Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 109. Works numbers were 5379-5380 in October 1880.
Small Baldwin Moguls delivered with 19" (483 mm) x 24" cylinders.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 CO&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. At some point, the IC bushed the cylinders down to the 17 1/2" shown in the specs.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2003-2007 in 1891.
The last five in a series of Brooks Mogul batches delivered to the IC, these repeated the basic design shown in Locobase 7020. As with most other contemporaneous IC Mogul classes, the Brooks design offered relatively meager grate area in a narrow firebox.
All gave about 25 years in service before being sold for scrap in 1915 and 1916.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2983-2985 in November 1889 and 2986-2990 in December.
This New York builder seems to have used the boiler design of the recent batches of Brooks engines (Locobases 7019-7021, e.g.) and grafted on a larger grate in a longer, deeper firebox.. At the same time, the wheelbases all shrank because the firebox now rode over the rear two driving axles.
Six of these later went through a substantial update and emerged as 2-6-4T commuter tank locomotives; see Locobase 6978. Two more went to the scrapyard in 1916 while the very youngest of the class lasted the longest as a Mogul, going to the ferro-knacker in July 1929.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
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 (25.4 mm) and the boiler pressure (1.03 bar) by 15 psi. Grate area grew by almost a third while the boiler's heating surface remained about the same.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2086 in June 1872 and 2087 in July.
Through a quirk of the IC's renumbering exercise sometime after 1890, these two early 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.
Data from DeGolyer, Volume 27, p. 242 and the IC 9 1928 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for his 9 September 2016 email noting the proper adhesion and engine weights and the boiler pressure as delivered .) Works number was 25694 in May 1905.
Although this Mogul was originally planned for the the Maryland & Pennsylvania as their #26, it was almost immediately sold to the C & IW because it was too heavy. Baldwin's spec sheet shows no sign of this engine having been ordered by the Ma&Pa. It described the 201's C&IW operating environment: "Track level, curves ordinary, slow speed, heavy drag work." Not the language of poets, but certainly evokes a workaday life.
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.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. "Notes on the National Exposition of Railway Appliances - Locomotives - Brooks", American Engineer and Railroad Journal, (22 June 1883), p. 330. Works number was 968 in October 1883.
This single Mogul seems to have been the first of a run of 2-6-0s built by Brooks for the IC (see Locobase 7019 through Locobase 7021). In all of them, the grate stayed the same as did the boiler's essential dimensions. This engine's boiler contained the fewest number of tubes.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Once the IC had built fourteen Moguls (Locobase 6968) to this basic design, it tweaked the design slightly (two fewer boiler tubes, four more square feet of heating surface area.) and produced another dozen in 1887-1888.
Six of the class went to the scrapper in the early 19'teens;the IC dded 1000 to the other half's road numbers--2716-2717, 2721-2723, and 2725 in 1915 only to scrap four of them in 1916. 2722 lasted until February 1925 and 2717 lasted until April 1930 when it was sold to the RS&G.
Data from the IC 1913a and IC 4 1930 Locomotive Diagram book supplied in August 2013 and May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Moguls for the Illinois Central Railroad", Railway and Engineering Review, Volume XXXVII [37], No 34 (21 August 1897), p. 479. Rogers delivered:401-425 in 1892 (works numbers 4723 in June; 4724-4727 in July; 4743-4744 in August; 4751-4752, 4762-4765 in September; 4769-4771, 4775, 4778-4779, 4785 in October;4786, 4790-4791, 4886 in November). 4791/road number 424 was delivered as a cross-compound; see Locobase 16363.
426-450 1893 (works numbers 4887-4892, 4895-4896, 4902 in July;4906-4909 in August; 4919-4928 in September; and 4929 in October)
451-460 in 1894 (works numbers 5010-5015 in November; 5020-5023 in December)
461-470 in 1895 (works numbers 5070-5073, 5075-5077 in October; 5078-5079 in November)
495-506 in 1896 (5105-5107 in February, 5108-5109 in March, 5112-5116 in September,
5151- 5152 in November)
507-511 in 1897 (5153-5155 in July, 5210-5211 in September)
Brooks production included:
471-484 in 1895 (works numbers 2600-2613 in November)
485-506 in 1896, (works numbers 2640-2644 in February, 2645-2649 in March)
512-516 in 1897 (works numbers 2726-2730 in January).
This large class of Moguls showed classic late-19th Century form Compared to the 1880s IC Moguls, this large class used substantially increased power dimensions and greater heating surface areas accompanied by 10-ton higher adhesion weights. The capped domes sat closely spaced over the first two driving axles. The Belpaire firebox rode over the rear driving axle and well within a large cab that had three windows per side.
