Once the IC had built 14 Moguls (Locobase 6968) to this basic design, it tweaked the design slightly (2 fewer boiler tubes, e.g.) and produced another dozen in 1887-1888.
These home-built Moguls were relatively small for the wheel arrangement at the time they were delivered. They hit the road in small batches from 1880-1885. The numbering is retrospective and was applied after 1890.
Small Baldwin Moguls with an uncommon cylinder diameter. They were sold to the Chesapeake, Ohio & Southwestern in January 1882. By 1893, the CO & SW had grown into Collis Huntington's fragile, but threatening, 700-mile system that connected Louisville, Kentucky to Memphis, Tenn and beyond. In November 1893, Huntington and the Louisville & Nashville reached an agreement in which the L & N would gain control of the whole system.
"Friends of the Louisville & Nashville", reported the New York Times on 3 November 1893 (p. 9), "regard this purchase as decidedly advantageous to that company. Besides converting a competing system into a series of valuable feeders, the transaction will give the Louisville & Nashville very desirable terminals in Memphis and will bring another road into the Union Station in Louisville."
The L & N's proposed elimination of competitive traffic was a bone of contention that stuck in the throats of Kentucky regulators and they blocked the sale (an action upheld by the US Supreme Court in 1896). The other party to the deal - the Illinois Central, to whom the L & N had given $5 million in bonds -- was not so objectionable a suitor and, according to the 1893 article saw "...the advantage to the Illinois Central is in the increased facilities it will give that road for its Memphis traffic."
In December 1894, the IC reorganized the C O & SW and took possession of it as part of the IC system.
Compared to the IC's own Moguls of the same year, these had smaller boilers with lower pressure.
Of approximately the same vintage as those built in the IC's own shops (Locobase 6968), these engines had slightly smaller boilers.
This single Mogul seems to have been the first of a run of 2-6-0s built by Brooks for the IC. In all of them, the grate stayed the same as did the boiler's essential dimensions. What differed was the number of tubes.
The last in a series of Brooks Mogul batches delivered to the IC, these maintained the basic design, only adding a few sq ft of heating surface through a slightly larger firebox.
Following on from the Brooks Moguls of the previous year (Locobase 7019), this class had 19 more tubes and put about 3 1/2 more tons on the drivers. The last four redistributed the weight among truck and drivers, the truck bearing 1,000 lb less while the adhesion weight rose to 85,900 lb.
This New York builder seems to have used the boiler design of the recent batches of Brooks engines and grafted on a larger grate. At the same time, the wheelbases all shrank because the firebox now rode over the rear two driving axles.
Seven of these were later rebuilt as 2-6-4T commuter tank locomotives; see Locobase 6978.
Locobase is intrigued by the narrow range of power and surface areas among the IC's Moguls and Ten-wheelers and how many variations of wheelbase, tube length, grate area there came to be within these small limits. In this case, Pittsburgh increased the cylinder diameter by an inch and the boiler pressure by 15 psi. Grate area grew by almost a third while the boiler's heating surface remained about the same.
Through a quirk of the IC's renumbering exercise sometime after 1890, these two ancient Moguls earned two of the highest engine numbers. The only higher Mogul number was given to an 1866 Rogers engine shown in Locobase 7027.
2040 (last number 1896) was scrapped in December 1909 while 1895 lasted until May 1914.
Although this Mogul was delivered to the Maryland & Pennsylvania as their #26, it was almost immediately sold to the C & IW. The C & IW was an industrial railroad operating out of Chicago. Although the railroad was later bought by the Illinois Central, that purchase had little effect on the 201's operations, which it continued until 1935.
This large class of Moguls showed classic late-19th Century form. The capped domes sat closely spaced over the first two driving axles. The firebox rode over the rear driving axle and well within a large cab that had three windows per side. Arch tubes accounted for 15.8 sq ft of the firebox heating surface.
