Class 129 (Locobase 7242)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. (See Locobase 7235 for a description of this SouthEast Texas railroad.)

This second batch of Rome Moguls had somewhat bigger boilers and were almost exactly the same size as the Baldwins of a few years earlier.

Class 150-155 / M-15 (Locobase 7243)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. (See Locobase 7235 for a description of this SouthEast Texas railroad.)

As Moguls went in those days, these were about average in power and size. They constituted a relatively big class on the SA & AP, though. Moreover, they were bought used in 1909. Three survived to be renumbered as Texas & New Orleans engines in the Southern Pacific systems.

Class 153 (Locobase 8172)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. See the excellent roster on http://ncespee.railfan.net/rosters/oldnwptxtros.html, access 9 February 2007.

This pair of Moguls came as a batch to the NWP in 1914 (works #45284-45285). Especially considering the year in which they were built, these were small 2-6-0s and clearly were built for the particular demands of an undemanding railway. Like much of the NWP's stud, these 2-6-0s operated for the NWP into the 1930s; they were scrapped in 1935.

Class 156 / M-16 (Locobase 7244)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. (See Locobase 7235 for a description of this SouthEast Texas railroad.)

Like the Rome-built Moguls that were built in the same year to very nearly identical specs, these 2-6-0s came onto the SA & AP years after their first service with the Hocking Valley. 156-162 arrived in 1910, 165-166 a year later. Seven survived to be renumbered as Texas & New Orleans engines in the Southern Pacific systems.

Class 16 / 108 (Locobase 7240)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. (See Locobase 7235 for a description of this SouthEast Texas railroad.)

By the time the SA & AP published the diagram book from which the specs are drawn, these Moguls operated as switchers. Produced a half-year after the Moguls described in Locobase 7239, this group was a little bigger. Works #8639 was constructed in June 1887 and delivered as August Faltin. The next three were produced in July 1887 as a pair (8655-8656) and went on the road as Richard King and A. C. Jones. George W. Fulton Jr (works 8658) completed the order. All but AC Jones (#18, later #109) were retired by 1917 with 109 lasting another 8 years.

Class 171 / M-19 (Locobase 7247)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. (See Locobase 7235 for a description of this SouthEast Texas railroad.) Works #36725, 36741-36742 in July 1911.

The SA & AP sold this trio of Moguls to the Texas & New Orleans in 1925, a couple of years before the railroad itself was leased to the T & NO. They were class M-19s for the next two decades. Although 499 was sent to the scrapyard in February 1937, the other two had more railroading to do. The Southern Pacific de Mexico bought them in October 1949 as road numbers 411-412.

Class 352 (Locobase 8171)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. See the excellent roster on http://ncespee.railfan.net/rosters/oldnwptxtros.html, access 9 February 2007.

This Mogul came out of the Baldwin works (#8092). Compared to other North American 2-6-0s of the middle 1880s, this was one of the smallest and least powerful to run on the standard gauge.

In its 40-year career, 352 operated under 5 different railroad names, starting out as Santa Fe's Gulf, Colorado & Santa Fe (#65) in south central Texas. (This railway is often identified as the Gulf Coast & Santa Fe and may have been so known, but the name seems to have official only for the GC & SF Hospital Association.) The GC & SF was founded by Galveston merchants to provide access from their port to the interior of Texas while skirting the yellow-fever-ridden Houston area. It came under AT & SF control in 1886.

The Mogul was later was redesignated as Santa Fe's own #179. After the NWP was formed with equal shares of Southern Pacific and Santa Fe money, the engine traveled to the Eel River & Eureka (#5) in Northern California, then the San Francisco & Northwestern before winding up as NWP's #152.

Its 43-year career came to a close in 1929.

Class 500 / 168 / M-17 (Locobase 7245)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 25770 in May 1905. (See Locobase 7235 for a description of this SouthEast Texas railroad.)

This single Mogul locomotive was delivered to the OR & C, but that railroad already teetered on bankruptcy and sold the 500 to the SA & AP service in 1911. (And, indeed, the OR & C was abandoned in 1917.)

As the 168, the Baldwin served the SA & AP line for decades, even after it was taken over by the Texas & New Orleans (which soon became the Texas & Louisiana lines of the Southern Pacific).

495 retired only in 1946.

Class 514 (Locobase 11186)

Data from "Engines for the Associated Lines," Railway and Locomotive Engineering, Vol 21, No 12 (December 1908), p. 524-525.

The article notes that the big 1908 Alco production for the Associated Lines included 30 Moguls, 10 Atlantics, 24 Ten-wheelers, 43 Consolidations, and 18 switchers. It describes the Harriman Common Standard Atlantics and Moguls in detail, particularly noting all of the components they shared. In the case of these two arrangements, the designers were able to use the same cylinder volume and the same boiler and grate, the principal differences lying in 3 ft 4 in longer tubes and a slightly deeper firebox in the Atlantic.