The R&ER account described the class as notable both for the sheer number of like locomotives and for the IC's preference for Moguls over Consolidations as the standard heavy freight engine. Rogers's batch of 38 2-8-0s produced(Locobase 7015) by Rogers in 1891 and put in service "on one of the southern divisions of this road, it was found ...that for all round heavy work and particularly on the portions of the road that contained heavy gradients" they preferred the 2-6-0.
Comparing the two designs, both by Rogers, Locobase notices that while they had the same number of boiler tubes (236), those of the Consolidations measured 10" (254 mm) longer. Driver diameter and boiler pressure were the same, but the 2-8-0s had more cylinder volume and slightly more grate area. On the other hand, the Moguls offered a slightly higher heating surface/cylinder volume ratio and a longer piston stroke.
A later addition of two arch tubes accounted for 15.8 sq ft (1.47 sq m) of the firebox's heating surface.
Eight were converted in the 1920s to a 2-6-4T suburban tank layout: 402, 408, 410, 416, 430, 438, 476, 485. At that time, 438 had found a permanent home at Purdue University's locomotive research program.
Most of the class went to the scrapper over three decades of service, some as early as the mid-'teens, most in the late 1920s and into the 1930s.. Some lingered for much longer and several had second careers:
420 was sold in May 1929 to the Parker Gravel Company in Shreveport, La
421 went in September 1930 to the Meridian & Big River and was joined much later by 469.
427 was sold in October 1944 to the Mississippi & Skuna Valley.
440 went first in June 1933 to the Chicago Springfield & St Louis as their #20, but notes in the "Jacksonville & Havana Wallin Stringham Szwajkart" roster (Allen Stanley's Rail Data Exchange collection) believe that the actual destination was the Jacksonville & Havana with the same road number, thinking it "can be surmised that it was necessary to handle the financing through the CS&StL as the financial condition of the J&H in 1933 was unstable." The locomotive was retired in 1937.
447 was bought by J Clement of Minden. La.
506 was sold in the late 1920s to Copiah Gravel Company
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
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.
Data from "Rogers Compound Locomotive for the Illinois Central", Railway Engineer, Volume 14, No 7 (July 1893), pp. 214-215; "The Rogers Compound Locomotive on the Illinoise Central", Railroad Gazette, Volume 25 (12 March 1893), p. 200. Works number was 4791 in November 1892.
Several builders supplied the IC with batches of what would be the standard simple-expansion Mogul design; these are described in Locobase 6966. Rogers took one of the first 25 locomotives and fitted with Reuben Welles' design of a cross-compound. It was the very first compound to be produced by the Paterson, N J builder.
The 1893 report offers a lot of detail on the particulars. The design showed a square-shouldered Belpaire firebox, big, boxy low-pressure cylinder casing on the right side of the smokebox, smaller HP cylinder on the left. A reducing valve fed by live steam was usually set to allow that steam to go to the intercepting valve when the pressure dropped below 56% of the live steam pressure in the chamber above.
Letting the steam through to the intercepting valve would, depending on an engineer's setting, either to the outside if compounding was desired or straight on to the face of the LP piston for power at starting.
RG's detailed assessment singled out the low-pressure cylinder head for criticism, writing that it seemed "comparatively light, the metal being somwhat thinner that is generally used for heads of this size." Although the head was "well-trussed by deep ribs, of H section.", the reinforcement may have been mis-directed as "[u]nfortunately the tensile strain comes on the smaller section of the head."
Still, RG rendered a positive verdict: "The continued use of this compound in regular service and on the pooling system, which give it to different engineers almost daily, speaks well of its simplicity and practicability."
Like most North American rigid-wheelbase compounds, the 424 soon converted to the 19" x 26" simple-expansion setup of its sisters.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
These home-built Moguls were relatively small for the wheel arrangement at the time they were delivered. They hit the road in small batches beginning in July 1880 and continuing until-1885.
Virtually all remained in service into the 19'teens. 1749 was sold in May 1911 to Southern Material & Gravel. Many others retired in 1913-1915. The remaining engines underwent yet another renumber.ing. These engines--2728, 2730-2731, 2743-2746, 2750-2752.--mostly found second careers. 2728 and 2730 went to J J White Lumber in May 1917 as their 16-17. 2743 (June 1916 and 2745 (March 1916) were bought by Cuyamel Fruit as their 7-8. and 2746 wound with Liberty White in October 1916 and took number 17. (Liberty White Railroad was owned by J J White Lumber)
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 40, p. 1. Works number was 37229 in December 1911.
