwin Locomotive Works in 1926 and were designated as Class M-75. These M-75s had three 25" dia. x 30" stroke cylinders, 67" dia. drivers, a boiler pressure of 210 psi, a tractive effort of 74,970 lbs and weighed 419,300 pounds. All forty of these D&RGW "Mountains" were dismantled between 1948 and 1955.
|Class||Road Number||Year Built||Builder|
Locobase doesn't know for sure, but believes this, like Locobase 6820, is a proposal submitted to the D&RGW in the 1920s in response to an inquiry about a narrow-gauge Mountain engine; Neither was built, probably because the railway was phasing out narrow-gauge operations.
Locobase doesn't know for sure, but believes this is a proposal submitted to the D&RGW in the 1920s in response to an inquiry about a narrow-gauge Mountain engine; Locobase 6822 shows a smaller version. Neither was built, probably because the railway was phasing out narrow-gauge operations. This design compares well to other narrow-gauge Mountain designs in Locobase (most of which were sized to the Cape Gauge of 42"). It has a lot of boiler for the cylinder volume, a useful degree of superheat, and reasonably tall drivers
64696 in June 1923.
When built, firebox heating surface totallled 368 sq ft (34.2 sq m) , and included 33 sq ft (3.05 sq m) of arch tubes.. As later modified, the fhs now included the combustion chamber (63 sq ft/5.85 sq m) and 92 sq ft (8.55 sq m) of thermic syphons in both the firebox proper and in the combustion chamber.
First Mountains built for the Rio Grande, these engines came in three batches, all running on unusually small 63" drivers. 1501-1510 and 1521-1530 were identical; 1511-1520 had a booster engine mounted on the trailing truck and were designated M-78; these ran Grand Junction to Denver.
These dual-service locomotives used three cylinders. Drury (1993) comments: "Their construction by Baldwin is something of a curiosity. They constitute five-sixths of Baldwin's three-cylinder production; and Brooks, which had built D&RGW's two-cylinder Mountains, was the chief advocate of three-cylinder power."
As delivered, the firebox had a combustion chamber offering 120 sq ft (11.15 sq m) of heating surface area, 25 sq ft (2.3 sq m) in arch tubes, and 85.5 sq ft (7.95 sq m) of Nicholson thermic syphons in the firebox only. (The two syphons and three arch tubes supported the brick arch.) Locobase notes the big-tube layout that included 2 1/4" tubes and more than five dozen 5 1/2" flues.
The first five engines had Worthington #4 feed water heaters; the last five were fitted with Elescos.. Each of the cylinders was supplied through a 12" (305 mm) piston valve.
The railway would later modify the firebox by deleting the arch tubes and increasing the thermic syphon area to 96 sq ft (8.9 sq m). At that point, the combustion chamber accounted for 100 sq ft (9.3 sq m) of direct heating surface, which now totalled 498 sq ft (46.25 sq m). Also, the boiler gained three heating tubes and somehow added 75 sq ft of superheater area even though the flue count and length remained the same. (Perhaps the elements themselves had slightly greater diameters or lengths within the flues.)
Using three cylinders on a locomotive burning low-calorie, semi-bituminous Rosebud coal seems an odd choice. Even though each cylinder was smaller the total cylinder volume was greater than a comparable two-cylinder locomotive. Apparently the firebox and boiler were big enough and the railway was apparently satisfied enough to maintain the design's three-cylinder layout until retirement in the late 1940s.
1601 was dismantled in December 1941 for some reason; the next to go was 1604 in March 1948 and the last was 1607 in November 1949.
|Specifications by Steve Llanso of Sweat House Media|
|Class||14-34 1/4 E||14-36 1/4 E||M-67||M-75|
|Railroad||Denver & Rio Grande Western (D&RGW)||Denver & Rio Grande Western (D&RGW)||Denver & Rio Grande Western (D&RGW)||Denver & Rio Grande Western (D&RGW)|
|Number in Class||30||10|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13 / 3.96||13.75 / 4.19||17.25 / 5.26||18.25 / 5.56|
|Engine Wheelbase (ft / m)||31.17 / 9.50||31.92 / 9.73||39.83 / 12.14||41.50 / 12.65|
|Ratio of driving wheelbase to overall engine wheebase||0.42||0.43||0.43||0.44|
|Overall Wheelbase (engine & tender) (ft / m)||60.25 / 18.36||61.17 / 18.64||82.23 / 25.06||86.41 / 26.34|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||64,500 / 29,257||73,130|
|Weight on Drivers (lbs / kg)||138,000 / 62,596||142,000 / 64,410||257,500 / 116,800||290,530 / 131,782|
|Engine Weight (lbs / kg)||181,000 / 82,100||199,000 / 90,265||377,000 / 171,005||419,310 / 190,196|
|Tender Loaded Weight (lbs / kg)||106,000 / 48,081||106,000 / 48,081||277,600 / 125,917||291,000|
|Total Engine and Tender Weight (lbs / kg)||287,000 / 130,181||305,000 / 138,346||654,600 / 296,922||710,310|
|Tender Water Capacity (gals / ML)||5000 / 18.94||5000 / 18.94||14,000 / 53.03||15,000 / 56.82|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||8 / 7.30||8 / 7.30||25 / 22.70||25 / 22.70|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||58 / 29||59 / 29.50||107 / 53.50||121 / 60.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||44 / 1118||48 / 1219||67 / 1702||67 / 1702|
|Boiler Pressure (psi / kPa)||190 / 13.10||190 / 13.10||210 / 14.50||210 / 14.50|
|High Pressure Cylinders (dia x stroke) (in / mm)||20" x 24" / 508x610||21" x 24" / 533x610||28" x 30" / 711x762||25" x 30" / 635x762 (3)|
|Tractive Effort (lbs / kg)||35,236 / 15982.80||35,611 / 16152.90||62,661 / 28422.59||74,930 / 33987.72|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.92||3.99||4.11||3.88|
|Firebox Area (sq ft / m2)||144 / 13.38||154 / 14.31||425 / 39.50||512 / 47.58|
|Grate Area (sq ft / m2)||40.20 / 3.74||42.70 / 3.97||80.20 / 7.45||95 / 8.83|
|Evaporative Heating Surface (sq ft / m2)||2155 / 200.28||2495 / 231.88||4667 / 433.74||5094 / 473.33|
|Superheating Surface (sq ft / m2)||505 / 46.93||707 / 65.71||1333 / 123.88||1495 / 138.94|
|Combined Heating Surface (sq ft / m2)||2660 / 247.21||3202 / 297.59||6000 / 557.62||6589 / 612.27|
|Evaporative Heating Surface/Cylinder Volume||246.94||259.33||218.29||199.25|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||7638||8113||16,842||19,950|
|Same as above plus superheater percentage||9089||9898||20,547||24,539|
|Same as above but substitute firebox area for grate area||32,558||35,697||108,885||132,250|