Delaware & Hudson 2-6-0 "Mogul" Type Locomotives

Class A / C-1k (Locobase 1157)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Twelve engines that were similar to the A-1s of a year before (Locobase 1156) , but putting significantly more weight on taller drivers. Retired in three batches: 3 sold out in 1917-1918, 2 in 1925, and 3 that had been converted to oil burning in 1926.

Class A-1 / C-1 (Locobase 1156)

Data from D&HCCo 1901 & D&H 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Scranton's favorite builder supplied this large Mogul class (as it did most D & H engines of the time) over a relatively short production run that followed the even more numerous B class (Locobase 8378). Builder's batches included 691-693 & 720-723 (1889); 740-752, 755-756, 790-799 (1890) 806-818 (1891)

Two -- 63 and 65 were converted to oil burners in 1912 for operation in the Adirondack Forest on the Chateaugay Branch. They stayed in service until 1925 and 1931, respectively.

Class B (Locobase 8378)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Boiler pressure is an estimate.

This large class of Moguls all came from the Scranton, Pa builder that operated in the heart of D & H territory and supplied many of the road's locomotives. The first two -- works #177-178 -- were delivered in 1876, but most of the rest were produced in 1880-1888. It's likely that the boiler pressure rose to 160 psi, but Locobase cannot confirm.

Locobase 8364 shows the rebuild of some of the locomotives in this class.

Class B-1 (Locobase 8377)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This class was one of the first classes of camelbacks (the D & H called them "double-cabs") on the road. Although fitted with the wide Wootten firebox showing the center-boiler cab and eave over the fireman's footplate position, these engines were considerably smaller than those that would come to represent the type.

Dickson delivered the class over two years (plus the first - works#506 -- in 1886). Works #541-544, 586-589 came in 1887; the other 6 came in a batch - 622-627.

Class C (Locobase 8379)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Boiler pressure is an estimate.

This quartet came from the small Paterson, NJ builder in a batch (works #1786-1789). They were of medium size for a D & H Mogul, but were realtively heavy.

Class C-1 (Locobase 8376)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Four Moguls arrived from Grant in 1871. They were rebuilt in 1891-1893 by the D & H's Oneonta shops.

Class C-2 (Locobase 1159)

2 D&H double-cab rebuilds of 1890 Rogers engines; see Locobase 8371. 117 had a 200-psi boiler.

http://www.rr-fallenflags.org/dh/dh-stm-s06.gif (August 2002) diagram supplied much of the data.

Class G-1 (Locobase 8371)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

What is most distinctive about this pair of Rogers Moguls (works #4228, 4234) was their later conversions to double-cab engines in 1904. See Locobase 1159 for the enlarged result.

Class H-1 (Locobase 8370)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Amid all of the rebuilt Moguls in the 1901 book lay this quartet of untouched Dickson engines from 1881-1882; their works numbers ran 316-317 and 319-320. Locobase wonders about the missing engine and suspects that the four were delivered right at the turn of the year.

Class K (Locobase 8369)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Virtually identical to the R-1 rebuilds shown in Locobase 8363, these Moguls originally came from Danforth, Cooke in 1872. The big difference lay in the much higher weight on the drivers and overall engine weight carried by these K-class engines.

Class O (Locobase 8366)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Dickson seems to have supplied more than its usual share of locomotives to the D & H, and the shops at Green Island and Oneonta modified and re-boilered most of them.

This set came to the railroad in 1870-1872 with works numbers as low as 58-59 and none higher than 91. Unlike most of the others, however, they were reconditioned at Carbondale in 1889-1891.

Class R (Locobase 8364)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Dickson delivered this pair of small Moguls in 1874; they may have been part of larger class. Oneonta rebuilt two of them (Dickson works #138, 140) in 1891 & 1892; Green Island performed the same operation on two others (139 & 141) in the same two years.

Class R-1 (Locobase 8363)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Continuing its program of rebuilding its locomotives, the D & H's Green Island shops overhauled three small Dickson Moguls from 1875 (works #157-158 & 175).

