Illinois Central / Chicago & Texas / Chicago & Illinois Western 2-6-0 "Mogul" Type Locomotives

Class 1714 (Locobase 7016)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Once the IC had built 14 Moguls (Locobase 6968) to this basic design, it tweaked the design slightly (2 fewer boiler tubes, e.g.) and produced another dozen in 1887-1888.

Class 1726 (Locobase 7017)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

These home-built Moguls were relatively small for the wheel arrangement at the time they were delivered. They hit the road in small batches from 1880-1885. The numbering is retrospective and was applied after 1890.

Class 1798 (Locobase 7018)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Small Baldwin Moguls with an uncommon cylinder diameter. Compared to the IC's own Moguls of the same year, these had smaller boilers with lower pressure.

Class 1801 (Locobase 7019)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Of approximately the same vintage as those built in the IC's own shops (Locobase 6968), these engines had slightly smaller boilers.

Class 1821 (Locobase 7022)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

This single Mogul seems to have been the first of a run of 2-6-0s built by Brooks for the IC. In all of them, the grate stayed the same as did the boiler's essential dimensions. What differed was the number of tubes.

Class 1822 (Locobase 7021)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

The last in a series of Brooks Mogul batches delivered to the IC, these maintained the basic design, only adding a few sq ft of heating surface through a slightly larger firebox.

Class 1827 (Locobase 7020)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Following on from the Brooks Moguls of the previous year (Locobase 7019), this class had 19 more tubes and put about 3 1/2 more tons on the drivers. The last four redistributed the weight among truck and drivers, the truck bearing 1,000 lb less while the adhesion weight rose to 85,900 lb.

Class 1855 (Locobase 7023)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

This New York builder seems to have used the boiler design of the recent batches of Brooks engines and grafted on a larger grate. At the same time, the wheelbases all shrank because the firebox now rode over the rear two driving axles.

Class 1879 (Locobase 7025)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase is intrigued by the narrow range of power and surface areas among the IC's Moguls and Ten-wheelers and how many variations of wheelbase, tube length, grate area there came to be within these small limits. In this case, Pittsburgh increased the cylinder diameter by an inch and the boiler pressure by 15 psi. Grate area grew by almost a third while the boiler's heating surface remained about the same.

Class 194 / 895 / 1895 (Locobase 7026)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006.

Through a quirk of the IC's renumbering exercise sometime after 1890, these two ancient Moguls earned two of the highest engine numbers. The only higher Mogul number was given to an 1866 Rogers engine shown in Locobase 7027.

Breyer's table shows the Rogers works numbers to have been 2039-2040. 2040 (last number 1896) was scrapped in December 1909 while 1895 lasted until May 1914.

Class 201 (Locobase 6965)

Data from the IC 9 1928 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Class 401 (Locobase 6966)

Data from the IC 4 1930 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

This large class of Moguls showed classic late-19th Century form. The capped domes sat closely spaced over the first two driving axles. The firebox rode over the rear driving axle and well within a large cab that had three windows per side. Arch tubes accounted for 15.8 sq ft of the firebox heating surface.

Rogers delivered 401-423 in 1892, followed by 425-450 in 1893, 451-470 in 1895. Brooks took over in 1895 with 471-485, 485-506 in 1896, and 512-519 in 1897. Rogers supplied 507-511 in 1897.

Class 413 / 1869 (Locobase 7024)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

As the IC was taking delivery of Moguls from Brooks, Schenectady, and Baldwin, it also contracted with this small builder to supply ten of its own (works #1788-1797). The locomotives had long wheelbases because the deep firebox sat between the last two driving axles and the front drivers turned just behind the cylinders.

Class 517 (Locobase 9387)

Data from the IC 1930 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

A quintet of stubby Moguls, these were bigger and more powerful than those supplied by Brooks in 1891 (Locobase 7021). They were soon sold to the Yazoo & Mississippi Valley.

Class 541 (Locobase 6967)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Following 3 years after the last of the large Mogul class described in Locobase 6966, the Rogers engines delivered in 1900 were substantially larger. The firebox was not proportionately bigger, but the boiler and cylinder volume were both much larger. 15 sq ft of arch tubes contributed to the firebox heating surface.

Deliveries came from a variety of builders. Rogers delivered 551-552 in 1900 and Brooks 553-564 in the same year. Pittsburgh supplied 541-550 and 565-584 in 1901, Baldwin completed the class with 585-598 in 1902.

Such a useful mixed-traffic design couldn't go unsuperheated for ever; see Locobase 6969.

