Class 1 (Locobase 2634)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). See also George W Hilton, American Narrow-Gauge Railroads (Stanford University Press, 1990), pp 339-340. Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works number was 2841 in October 1897.

Apparently this narrow-gauge line's first locomotive, a modest little Mogul and the only 2-6-0 on this small railroad. It was the first engine in the revived C&NW, whose substantial rebuilding after an 1894 flood was prompted by new gold strikes. In addition to a 26-mile main line, the railroad built a 20-mile branch from Sunset to Eldora.

But the gold promise proved less than shiny and the C&NW could never find suitable substitutes. Twice reorganized in 1904 and 1909, the system was renamed Denver, Boulder & Western on 1 April 1909.

Moreover, F O Stanley's automobiles competed successfully for passenger traffic. Denied abandonment in 1917, the railroad's owners could point to a floods in two canyons on 31 July 1919 and abandonment was approved.

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Class 236 (Locobase 7650)

Data from C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This class was built in the Burlington's Aurora shops as part of the much larger H-1 class. Differences between this quintet and the others were relatively minor (slightly different tube counts, for example).

The 1025 and the 1016 were sold in 1918 to the Chicago & Illinois Midland as their 7-8.

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Class 4 (Locobase 6751)

Data from C & S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The Union Pacific, Denver & Gulf was the first system to own these ten small Moguls as numbers 109-116, 107-108 (the last two were Colorado Central engines at first). Cooke Locomotive Works of Paterson, NJ supplied them in 1884 (works numbers were 1550-1559 in February 1884).

The C & S took over the UP, D & G in 1898 and renumbered them as shown in the specs.

The locomotives themselves were substantially modified soon after the C & S was formed, with #4 the first to receive its new boiler in June 1901 . According to a post to the Narrow Gauge Railroad Discussion Form by "myork" on 25 May 2010 (last accessed at [],158953,159131 on 23 November 2011), within a few years of its establishment, the C & S "...re-boilered #4-10 with wagon top boilers. In the late teens, #4-10 received new frames as well ...frames with the same driver spacing as the long since sold/scrapped/rebuilt Brooks moguls ....but these Cooke moguls retained their 40" drivers."

It is this final product that's shown in the specifications. The reworked 2-6-0s had a decent amount of power for their size. (In fact, they seem to have been among the most potent among the saturated-steam 2-6-0s that ran on narrow gauge anywhere.)

And they obviously filled a light-rail passenger-service niche as the first to be scrapped (the last built) only went to the ferro-knacker's yard in October 1929. Three more followed in the 1930s. #9, retired on 31 May 1941, was restored to service in 2006.

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Class 5 (Locobase 11767)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 16, p. 259. See also George Woodman Hilton, American Narrow-Gauge Railroads (Stanford, Calif: Stanford University Press, 1990), pp. 513-514 and Joes Lines' history as presented in 2009 on []. (Thanks to Chris Hohl for his 20 April 2020 email giving the tender's correct water capacity.)

Works number was 11769 in April 1891.

The BH&FP had opened in 1881 to serve the giant Homestake mine and by 1891 had pushed its original line 21 miles (34 km) from Lead to Piedmont. Motive power at that time included this small, wood-burning (yellow pine was specified) Mogul, which served the BH&FP, the B&MR as 490, and the Chicago, Burlington & Quincy as 532 until it was scrapped in 1911.

Further construction of branch lines south from Bucks created a loop through Este and Stage Barn, with a further branch from Este to Merritt. In 1901, the BH&FP was operated by the Burlington & Missouri River. The Galena mines continued to bear silver and lead ore for years. But the BH&FP alignment was hit by a 1907 flood that tore out 15 miles of line between Bucks and Calcite.

Declining traffic led eventually to the abandoment of the remaining miles of track in 1930.

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Class 5/-3-M (Locobase 7364)

Data from the Wichita Valley 1 - 1915 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1648-1649 in May 1886.

Sold by the M&NW to the St Louis Rail & Equipment Company, these engine pass into the hands of the Wichita Valley in July 1906, where they were the freight power of the WV.

