Railroad Gazette (23 Sep 1898). B Rumary's summary of Richmond production, supplied by Allen Stanley in March 2004, shows this to have been works #2715. It was later rebuilt as a simple-expansion locomotive with 19"x28" cylinders.
The order, which appears to have been a repeat of the Rhode Island D1 design, came in two batches. According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 1920-1931 (August 1888) and 1932-1938 (October 1888). The second batch began arriving in 1891. 2130 (September 1891) arrived as road #123. 2131-2142 (October 1891), 2143-2149 (November 1891), and 2150-2154 (December 1891) fleshed out the Mogul stud as 124-147.
Almost immediately after the 1891 deliveries, the C, St P & KC was merged with the Chicgo Great Western in 1892
Some D2s had 19" cylinders; in 1917 these were 101,104,118, 125-127, 130, & 143.
It seems rather late in the day for the CGW to have been buying saturated-steam Moguls, but it appears that a subsidiary -- St P, B & T -- was the purchaser. The firebox heating surface included 14 sq ft of arch tubes. All but one (14) was superheated in the late 1920s; see Locobase 6120.
When the CGW superheated the D3 Moguls, the designer somehow retained a surprising amount of heating surface when most such transformations resulted in a net loss of EHS.
Railroad Gazette (23 Sep 1898) observes that the design is perhaps "very much 'over-cylindered'" but contends that new pneumatic sanders will allow the engines to take advantage of all that power. The tonnage specification called for a trailing load of 890 tons at any speed and any grade up to 1%. Steeper grades would be conquered with liberal use of the sander. Mr Lyon reported to the RG a 31 August 1898 performance in which the simple-expansion engine moved 900 tons up a 5-mile-long 1% ascent without working to its maximum. Rail conditions were good although the drivers slipped on the curves.
Given that very few other locomotives offered this much tractive effort at this weight and that CGW had few compounds or Moguls, this experiment must ultimately have been unsatisfying.
| Specifications | ||||||
|---|---|---|---|---|---|---|
| Class | D1 | D2 | D3 | D3s | D4 | |
| Locobase ID | 3279 | 4160 | 4161 | 6119 | 6120 | 3280 |
| Railroad | Chicago Great Western (CGW) | Chicago Great Western (CGW) | Chicago, St. Paul, & Kansas City (CGW) | Chicago Great Western (CGW) | Chicago Great Western (CGW) | Chicago Great Western (CGW) |
| Whyte | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 |
| Road Numbers | 106, 107 | 87-105, 123-147 | 12-16 | 12-13, 15-16 | 150 | |
| Gauge | Std | Std | Std | Std | Std | Std |
| Builder | Richmond | Rhode Island | Cooke | Alco | Alco | Richmond |
| Year | 1898 | 1888 | 1888 | 1914 | 1928 | 1898 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Baker | Stephenson |
| Locomotive Length and Weight | ||||||
| Driver Wheelbase | 15' | 15.25' | 15.25' | 11' | 11' | 15' |
| Engine Wheelbase | 23.09' | 22.75' | 22.75' | 20.33' | 20.33' | 23.09' |
| Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.67 | 0.67 | 0.54 | 0.54 | 0.65 |
| Overall Wheelbase (engine & tender) | 48' | 48' | 45.20' | 59.36' | 59.36' | 48' |
| Axle Loading (Maximum Weight per Axle) | ||||||
| Weight on Drivers | 100000 lbs | 87000 lbs | 87000 lbs | 142000 lbs | 142000 lbs | 100000 lbs |
| Engine Weight | 120000 lbs | 102000 lbs | 102000 lbs | 154000 lbs | 154000 lbs | 120000 lbs |
| Tender Light Weight | 74000 lbs | 73350 lbs | 73350 lbs | 112000 lbs | 112000 lbs | 74000 lbs |
| Total Engine and Tender Weight | 194000 lbs | 175350 lbs | 175350 lbs | 266000 lbs | 266000 lbs | 194000 lbs |
| Tender Water Capacity | 5000 gals | 3000 gals | 3000 gals | 8000 gals | 8000 gals | 5000 gals |
| Tender Fuel Capacity (oil/coal) | 8 tons | 8 tons | 13 tons | 13 tons | 10 tons | |
| Minimum weight per yard of rail on which locomotive could run | 56 lb rail | 48 lb rail | 48.33 lb rail | 79 lb rail | 79 lb rail | 56 lb rail |
| Geometry Relating to Tractive Effort | ||||||
| Driver Diameter | 60" | 55" | 55" | 51" | 51" | 60" |
| Boiler Pressure | 200 psi | 145 psi | 145 psi | 180 psi | 180 psi | 200 psi |
| Cylinders (dia x stroke) | 21" x 28" (1) | 18" x 24" | 18" x 24" | 21" x 26" | 21" x 26" | 19" x 28" |
| Low Pressure Cylinders (dia x stroke) | 33" x 28" | " x " | " x " | " x " | " x " | " x " |
| Tractive Effort | 24902 lbs | 17425 lbs | 17425 lbs | 34398 lbs | 34398 lbs | 28639 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.02 | 4.99 | 4.99 | 4.13 | 4.13 | 3.49 |
| Heating Ability | ||||||
| Firebox Area | 153.56 sq. ft | 136.31 sq. ft | 130.94 sq. ft | 134 sq. ft | 134 sq. ft | 153.56 sq. ft |
| Grate Area | 28 sq. ft | 18.40 sq. ft | 18.40 sq. ft | 28.10 sq. ft | 28.10 sq. ft | 28 sq. ft |
| Evaporative Heating Surface | 1838 | 1237 | 1155 | 1892 | 1719 | 1838 |
| Superheating Surface | 403 | |||||
| Combined Heating Surface | 1838 | 1237 | 1155 | 1892 | 2122 | 1838 |
| Evaporative Heating Surface/Cylinder Volume | 327.49 | 175.00 | 163.40 | 181.52 | 164.93 | 200.03 |
| Computations Relating to Power Output (More Information) | ||||||
| Robert LeMassena's Power Computation | 5600 | 2668 | 2668 | 5058 | 5058 | 5600 |
| Same as above plus superheater percentage | 5600 | 2668 | 2668 | 5058 | 6019 | 5600 |
| Same as above but substitute firebox area for grate area | 30712 | 19765 | 18986.30 | 24120 | 28703 | 30712 |
| Power L1 | 3760 | 3608 | 3402.93 | 3761 | 8831 | 5672 |
| Power MT | 248.68 | 274.29 | 258.70 | 175.17 | 411.32 | 375.14 |
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