Rogers delivered 401-423 in 1892, followed by 425-450 in 1893, 451-470 in 1895. Brooks took over in 1895 with 471-485, 485-506 in 1896, and 512-519 in 1897. Rogers supplied 507-511 in 1897.
As the IC was taking delivery of Moguls from Brooks, Schenectady, and Baldwin, it also contracted with this small builder to supply ten of its own (works #1788-1797). The locomotives had long wheelbases because the deep firebox sat between the last two driving axles and the front drivers turned just behind the cylinders.
A quintet of stubby Moguls, these were bigger and more powerful than those supplied by Brooks in 1891 (Locobase 7021). They were soon sold to the Yazoo & Mississippi Valley.
Following 3 years after the last of the large Mogul class described in Locobase 6966, the Rogers engines delivered in 1900 were substantially larger. The firebox was not proportionately bigger, but the boiler and cylinder volume were both much larger. 15 sq ft of arch tubes contributed to the firebox heating surface.
Deliveries came from a variety of builders. Rogers delivered 551-552 in 1900 and Brooks 553-564 in the same year. Pittsburgh supplied 541-550 and 565-584 in 1901, Baldwin completed the class with 585-598 in 1902 (works numbers were 19933-19934 in December 1901 and 19961-19962, 19976-19982 in January 1902.
Such a useful mixed-traffic design couldn't go unsuperheated for ever; see Locobase 6969.
This was a relatively tidy upgrade -- very little total heating surface was sacrificed and an useful amount of superheat added to the locomotive's power. Unlike some modifications in which the superheater's power was seen as an opportunity to drop boiler pressure, these Moguls kept their boiler pressure at the saturated-steam level. As with the saturated-steam engines, 15 sq ft of arch tubes contributed to the firebox heating surface.
A somewhat larger set of home-built Moguls compared to those produced a few years earlier (Locobase 7017). The firebox rode between the rear two driving axles. The prototype appeared in 1884, 1701-1710 came 2 years later and the last 3 were delivered the year after that.
The highest-numbered Mogul in the IC's late-19th-Century renumbering was the oldest one. This example dates back to the earliest days of the wheel arrangement. For its time, 1899 had a relatively large amount of heating surface and boiler pressure was respectable as well.
Manuel C Conde brokered the sale of this tiny plantation Mogul. The Calipam sugar mill was (and is) located in Coxcatlan in Puebla State.
The data refers to a middle batch in this long-running class of Vicksburg, Shreveport & Western Moguls. The first of the twelve arrived in 1898 as 332. These had boilers pressed to 160 psi. The 1903 group had 180-psi boilers, while 338-340 had 200 psi. The last engines were heavier still, but reverted to 180 psi working pressure.
All were eventually assigned to switcher service and were sold off in the late 1920s.
Juan Pedro Baro was the planter-owner of this sugar-plantation Mogul based in Matanzas. Note the odd gauge.
Locobase 12301 and 12570 show identical Moguls delivered to other sugar plantation railroads.