Class 541 - s (Locobase 6969)

Data from the IC 4 - 1930 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

This was a relatively tidy upgrade -- very little total heating surface was sacrificed and an useful amount of superheat added to the locomotive's power. Unlike some modifications in which the superheater's power was seen as an opportunity to drop boiler pressure, these Moguls kept their boiler pressure at the saturated-steam level. As with the saturated-steam engines, 15 sq ft of arch tubes contributed to the firebox heating surface.

Class 600 (Locobase 6968)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

A somewhat larger set of home-built Moguls compared to those produced a few years earlier (Locobase 7017). The firebox rode between the rear two driving axles. The prototype appeared in 1884, 1701-1710 came 2 years later and the last 3 were delivered the year after that.

Class 8 / 1899 (Locobase 7027)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006.

The highest-numbered Mogul in the IC's late-19th-Century renumbering was the oldest one. This example dates back to the earliest days of the wheel arrangement. For its time, 1899 had a relatively large amount of heating surface and boiler pressure was respectable as well.

Specifications
Class	1714	1726	1798	1801	1821	1822	1827	1855	1879	194 / 895 / 1895	201	401	413 / 1869	517	541	541 - s	600	8 / 1899
Locobase ID	7016	7017	7018	7019	7022	7021	7020	7023	7025	7026	6965	6966	7024	9387	6967	6969	6968	7027
Railroad	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Chicago & Illinois Western (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Illinois Central (IC)	Chicago & Texas (IC)
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	2-6-0	2-6-0	2-6-0
Road Numbers	1714-1725	1726-54	1798-99	1801-1820	1821	1822-1826	1827-1854	1855-1868	1879-1884	1895-1896	201	401-519	413-422 / 1869-1878	517-521	541-598	541-598	600, 1701-1713	8 / 1899
Gauge	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std
Builder	IC	IC	Burnham, Parry, Williams & Co	Brooks	Brooks	Brooks	Brooks	Schenectady	Pittsburgh	Rogers	Burnham, Williams & Co	several	Hinkley	Brooks	several	IC	IC	Rogers
Year	1888	1880	1880	1886	1883	1891	1887	1889	1890	1872	1905	1892	1888	1897	1900	1920	1884	1866
Valve Gear	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson
	Locomotive Length and Weight
Driver Wheelbase	15.50'	15'	14.75'	15.50'	15.50'	15.50'	15.50'	13'	13.17'	14.50'	14'	14'	15.75'	14'	14.60'	14.60'	15.50'	14.62'
Engine Wheelbase	22.67'	22.17'	21.83'	23.02'	23.02'	23.02'	23.02'	20.50'	20.83'	21.83'	22.42'	21.67'	23.33'	21.67'	23.17'	23.17'	22.67'	23'
Ratio of driving wheelbase to overall engine wheebase	0.68	0.68	0.68	0.67	0.67	0.67	0.67	0.63	0.63	0.66	0.62	0.65	0.68	0.65	0.63	0.63	0.68	0.64
Overall Wheelbase (engine & tender)	44.98'	44.81'	44.44'	44.23'	43.73'	44.23'	44.23'	45.71'	44.48'	42.40'	48.92'	46.42'	46.64'	46.42'	55.87'	56.37'	44.92'	45'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers	80000 lbs	68000 lbs	65900 lbs	77900 lbs	78200 lbs	88000 lbs	84000 lbs	87100 lbs	96200 lbs	64200 lbs	148000 lbs	106400 lbs	85000 lbs	106400 lbs	151532 lbs	155450 lbs	82000 lbs	65000 lbs
Engine Weight	95900 lbs	86000 lbs	79400 lbs	92900 lbs	92200 lbs	103800 lbs	100000 lbs	100400 lbs	115000 lbs	78100 lbs		126000 lbs	100000 lbs	126000 lbs	173232 lbs	177750 lbs	100000 lbs	80000 lbs
Tender Light Weight	80000 lbs	80000 lbs	67000 lbs	62100 lbs	62100 lbs	61100 lbs	61100 lbs	73600 lbs	80000 lbs	32250 lbs		80000 lbs	80000 lbs	80000 lbs	147600 lbs	147600 lbs	80000 lbs	80000 lbs