The list of common components runs a surprising length. The author first notes the rocker-shaft setup in the valve motion is slightly different in the Atlantics from the Moguls. "As a result of this arrangement, the same cylinder heads, valves, valve bushings, pistons, piston rods, crossheads, connecting rod bearings, rocker shafts, eccentric straps and eccentrics are common to both classes of engines."

Impressive commonality, but there was more. For one thing, "The cylinders of both engines ... have the same spread, viz., 88 ins., and the same distance, 43 ins. between frame centers, and take a common frame section, so that the deck plates, reverse shafts and driving boxes are common to the two classes."

Using the same boiler allowed use of the "..same smokestack, smokebox, front and door, dome ring base and cap, throttle pipe, dry pipe elbow and end and minor details." And the engines shared the same "...steel cabs, sand boxes, injectors, injector checks, throttle levers, engine truck axles, engine truck boxes and grate bars."

Less unusual, but noteworthy for an age in which master mechanics could and would insist on minor differences from a standard in ordering locomotives, were the Vanderbilt tender commonalities: "axles, bolsters, journal boxes, truck center plates, springs, side bearings, wheels, air brakes, tender frame body bolsters, and draw gear."

Class EF/M-6 (Locobase 4135)

According to the Louisiana Rail Site (http://lrs.railspot.com/dcpintro.htm), 68 of this Vauclain compound class were delivered to the SP in 1901. 23 more were added in 1902-1903, with 4 identical engines going to subsidiary Texas & New Orleans in 1903.

Several were simpled in 1912 with 22 x 28 cylinders. These were later (1919) equipped with a superheater and had their boiler pressure raised to 200 psi; see Locobase 8718.

Retirements began in 1934 and continued until 1958.

Class M-10 (Locobase 8662)

Data from T&NO 3 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Among the many classes of Moguls was this set delivered as simple-expansion locomotives to the T & NO (500-509 / works #37896-37900 & 37937-37941) and the Houston & Texas Central (510-514 / works #37971-37975).

Like the other 2-6-0s in the SP system, these had long working lives before heading to the scrapyard between June 1952 and January 1957.

Class M-11 (Locobase 8663)

Data from T&NO 3 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Superheated like so many other SP Lines Moguls, this class (works #33831, 33833, 33835-33837) had larger fireboxes than the M-9 ( Locobase 8661) and weighed a bit more, but were otherwise identical. They had been assigned to the Cananea Rio Yaqui & Pacific, sold to the Southern Pacific of Mexico or the FC del Pacifico, then to the Houston & Texas Central -- all before the end of 1912. (Others went to the Arizona Eastern by a similar route; see Locobase 8664 for their superheated upgrades.)

Like the other 2-6-0s, these served into the late 1940s-early 1950s.

Class M-11 (Locobase 8664)

Data from T&NO 3 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 33817, 33823, 33831-33837 in September 1909; 33878-33880, 33915-33917 in October.

These Moguls were carried on various Mexican railroad rosters (Cananea Rio Yaqui & Pacific or Pacifico (F.C.del) or SPdeM). Six of the engines soon went to the Arizona Eastern (516, 520, 524, 527-529) in 1912. In November 1924, all of them were sold to the parent Southern Pacific and reclassified M-9 or M-11.

Like the other 2-6-0s, these served late into the steam era before being scrapped in 1952-1956.

Class M-14 (Locobase 7241)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works #383, 392 in 1888, 525-526 in 1890.

(See Locobase 7235 for a description of this SouthEast Texas railroad.)

By the time the SA & AP published the diagram book from which the specs are drawn, these Moguls operated as switchers. Locobase suspects that they ran as light freight engines earlier in their careers and in fact they were delivered as new engines in the 1880s.

Class M-18 (Locobase 7246)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. (See Locobase 7235 for a description of this SouthEast Texas railroad.)

Lima apparently built this single Mogul (works #1160) for the SA & AP. Its service extended only to 1932, even though it was a relatively powerful engine, and it was scrapped on 30 January 1937.

Class M-21 (Locobase 1401)

Data from T&NO 3 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Very interesting set of home-built Moguls that preserved many of the dimensions of the standard Espee 2-6-0, but took liberties in other areas. One change was an increase in boiler pressure by 35 psi. Another difference was a wider grate that contributed to a considerable gain in direct heating surface. The tubes and flues were 8" shorter, but there were more of each. Naturally all of this led to a heavier engine with mainline axle loadings. In fact they may have had the highest adhesion weight of any 2-6-0 ever built.

Described by Linn Wescott (Model Railroad Steam Locomotive Cyclopedia, Vol 1 -- 1960) as "very powerful for their type, but also very heavy ...When they were retired in favor of diesels, it was partly because they were too heavy to be sent to branchline service."

The first three were completed without feedwater heaters and weighed 4,000 lb less. Otherwise all were identical and, except for 525, which was scrapped in 1949, served until the mid-1950s.

Class M-4 (Locobase 8717)

Data from T&NO 3 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase notes this large Mogul class originally delivered to the Galveston, Harrisburg & San Antonio by Schenectady (410-417, 446-447, 452) and Texas & New Orleans (418-445, 448-459). Other subsidiaries increased the total for the design to 103. Some were completed with "heavy frames" and had fireboxes with 156 sq ft of heating surface area.