Class T (Locobase 8362)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Beginning in 1890, the D & H gradually rebuilt over a dozen Dickson Moguls that had been delivered in 1876-1881 (works numbers ranged from 174 in 1876 to 284 in 1881). Green Island turned out 10 and Oneonta contributed 3. The result was not particularly large or powerful, but presumably the project was worth the effort.

Class U / C-1m (Locobase 1158)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

5 D&H rebuilds of "lump-burners" originally obtained from Dickinson in the 1860s (2), 1870s (2), and 1880 (1). In the process, they were converted to the "double-cab" (aka Mother Hubbard or Camelback). One sold out in 1917, the others were scrapped from November 1923 to August 1926.

Specifications
Class	A / C-1k	A-1 / C-1	B	B-1	C	C-1	C-2	G-1	H-1	K	O	R	R-1	T	U / C-1m
Locobase ID	1157	1156	8378	8377	8379	8376	1159	8371	8370	8369	8366	8364	8363	8362	1158
Railroad	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson	Delaware & Hudson
Whyte	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0	2-6-0
Road Numbers	321-324, 334-336	61-65, 73-116	176-259	204-218		219-222	117-118 - rebuilt	117-118	223-226	228-233	237-243	251-252, 268-269	252-254	255-267	270-274 / 119-123
Gauge	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std
Builder	Dickson	Dickson	Dickson	Dickson	Grant	D & H	D & H	Dickson	Dickson	D & H	D & H	D & H	D & H	D & H	D & H
Year	1891	1889	1876	1886	1886	1891	1904	1890	1881	1888	1889	1891	1893	1890	1898
Valve Gear	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson
	Locomotive Length and Weight
Driver Wheelbase	14'	14.17'	14.17'	14.17'	14.37'	14.50'	14'	14.02'	14.50'	14.25'	14.17'	14.25'	14.17'	14.17'	14.17'
Engine Wheelbase	21.87'	21.67'	21.30'	21.75'	22.46'	22'	21.54'	22.02'	22'	21.67'	21.67'	21.75'	21.67'	21.67'	21.67'
Ratio of driving wheelbase to overall engine wheebase	0.64	0.65	0.67	0.65	0.64	0.66	0.65	0.64	0.66	0.66	0.65	0.66	0.65	0.65	0.65
Overall Wheelbase (engine & tender)	47.54'	45.58'	45.58'	45.58'	45.12'	45.92'	51.92'	47.94'	45.92'	44.08'	45.58'	45.67'	45.58'	45.17'	45.58'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers	109700 lbs	89300 lbs	71200 lbs	87000 lbs	94850 lbs	79660 lbs	126500 lbs	97500 lbs	79660 lbs	83000 lbs	73900 lbs	82100 lbs	71200 lbs	94100 lbs	95900 lbs
Engine Weight	123000 lbs	104300 lbs	83300 lbs	100000 lbs	108750 lbs	92800 lbs	143500 lbs	110800 lbs	92800 lbs	98000 lbs	84500 lbs	96100 lbs	83300 lbs	107400 lbs	111636 lbs
Tender Light Weight	72500 lbs	58900 lbs	49500 lbs	62920 lbs	59800 lbs	57300 lbs	115200 lbs	64820 lbs	57300 lbs	61000 lbs	45700 lbs	49500 lbs	49500 lbs	67600 lbs	70756 lbs
Total Engine and Tender Weight	195500 lbs	163200 lbs	132800 lbs	162920 lbs	168550 lbs	150100 lbs	258700 lbs	175620 lbs	150100 lbs	159000 lbs	130200 lbs	145600 lbs	132800 lbs	175000 lbs	182392 lbs