Total Engine and Tender Weight	175900 lbs	166000 lbs	146400 lbs	155000 lbs	154300 lbs	164900 lbs	161100 lbs	174000 lbs	195000 lbs	110350 lbs	0	206000 lbs	180000 lbs	206000 lbs	320832 lbs	325350 lbs	180000 lbs	160000 lbs
Tender Water Capacity	3850 gals	3850 gals	3500 gals	3000 gals	3000 gals	3000 gals	3000 gals	3400 gals	3000 gals	2000 gals	6000 gals	3850 gals	3850 gals	3850 gals	7000 gals	7000 gals	3850 gals	2500 gals
Tender Fuel Capacity (oil/coal)	7.5 tons	7.5 tons	6 tons	5 tons	5 tons	5 tons	5 tons	7 tons	7 tons	5 tons	10 tons	7.5 tons	7.5 tons	7.5 tons	15 tons	15 tons	7.5 tons	6 tons
Minimum weight per yard of rail on which locomotive could run	44.44 lb rail	37.78 lb rail	36.61 lb rail	43.28 lb rail	43.44 lb rail	48.89 lb rail	46.67 lb rail	48.39 lb rail	53.44 lb rail	35.67 lb rail	82.22 lb rail	59.11 lb rail	47.22 lb rail	59.11 lb rail	84.18 lb rail	86.36 lb rail	45.56 lb rail	36.11 lb rail
	Geometry Relating to Tractive Effort
Driver Diameter	56.50"	56.50"	57"	56.50"	56.50"	56.50"	56.50"	56.50"	56"	56.50"	57"	56.50"	56.50"	56.50"	63"	63"	56.50"	58"
Boiler Pressure	150 psi	150 psi	130 psi	150 psi	150 psi	150 psi	150 psi	150 psi	165 psi	135 psi	185 psi	165 psi	150 psi	165 psi	200 psi	200 psi	150 psi	135 psi
Cylinders (dia x stroke)	18" x 24"	18" x 24"	17.5" x 24"	18" x 24"	18" x 24"	18" x 24"	18" x 24"	18" x 24"	19" x 24"	16" x 24"	20" x 26"	19" x 26"	18" x 24"	19" x 26"	20" x 28"	20" x 28"	20" x 24"	17" x 24"
Tractive Effort	17548 lbs	17548 lbs	14249 lbs	17548 lbs	17548 lbs	17548 lbs	17548 lbs	17548 lbs	21699 lbs	12478 lbs	28691 lbs	23299 lbs	17548 lbs	23299 lbs	30222 lbs	30222 lbs	21664 lbs	13723 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort)	4.56	3.88	4.62	4.44	4.46	5.01	4.79	4.96	4.43	5.15	5.16	4.57	4.84	4.57	5.01	5.14	3.79	4.74
	Heating Ability
Firebox Area	130.30 sq. ft	103.60 sq. ft	92 sq. ft	130.60 sq. ft	102 sq. ft	121.60 sq. ft	121.60 sq. ft	131.80 sq. ft	127 sq. ft	84 sq. ft		188.90 sq. ft	129.33 sq. ft	173.10 sq. ft	211 sq. ft	211 sq. ft	126.10 sq. ft	90 sq. ft
Grate Area	17 sq. ft	15.50 sq. ft	15.30 sq. ft	16.93 sq. ft	16.93 sq. ft	16.93 sq. ft	16.93 sq. ft	29 sq. ft	22.83 sq. ft	14.37 sq. ft	31.50 sq. ft	26.40 sq. ft	17.50 sq. ft	26.40 sq. ft	32.70 sq. ft	32.70 sq. ft	17 sq. ft	13.98 sq. ft
Evaporative Heating Surface	1362	1175	1093	1317	1111	1416	1406	1412	1429	895	1905	1548	1454	1548	2413	1975	1365	977
Superheating Surface																400
Combined Heating Surface	1362	1175	1093	1317	1111	1416	1406	1412	1429	895	1905	1548	1454	1548	2413	2375	1365	977
Evaporative Heating Surface/Cylinder Volume	192.68	166.23	163.59	186.32	157.17	200.32	198.91	199.76	181.44	160.25	201.50	181.43	205.70	181.43	237.01	193.99	156.42	154.96
	Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation	2550	2325	1989	2539.50	2539.50	2539.50	2539.50	4350	3766.95	1939.95	5827.50	4356	2625	4356	6540	6540	2550	1887.30
Same as above plus superheater percentage	2550	2325	1989	2539.50	2539.50	2539.50	2539.50	4350	3766.95	1939.95	5827.50	4356	2625	4356	6540	7641.47	2550	1887.30
Same as above but substitute firebox area for grate area	19545	15540	11960	19590	15300	18240	18240	19770	20955	11340	0	31168.50	19399.50	28561.50	42200	49307.37	18915	12150
Power L1	4023.53	3383.09	2870.61	3936.61	3239.21	4044.52	4024.53	4138.44	4035.86	2993.16	0	4538.99	4197.68	4395.13	7153.26	13675.36	3229.93	2953.58
Power MT	332.64	329.05	288.10	334.23	273.96	303.98	316.88	314.25	277.47	308.35	0	282.15	326.62	273.20	312.22	581.84	260.52	300.53