Six more 2-6-0s came to the WVR from the railway's new owner, the CB&Q, in 1909. They were built a couple of years after the current pair and were part of a large class on the Burlington Route; see Locobase 5460. On the WVR they were classed B-3-N.

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Class 6 (Locobase 11768)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 22, p. 259. (Thanks to Chris Hohl for his 20 April 2020 email supplying the tender's fuel capacity.) Works numbers were 17612 in March 1900 and 18888 in April 1901.

See Locobase 11767 for a brief history of the BH&FP. This pair of Moguls joined the 1891 Mogul #5 shown in 11767. They were headed to the badlands. In most important respects the 6 & 7 bulked larger, but much of the growth in firebox heating surface area (which nearly doubled) could be attributed to the need to burn "poor quality" coal that awaited them as fuel. Balanced slide valves, which were easier to work, superseded the plain D valves fitted to the 5.

The pair suited the demands of this ore road for almost 30 years, during which time they bore Burlington & Missouri River numbers 489 and 488 and Chicago, Burlington & Quincy numbers 534 and 533 until they went to the ferro-knacker in November 1930.

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Class H (Locobase 14637)

Data from "Mogul Passenger Locomotive - Chicago, Burlington & Quincy", National Car and Locomotive Builder, Vol XIX (January 1888), pp. 20-22, and "Some Valuable Train Resistance Tests", Engineering News, (17 November 1888), pp. 387.

Locobase finally placed this locomotive in the H class thanks to Gameln's all-time numerical index. There are significant differences, however. Noting that the CB&Q had been "drawn into a movement for the running of fast passenger trains," the NCLB notes that the need for speed was combined with trains of unusual length. So this engine was designed to satisfy the need to propel the heaviest pasenger trains at the highest schedule speed without assistance.

Mating a relatively small boiler to a relatively large Belpaire firebox and pressing the assembly to an unusually high degree (165 psi/11.4 bar), the Burlington's shops turned out a "splendid example of good designing and first-class workmanship." The firebox in particular was noted for measuring fully 9 feet (2.74 m) in length.

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Class H Compound (Locobase 5457)

See also

data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003).

Several elements are puzzling about this design. It has 69" drivers, considerably taller than other Burlington Moguls. The boiler diameter is similar to others, but it has 2 1/4" tubes that are relatively short. Its grate area is larger than most of the others, and, at least at the time the diagram was prepared in the early 1900s, the boiler was pressed to 180 psi. (Like the other Burlington Moguls, the design had a Belpaire firebox.)

These two locomotives tested the Richmond cross-compound system.

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Class H-1 (Locobase 5460)

See also

data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003).

Obviously a popular design.built by the Burlington in several locations, Baldwin, & Rogers. According to Corbin & Kerka (1960), this class had Belpaire fireboxes mounted above the frames and came with two diameters of drivers -- the 62" shown here and 68" drivers. A series of 1892 tests run by the Burlington on several types of locomotives included one of each size of H-1 Mogul. Per horsepower, the H-1/68" consumed 5.76 lb (2.6 kg) of coal and 32.9 lb (14.92 kg) of water. Overall, the 68" variant was more economical with trains of 10 cars or less, the 62" coming first with longer trains.

The Wichita Valley purchased eight of these in September 1909 as their 11-18. Retirements from the CB&Q began in the 1920s and continued through the decade.

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Class H-1C (Locobase 5458)

See also data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). See also "Class H Engines", Railroad Gazette, Volume 21 (1 November 1889). p. 718.

Obviously a popular design.built by the Burlington, Baldwin, Rogers, and the railroad's own Auburn shops. The diagram shows a late 19th-century engine with a deep firebox, dome over the last course, uneven separation between the driving axles.

RG's late -1889 report claimed that the recently introduced Mogules were "still running with good success, and will probably be the standard type of locomotive, both for passenger and freight service, on that road."