Originally built as the Dyersburg Northern in wesstern Tennessee, the road connected Dyersburg (about 75 miles northeast of Memphis) with Tiptonville on the Mississippi. When the DN was reorganized as the CM&G in 1909, construction continued northward to Hickman, Ky for a total distance of 49 miles and another port on the eastern bank of the Mississippi.
In the event, the line never reached Chicago, Memphis, or the Gulf under its own herald. In 1913, the Illinois Central bought up all of the CM&G's preferred and common stock. The IC renumbered the 5 as 521 and presumably left it to operate on the CM&G alignment until July 1928, when 521 was sold to locomotive rebuilder/reseller Briggs & Turivas.
Data from the IC 1930 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5227-5229 in December 1897.
The first three of a final batch of five built by Brooks to the long-running design described in 6966 were sold almost immediately to the Yazoo & Mississippi Valley (Locobase 16278) and replaced on the IC by three more from Rogers.
Of the three, two were sold for scrap to Kaplan in July 1929, leaving 517 to be scrapped almost seven years later in June 1935.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 24, p. 157..(Thanks to Chris Hohl for his 4 June 2026 inquiry about the wheel diameter difference between the Baldwin spec and the IC diagram. Locobase's conclusion defending the IC diagram number appears below.)
Deliveries came from a variety of builders:
Rogers works numbers were 5621-5622 (road numbers 551-552) in September 1900.
Brooks works numbers were 3690-3694 in November 1900, 3965-3700 in December (road numbers 553-563)
Pittsburgh works numbers were 2278-2283 in July 1901, 2284-2298 in August (road numbers 541-550, 565-575), 2299-2307 in September (road numbers 576-584 ).
Baldwin works numbers were 19913-19915, 19933-19934, 19961-19962, 19975-19982 in December 1901 (road numbers 585-498).
Following three years after the last of the large Mogul class described in Locobase 6966, the two Rogers engines delivered in 1900 were substantially larger. The firebox was not proportionately bigger, but the boiler and cylinder volume, adhesion and engine weight grew substantially to the point that they were one of the largest 2-6-0s of the time.
15 sq ft (1.03 sq m) of arch tubes contributed to the firebox heating surface.
Chris Hohl realized that the original version of this entry did not include a reference to the Baldwin specification for its order. To his (and Locobase's) surprise, this last batch of 541s (585-498) showed 56 1/2" as the driver diameter. Research showed that every relevant IC diagram book showed all 541 Moguls rolling on 63" drivers. The difference matters as the smaller drivers usually hauled only freight trains and reached modest maximum speeds. The taller drivers granted the 2-6-0 a more varied role.
So did Baldwin actually produce these engines with 56 1/2" drivers? Locobase believes "no". All the data in the Baldwin spec except driver diameter compares closely with all other builders' specs. So Locobase's verdict is as follows: Even if the 7 May 1901 order accurately reflected IC plans in May, the engines the builder turned out four months later used 63" drivers.
Such a useful mixed-traffic design couldn't go unsuperheated for ever; see Locobase 6969.
Data from the IC 4 - 1930 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
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 (1.39 sq m) of arch tubes contributed to the firebox heating surface.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
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 fitted with 20"diameter cylinders; 1701-1710 came two years later and the last three were delivered the year after that using 18" cylinders as shown in the specs..
In September 1912, the shops reduced the 600's cylinder bore to 18" (457 mm).
Only one of the 1701 class--1706--was scrapped before the rest added 1000 to their road numbers in January 1915. Of these, most of the rest were almost immediately sent to the ferro-knacker.
The IC sold the 2703 to Crosby Bonds Lumber Company in April 1914. 2704 went to Brookhaven Gravel Company in February 1916. 2701 found a new user in Liberty White in March 1916; they renumbered it 16. Liberty White
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006. Works number estimated to be 2213 in 1873.
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.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1166-1170 in December 1886, 1173-1177 in January 1887. After the CM&N was consolidated with the Illinois Central, the class continued with works number 1301-1310 in December 1887.
Of approximately the same vintage as those built in the IC's own shops (Locobase 6968), these engines had slightly smaller boilers.
The CM&N first began construction "in the interest of the Illinois Central" in 1886 to build a standard-gauge line from the Illinois-Wisconsin border 45 miles (77.3 km) to Madison, Wisc. At the same time, the Illinois company of the same name built west from Chicago through Freeport, Ill to connect with the Wisconsin portion. When complete, the line measured 173 miles (278.5 km) long. (Later extensions from Madison arrived at Red Oak and Dodgeville, Wisc.)
The CM&N's 233 miles (375 km) formally merged with the IC on 1 February 1903.
Data from the IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1447-1453 in November 1888, 1475-1481 in December, 1534, 1536 in March 1889, and 1542-1543 in April.