|Specifications by Steve Llanso|
|Class||1714||1726||18 / 598 / 1798||1801||1821||1822||1827||1855||1879||194 / 895 / 1895||201||401||413 / 1869||517||541||541 - s||600||8 / 1899||Angela||C3||Fifille||Maria|
|Railroad||Illinois Central (IC)||Illinois Central (IC)||Paducah & Elizabethtown (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Chicago & Illinois Western (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Chicago & Texas (IC)||Ingenio Calipam||Vicksburg, Shreveport & Pacific (IC)||Ingenio Conchita||Ingenio Conchita|
|Road Numbers||1714-1725||1726-54||18-19 / 598, 799 / 1798-99||1801-1820||1821||1822-1826||1827-1854||1855-1868||1879-1884||1895-1896||201||401-519||413-422 / 1869-1878||517-521||541-598||541-598||600, 1701-1713||8 / 1899||302-304 / 332-343||6||5|
|Builder||IC||IC||Burnham, Parry, Williams & Co||Brooks||Brooks||Brooks||Brooks||Schenectady||Pittsburgh||Rogers||Burnham, Williams & Co||several||Hinkley||Brooks||several||IC||IC||Rogers||Baldwin||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.68||0.68||0.68||0.67||0.67||0.67||0.67||0.63||0.63||0.66||0.62||0.65||0.68||0.65||0.63||0.63||0.68||0.64||0.67||0.59||0.54||0.54|
|Overall Wheelbase (engine & tender)||44.98'||44.81'||44.44'||44.23'||43.73'||44.23'||44.23'||45.71'||44.48'||42.40'||48.92'||46.42'||46.64'||46.42'||55.87'||56.37'||44.92'||45'||29.83'||50.92'|
|Axle Loading (Maximum Weight per Axle)||7000 lbs|
|Weight on Drivers||80000 lbs||68000 lbs||65900 lbs||77900 lbs||78200 lbs||88000 lbs||84000 lbs||87100 lbs||96200 lbs||64200 lbs||148000 lbs||106400 lbs||85000 lbs||106400 lbs||151532 lbs||155450 lbs||82000 lbs||65000 lbs||21000 lbs||91500 lbs||35000 lbs||35000 lbs|
|Engine Weight||95900 lbs||86000 lbs||79400 lbs||92900 lbs||92200 lbs||103800 lbs||100000 lbs||100400 lbs||115000 lbs||78100 lbs||126000 lbs||100000 lbs||126000 lbs||173232 lbs||177750 lbs||100000 lbs||80000 lbs||24000 lbs||111000 lbs||42000 lbs||42000 lbs|
|Tender Light Weight||80000 lbs||80000 lbs||67000 lbs||62100 lbs||62100 lbs||61100 lbs||61100 lbs||73600 lbs||80000 lbs||32250 lbs||120000 lbs||80000 lbs||80000 lbs||80000 lbs||147600 lbs||147600 lbs||80000 lbs||80000 lbs||25000 lbs||113900 lbs||21000 lbs||21000 lbs|
|Total Engine and Tender Weight||175900 lbs||166000 lbs||146400 lbs||155000 lbs||154300 lbs||164900 lbs||161100 lbs||174000 lbs||195000 lbs||110350 lbs||206000 lbs||180000 lbs||206000 lbs||320832 lbs||325350 lbs||180000 lbs||160000 lbs||49000 lbs||224900 lbs||63000 lbs||63000 lbs|
|Tender Water Capacity||3850 gals||3850 gals||3500 gals||3000 gals||3000 gals||3000 gals||3000 gals||3400 gals||3000 gals||2000 gals||6000 gals||3850 gals||3850 gals||3850 gals||7000 gals||7000 gals||3850 gals||2500 gals||1000 gals||5500 gals||1000 gals||1000 gals|
|Tender Fuel Capacity (oil/coal)||7.5 tons||7.5 tons||6 tons||5 tons||5 tons||5 tons||5 tons||7 tons||7 tons||5 tons||10 tons||7.5 tons||7.5 tons||7.5 tons||15 tons||15 tons||7.5 tons||6 tons||tons||11 tons||tons||tons|