In the 1920s, the T & NO's own shops updated the class with a modest amount of superheater; see Locobase 7281.

Class M-4 (Locobase 9503)

Data from "Southern Pacific Schenectady Mogul," Railway and Locomotive Engineering, April 1899, page 153, 172; "Cooke Mogul for Southern Pacific", May 1899, 216

Cooke supplied the lion's share of this large class of Moguls with Schenectady making up the balance.

Class M-4 - superheated (Locobase 7281)

Data from T&NO 3 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Delivered to several SP family subsidiaries in 1899 (Locobase 8717), these Moguls were clearly satisfactory.

In the 1920s, the T & NO's own shops updated the class with a modest amount of superheater. They weren't especially light on the rails, but their adhesion and tractive power put these 2-6-0s on the line right to the end of steam.

Class M-44 (Locobase 8760)

Data from SP Menke All-Time Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 8759 shows the 12's stable mate on the California & Nevada. The C & N entered receivership and its assets were taken over by the North Shore Railroad, which quickly evolved into the South Pacific Coast RR in 1906.

The SPC rebuilt this engine (along with the #11) as 4-6-0 Moguls in 1921.

Class M-48 (Locobase 8759)

Data from SP Menke All-Time Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers was 5649 in May 1881.

This slim-gauge Mogul (and the Mogul shown in Locobase 8760) went to the California & Nevada, which was established on the East Bay of San Francisco Bay in 1884 as the successor to the California & Mount Diablo Railroad. he C & N entered receivership and its assets were taken over by the North Shore Railroad, which quickly evolved into the South Pacific Coast RR in 1906.

Both engines were rebuilt by the SPC as 4-6-0s in December 1921.

Class M-6a/M-8 (Locobase 8719)

Data from SP Menke All-Time Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 4135 shows this class when it was delivered in 1901 and 8718 shows one version of the superheater upgrade given to this class beginning in 1919. The present record shows a larger boiler with a bit more superheat grafted to the same firebox. Menke's book includes the M-8 (1720-1724, produced in September 1901 as works #19533-19536 and 1770-1779 with the same data

Retirements began in 1934 and continued until 1958.

Class M-6b/M-6c (Locobase 8718)

Data from SP Menke All-Time Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 4135 shows this class when it was delivered in

Retirements began in 1934 and continued until 1958.

Class M-6s (Locobase 7282)

Data from T&NO 3 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Delivered as Vauclain compounds to the Espee and the T & NO (its subsidiary) -- see Locobase 4135 -- this class was later simpled in 1912 with 22 x 28 cylinders. A further refinement saw the cylinder diameter bushed to 21", but a superheater added. Compared to the M-4 superheating program undertaken at around the same time (see Locobase 7281), the M-6s lost still more heating surface, but gained more superheater area.

Relatively light on the rails, many of the Moguls were kept in service for decades. Retirements began in 1934 and continued until 1958.

Class M-7 (Locobase 4136)

This small class of Vauclain compound Moguls was equipped with the Vanderbilt boiler (see New York Central's E-3s, Locobase 4141). They served for decades, retiring only in 1954-1958.

Class M-9 - 1826 (Locobase 8721)

Data from SP Menke All-Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Although this pair was identical in many respects to the Brooks-built M-9s, they were built in the Espee's, Sacramento shops. For some reason, when they were superheated, the shops took out 16 more small tubes, which reduced the evaporative heating surface area by more than 100 sq ft.

Class M-9b (Locobase 8722)

Data from SP Menke All-Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The last three of the M-9 class were supplied by Alco-Brooks and went to the Cananea, Yacqui & Pacifico originally, ran under the Southern Pacific de Mexico's name when it took over the CY & P, then to the Arizona Eastern, and finally landed on the Southern Pacific itself.

At some point, the three were superheated with more tubes than the more numerous M-9a variant. All three served the SP for decades before being scrapped in 1950-1954.

Class M-9s (Locobase 8661)

Data from T&NO 3 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These were originally built by the Brooks Works of the American Locomotive Company in 1908 for the Mexican railway Cananea, Yacqui River & Pacifico. Like the M-6 (Locobase 4135 & 7282), this class later had cylinders bushed down to 21" in diameter and was superheated. Compared to the M-6, however, the M-9 retained more of the small tubes. (Other M-9 conversions retained the 210-psi working pressure.)

Relatively light on the rails, many of the Moguls were kept in service for decades. Retirements began in 1934 and continued until 1958.

Class M-9s (Locobase 8720)

Data from SP Menke All-Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These Moguls were originally built by the Brooks Works of the American Locomotive Company in 1908, with 1804-1815 briefly serving the Texas & New Orleans before going to the SP's Pacific Division in 1910. The T & NO had 7 more of its own (see Locobase 8661). Like the T & NO engines, these were superheated beginning in the late 'teens. Although the tube and flue counts were identical, the SP locomotives were credited with more firebox heating surface.

Relatively light on the rails, many of the Moguls were kept in service for decades. Retirements began in 1934 and continued until 1958.