http://www.frisco.org/fmig/newsletters/fmig21/fmig21h.htm is the source for this data. Baldwin's works numbers for this set of straight-boilered Moguls included 8230-31 and 8233 in 1886 and 8777-78, 8782-84, 8786-87, 8790, 8794-95 in 1887.
This class was immediately followed by 20 wagon-top engines; see Locobase 4144.
http://www.frisco.org/fmig/newsletters/fmig21/fmig21h.htm is the source for this data. This batch of 20 followed the 304s (Locobase 4143) , but had a slightly larger firebox created by the adoption of a wagon-top boiler. Works numbers ran nearly consecutively beginning at 9319, 9321-22, 9325-31, followed by 9359, 9364-65, 9368, 9370-74, and ending with 9377.
Most were scrapped in 1915, although a few hung on into the 1920s. 322 and 336 were sold in 1913 to the New Iberia & Northern and became their #41 and #40, respectively. (The Texas-based NI & N was absorbed by the New Orleans, Texas & Mexico Railway in 1916 along with the Iberia, St Mary & Eastern - the two railroads boasted a total of 120.72 miles of tracks.)
The JLC&E was an Arkansas short line built to serve the lumber country in the northeast part of the state. Like most lumber roads, the JLC&E easily earned the following warning in the 1916 specs for the 34-35: "Deck plates of cast steel to overcome trouble of breakage experienced with previous engines. The road is rough and the running gear, frames, springs etc., must be strong."
Finished in 1901, it operated independently until 1924 when the Frisco bought the road. This class of Moguls were part of the spoils and were renumbered 72-74. Ex-33 never went to the Frisco because it was sold to Southern Iron & Equipment in 1925.
The other were retained in service for years. 72 was "dismissed from service" in October 1937 at Chaffee, Missouri. 73-74 carried on through World War Two on the Frisco, but were sold in September 1945 to the Delta Valley & Southern, an Arkansas shortline that connected Delpro to Elkins. They may have served the DV & S only for a short while as the railroad abandoned much of its line in 1947.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
12576-12577 in March; 12580-12584, 12587, 12597, 12604-12605, 12607 in April
13892-13893, 13895-13896, 13898 in January.
This class of Moguls came to the Frisco over a 22-month period. Compared to a class of Baldwin 2-6-0s delivered 4 years earlier, these had more tubes and a bigger boiler overall, but the grate area remained about the same.
Most were "dismissed" from the Frisco in the late 1920s. 346 went to the New Iberia & Northern Railroad in May 1916 as their #42, 345 was sold to the Cassville & Exeter Railway in Cassville, MO in June 1935.
Three years after the JLC&E bought two Moguls (Locobase 6778) for its short-line service, it returned to Baldwin for two superheated variants. There were some bugs in the design. Locobase 8551 cautioned Eddystone that its 1921 Consolidations should have special attention devoted to ash-pan design because the component had warped on these 2-6-0s.
Both were sold off in September 1945, the 74 going to the scrapper (Merritt, Chapman, Scott Corp or Memphis) and 73 to the Delta Valley & Southern Railway.
http://www.frisco.org/fmig/newsletters/fmig21/fmig21h.htm is the source for this data. Larger heating surface than the earlier Frisco Baldwins, but using a smaller grate. The longer wheelbase spread out the greater weight.
By the time these went to the Santa Fe in 1937 (Locobase 804), their boilers had given up 28 tubes, but gained a larger firebox.
http://www.frisco.org/fmig/newsletters/fmig21/fmig21h.htm is the source for this data; see also SL&SF All Time Locomotives diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 15532-15533 in October 1897.
This was a repeat order for the F W & RG with a larger boiler, but still the small grate and smaller cylinders. 361-362 were heavier at 106,500 lb on the drivers and 125,500 lb total engine weight.
Both were "dismissed from service" in July 1932.
http://www.frisco.org/fmig/newsletters/fmig21/fmig21h.htm is the source for this data. Originally ordered for the St Louis, Memphis & Southeastern, these two engines (works # 8410, 8408, respectively) were taken into the Frisco fold in 1907.