The account then homed in on the use of a single-axle truck to lead the way. The writer rebutted the claim that a four-wheel truck was necessary by pointing to the eight to months of service of one engine, which had covered 60,000 miles (96,600 km) without turning or significant wear. Given that condition, the advantages of a single axle truck showed up well. "Not the least of which is the possibility of removing excessive weight from the front end and increasing the weight available for adhesion without a corresponding increase in the total weight of the locomotive."

Each one of the locomotives turned in more than thirty years of service before being retired. And the class set the stage for dozens more 2-6-0s over the next decade.

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Class H-2 (Locobase 5461)

See also data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003).

A follow-on design from 1887's H-1 (Locobase 5460), but with a relocated steam dome, shallower firebox, larger dimensions. Firebox heating surface includes approx 16 sq ft (2 3 1/2" diameter, 9' 8 3/4" long) arch tubes.

Most were built by Rogers, although the later engines came mostly from the Burlington's own shops and from Pittsburgh. The latter's works numbers were 1815-1828 (May-July 1898)

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Class H-2 (compound version) (Locobase 5459)

See also data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003).

Obviously an enlargement of the H Compound (Locobase 5457) with bigger cylinders, more weight on the drivers, and a larger boiler. According to Corbin & Kerka (1960), this was the lone cross-compound example of the H-2 Moguls (Locobase 5461). Like the rest, it used a Belpaire firebox.

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Class H-3 (Locobase 7692)

Data from CB&Q 3 -1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The first ten of this Mogul class were built at Burlington's West Burlington shops. Seven of of the next eight were produced in Aurora (nearer Chicago) with 1214 also coming out of West Burlington. All came fitted with Belpaire fireboxes and piston valves.

All enjoyed at least 30-year lifetimes and were retired soon after reaching that milestone.

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Class H-4 (Locobase 2607)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). See also DeGolyer, Volume 22, p. 120. Sizable Moguls delivered over two years by Baldwin (works numbers 16949, 16951, 16971-16973, 17000-17004), Rogers (works numbers 5502-5510, 5512, 5515-5516, 5522-5524), and the Burlington's own shops.

Belpaire firebox heating surface included 16.2 sq ft (1.51 sq m) in two 3 1/2"/89 mm diam, 9' 10 1/2"/3.00 m long) arch tubes. The Baldwin order shown in the specifications book indicates that these engines were to have 72" (1,829 mm)drivers; Locobase suspects that if the engines were delivered with that diameter driver, they were soon replaced by the 64" drivers shown above. Like the H-3s, rhese were delivered with piston valves.

See Locobase 5472 for the K-10 Tenwheeler (4-6-0) design into which 19 of these H-4s were converted

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Class H/H-1 (Locobase 9717)

Data from Angus Sinclair, "Ratio of Heating Surface to Grate Area and Cylinder Volume," Locomotive Engineering, Volume X, No. 4 (April 1897), pp. 316-318. See also

data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). DeGolyer's Volume 16, p. 94 has the Baldwin contribution to the class (works numbers 11137-11140 in August 1890; 11148, 11151, 11177-11178 in September.

Moguls came in several sizes on the CB&Q and its subsidiaries in terms of both heating surface areas and driver diameters. H-1 was a retrospective designation assigned to a large group of 2-6-0s originally delivered to the Burlington as well as the Hannibal & St Joseph, Burlington & Missouri River, and others.

These and the compounds shown in Locobase 5457 stand apart from other H-1s in their use of 68" drivers. The class also held 2 1/4" tubes in the boilers rather than the 2" tubes fitted to the most of other variants.

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Class H1-B (Locobase 16489)

Data from CB&Q Early Steam Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection.

Locobase can't date the locomotive diagram; he can't even date the diagram book. Like most CB&Q Moguls, the "H1-B" had a Belpaire firebox. The diagram shows 25.5 sq ft (2.37 sqm) of arch tubes contributing to firebox heating surface area; this is a relatively high amount, suggesting an early 20th century installation.

Grate area was higher than that of any other CB&Q 2-6-0 class, while the design was the only one among the Mogules on the Burlington Route that used 1 3/4" (41 mm) tubes.. Considering the evaporative heating surface was lower than any other locomotive with a similar grate