2-6-0 "Mogul" Steam Locomotives in the USA

Class 1/M1-e (Locobase 11464)

Data from "Locomotive Building," The Railroad Gazette, Vol XXXVIII, No 16 (21 April 1905), p 129. Works numbers were 30136-30137 in August 1905 and 38000-38001 in June 1906. (No locomotive company ever delivered 8,000+ locomotives in a year. The gap in works numbers most likely reflect Alco's acquisition of Rogers Locomotive Works.)

Famed Dunkirk, NY builder delivered this quartet of Moguls to the IIM (the Tri-State railway?) as the first locomotives bought new in 1904-1906. This railroad was renamed in 1908 as the Chicago, Milwaukee & Gary Railway, but showed up in a 1910 guide with 95 miles of its own.

All four fell under the Chicago, Milwaukee, St Paul & Pacific in November 1922 and January 1923. They remained in service until October (2966-2968) and November (2965) 1934.

Class 102 / M1 (Locobase 9887)

Data from Milwaukee Road 1930 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 27, p. 237. Works numbers were anagrams of each other: 25643 in May 1905, 26534 in October.

The two small Moguls Baldwin built for the Canyon Line faced an operational environment that featured 3% grades and 24-degree curves.

Both were soon taken into the Chicago, Milwaukee, St Paul & Pacific in June 1910 and renumbered 6004-6005. In October 1912, the pair were renumbered once again as 2950-2951.

At some point, the pair received new boilers, each with a different tube count, and new fireboxes. The latter now measured 128 sq ft (11.89 sq m) in heating surface area although the grate area didn't change. The 102's 193 tubes offered 1,137 sq ft (105,63 sq m) in tube heating surface area while the 103 contained 211 tubes that yielded 1,234 sq ft (114.64 sq m).

After 20 years of service, 2950 was scrapped in October 1925. 2951 followed in December 1927.

Class 4 / M1-a (Locobase 11999)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 17, p. 120. Works number was 12231 in September 1891.

The BB & BC was reorganized in October 1912 as the Bellingham & Northern, at which point this Mogul received road number 12. When the Milwaukee Road bought the B & N in December 1918, it designated this engine in its own class. By October 1928, it had been retired from service and scrapped.

Class 4 / M1-c (Locobase 12556)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p.74 . Works numbers were 19504-19505 in August 1901.

The Milwaukee Road, which inherited these engines from the SIRR's successor Chicago, Terre Haute & Southeastern, retained them for several years on the same service before scrapping them in December 1930.

Class 401, 106/.M1d/K-15 (Locobase 11465)

Data from "Locomotive Building," The Railroad Gazette, Vol XXXVIII, No 17 (28 April 1905), p 149. See also CMStP&P Locomotive Diagrams Steam Electric & Cranes supplied by Allen Stanley in August 2013 from his extensive Rail Data Exchange collection. Works numbers were 6224-6227, 6239 in August 1904 and 37547-37553 in 1905.

At first confusing in its career history, this class consisted of twelve locomotives of the same design bought by two Chicago-area railroads. The first order for five from the Southern Indiana went to Paterson, NJ-based Rogers Locomotive Works, then in its final year of independence outside the fold of the American Locomotive Company. This quintet was numbered 106-110.

A year later, the Chicago Southern ordered seven Moguls to the identical design as their 401-406. By now, Rogers was part of the Alco conglomerate, which is reflected in the considerable jump in works numbers.

(The last engine was sold to the Chicago, West Pullman & Southern as their #12. It was the only locomotive on that line to have either a leading or trailing truck.)

As delivered, the CS locomotives included equipment from the following suppliers:

Westinghouse air-brakes

Midvale steel axles

Cook automatic bell ringers

Keasby & Mattison sectional magnesia boiler lagging

Simplex bolsters and brake-beams

American Brake-Shoe & Foundry Co.'s brake-shoes

Washburn pilot and Tower tender couplers

Elvlns driving box lubricators

U. S. headlights

Nathan injectors

Magnus metal journal bearings

Symington journal boxes

U. S. piston and valve rod packings

Ashton safety valves

Leach sanding devices

Nathan bull's-eye- sight-feed lubricators

Pittsburg Spring & Steel Co.'s springs

Crosby steam gages

Midvale driving and truck wheel tires.

The 401 and 403 from the 1905 order soon went on the SI roster as 111-112. The SI and the CS were merged into the Chicago, Terre Haute & Southeastern and these seven retained their SI numbers. When the CTH&SE was absorbed by the Chicago, Milwaukee, St Paul & Pacific in 1923 as their M-1d class, the locomotives took road numbers 2958-2964.

They were disposed of in a batch in October 1934.

Meanwhile, the other four of the 1906 order--402, 404-406, but renumbered 113-116--went from the CS to the Chicago Terminal Transfer Company. Very shortly the CCTC was bought by the B&O and renamed the Baltimore & Ohio Chicago Terminal Company. The ex-CS engines were placed in their own class K-15 and numbered 932-935. These may have served longer than the Milwaukee Road engines, but were off the roster by 1939.

Class E-49/M2 (Locobase 15115)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Alco's Rogers works numbers were 38820-38821 in December 1905. Schenectady works numbers were 39090-39091 in March 1906.

The firebox heating surface area included 27 sq ft (2.5 sq m) of arch tubes. At the time of their service entry in 1906, these engines were among the biggest in their wheel arrangement anywhere.

According to Gene Connelly's tabulation of all Alco locomotive construction, this quartet was given the New York Central class ID of E-49. (The Chicago Junction was a transfer railroad owned and operated on behalf of several railroads.)

In 1909, the CJ sold the four to the Chicago, Milwaukee & St Paul. In December 1927, the Milwaukee sold the 2976 to the Cowlitz, Chehalis & Cascade of western Washington. The other three remained in service until sold for scrap in November 1934.