Following on from the Brooks Moguls of the previous year (Locobase 7019), this class's boiler held nineteen 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 (436 kg) less while the adhesion weight rose to 85,900 lb (38,555 kg).
Data from the 1926 Alabama & Vicksburg (later Alabama & Vicksburg-Vicksburg, Shreveport & Pacific 1926) locomotive diagram book supplied in March 2004 and July 2025 by Allen Stanley from his extensive Rail Data Exchange . See also DeGolyer, Volume 21, p. 204; Volume 22, p. 182; Volume 25, p. 138. Works numbers were 16021 in June 1898, 17029 in September 1899, 17287 in December. Later batches included two - 21421 in November 1902 and 21429 in January 1903; 23953, 24002 in March 1904; and 27053-27054 in December 1905.
The data refers to a middle batch in this long-running class of Vicksburg, Shreveport & Western Moguls. The first of the twelve arrived in 1898 as 332. These had boilers pressed to 160 psi. The 1903 group had 180-psi boilers, while 338-340 had 200 psi. The last engines were heavier still, but reverted to 180 psi working pressure.
All were eventually assigned to switcher service and were sold off in the late 1920s.
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 18/598/1798 | 1822 | 1855 | 1879 | 194/ 895/ 1895 |
| Locobase ID | 7018 | 7021 | 7023 | 7025 | 7026 |
| Railroad | Paducah & Elizabethtown (IC) | Illinois Central (IC) | Illinois Central (IC) | Illinois Central (IC) | Illinois Central (IC) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 |
| Number in Class | 2 | 5 | 14 | 5 | 2 |
| Road Numbers | 18-19/598, 799/1798-1799 | 1822-1826 | 446-454/851-859/1855-1859, 1865-1868 | 1879-1884 | 194-195/896-896/895-1896 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 2 | 5 | 14 | 5 | 2 |
| Builder | Burnham, Parry, Williams & Co | Brooks | Schenectady | Pittsburgh | Rogers |
| Year | 1880 | 1891 | 1889 | 1890 | 1872 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 14.75 / 4.50 | 15.50 / 4.72 | 13 / 3.96 | 13.17 / 4.01 | 14.50 / 4.42 |
| Engine Wheelbase (ft / m) | 21.83 / 6.65 | 23.02 / 7.02 | 20.50 / 6.25 | 20.83 / 6.35 | 21.83 / 6.65 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.68 | 0.67 | 0.63 | 0.63 | 0.66 |
| Overall Wheelbase (engine & tender) (ft / m) | 44.44 / 13.55 | 44.23 / 13.48 | 45.71 / 13.93 | 44.48 / 13.56 | 42.40 / 12.92 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 65,900 / 29,892 | 88,000 / 39,916 | 87,100 / 39,508 | 96,200 / 43,636 | 64,200 / 29,121 |
| Engine Weight (lbs / kg) | 79,400 / 36,015 | 103,800 / 47,083 | 100,400 / 45,541 | 115,000 / 52,163 | 78,100 / 35,426 |
| Tender Loaded Weight (lbs / kg) | 67,000 / 30,391 | 61,100 / 27,715 | 73,600 / 33,384 | 80,000 / 36,287 | 32,250 / 14,628 |
| Total Engine and Tender Weight (lbs / kg) | 146,400 / 66,406 | 164,900 / 74,798 | 174,000 / 78,925 | 195,000 / 88,450 | 110,350 / 50,054 |
| Tender Water Capacity (gals / ML) | 3500 / 13.26 | 3000 / 11.36 | 3400 / 12.88 | 3000 / 11.36 | 2000 / 7.58 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 5 / 5 | 7 / 6 | 7 / 6 | 5 / 5 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 37 / 18.50 | 49 / 24.50 | 48 / 24 | 53 / 26.50 | 36 / 18 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 57 / 1448 | 56.50 / 1435 | 56.50 / 1435 | 56 / 1422 | 56.50 / 1435 |
| Boiler Pressure (psi / kPa) | 130 / 900 | 150 / 1030 | 150 / 1030 | 165 / 1140 | 135 / 930 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 17.5" x 24" / 445x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 19" x 24" / 483x610 | 16" x 24" / 406x610 |
