Class 10 / F-6 (Locobase 9796)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 160. Works numbers were 11409-11410, 11418 in November 1889; the road numbers ran in reverse order. (Thanks to Eric Zabilka for his April 2013 correcting the 10's second railroad.)

The Kentucky Union road sold these Moguls to the Lexington & Eastern as part of a merger in 1894. The 12 went to the Louisiana & Atlantic as their #5 some time later.

When the L & E merged with the Louisville & Nashville in 1915, the two were grouped as class F-6. The diagram of road number 460 most likely shows a rebuilt locomotive.The diagram gives an improbably low firebox heating surface area of 60 sq ft (5.55 sq m). Driving wheelbase increasd by 1 1/2" (38 mm).

459 (ex-10) was scrapped in 1926, but 460 was sold to the Carrollton & Worthville in September 1930.

Class 11/F-9 (Locobase 8132)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 27, p. 158; Volume 28, p. 86; and Volume 31, p. 2. Works numbers were 24845 in December 1904, 26092 in July 1905, 31073 in June 1907, and 32269 in November.

After the L&A took delivery of the first two Moguls in this class in 1902 (Locobase 16149), they went back to Baldwin in 1904, 1905, and 1907 for a total of four more, numbered, 11, 12, 10, and 4, respectively. The two batches had the same firebox design, which had the same width and length as the earlier pair, but was 5 inches (127 mm) deeper. 11 and 12 had the tube count shown in the specs; the 10 and 4 were fitted with 238 tubes, which reduced overall heating surface area to 1,565 sq ft. All had double coil springs mounted directly over each box in the leading truck.

This small Kentucky road was taken over by the L & N in 1909 and the class was renumbered and designated F-9. Later L&N diagrams showed the class with 131 sq ft in the firebox heating surface, but adhesion weight rose to 100,000 lb (45,359 kg)and engine weight to 119,000 lb (53,978 kg). 554's boiler pressure was later dialed back to 165 psi.

554 (ex-10) was scrapped in 1930. 550 (ex-4) lasted the longest in L&N service, going to the scrapyard in 1937.

556 (ex-12) went to the Frankfort & Cincinnati in 1928 as their #8; 555 (ex-11) followed in 1929 and gained the number #9 and operated at least until 1934.

(L & N F-9 551 was Lexington & Eastern engine #10 completed in November 1889 -- works number 10418 -- and taken over by the L & A as their #5 in 1894. 10409-10410 were two other Baldwins of similar design that went to work for the Kentucky Union and wound up on the L & N as F-6.)

Class 140 (Locobase 9909)

Data from E Lavoinne & E Pontzen, Les Chemins de Fer Amerique, (Paris: Dunod, 1882), p 140-141. The authors describe this locomotive and its provenance, but leave out details. Locobase estimates the heating surface area based on the known firebox heating surface, and a tube heating surface area derived from other locomotive designs with similar counts and lengths. Works numbers were 2768-2771, 2783, 2822, 2825, 2827, 2833-2834, 2862-2865, 2744, 2748, 2758, 2761-2762, 2767, 2741, 2714-2716, 2719-2720, 2723, 2728, 2730-2732, 2737-2738 in 1881; 3102, 3019-3020, 3022, 3033, 3040-3041, 3074, 3076-3077, 3097-3098 in 1882.

The design seems over-cylindered when compared to the heating surface. Later the L&N designated this relatively large class F-6 or F-7 (Locobases 9797-9798) depending on wheel diameter.

Class 4 (Locobase 12275)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 21, p. 186. Works numbers were 15938-15939 in May 1898.

The L & NW, headquartered in Homer, La, was a 114-mile railroad that connected Magnolia, Ark (about 40 miles east of Texarkana) with Natchitoches, La. It was formed in 1889 as a successor to the Louisiana North & South Railroad. Although projected to head toward Ft Smith, Ark, it never did so. It operated in receivership between 1913 and 1922.

This pair of small Moguls served this small road, but Locobase isn't able to tell for how long. The specifications offered the builder's "....guarantee 1100 tons of 2000 lb up 20-ft grade [about 0.45%]."

Class 7 (Locobase 12659)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 25, p. 224. Works numbers were 21668 in March 1903 and 22102 in May.

Going back to the same builder that delivered its 1898 pair of Moguls, the L & NW didn't change much in the design except to add some tubes of the same length to the boiler and a few square feet to the firebox heating surface; they also boosted the working pressure by 20%.

Gene Connelly's comprehensive Baldwin listing does not show the ultimate fate of the number 8 (rhymes, don't it), but does show a sale of the #7 to locomotive rebuilder/reseller Southern Iron & Equipment in January 1926. With greater celerity than usual, SI&E resold the engine to Charleston Lumber Company in February.

