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 18 / 598 / 1798 (Locobase 7018)

Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 5379-5380 in October 1880.

Small Baldwin Moguls with an uncommon cylinder diameter. They were sold to the Chesapeake, Ohio & Southwestern in January 1882. By 1893, the CO & SW had grown into Collis Huntington's fragile, but threatening, 700-mile system that connected Louisville, Kentucky to Memphis, Tenn and beyond. In November 1893, Huntington and the Louisville & Nashville reached an agreement in which the L & N would gain control of the whole system.

"Friends of the Louisville & Nashville", reported the New York Times on 3 November 1893 (p. 9), "regard this purchase as decidedly advantageous to that company. Besides converting a competing system into a series of valuable feeders, the transaction will give the Louisville & Nashville very desirable terminals in Memphis and will bring another road into the Union Station in Louisville."

The L & N's proposed elimination of competitive traffic was a bone of contention that stuck in the throats of Kentucky regulators and they blocked the sale (an action upheld by the US Supreme Court in 1896). The other party to the deal - the Illinois Central, to whom the L & N had given $5 million in bonds -- was not so objectionable a suitor and, according to the 1893 article saw "...the advantage to the Illinois Central is in the increased facilities it will give that road for its Memphis traffic."

In December 1894, the IC reorganized the C O & SW and took possession of it as part of the IC system.

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. Breyer's table shows the Rogers works numbers to have been 2039-2040.

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.

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. Works number was 25694 in May 1905.

Although this Mogul was delivered to the Maryland & Pennsylvania as their #26, it was almost immediately sold to the C & IW. The C & IW was an industrial railroad operating out of Chicago. Although the railroad was later bought by the Illinois Central, that purchase had little effect on the 201's operations, which it continued until 1935.

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.