Class 4/K-18 (Locobase 2056)

Data from DeGolyer, Volume 19, p. 252. See also Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 14316-14317 in June 1895.

This pair of Moguls were delivered to the ID|&W Railway shortly after that entity succeeded the Indianapolis, Decatur & Springfield in May 1894. At that time, the railway included 152.5 miles of line.

It merged into the Cincinnati, Hamilton, & Dayton in 1900 as part of a consolidation of several railroads.; the 4 and the 8 were renumbered 269-270. As part of the CH&D's incorporation into the Baltimore & Ohio in 1916, the two Moguls were assigned to non-operating subsidiary Cincinnati, Indianapolis & Western, under whose corporate aegis they ran until 1927.

NB: The firebox (or direct) heating surface area and consequently the evaporative heating surface area are both estimates. Locobase notes the very similar measurements of the Illinois Terminal #8 of 1903 (Locobase 15919), which had a firebox of similar shape and only slightly greater height, an identical grate area, and a boiler with two more tubes of the same length as this engine. He estimated that the ID&W fireboxes had 95% of the height and calculated accordingly.

Class B-3/K-12 (Locobase 2096)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works number was 1026 in January 1889.

C&CT opened in the same year it took delivery of this Mogul with a relatively long stroke. In 1897, the C&CT became the Chicago Terminal Transfer railroad. At that tiime it operated 32 miles (51.5 km).

Following bankruptcy in February 1907, it reorganized as the Baltimore & Ohio Chicago Terminal Railroad Mogul. This single engine was retired in 1919.

Class Class C (Locobase 2025)

P&W narrow-gauge class that was retired in 1911, when the last miles were converted to standard gauge. B&O Class K-N

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Pittsburgh builder's data from a compilation by B Rumary supplied by Allen Stanley in March 2004. The works numbers were 575-578 in May 1882. The P & W apparently became the Painesville & Youngstown in August 1884 and the second through fourth were renumbered 3-5. But the P & Y soon became the Pittsburg, Painesville and Fairport Railway and came under the P & W, at which point 576-578 reverted to P & W numbering (but as 1, 3 & 4), but then 576 and 578 went to the Clarksburg, Weston & Glenville in June 1886 as 3 & 5.

[] for Ohio railroads as of 1902.

Class I/K-10 (Locobase 2088)

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004.

Raod #44 was works numbers were 1475 delivered in 1889 while 45-46 were works numbers 1936-1937 and arrived in 1891. In 1895 they were renumbered 47-49.

Renumbered 917-918, 925 when the CL&W became part of the B&O in 1902; they were classified K-10. All were gone by 1915.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Class J C Davis/K odd (Locobase 1026)

Data from Kinert, 1962; confirmed and supplemented by [] database, lookup 12 Nov 2004. More data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Rail Data Exchange May 2005 and Joseph Snowden Bell, The Early Motive Power of the Baltimore & Ohio (1912). (Where there is a conflict in data, Bell's information trumps.) Thanks to Chris Hohl for his December 2014 email supplying the tender's fuel capacity.

Although Kinert doesn't say, research suggests that the illustration and data refer to the B & O locomotive J C Davis, number 600. It was later renumbered 918. When this engine was displayed at the 1876 Philadelphia Centennial Exposition, it was described as the heaviest passenger locomotive in the world. Although it ran at first as a passenger engine, McShane reports it was not successful in that service and soon moved to freight service.

Photographs show the typical dual-diameter boiler (narrow first course, swollen second course), steam dome well forward, widely separated driving axles, diamond stack and all the other elements of a mid-70s design. Boiler pressure is extremely low (check out the factor of adhesion).

J Snowden Bell notes that it ran on the Third Division, which included the notorious 17-mile grade with a ruling grade of 2.2%. Although it had more heating surface and put 4 more tons on the drivers, 600 "...apparently did not give as good a performance in this service, as it was not long continued in it, and was not duplicated for passenger service, although others of the same design were subsequently built for fast freight."

Preserved for decades and shown at various railroad fairs, the J C Davis was damaged "in a more dramatic manner than any other locomotive" when the B&O roundhouse roof collapsed on 17 Feb 2003. The cab was demolished and some of the boiler-top appurtenances were damaged.

Class K-14 (Locobase 2097)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 2250-2251

Like the earlier single Mogul, this pair operated on the same rails for the C&CT, the Chicago Terminal Transfer (1897), and the Baltimore & Ohio Chicago Terminal Railroad (1907).

The 930 had been withdrawn by 1913 and the 931 was gone by 1917.

Class K-16 (Locobase 16018)

Data from DeGolyer, Volume 38, pp. 156. Works numbers were 36881-36886 and 36897-36900 in September 1911.