Class 7/F-9 (Locobase 16149)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 226. Works numbers included 20240 in March 1902 and 20341 in April.

The first two Moguls of a total of six supplied over an five-year period were slightly smaller and less high-pressured than the others (which are described in Locobase 8132). Their fireboxes had small grates and were a bit shallower than those in the later engines. All had double coil springs mounted directly over each box in the leading truck.

Once absorbed by the Louisville & Nashville in 1909, the two never left the L&N. 553 was scrapped in 1930 and 552 in March 1932.

Class F-0 (Locobase 9792)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 2187 in 1873.

Like all L&N locomotives of the time, this Mogul was sized for the 5-foot gauge then in use. It was one of 22 (road numbers 100-118, 219-221) the Paterson, NJ builder delivered to the Tennessee road in 1873.

The L&N converted its railroad to the standard gauge in 1886. Over the decades, the class was fragmented by c

Class F-1 (Locobase 9793)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These Moguls were originally delivered to the L&N by Rogers in 1873 as part of a large class. Those still in service were rebuilt with new boilers by the L&N beginning in 1900 and were designated in the F series according to their weight.

Class F-3 (Locobase 9794)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like the F-1 and F-2, this set of locomotives originally formed part of the large class of Moguls delivered by Rogers in 1872-1873. Rebuilt beginning in 1900, this group fell into class F-3 because of their heavier weight. Unlike the F-3 422, these engines used round-top boilers.

416 went to the ferro-knacker

Class F-3 - Belpaire (Locobase 9795)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This Mogul was an unusual locomotive for the L&N in sporting a Belpaire firebox. The engine was originally delivered by Rogers in 1873 (works number 2280 in June 1873), but received its new boiler and firebox in 1901.

402 and 451 were dismantled in 1924, 416 went to the ferro-knacker in 1925. After renumbering to 462, the ex-411 was scrapped in 1926 along with 431, 455 followed in 1927

Class F-6 (Locobase 9797)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9798 for the details and original works numbers.

In the 1920s documentation of this class, the L&N separated the original set of 1881-1882 Moguls into two groups based on their driver diameters. All had new boilers set to higher boiler pressures than the original versions. The smaller group was this set of 52" driver engines. Also, their profiles had steam and sand domes of older shapes and smaller panes in the cab window outline.

Class F-7 (Locobase 9798)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Louisville & Nashville 10 - 1926 roster. These show seven locomotives designated F-7 by the L&N: 509, 514, 521, 534-535, 541, 543. Gene Connelly's roster shows a long run of Moguls built by Rogers in 1881-1882 and the Railway & Locomotive Historical Society Bulletin 167, pages 86-91, shows a string of L&N locomotives with 53.75" drivers. Altogether the works numbers were 2714-2716, 2719-2720, 2723, 2728, 2730-2732, 2737-2738, 2741, 2744, 2748, 2758, 2761-2762, 2767-2771, 2783, 2822, 2825, 2827, 2833-2834, 2862-2865 in 1881; 3019-3020, 3022, 3033, 3040-3041, 3074, 3076-3077, 3097-3098, 3102 in 1882.

Identical to L&N F-6 engines (Locobase 9797) except for drivers that were 3" taller. The F-7's profile had a more modern looking cab with a single large window cut-out and rounded steam and sand domes.

All had reworked boilers with higher boiler pressures.

Class F-8 (Locobase 8131)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 37554-37558 in January 1906.

As shown in the 1927 book, this class seems to have operated mostly as switchers. The low drivers gave them a good tractive effort for such small locomotives.

All operated through World War II, although three of them worked for other owners. The L&N leased the 548 and 550 to the Flemingsburg & Northern in 1937. The F&N--a six-mile long remnant of the never-successful Cincinnati, Flemingsburg & Southeastern Railroad (CF&SE)--used them for over a decade before returning the 547 in 1947 to the L&N, which scrapped it in October 1948. The F&N (or more likely, the L&N) sold the 549 in November 1949. The latter was actually scrapped in 1956.

The 545 was sold outright to the Jeffersonville Boat Works in April 1943. This yard built over 130 LST landing ships during World War II.

Class unknown (Locobase 10071)

Data from Transactions of the American Society of Civil Engineers (American Society of Civil Engineers, 1878), pp. 404-405.

This engine was presented as an example of the 2-6-0 type in a summary paper delivered to the ASCE in 1878. It was indeed typical of the Moguls then being delivered to American railroads. Design of the engine was credited to Fred Funiak, CE and ME.