Compared to other Frisco moguls, these engines had relatively large grates and a considerable amount of firebox heating surface. They only lasted a few years in Frisco service, going to the ferro-knacker's yard in June 1916 and July 1915, respectively.
|Specifications by Steve Llanso|
|Class||300||304||317||32 / 72||337||34||354||359||363|
|Railroad||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||Jonesboro, Lake City & Eastern (SLSF)||St Louis-San Francisco (Frisco/(SLSF)||Jonesboro, Lake City & Eastern (SLSF)||Fort Worth & Rio Grande (SLSF)||Fort Worth & Rio Grande (SLSF)||St Louis, Memphis & Southeastern (SLSF)|
|Road Numbers||300-303||304-316||217-236 / 317-336||32-33 / 72-73||834-850 / 237-253 / 337-353||34-35/74-75||354-358||359-362||363-364|
|Builder||Rogers||Burnham, Parry, Williams & Co||Burnham, Parry, Williams & Co||Baldwin||Burnham, Williams & Co||Baldwin||Rhode Island||Burnham, Williams & Co||Brooks|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.67||0.66||0.66||0.59||0.65||0.59||0.68||0.68||0.65|
|Overall Wheelbase (engine & tender)||45.79'||45.46'||45.62'||46.04'||45.90'||46.25'||46.17'||47.37'||47.57'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||83375 lbs||76800 lbs||81600 lbs||93000 lbs||81900 lbs||96000 lbs||96000 lbs||99900 lbs||102000 lbs|
|Engine Weight||100975 lbs||92700 lbs||97000 lbs||108800 lbs||106300 lbs||111500 lbs||112000 lbs||117900 lbs||118000 lbs|
|Tender Light Weight||73725 lbs||84600 lbs||84600 lbs||80000 lbs||84600 lbs||80000 lbs||84000 lbs||91000 lbs||87000 lbs|
|Total Engine and Tender Weight||174700 lbs||177300 lbs||181600 lbs||188800 lbs||190900 lbs||191500 lbs||196000 lbs||208900 lbs||205000 lbs|
|Tender Water Capacity||4000 gals||3900 gals||3900 gals||4000 gals||4000 gals||4000 gals||4000 gals||4000 gals||4000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||8 tons||8 tons||6 tons||8 tons||6 tons||10 tons||10 tons||10 tons|
|Minimum weight of rail (calculated) on which locomotive could run||46 lb/yard||43 lb/yard||45 lb/yard||52 lb/yard||46 lb/yard||53 lb/yard||53 lb/yard||56 lb/yard||57 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||150 psi||145 psi||145 psi||180 psi||145 psi||180 psi||145 psi||160 psi||160 psi|
|Cylinders (dia x stroke)||19" x 24"||19" x 24"||19" x 24"||18" x 24"||19" x 24"||18" x 24"||19" x 24"||18" x 24"||19" x 24"|
|Tractive Effort||19552 lbs||18900 lbs||18900 lbs||23795 lbs||18900 lbs||23795 lbs||19415 lbs||19228 lbs||21424 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.26||4.06||4.32||3.91||4.33||4.03||4.94||5.20||4.76|
|Firebox Area||122 sq. ft||122 sq. ft||132 sq. ft||118.90 sq. ft||137 sq. ft||128 sq. ft||120 sq. ft||120 sq. ft||180 sq. ft|
|Grate Area||17 sq. ft||17.25 sq. ft||17.25 sq. ft||20.50 sq. ft||17.10 sq. ft||20.80 sq. ft||17 sq. ft||17 sq. ft||21.70 sq. ft|
|Evaporative Heating Surface||1377 sq. ft||1454 sq. ft||1464 sq. ft||1263 sq. ft||1582 sq. ft||1015 sq. ft||1566 sq. ft||1703 sq. ft||1485 sq. ft|
|Superheating Surface||218 sq. ft|
|Combined Heating Surface||1377 sq. ft||1454 sq. ft||1464 sq. ft||1263 sq. ft||1582 sq. ft||1233 sq. ft||1566 sq. ft||1703 sq. ft||1485 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||174.84||184.62||185.89||178.68||200.87||143.59||198.84||240.93||188.55|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2550||2501||2501||3690||2480||3744||2465||2720||3472|
|Same as above plus superheater percentage||2550||2501||2501||3690||2480||4418||2465||2720||3472|
|Same as above but substitute firebox area for grate area||18300||17690||19140||21402||19865||27187||17400||19200||28800|