| Tractive Effort (lbs / kg) | 14,249 / 6463.25 | 17,548 / 7959.65 | 17,548 / 7959.65 | 21,699 / 9842.51 | 12,478 / 5659.93 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.62 | 5.01 | 4.96 | 4.43 | 5.15 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 180 - 2" / 51 | 224 - 2" / 51 | 224 - 2" / 51 | 220 - 2" / 51 | 138 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 10.91 / 3.33 | 11.11 / 3.39 | 11 / 3.35 | 11.33 / 3.45 | 11.25 / 3.43 |
| Firebox Area (sq ft / m2) | 92 / 8.55 | 126.60 / 11.30 | 131.80 / 12.25 | 127 / 11.80 | 84 / 7.81 |
| Grate Area (sq ft / m2) | 15.30 / 1.42 | 16.93 / 1.57 | 29 / 2.70 | 22.83 / 2.12 | 14.37 / 1.34 |
| Evaporative Heating Surface (sq ft / m2) | 1093 / 101.58 | 1417 / 131.60 | 1412 / 131.23 | 1429 / 132.81 | 895 / 83.18 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1093 / 101.58 | 1417 / 131.60 | 1412 / 131.23 | 1429 / 132.81 | 895 / 83.18 |
| Evaporative Heating Surface/Cylinder Volume | 163.62 | 200.42 | 199.72 | 181.35 | 160.11 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 1989 | 2540 | 4350 | 3767 | 1940 |
| Same as above plus superheater percentage | 1989 | 2540 | 4350 | 3767 | 1940 |
| Same as above but substitute firebox area for grate area | 11,960 | 18,990 | 19,770 | 20,955 | 11,340 |
| Power L1 | 2871 | 4096 | 4138 | 4034 | 2991 |
| Power MT | 288.14 | 307.85 | 314.22 | 277.34 | 308.13 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 201 | 231 | 374/714/1714/2716 | 401 | 413 / 1869 |
| Locobase ID | 6965 | 7022 | 7016 | 6966 | 7024 |
| Railroad | Chicago & Illinois Western (IC) | Illinois Central (IC) | Illinois Central (IC) | Illinois Central (IC) | Illinois Central (IC) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 |
| Number in Class | 1 | 1 | 12 | 116 | 10 |
| Road Numbers | 201 | 231/821/1821 | 374-379, 404-409/714-725/1714-1725 | 401-516 | 413-422 / 1869-1878 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 1 | 1 | 12 | 115 | 10 |
| Builder | Burnham, Williams & Co | Brooks | IC | several | Hinkley |
| Year | 1905 | 1883 | 1888 | 1892 | 1888 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 14 / 4.27 | 15.50 / 4.72 | 15.50 / 4.72 | 14 / 4.27 | 15.75 / 4.80 |
| Engine Wheelbase (ft / m) | 22.42 / 6.83 | 23.02 / 7.02 | 22.67 / 6.91 | 21.67 / 6.61 | 23.33 / 7.11 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.62 | 0.67 | 0.68 | 0.65 | 0.68 |
| Overall Wheelbase (engine & tender) (ft / m) | 48.92 / 14.91 | 43.73 / 13.33 | 44.98 / 13.71 | 46.42 / 14.15 | 46.64 / 14.22 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 131,000 / 59,421 | 78,200 / 35,471 | 80,000 / 36,287 | 106,400 / 48,262 | 85,000 / 38,555 |
| Engine Weight (lbs / kg) | 148,000 / 67,132 | 92,200 / 41,821 | 95,900 / 43,500 | 126,000 / 57,153 | 100,000 / 45,359 |
| Tender Loaded Weight (lbs / kg) | 120,000 / 54,431 | 62,100 / 28,168 | 80,000 / 36,287 | 80,000 / 36,287 | 80,000 / 36,287 |
| Total Engine and Tender Weight (lbs / kg) | 268,000 / 121,563 | 154,300 / 69,989 | 175,900 / 79,787 | 206,000 / 93,440 | 180,000 / 81,646 |
| Tender Water Capacity (gals / ML) | 6000 / 22.73 | 3000 / 11.36 | 3850 / 14.58 | 3850 / 14.58 | 3850 / 14.58 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 10 / 9 | 5 / 5 | 7.50 / 7 | 7.50 / 7 | 7.50 / 7 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 73 / 36.50 | 43 / 21.50 | 44 / 22 | 59 / 29.50 | 47 / 23.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 57 / 1448 | 56.50 / 1435 | 56.50 / 1435 | 56.50 / 1435 | 56.50 / 1435 |
| Boiler Pressure (psi / kPa) | 200 / 1380 | 150 / 1030 | 150 / 1030 | 165 / 1140 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 19" x 26" / 483x660 | 18" x 24" / 457x610 |
