Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
NB: Tube length is an estimate based on the calculation of tube surface area by subtracting reported firebox heating surface from reported total evaporative heating surface
Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
Although fitted with only a modestly scaled boiler for a late-1880s Mogul and possessing a light axle loading, this engine did have a relatively large grate.
According to Meade's Manual, stored on the web as [], last accessed 18 November 2007.
"THE DENVER, ENID & GULF RAILROAD CO.
GUTHRIE TO KIOWA
117.10 Miles
Incorporated in Oklahoma as the Denver, Enid and Gulf Railroad Company, March 31st, 1902, by the five Frantz Brothers.
Sold May 22nd, 1907 to the Eastern Oklahoma Railway Company. Sold to the Atchison, Topeka and Santa Fe Railway Company, June 20th 1907."
Data from DeGolyer, Volume 28, p.127. See also ATSF 9 - 1920 locomotive diagram books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema . Works number was 27038 in December 1905.
This Mogul was delivered to the DE&G with Alfree-Hubbell valves, a variation of the basic slide valve that is explained in greater detail in Locobase 7820. Its chief value was said to be that the exhaust opening and closure both happened later in the stroke and the exhaust port's size allowed faster clearance of the cylinder.
The DE&G was sold to the Santa Fe in 1907 and 15 joined the 142 class as 147. Locobase does not know if the A-H valve had already been removed. The Santa Fe diagram, dated 12 February 1917, shows an identical tube count and length as well as firebox dimensions, but credit the firebox with only 129 sq ft (11.99 sq m) of heating surface area and 1,739 sq ft (161.54 sq m) for total evaporative heating surface area.
147 was scrapped in 1927.
Data from ATSF Locomotive Diagrams Steam Assorted supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection.
Shown here as Santa Fe Moguls, the pair began service as Fort Worth & Rio Grande 2-6-0s delivered from Cooke in 1891 (Locobase 4145). Essentially owned by the St Louis-San Francisco. They were sold to the Atchison, Topeka, & Santa Fe on 1 March 1937 with the FW&RG trackage. Either late in their SL&SF career or early in the Santa Fe era, the two received the boiler and firebox shown in the specs.
Deep firebox meant that the third driving axle was spaced two feet farther from the second axle than the second was from the first. Note the inside valve motion on this relatively small locomotive. Engine 2446 used 170-lb psi, registered 22,750 lb tractive effort.
Data from ATSF 6 - 1927 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 41227-41234 in January 1907.
Compared to the earlier Mogul #2445 of the AT&SF (Locobase 804), this class, built at Alco's Cooke works, had more even driver spacing, much greater power. The BDF and short tube length also shows that this boiler was worked very hard. Firebox heating surface area included 17.4 sq ft (1.61 sq m) of arch tubes.
One engine -- 2531 -- had 57-in (1,448 mm) drivers and developed 37,700 lb (17,100 kg or 167.70 kN) of tractive effort, reached an almost incredible 1,173 BDF and GDF of 80,490, and attained a 4.81 factor of adhesion.
The Railroad Gazette of 4 January 1907 announced that the KCM&O had ordered 20 Moguls with Allfree-Hubbell valves (see Locobase 7820 for a description of this rarely used design) for delivery in July and September 1907. Locobase suspects that the order was modified to the set of 10 descibed herein in part because of the sharp drop in the US economy prompted by the Panic of 1907, but also because the A-H valve design had proven not to be worth the trouble of installing and maintaining.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 29, p.182. Information about how many, when, and by whom this class was supplied from [] (visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 29347 and 29361 in October 1906 and 29893-29894, 29946 in January 1907.
Locobase 8397 shows the 4-4-0s that helped the OCR open its service in 1907. These Moguls were delivered at around the same time and were considerably bigger and more powerful.
Once the OCR was bought up by the Santa Fe in 1917, the new owner took all five into its service where they ran for another ten years. The only detectable change was a 1" (25.4 mm) increase in tire thickness, which raised driver diameter to 58" (1,473 mm).
865 was the first to go, being scrapped in April 1927; the last was 866, which was dismantled in November 1929.
Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 22, p. 279. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema . Works numbers 18741 in March 1901; 19013-19016, 19059-19062 in May; 19120 in June; 19412-19429, 19462-19468 in August.
This class of four-cylinder Vauclain compounds shared the boiler and grate design of the 566 simple-expansion engines described in Locobase 4889. Like the 591s, the 566 compounds apparently added some arch tubes to their fireboxes that increased heating surface area to 183 sq ft (17 sq m) and overall heating surface area to 2,626 sq ft (243.96 sq m).
The class continued to operate as compounds for a bit longer tham most railroads, the AT&SF only simpling them in 1918-1920.
Many were later converted to 0-6-0 and 0-8-0 switchers.
