Class 150A/D4 (Locobase 3280)

Data from Railroad Gazette (23 Sep 1898). See also GGW 7 - 1902 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works number was 2714.

This was the simple-expansion trial horse that competed with a cross-compound from the same builders (Locbase 3279).

Railroad Gazette observed that the design is perhaps "very much 'over-cylindered'". Indeed, the stroke length exceeded that of all but a few 2-6-0s in US service. Mr. Tracy Lyon, Master Mechanic of the CGW, contended that new pneumatic sanders will allow the engines to take advantage of all that power.

Lyon called for the engine to handle a trailing load of 890 tons at any speed and any grade up to 1%. Steeper grades would be conquered with liberal use of the sander. He reported to the RG on a 31 August 1898 performance in which the simple-expansion engine moved 900 tons up a 5-mile (8-km)-long 1% ascent without working to its maximum. Rail conditions were good although the drivers slipped on the curves.

Given that very few other locomotives offered this much tractive effort at this weight and that CGW had few compounds, this experiment must ultimately have been unsatisfying. !50's competitor, compound 151, received the same 19" x 28" cylinders in March 1909.

Class 150B/D4 (Locobase 3279)

Data from Railroad Gazette (23 September 1898). See also GGW 7 - 1902 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works number was 2715.

Apparently Mr. Tracy Lyon, Master Mechanic of the CGW, wanted to compare compound to simple locomotives. He bought one of each, of which this entry is the compound. (The simple-expansion engine is found in Locobase 3280.)

Since very few other CGW engines were or compounds, it seems likely that Lyon found neither very satisfactory.

In March 1909, 181 was rebuilt as a simple-expansion locomotive with 19"x 28" cylinders to match the 150 shown in Locobase 3280.

Class D/100A/D2 (Locobase 4161)

Data from CGW 7 1902 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1920-1931 in August 1888, 1932-1938 in October. The second batch began arriving in 1891 with 2130 in September, followed by 2131-2142 in October, 2143-2149 in November, and 2150-2154 in (December.

Almost immediately after the 1891 deliveries, the bankrupt CStP&KC merged with the Chicgo Great Western in 1892.

As early as 1900, the CGW fitted 19" (483 mm) cylinders were fitted to ten of these engines. They were 118, 101,104, 125-126, 130-131, 139-140, and 143.

Scrappings began in 1911. By 1920, the D2 class had been severely reduced in size. The 133 and 105 were sold in November 1917 and July 1918, respectively, to the Kansas City & Northwestern Railroad as their 17-18.

Class D1/100B (Locobase 4160)

Data from CGW 7 1902 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2065-2069 in September 1888.

These Moguls remained essentially unchanged from the time they entered service, although their original BP of 160 psi (11 bar) was later dropped by 15 psi. Two of the class were scrapped in 1911 (110 in July and 108 in September). 109 was sold in July 1916 to Barry Equipment.

107 received 19" (431 mm) cylinders in March 1918; she was scrapped in March 1927.

106 was sold to the Minnesota short line Hill City Railway in February 1924. This line succeeded the Mississippi, Hill City & Western in November 1915. It owned 17.5 miles of track (28.2 km) and three locomotives at the time it bought 106. The road closed in October 1932.

Class D3 (Locobase 6119)

Data from 1943 CGW diagram book supplied by Allen Stanley from his extensive Rail Data Exchange in March 2004. Works numbers were 54589 in April 1914, 55417 in September 1915., 56025 in July 1916, and 57877-57878 in June 1917.

It seems to have been rather late in the day for any standard-gauge American road to buy saturated-steam Moguls with slide valves. The StPB&T used them as transfer engines and switchers that trailed slope-back tenders.

The firebox as delivered had no supplemental heating surface area. Beginning in 1928, all five engines received four arch tubes that contributed 14 sq ft (1.3 sq m). All but one (14) were superheated in the late 1920s; see Locobase 6120.

Fourteen was never updated, for some reason, but served the StPB&T and its successor, the Chicago Great Western, until it was scrapped in December 1948.

Class D3s (Locobase 6120)

Data from 1943 CGW diagram book supplied by Allen Stanley from his extensive Rail Data Exchange in March 2004.

The StPB&T superheated four of the five D3 Moguls described in Locobase 6119 beginning with 16 in January 1928. 13 came next in September, then 12 in November 1929, and 15 in March 1932.

The designer balanced the loss in evaporative heating surface area with a good measure of superheater area. The firebox heating surface area now included 14 sq ft (1.3 sq m) in four arch tubes. Cylinders now were supplied steam through 10" (254 mm) piston valves actuated by outside radial valve gear. By the late 1940s, 12 and 14 used tenders with capacities of 14 tons (12,701 kg) coal, 8,000 US gallons (30,380 litres) of water.

After the StPB&T's motive power was incorporated into the Chicago Great Western in July 1934, the D3s continued to serve until 1950.