Only the first four of these rather large Moguls ever actually rolled on the DS & S. The other six went directly to the Lehigh Valley in 1894; see Locobase 12102. The design was rather powerful as Moguls went in the early 1890s, putting down a considerable amount of adhesive weight on three axles.
When the Lehigh Valley took possession of this quartet along with the DS & S itself in 1905, it placed them in their own H-9 1/2 class. 1905-1907 were scrapped in May 1923; for some reason, 1904 lasted another 5 years before going to the ferro-knacker in March 1928.
Locobase takes the Baldwin specification as its guide in grouping the eight DS&S Moguls in this entry and crediting them with 19" cylinders. It is possible, however, that several were delivered with 18" cylinders, as shown in Gene Connelly's Baldwin listing. Also, the compiler could find no direct confirmation that these were camelbacks, but grates measuring 80" in width certainly suggest as much.
The DS&S was a coal road built by the Coxe Brothers Company that followed its own valley west from Drifton and south of Hazleton, Pa. It opened in 1891 after the Coxe family won a judgement against the Lehigh Valley Railroad for discriminatory rates. Although only 60 miles (97 km) long, its coal mines generate so much anthracite that it found ready connections to all of the other major coal roads..
All were taken into the Lehigh Valley in 1905, given two class names, and renumbered. All were scrapped between July 1912 and August 1915.
Although the Delaware, Susquehanna & Schulkill ordered 10 of these Moguls, only the first 4 went to the DS & S. The other six were directed to the Lehigh Valley. On both roads they represented considerable power in a 2-6-0.
Over time the class gradually divided into two groups. 700, 702-704 were grouped as H-9 and assigned 1900-1903 upon the merger with the DS&S. 701 and 705 fell into class H-8 for some reason. They would ultimately bear numbers 1840-1841, then 1940-1941.
Of the two classes, 1901 was scrapped much earlier than any of the others, being dismantled in March 1917, perhaps after an accident. 1900, 1903, and 1841 were scrapped in June 1923, 1840 in May 1929, and 1902 in January 1930.
|Specifications by Steve Llanso of Sweat House Media|
|Class||18 / H-9 1/2||4 / H-1, H-2||H-9|
|Railroad||Delaware, Susquehanna & Schuylkill (LV)||Delaware, Susquehanna & Schuylkill (LV)||Lehigh Valley (LV)|
|Number in Class||4||8||6|
|Road Numbers||18-21 / 1904-1907||4-11 / 1702-1709||661-666/700-705|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||14||12.33||14|
|Engine Wheelbase (ft)||22.42||19.67||22.42|
|Ratio of driving wheelbase to overall engine wheebase||0.62||0.63||0.62|
|Overall Wheelbase (engine & tender) (ft)|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||131,000||85,000||131,000|
|Engine Weight (lbs)||148,000||98,000||148,000|
|Tender Loaded Weight (lbs)||90,000|
|Total Engine and Tender Weight (lbs)||238,000|
|Tender Water Capacity (gals)||4000||3000||4000|
|Tender Fuel Capacity (oil/coal) (gals/tons)|
|Minimum weight of rail (calculated) (lb/yd)||73||47||73|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||62||56||62|
|Boiler Pressure (psi)||160||130||160|
|High Pressure Cylinders (dia x stroke) (in)||22" x 28"||19" x 24"||22" x 28"|
|Tractive Effort (lbs)||29,727||17,096||29,727|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.41||4.97||4.41|
|Firebox Area (sq ft)||193.70||131.75||193.70|
|Grate Area (sq ft)||38.50||60||38.50|
|Evaporative Heating Surface (sq ft)||2084||1392||2084|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||2084||1392||2084|
|Evaporative Heating Surface/Cylinder Volume||169.17||176.74||169.17|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6160||7800||6160|
|Same as above plus superheater percentage||6160||7800||6160|
|Same as above but substitute firebox area for grate area||30,992||17,128||30,992|