Moguls built by Baldwin for the Atchison, Topeka & Santa Fe and described in a 1906 Baldwin catalogue which is reproduced on [] . See also DeGolyer, Volume 22, p. 278. Works numbers were 18742 in March 1901; 19120-19122, 19131-19135 in June; 19179, 19185-19187, 19212-19213 in July. The last two are shown by Connelly to have had 64" drivers.
This class represented the minority of this freight Mogul design that was completed as simple-expansion locomotives; the larger portion is shown in Locobase 8223. In later years, the firebox heating surface was augmented by 28.6 sq ft (2.66 sq m ) of arch tubes, increasing evaporative heating surface area to 2,626 sq ft (243.96 sq m).
All were later converted to all-adhesion switchers. 591-593, 596, 599-600, 604 were transformed into 0-6-0s; 594-595, 597-598, 601-603, and 605 were given another powered axle as 0-8-0s.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 125. Information about how many, when, and by whom this class was supplied from [] (visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 8190-8191, 8194-8195 in November 1886; 8441, 8445 in March 1887; 8493, 8495, 8498, 8500 in April.
A relatively numerous class of Moguls, this class was produced in ones and twos in 1886-1888. The Connelly records for this number series show three different driver diameters (48, 54, 57).
Several were sold to short lines near the ends of their careers. 200 went to the Angelina & Neches Rivers in October 1906 as their 104. 202 was sold to the Sabine River in June 1916. (Locobase can't identify the T&NW, to which the 196 was sold in August 1910 or the D&NM, which bought the 198 in September 1902.)
Data from Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University Vol 14, 204. Works numbers were 9566-9568, 9570, and 9577 in October 1888.
Of the locomotives later grouped under the Santa Fe's catch-all class of Moguls (see also Locobase 8900), these had a few more tubes and consequently more heating surface area.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 19, p.263. See also "San Francisco and San Joaquin Valley Railroad" in Wikipedia at [], last accessed 29 October 2022; and "San Francisco & San Joaquin Valley Railway Company's steam locomotive Claus Spreckels - 1", on the Kansas Memory website at [
], last accessed 29 October 2022. Works numbers were 14324-14325, 14350-14351 in June 1895.
Claus Spreckels, Mogul #1's namesake, was an affluent sugar manufacturer who put up $500,000 in 1895 to induce the raising of $2.5 million more to build the SF&SJV as a competitor to the Southern Pacifc "octopus" that dominated California railroading. His pot-sweetener provided encouragement to many to donate small sums that together raised the money and led to the railroad being nicknamed the "People's Railroad".
Kansas Memory's photograph of the Claus Spreckels documents its arrival on the SF&SJV on 2 October 1896. Its delivery from Baldwin's Philadelphia took in tow the 2 and the 3, so all three engines arrived on the same day. The first segment, which connected Stockton with Fresno, opened on 5 October 1896. An extension to Bakersfield went into service in May 1898.At the other end, the railroad ended at Richmond across the bay from San Francisco.
But that same year also saw the perhaps-inevitable absorption in December of the SF&SJV by a major railroad. At least it was the Atchison, Topeka & Santa Fe and its construction granted the ATSF a key north-south route through California.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 0189 | 146 (2) | 15/147 (2) | 2445 | 2526 |
Locobase ID | 8222 | 8908 | 8979 | 804 | 805 |
Railroad | Atchison, Topeka & Santa Fe (ATSF) | Denver, Enid & Gulf (ATSF) | Denver, Enid & Gulf (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Kansas City, Mexico, & Orient (ATSF) |
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 | 4 | 1 | 1 | 2 | 9 |
Road Numbers | 0189-0192 | 146 | 15/147 | 2445-2446 | 129-136/2526-2534 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 4 | 1 | 1 | 2 | 9 |
Builder | Hinkley | Pittsburgh | Burnham, Williams & Co | Rhode Island | Alco-Cooke |
Year | 1881 | 1889 | 1905 | 1891 | 1907 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15 / 4.57 | 13.17 / 4.01 | 15 / 4.57 | 16.25 / 4.95 | 14.17 / 4.32 |