These saturated -boiler Moguls were ordered as 0-6-0s with 19" cylinders, but rebuilt , adding a leading truck and more cylinder volume before delivery. The result was a boiler stuffed with one of the highest tube counts ever put in a 2-6-0's boiler. 14" (356 mm) piston valves suggest free-flowing steam.

Although their sloping tender suggests a career in switching, it's likely that the B & OCT intended these for transfer operations, too, for which a leading truck would be useful. A 19 September 1911 note entered in the specs describes that addition. It called for a swing-bolster truck with relatively tiny 24" (610 mm) wheels and a 3 1/2" (89 mm) swing to each side. The result was a very stubby 2-6-0 with no pilot and tiny sand domes flanking an equally small steam dome.

The class was soon superheated; see Locobase 6567.

Class K-16A (Locobase 6567)

Data from 1954 Baltimore & Ohio assorted locomotive diagrams supplied by Allen Stanley from his extensive Rail Data Exchange May 2005.

These were ordered as 0-6-0s with 19" cylinders, but rebuilt as Moguls with more volume before delivery (Locobase 16018). When updated, the boiler lost 159 small tubes to accommodate the 30 flues that held a relatively modest superheater installation.

14" (356 mm) pistons suggest free-flowing steam as does a useful amount of superheat in this Mogul. Lima added ten more (K-17) in 1917 that had nearly identical specs; see Locobase 6562. The R&LE article covering the K-17's extensive array of "appliances".

The Baldwins remained in service for decades. The entire class was retired in 1949.

Class K-17 (Locobase 6562)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Rail Data Exchange May 2005; and ."Mogul 2-6-0 Switcher for the Baltimore & Ohio", Railway and Locomotive Engineering, (July 1917), pp. 214-217. Volume Works numbers were 5321-5330 in January 1917.

Late-in-the-day Mogul design virtually identical to the 1911 K-16s supplied by Baldwin (see Locobase 6567). Like the K-16s, the K-17s were fitted with a sloping tender that confirms its career service as a transfer switcher in the Chicago area. 14" (356 mm) pistons suggest free-flowing steam as does a useful amount of superheat.

Of particular interst to Locobase is the R&LE article's subtitle:"Fitted with Extensive Application of Locomotive Specialties". The author took the opportunity to review a variety of "appliances" that were more and more evident in new locomotives. And Locobase takes this opportunity to show how a technical journal covering steam locomotive operations could show readers a cornucopia of locomotive aids. R&LE stated that "[T]he engine is doing good work and has met the approval of those using it."

"Among them that may be mentioned, " the author continued, "the modern supereater, brick arch, Everlasting blow-off cocks, Damascus brake beams, Economy radial buffer, Commonwealth pilot bumper, Franklin grease cellars, Farlow draft gear, Franklin pneumatic fire-door, Commonweatlh tender frame, Andrews tender truck frames, Ashcroft steam gauges, Hanlon water gauges, Sellers injectors, Detroit lubricator, Ragonnet power reverse gear, Coale safety valves, Hanlon sanders, Chambers throttle valve, Baker valve gear, Franklin water joint, Franklin shoes and wedges, Markel rod ends."

Locobase suggests that one could write a book just on the appliances. To a large extent, Fowler's editions of the Locomotive Cyclopedia did just that. Yet this report delved more deeply into a select few, all of which would feature prominently in locomotive equipment through the rest of the steam age.

The brick arch was "one of the simplest", he noted.

The Ragonnet power reverse gear, one of the most popular types, he wrote, "is peculiarly useful on a switiching engine, as it not only lightens the physical labor of the engineman, but it enables him to keep his head out of the cab all the time and so see for himself what he is doing."

He doesn't expand on the Baker gear, stating that R&LE had recently devoted some space to it.

Economy Devices Corporation's radial buffer did "good work on a switcher where curve radius is short." He then details how the buffer accommodated a variety of transitions (veritcal, horizontal, and spherical.

Chambers,s throttle valve served superheated engines, taking steam from the highest point of the steam dome. The R&LE author then describes its setup and attributes in details in hundreds of words.

Coale's safety valve and muffler receive specific praise for its accuracy.

Class K-19 (Locobase 2057)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 1795-1797 in 1887.

Early Cincinnati, Hamilton, & Dayton freight Moguls that were not renumbered by the B&O because they had been retired by 1916.

Class K/K-17 (Locobase 2055)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 1913-1918 in July 1891.

Data from [] (Viewed September 2002)..

Light freight Moguls that were not renumbered by the B&O because they had been retired by 1916.