| Tractive Effort (lbs / kg) | 31,018 / 14069.54 | 17,548 / 7959.65 | 17,548 / 7959.65 | 23,299 / 10568.26 | 17,548 / 7959.65 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.22 | 4.46 | 4.56 | 4.57 | 4.84 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 299 - 2" / 51 | 197 - 2" / 51 | 209 - 2" / 51 | 236 - 2" / 51 | 220 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 12.25 / 3.73 | 11.11 / 3.39 | 11.25 / 3.43 | 11.05 / 3.37 | 11.50 / 3.51 |
| Firebox Area (sq ft / m2) | 167.80 / 15.59 | 102 / 9.48 | 130.30 / 12.11 | 188.90 / 17.55 | 129.33 / 12.02 |
| Grate Area (sq ft / m2) | 31.50 / 2.93 | 16.93 / 1.57 | 17 / 1.58 | 25.75 / 2.39 | 17.50 / 1.63 |
| Evaporative Heating Surface (sq ft / m2) | 2073 / 192.59 | 1254 / 116.50 | 1362 / 126.58 | 1548 / 143.81 | 1454 / 135.13 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 2073 / 192.59 | 1254 / 116.50 | 1362 / 126.58 | 1548 / 143.81 | 1454 / 135.13 |
| Evaporative Heating Surface/Cylinder Volume | 219.37 | 177.37 | 192.64 | 181.48 | 205.66 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 6300 | 2540 | 2550 | 4249 | 2625 |
| Same as above plus superheater percentage | 6300 | 2540 | 2550 | 4249 | 2625 |
| Same as above but substitute firebox area for grate area | 33,560 | 15,300 | 19,545 | 31,169 | 19,400 |
| Power L1 | 5855 | 3524 | 4023 | 4540 | 4197 |
| Power MT | 295.60 | 298.05 | 332.59 | 282.21 | 326.57 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 424 | 460/726/1726 | 5 | 517 | 541 |
| Locobase ID | 16363 | 7017 | 13879 | 9387 | 6967 |
| Railroad | Illinois Central (IC) | Illinois Central (IC) | Chicago, Memphis & Gulf (IC) | Illinois Central (IC) | Illinois Central (IC) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 |
| Number in Class | 1 | 36 | 1 | 5 | 58 |
| Road Numbers | 424 | 460-469, 736-761/726-761/1726-1761 | 5 | 517-519 | 541-598 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 1 | 36 | 1 | 5 | 58 |
| Builder | Rogers | IC | Baldwin | Rogers | several |
| Year | 1892 | 1880 | 1911 | 1897 | 1900 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 14 / 4.27 | 15 / 4.57 | 12 / 3.66 | 14 / 4.27 | 14.60 / 4.45 |
| Engine Wheelbase (ft / m) | 21.67 / 6.61 | 22.17 / 6.76 | 20.25 / 6.17 | 21.67 / 6.61 | 23.17 / 7.06 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.65 | 0.68 | 0.59 | 0.65 | 0.63 |
| Overall Wheelbase (engine & tender) (ft / m) | 46.42 / 14.15 | 44.81 / 13.66 | 46.42 / 14.15 | 55.87 / 17.03 | |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 107,300 / 48,262 | 68,000 / 30,844 | 105,000 / 47,627 | 106,400 / 48,262 | 151,532 / 68,734 |
| Engine Weight (lbs / kg) | 128,500 / 57,153 | 86,000 / 39,009 | 122,000 / 55,338 | 126,000 / 57,153 | 173,232 / 78,577 |
| Tender Loaded Weight (lbs / kg) | 80,000 / 36,287 | 80,000 / 36,287 | 80,000 / 36,287 | 80,000 / 36,287 | 147,600 / 66,950 |
| Total Engine and Tender Weight (lbs / kg) | 208,500 / 93,440 | 166,000 / 75,296 | 202,000 / 91,625 | 206,000 / 93,440 | 320,832 / 145,527 |
| Tender Water Capacity (gals / ML) | 3850 / 14.58 | 3850 / 14.58 | 4000 / 15.15 | 3850 / 14.58 | 7000 / 26.52 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 7.50 / 7 | 7.50 / 7 | 6 / 6 | 7.50 / 7 | 15 / 14 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 60 / 30 | 38 / 19 | 58 / 29 | 59 / 29.50 | 84 / 42 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 56.50 / 1435 | 56.50 / 1435 | 50 / 1270 | 56.50 / 1435 | 63 / 1600 |
| Boiler Pressure (psi / kPa) | 165 / 1140 | 150 / 1030 | 180 / 1240 | 165 / 1140 | 200 / 1380 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 (1) | 18" x 24" / 457x610 | 19" x 24" / 483x610 | 19" x 26" / 483x660 | 20" x 28" / 508x711 |
| Low Pressure Cylinders (dia x stroke) (in / mm) | 29" x 26" / 737x660 (1) | ||||