|Minimum weight of rail (calculated) on which locomotive could run||44 lb/yard||38 lb/yard||37 lb/yard||43 lb/yard||43 lb/yard||49 lb/yard||47 lb/yard||48 lb/yard||53 lb/yard||36 lb/yard||82 lb/yard||59 lb/yard||47 lb/yard||59 lb/yard||84 lb/yard||86 lb/yard||46 lb/yard||36 lb/yard||12 lb/yard||51 lb/yard||19 lb/yard||19 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||150 psi||150 psi||130 psi||150 psi||150 psi||150 psi||150 psi||150 psi||165 psi||135 psi||185 psi||165 psi||150 psi||165 psi||200 psi||200 psi||150 psi||135 psi||150 psi||180 psi||140 psi||150 psi|
|Cylinders (dia x stroke)||18" x 24"||18" x 24"||17.5" x 24"||18" x 24"||18" x 24"||18" x 24"||18" x 24"||18" x 24"||19" x 24"||16" x 24"||20" x 26"||19" x 26"||18" x 24"||19" x 26"||20" x 28"||20" x 28"||20" x 24"||17" x 24"||9" x 14"||19" x 24"||12" x 16"||12" x 16"|
|Tractive Effort||17548 lbs||17548 lbs||14249 lbs||17548 lbs||17548 lbs||17548 lbs||17548 lbs||17548 lbs||21699 lbs||12478 lbs||28691 lbs||23299 lbs||17548 lbs||23299 lbs||30222 lbs||30222 lbs||21664 lbs||13723 lbs||5164 lbs||24323 lbs||7616 lbs||8160 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.56||3.88||4.62||4.44||4.46||5.01||4.79||4.96||4.43||5.15||5.16||4.57||4.84||4.57||5.01||5.14||3.79||4.74||4.07||3.76||4.60||4.29|
|Firebox Area||130.30 sq. ft||103.60 sq. ft||92 sq. ft||130.60 sq. ft||102 sq. ft||121.60 sq. ft||121.60 sq. ft||131.80 sq. ft||127 sq. ft||84 sq. ft||167.80 sq. ft||188.90 sq. ft||129.33 sq. ft||173.10 sq. ft||211 sq. ft||211 sq. ft||126.10 sq. ft||90 sq. ft||41 sq. ft||126 sq. ft||47.31 sq. ft||47.31 sq. ft|
|Grate Area||17 sq. ft||15.50 sq. ft||15.30 sq. ft||16.93 sq. ft||16.93 sq. ft||16.93 sq. ft||16.93 sq. ft||29 sq. ft||22.83 sq. ft||14.37 sq. ft||31.50 sq. ft||26.40 sq. ft||17.50 sq. ft||26.40 sq. ft||32.70 sq. ft||32.70 sq. ft||17 sq. ft||13.98 sq. ft||8.34 sq. ft||16.88 sq. ft||7.40 sq. ft||8 sq. ft|
|Evaporative Heating Surface||1362 sq. ft||1175 sq. ft||1093 sq. ft||1317 sq. ft||1111 sq. ft||1416 sq. ft||1406 sq. ft||1412 sq. ft||1429 sq. ft||895 sq. ft||2073 sq. ft||1548 sq. ft||1454 sq. ft||1548 sq. ft||2413 sq. ft||1975 sq. ft||1365 sq. ft||977 sq. ft||253 sq. ft||1435 sq. ft||432 sq. ft||432 sq. ft|
|Superheating Surface||400 sq. ft|
|Combined Heating Surface||1362 sq. ft||1175 sq. ft||1093 sq. ft||1317 sq. ft||1111 sq. ft||1416 sq. ft||1406 sq. ft||1412 sq. ft||1429 sq. ft||895 sq. ft||2073 sq. ft||1548 sq. ft||1454 sq. ft||1548 sq. ft||2413 sq. ft||2375 sq. ft||1365 sq. ft||977 sq. ft||253 sq. ft||1435 sq. ft||432 sq. ft||432 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||192.68||166.23||163.59||186.32||157.17||200.32||198.91||199.76||181.44||160.25||219.28||181.43||205.70||181.43||237.01||193.99||156.42||154.96||245.43||182.20||206.26||206.26|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2550||2325||1989||2540||2540||2540||2540||4350||3767||1940||5828||4356||2625||4356||6540||6540||2550||1887||1251||3038||1036||1200|
|Same as above plus superheater percentage||2550||2325||1989||2540||2540||2540||2540||4350||3767||1940||5828||4356||2625||4356||6540||7652||2550||1887||1251||3038||1036||1200|
|Same as above but substitute firebox area for grate area||19545||15540||11960||19590||15300||18240||18240||19770||20955||11340||31043||31169||19400||28562||42200||49374||18915||12150||6150||22680||6623||7097|