Engine Wheelbase (ft / m) | 22.67 / 6.91 | 20.58 / 6.27 | 23.17 / 7.06 | 23.33 / 7.11 | 23.33 / 7.11 |
Ratio of driving wheelbase to overall engine wheelbase | 0.66 | 0.64 | 0.65 | 0.70 | 0.61 |
Overall Wheelbase (engine & tender) (ft / m) | 49.83 / 15.19 | 46.08 / 14.05 | 58.85 / 17.94 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 36,650 / 16,624 | ||||
Weight on Drivers (lbs / kg) | 77,000 / 34,927 | 81,720 / 37,068 | 116,000 / 52,617 | 98,650 / 44,747 | 146,000 / 66,225 |
Engine Weight (lbs / kg) | 90,000 / 40,823 | 94,100 / 42,683 | 134,000 / 60,781 | 118,110 / 53,574 | 168,000 / 76,204 |
Tender Loaded Weight (lbs / kg) | 80,600 / 36,560 | 41,840 / 18,978 | 120,000 / 54,431 | 105,550 / 47,877 | |
Total Engine and Tender Weight (lbs / kg) | 170,600 / 77,383 | 135,940 / 61,661 | 254,000 / 115,212 | 223,660 / 101,451 | |
Tender Water Capacity (gals / ML) | 4100 / 15.53 | 3200 / 12.12 | 6000 / 22.73 | 5000 / 18.94 | 8000 / 30.30 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6.50 / 6 | 12 / 11 | 2127 / 8051 | 3430 / 12,983 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 43 / 21.50 | 45 / 22.50 | 64 / 32 | 55 / 27.50 | 81 / 40.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 58 / 1473 | 56 / 1422 | 57 / 1448 | 55 / 1397 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 140 / 970 | 150 / 1030 | 180 / 1240 | 155 / 1070 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 19" x 24" / 483x610 | 20" x 26" / 508x660 | 19" x 24" / 483x610 | 21.25" x 28" / 540x711 |
Tractive Effort (lbs / kg) | 14,231 / 6455.08 | 19,726 / 8947.57 | 27,916 / 12662.50 | 20,754 / 9413.87 | 34,118 / 15475.68 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.41 | 4.14 | 4.16 | 4.75 | 4.28 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 151 - 2" / 51 | 202 - 2" / 51 | 256 - 2" / 51 | 228 - 2" / 51 | 280 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 12.17 / 3.71 | 10.81 / 3.29 | 12.50 / 3.81 | 11.25 / 3.43 | 12.67 / 3.86 |
Firebox Area (sq ft / m2) | 119 / 11.06 | 101 / 9.39 | 157.60 / 14.64 | 145.80 / 13.55 | 205.40 / 19.08 |
Grate Area (sq ft / m2) | 16.10 / 1.50 | 24.50 / 2.28 | 29.80 / 2.77 | 19.20 / 1.78 | 30 / 2.79 |
Evaporative Heating Surface (sq ft / m2) | 1080 / 100.37 | 1241 / 115.33 | 1822 / 169.27 | 1490 / 138.48 | 2057 / 191.17 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1080 / 100.37 | 1241 / 115.33 | 1822 / 169.27 | 1490 / 138.48 | 2057 / 191.17 |
Evaporative Heating Surface/Cylinder Volume | 171.16 | 157.49 | 192.80 | 189.09 | 179.03 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2254 | 3675 | 5364 | 2976 | 6000 |
Same as above plus superheater percentage | 2254 | 3675 | 5364 | 2976 | 6000 |
Same as above but substitute firebox area for grate area | 16,660 | 15,150 | 28,368 | 22,599 | 41,080 |
Power L1 | 3592 | 3102 | 4723 | 4001 | 5637 |
Power MT | 308.53 | 251.05 | 269.29 | 268.24 | 255.36 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 501/865 | 566 | 591 | 68/0194 | 79 / 0194 |
Locobase ID | 8398 | 8223 | 4889 | 8900 | 11681 |
Railroad | Oklahoma Central (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Gulf, Colorado & Santa Fe (ATSF) | Gulf, Colorado & Santa Fe (ATSF) |
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 | 5 | 35 | 15 | 11 | 5 |
Road Numbers | 501-505/865-869 | 566-590, 606-615 | 591-605 | 68-77/0194-0203 | 79-83 / 203-207 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 5 | 35 | 15 | 11 | 5 |
Builder | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co |
Year | 1906 | 1901 | 1901 | 1886 | 1888 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15.17 / 4.62 | 16 / 4.88 | 16 / 4.88 | 15 / 4.57 | 11.50 / 3.51 |
Engine Wheelbase (ft / m) | 23.25 / 7.09 | 31.08 / 9.47 | 24.67 / 7.52 | 22.69 / 6.92 | 18 / 5.49 |
Ratio of driving wheelbase to overall engine wheelbase | 0.65 | 0.51 | 0.65 | 0.66 | 0.64 |
Overall Wheelbase (engine & tender) (ft / m) | 52.87 / 16.11 | 51.33 / 15.65 | 51.33 / 15.65 | 46 / 14.02 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 48,670 / 22,076 | 46,370 / 21,033 | |||
Weight on Drivers (lbs / kg) | 132,000 / 59,874 | 135,000 / 61,235 | 132,000 / 59,874 | 74,000 / 33,566 | 77,000 / 34,927 |