| Tractive Effort (lbs / kg) | 17,495 / 7935.61 | 17,548 / 7959.65 | 26,512 / 12025.66 | 23,299 / 10568.26 | 30,222 / 13708.48 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.13 | 3.88 | 3.96 | 4.57 | 5.01 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 236 - 2" / 51 | 179 - 2" / 51 | 246 - 2" / 51 | 236 - 2" / 51 | 330 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.05 / 3.37 | 11.45 / 3.49 | 11.50 / 3.51 | 11.08 / 3.38 | 12.95 / 3.95 |
| Firebox Area (sq ft / m2) | 188.90 / 17.55 | 103.60 / 9.62 | 148 / 13.75 | 173.10 / 16.09 | 211 / 19.61 |
| Grate Area (sq ft / m2) | 26.40 / 2.45 | 15.50 / 1.44 | 22.70 / 2.11 | 26.40 / 2.45 | 32.70 / 3.04 |
| Evaporative Heating Surface (sq ft / m2) | 1548 / 143.81 | 1175 / 109.16 | 1618 / 150.32 | 1548 / 143.87 | 2428 / 224.26 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1548 / 143.81 | 1175 / 109.16 | 1618 / 150.32 | 1548 / 143.87 | 2428 / 224.26 |
| Evaporative Heating Surface/Cylinder Volume | 327.16 | 166.20 | 205.33 | 181.48 | 238.51 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 4356 | 2325 | 4086 | 4356 | 6540 |
| Same as above plus superheater percentage | 4356 | 2325 | 4086 | 4356 | 6540 |
| Same as above but substitute firebox area for grate area | 31,169 | 15,540 | 26,640 | 28,562 | 42,200 |
| Power L1 | 3897 | 3382 | 4489 | 4396 | 7185 |
| Power MT | 240.21 | 328.94 | 282.76 | 273.26 | 313.60 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 541 - s | 61/600/1701 | 8/1899 | 801/1801 | 837/1837 |
| Locobase ID | 6969 | 6968 | 7027 | 7019 | 7020 |
| Railroad | Illinois Central (IC) | Illinois Central (IC) | Chicago & Texas (IC) | Chicago, Madison & Northern (IC) | Illinois Central (IC) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 |
| Number in Class | 58 | 14 | 1 | 20 | 18 |
| Road Numbers | 541-598 | 61, 87, 92,107, 238-247/600, 1701-1713/ | 8 /899/ 1899 | 801-820/1801-1820 | 827-836, 521-539/837-854/1837-1854 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 14 | 1 | 20 | 18 | |
| Builder | IC | IC | Rogers | Brooks | Brooks |
| Year | 1920 | 1884 | 1873 | 1886 | 1887 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 14.60 / 4.45 | 15.50 / 4.72 | 14.62 / 4.46 | 15.50 / 4.72 | 15.50 / 4.72 |
| Engine Wheelbase (ft / m) | 23.17 / 7.06 | 22.67 / 6.91 | 23 / 7.01 | 23.02 / 7.02 | 23.02 / 7.02 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.63 | 0.68 | 0.64 | 0.67 | 0.67 |
| Overall Wheelbase (engine & tender) (ft / m) | 56.37 / 17.18 | 44.92 / 13.69 | 45 / 13.72 | 44.23 / 13.48 | 44.23 / 13.48 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 155,450 / 70,511 | 82,000 / 37,195 | 65,000 / 29,484 | 77,900 / 35,335 | 84,000 / 38,102 |
| Engine Weight (lbs / kg) | 177,750 / 80,626 | 100,000 / 45,359 | 80,000 / 36,287 | 92,900 / 42,139 | 100,000 / 45,359 |
| Tender Loaded Weight (lbs / kg) | 147,600 / 66,950 | 80,000 / 36,287 | 80,000 / 36,287 | 62,100 / 28,168 | 61,100 / 27,715 |
| Total Engine and Tender Weight (lbs / kg) | 325,350 / 147,576 | 180,000 / 81,646 | 160,000 / 72,574 | 155,000 / 70,307 | 161,100 / 73,074 |
| Tender Water Capacity (gals / ML) | 7000 / 26.52 | 3850 / 14.58 | 2500 / 9.47 | 3000 / 11.36 | 3000 / 11.36 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 15 / 14 | 7.50 / 7 | 6 / 6 | 5 / 5 | 5 / 5 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 86 / 43 | 46 / 23 | 36 / 18 | 43 / 21.50 | 47 / 23.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 63 / 1600 | 56.50 / 1435 | 58 / 1473 | 56.50 / 1435 | 56.50 / 1435 |
| Boiler Pressure (psi / kPa) | 200 / 1380 | 150 / 1030 | 135 / 930 | 150 / 1030 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 28" / 508x711 | 20" x 24" / 508x610 | 17" x 24" / 432x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 |
