Although based on a widely used plantation Mogul often operated on the metre gauge or larger, the 15 had to be adapted to the narrower spread of the 3-foot layout used by this Waukegon, Texas logger for its tram road. This meant a narrower, hence smaller grate, but deeper firebox that could burn either coal or wood; its heating surface area was slightly larger as a result.
The specs say emphatically that the "old" rail weight is 35 lb/yard (17.5 kg/metre) and that the "weight of engine must not overrun specification. Investigate weight and if specified weight is too great for 35 lb. rails, it must be reduced." Note that because it was a logging road and not a common carrier, the KMC could specify the dangerously antiquated link-and-pin couplers that had been banned from common carriers for decades.
The K & M was a short line that connected Corning, Ohio with Gauley, West Virginia (42 miles) through Charleston (1892), several hundred miles south of Michigan. When the Kanawha & Michigan was taken over by the Toledo & Ohio Central in 1903, this class was redesignated M-1 and renumbered 600-609. All were sold off before the New York Central took control. (The New York Central didn't run Baldwin engines, you understand ...)
Such handy and relatively new packages of motive power didn't head to the ferro-knacker's once the T & OC was through with them, however. 15670 (606, ex-546, ex-287) was sold to Ashland Coal & Iron in Kentucky in October 1912.
17056 (546, ex-285) went to the 10-mile-long (16 km) Malvern & Freeo Valley logging railroad in Arkansas as their #8.
17068 (607, ex-547, ex-286) and 19128 (602, ex-542, ex-281) stayed close to home on the Kanawha & West Virginia -- which ran 33 1/2 miles up the Elk River from the Charleston junction with the K&M to Blakely -- with road numbers 4 and 5; the former arrived in 1906, the latter in 1917.
19017 (600, ex-541, ex-280) arrived on the Marion & Eastern, a 5 1/2 mile line in Illinois, in 1916 as their #3.
Ex-542 (ex-279) was sold to the South Dakota Central, which sold it to the Watertown & Sioux Falls in 1916. W & SF #13 came onto the Great Northern in 1922 and was scrapped in 1926.
Eventually works numbers 15670 (134) , 17055 (133), and 19151 (132) wound up on the Canadian Northern while the 19129 (603, ex-543, ex-282) went well east to the Halifax & Southwestern on Nova Scotia (then under Canadian Northern control) in 1924. The CNor locomotives were renumbered 487-489.
|Specifications by Steve Llanso of Sweat House Media|
|Class||15||279 / M-1 / D-13-a|
|Railroad||Keystone Mills||Kanawha & Michigan|
|Number in Class||1||11|
|Road Numbers||15||279-289 / 540-550 /|
|Builder||Baldwin||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||9.67||15.17|
|Engine Wheelbase (ft)||15.92||23.25|
|Ratio of driving wheelbase to overall engine wheebase||0.61||0.65|
|Overall Wheelbase (engine & tender) (ft)||35.58||48.75|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||49,000||93,395|
|Engine Weight (lbs)||58,000||113,695|
|Tender Loaded Weight (lbs)||44,000||70,000|
|Total Engine and Tender Weight (lbs)||102,000||183,695|
|Tender Water Capacity (gals)||2200||3500|
|Tender Fuel Capacity (oil/coal) (gals/tons)||11|
|Minimum weight of rail (calculated) (lb/yd)||27||52|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||42||57|
|Boiler Pressure (psi)||160||180|
|High Pressure Cylinders (dia x stroke) (in)||14" x 18"||17.5" x 24"|
|Tractive Effort (lbs)||11,424||19,729|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.29||4.73|
|Firebox Area (sq ft)||71||117.50|
|Grate Area (sq ft)||12.50||17|
|Evaporative Heating Surface (sq ft)||669||1588|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||669||1588|
|Evaporative Heating Surface/Cylinder Volume||208.60||237.68|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2000||3060|
|Same as above plus superheater percentage||2000||3060|
|Same as above but substitute firebox area for grate area||11,360||21,150|