Tender Water Capacity	3086 gals	3500 gals	2500 gals	3289 gals	3000 gals	2400 gals	6800 gals	3192 gals	2400 gals	2646 gals	2303 gals	2500 gals	2500 gals	3460 gals	3400 gals
Tender Fuel Capacity (oil/coal)	8 tons	8 tons	5 tons	6.5 tons	5.5 tons	6.7 tons	14 tons	7.5 tons	6.7 tons	6.7 tons	5.6 tons	5 tons	5 tons	8 tons	7 tons
Minimum weight per yard of rail on which locomotive could run	60.94 lb rail	49.61 lb rail	39.56 lb rail	48.33 lb rail	52.69 lb rail	44.26 lb rail	70.28 lb rail	54.17 lb rail	44.26 lb rail	46.11 lb rail	41.06 lb rail	45.61 lb rail	39.56 lb rail	52.28 lb rail	53.28 lb rail
	Geometry Relating to Tractive Effort
Driver Diameter	63"	57"	56.50"	56.50"	56.50"	56.50"	57"	55"	62"	56"	56"	57.50"	57"	57"	57"
Boiler Pressure	150 psi	155 psi	140 psi	145 psi	145 psi	145 psi	210 psi	160 psi	160 psi	160 psi	160 psi	160 psi	160 psi	160 psi	165 psi
Cylinders (dia x stroke)	18" x 24"	18" x 24"	18" x 24"	18" x 24"	18" x 24"	18" x 24"	19" x 24"	19" x 24"	18" x 24"	18" x 24"	18" x 24"	18" x 24"	18" x 24"	18" x 24"	18" x 24"
Tractive Effort	15737 lbs	17973 lbs	16378 lbs	16963 lbs	16963 lbs	16963 lbs	27132 lbs	21424 lbs	17057 lbs	18885 lbs	18885 lbs	18392 lbs	18553 lbs	18553 lbs	19133 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort)	6.97	4.97	4.35	5.13	5.59	4.70	4.66	4.55	4.67	4.40	3.91	4.46	3.84	5.07	5.01
	Heating Ability
Firebox Area	140 sq. ft	118 sq. ft	118 sq. ft	175.50 sq. ft	118 sq. ft	138 sq. ft	198.40 sq. ft	112 sq. ft	138 sq. ft	106 sq. ft	126 sq. ft	124 sq. ft	106 sq. ft	180 sq. ft	233 sq. ft
Grate Area	36.75 sq. ft	29.42 sq. ft	25.30 sq. ft	68 sq. ft	27.48 sq. ft	25.50 sq. ft	78.98 sq. ft	27.70 sq. ft	25.50 sq. ft	26.20 sq. ft	25.90 sq. ft	25.30 sq. ft	26.10 sq. ft	27.60 sq. ft	71.26 sq. ft
Evaporative Heating Surface	1615	1118	1086	1074	1372	1295	1773	1320	1295	1343	1334	1092	1343	1615	1545
Superheating Surface
Combined Heating Surface	1615	1118	1086	1074	1372	1295	1773	1320	1295	1343	1334	1092	1343	1615	1545
Evaporative Heating Surface/Cylinder Volume	228.48	158.16	153.64	151.94	194.10	183.21	225.12	167.60	183.21	190.00	188.72	154.49	190.00	228.48	218.57
	Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation	5512.50	4560.10	3542	9860	3984.60	3697.50	16585.80	4432	4080	4192	4144	4048	4176	4416	11757.90
Same as above plus superheater percentage	5512.50	4560.10	3542	9860	3984.60	3697.50	16585.80	4432	4080	4192	4144	4048	4176	4416	11757.90
Same as above but substitute firebox area for grate area	21000	18290	16520	25447.50	17110	20010	41664	17920	22080	16960	20160	19840	16960	28800	38445
Power L1	5158.21	3558.04	3125.84	3769.65	3789.94	3834.36	7003.96	3501.02	4642.89	3956.96	4149.21	3713.71	4027.62	5408.16	6009.58
Power MT	310.99	263.52	290.36	286.57	264.27	318.35	366.19	237.49	385.48	315.31	371.34	299.17	374.13	380.11	414.46