| Tractive Effort (lbs / kg) | 30,222 / 13708.48 | 21,664 / 9826.64 | 13,723 / 6224.66 | 17,548 / 7959.65 | 17,548 / 7959.65 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.14 | 3.79 | 4.74 | 4.44 | 4.79 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 182 - 2" / 51 | 211 - 2" / 51 | 154 - 2" / 51 | 206 - 2" / 51 | 225 - 2" / 51 |
| Flues (number - dia) (in / mm) | 28 - 5.375" / 137 | ||||
| Flue/Tube length (ft / m) | 12.95 / 3.95 | 11.32 / 3.45 | 11.04 / 3.36 | 11.11 / 3.39 | 11.11 / 3.39 |
| Firebox Area (sq ft / m2) | 211 / 19.61 | 126.10 / 11.72 | 90 / 8.36 | 130.60 / 12.14 | 121.60 / 11.30 |
| Grate Area (sq ft / m2) | 32.70 / 3.04 | 17 / 1.58 | 13.98 / 1.30 | 16.93 / 1.57 | 16.93 / 1.57 |
| Evaporative Heating Surface (sq ft / m2) | 1975 / 183.55 | 1365 / 126.86 | 977 / 90.80 | 1317 / 122.40 | 1406 / 130.67 |
| Superheating Surface (sq ft / m2) | 400 / 37.17 | ||||
| Combined Heating Surface (sq ft / m2) | 2375 / 220.72 | 1365 / 126.86 | 977 / 90.80 | 1317 / 122.40 | 1406 / 130.67 |
| Evaporative Heating Surface/Cylinder Volume | 194.01 | 156.36 | 154.83 | 186.28 | 198.87 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 6540 | 2550 | 1887 | 2540 | 2540 |
| Same as above plus superheater percentage | 7652 | 2550 | 1887 | 2540 | 2540 |
| Same as above but substitute firebox area for grate area | 49,374 | 18,915 | 12,150 | 19,590 | 18,240 |
| Power L1 | 13,677 | 3229 | 2951 | 3936 | 4024 |
| Power MT | 581.91 | 260.44 | 300.27 | 334.17 | 316.84 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |
|---|---|
| Class | C3 |
| Locobase ID | 6079 |
| Railroad | Vicksburg, Shreveport & Pacific (IC) |
| Country | USA |
| Whyte | 2-6-0 |
| Number in Class | 12 |
| Road Numbers | 302-304/332-343 |
| Gauge | Std |
| Number Built | 12 |
| Builder | Burnham, Williams & Co |
| Year | 1898 |
| Valve Gear | Stephenson |
| Locomotive Length and Weight | |
| Driver Wheelbase (ft / m) | 15.17 / 4.62 |
| Engine Wheelbase (ft / m) | 25.75 / 7.85 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.59 |
| Overall Wheelbase (engine & tender) (ft / m) | 50.92 / 15.52 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
| Weight on Drivers (lbs / kg) | 91,500 / 41,504 |
| Engine Weight (lbs / kg) | 111,000 / 50,349 |
| Tender Loaded Weight (lbs / kg) | 113,900 / 51,664 |
| Total Engine and Tender Weight (lbs / kg) | 224,900 / 102,013 |
| Tender Water Capacity (gals / ML) | 5500 / 20.83 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 11 / 10 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 51 / 25.50 |
| Geometry Relating to Tractive Effort | |
| Driver Diameter (in / mm) | 54.50 / 1384 |
| Boiler Pressure (psi / kPa) | 180 / 1240 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 24" / 483x610 |
| Tractive Effort (lbs / kg) | 24,323 / 11032.74 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.76 |
| Heating Ability | |
| Tubes (number - dia) (in / mm) | 219 - 2" / 51 |
| Flues (number - dia) (in / mm) | |
| Flue/Tube length (ft / m) | 11.50 / 3.51 |
| Firebox Area (sq ft / m2) | 126 / 11.71 |
| Grate Area (sq ft / m2) | 16.88 / 1.57 |
| Evaporative Heating Surface (sq ft / m2) | 1435 / 133.36 |
| Superheating Surface (sq ft / m2) | |
| Combined Heating Surface (sq ft / m2) | 1435 / 133.36 |
| Evaporative Heating Surface/Cylinder Volume | 182.11 |
| Computations Relating to Power Output (More Information) | |
| Robert LeMassena's Power Computation | 3038 |
| Same as above plus superheater percentage | 3038 |
| Same as above but substitute firebox area for grate area | 22,680 |
| Power L1 | 4285 |
| Power MT | 309.73 |