Engine Weight (lbs / kg) | 154,680 / 70,162 | 164,000 / 74,389 | 157,100 / 71,259 | 90,000 / 40,823 | 90,000 / 40,823 |
Tender Loaded Weight (lbs / kg) | 95,880 / 43,490 | 100,000 / 45,359 | 100,000 / 45,359 | 65,800 / 29,846 | |
Total Engine and Tender Weight (lbs / kg) | 250,560 / 113,652 | 264,000 / 119,748 | 257,100 / 116,618 | 155,800 / 70,669 | |
Tender Water Capacity (gals / ML) | 5000 / 18.94 | 5000 / 18.94 | 5000 / 18.94 | 3600 / 13.64 | 3000 / 11.36 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 12 / 11 | 1847 / 6991 | |||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 73 / 36.50 | 75 / 37.50 | 73 / 36.50 | 41 / 20.50 | 43 / 21.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 57 / 1473 | 62 / 1575 | 62 / 1575 | 57 / 1448 | 54 / 1372 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 200 / 1380 | 200 / 1380 | 145 / 1000 | 130 / 900 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 28" / 508x711 | 15.5" x 28" / 394x711 | 20" x 28" / 508x711 | 18" x 24" / 457x610 | 18" x 24" / 457x610 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 26" x 28" / 660x711 | ||||
Tractive Effort (lbs / kg) | 30,063 / 13636.36 | 27,217 / 12345.44 | 30,710 / 13929.84 | 16,814 / 7626.71 | 15,912 / 7217.57 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.39 | 4.96 | 4.30 | 4.40 | 4.84 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 308 - 2" / 51 | 350 - 2" / 51 | 350 - 2" / 51 | 203 - 2" / 51 | 219 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 12.08 / 3.68 | 13.92 / 4.24 | 13.42 / 4.09 | 11.25 / 3.43 | 11 / 3.35 |
Firebox Area (sq ft / m2) | 179.90 / 16.54 | 155.40 / 14.44 | 155.40 / 14.44 | 113.20 / 10.52 | 122.86 / 11.42 |
Grate Area (sq ft / m2) | 30.20 / 2.81 | 48.50 / 4.51 | 48 / 4.46 | 17 / 1.58 | 17 / 1.58 |
Evaporative Heating Surface (sq ft / m2) | 2128 / 197.58 | 2599 / 241.45 | 2599 / 241.45 | 1325 / 123.14 | 1375 / 127.79 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 2128 / 197.58 | 2599 / 241.45 | 2599 / 241.45 | 1325 / 123.14 | 1375 / 127.79 |
Evaporative Heating Surface/Cylinder Volume | 209.04 | 425.09 | 255.30 | 187.41 | 194.48 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 5436 | 9700 | 9600 | 2465 | 2210 |
Same as above plus superheater percentage | 5436 | 9700 | 9600 | 2465 | 2210 |
Same as above but substitute firebox area for grate area | 32,382 | 31,080 | 31,080 | 16,414 | 15,972 |
Power L1 | 5085 | 4055 | 6854 | 3684 | 3292 |
Power MT | 254.78 | 198.66 | 343.42 | 329.26 | 282.76 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | Claus Spreckels |
Locobase ID | 12154 |
Railroad | San Francisco & San Joaquin Valley (ATSF) |
Country | USA |
Whyte | 2-6-0 |
Number in Class | 3 |
Road Numbers | 1-3 |
Gauge | Std |
Number Built | 3 |
Builder | Burnham, Williams & Co |
Year | 1895 |
Valve Gear | Stephenson |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 12.75 / 3.89 |
Engine Wheelbase (ft / m) | 20 / 6.10 |
Ratio of driving wheelbase to overall engine wheelbase | 0.64 |
Overall Wheelbase (engine & tender) (ft / m) | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 124,000 / 56,246 |
Engine Weight (lbs / kg) | 135,000 / 61,235 |
Tender Loaded Weight (lbs / kg) | |
Total Engine and Tender Weight (lbs / kg) | |
Tender Water Capacity (gals / ML) | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 69 / 34.50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 47 / 1194 |
Boiler Pressure (psi / kPa) | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 |
Tractive Effort (lbs / kg) | 34,723 / 15750.11 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.57 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 226 - 2.25" / 57 |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | 12.48 / 3.80 |
Firebox Area (sq ft / m2) | 142.71 / 13.26 |
Grate Area (sq ft / m2) | 28.10 / 2.61 |
Evaporative Heating Surface (sq ft / m2) | 1793 / 166.64 |
Superheating Surface (sq ft / m2) | |
Combined Heating Surface (sq ft / m2) | 1793 / 166.64 |
Evaporative Heating Surface/Cylinder Volume | 205.38 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 5620 |
Same as above plus superheater percentage | 5620 |
Same as above but substitute firebox area for grate area | 28,542 |
Power L1 | 4498 |
Power MT | 239.91 |