2-6-0 "Mogul" Steam Locomotives in the USA

Class 12/D7/455 (Locobase 6128)

Data from 1941 L&A diagram book supplied by Allen Stanley in March 2004. See also DeGolyer, Volume 22, p. 283 and, for the SS&S, George C. Werner, "SHERMAN, SHREVEPORT AND SOUTHERN RAILWAY," Handbook of Texas Online ([]), accessed October 30, 2015. Uploaded on June 15, 2010. Published by the Texas State Historical Association. Works numbers were 17709-17710 in April 1900.

The SS&S was the successor to the east Texas-based East Line & Red River Railroad. Although the railroad's charter called for lines between McKinney to Decatur in Wise County, from McKinney to Whitesboro in Grayson County, and from Jefferson to the eastern boundary line of Texas, only the Jefferson-Texas border line actually was completed. At that, it was only 30 miles of track from Jefferson to Waskom, the latter being the point at which the SS&S had trackage rights on the Vicksburg, Shreveport & Pacific Railroad into Shreveport.

The SS&S bought this pair of medium-size Moguls a little over a year before it merged with the Missouri-Kansas-Texas. An earlier pair from 1895 (Locobase 7724) included the first #12 and its sister #11; they were sold to the Katy in May 1901. The newer duo presented more evaporative heating surface area, a larger firebox and grate, and used cylinders with 2" (50.8 mm) longer strokes.

The MKT built dozens more to the same design at the same time and classed all of them as D7 (see Locobase 7720).

In 1924, the Katy sold this pair to the Louisiana Railway & Navigation Co, which became the Louisiana & Arkansas in 1930.

a few months before this Texas-based railway that in 1930 was renamed the Louisiana, Arkansas & Texas Railway Company. In that incarnation, the railway's main line ran 181 miles from McKinney to the Texas-Louisiana state line near Waskom.

Nine years later, the L A & T was merged with the L & A.

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Class 48 (Locobase 16596)

Data from MKT 1913 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and, also from Stanley, AlWeber's 1890 Missouri Kansas & Texas 6 roster.

Locobase composed this entry from a pastiche of a diagram, two roster compilations with data and two builders lists. Given the tube diameters, number, and length from the 1890 table, Locobase estimates the grate area from firebox length and width. The 1913 diagram supplies no heating surface data.

48 went to the ferro-knackers in 1898.The other three were scrapped in late 1911

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Class D1 (Locobase 7715)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 and MK&T 1890ca Locomotive List and Description (title: General Description-Locomotives-June 1890) in August 2013 by Allen Stanley from his extensive Rail Data Exchange. See also "Eccentric Strap" [pseudonym], letter with dateline of Galveston, Texas, March 29, 1888, Brotherhood of Locomotive Firemen and Enginemen's Magazine, Volume 12 (May 1888), p 345.

Some of the first of the MKT's many Moguls, but delivered to the Missouri Pacific. They moved to the MKT in 1881.

Locobase now offers a sidebar on tweaking a locomotive. The long letter from"Eccentric Strap" referred to above dealt with many subjects, one of which focused on the author's opinion about just where to set the petticoat pipe that directed the exhaust from the cylinders up the stack. He details specs for every major builder and many groups of locomotives. It's information that, if true for most railroads, was extremely useful.

After the overview, Eccentric Strap begins the next paragraph by using Engine 102 as an example of how slight changes in positioning could have dramatic results., Engine 102 was known on the MKT as a "man-killer". The author gives the sorry particulars:

"Her tank would hold eight tons of coal and all of it would be consumed, with twenty-five loads from Parsons, Kansas, to Nevada, Mo., sixty-nine miles [111 km]. The next sixty-two miles [100 km]would serve her the same way, while the run into Sedalia, and back to Lewis, would be almost impossible with a tank of coal."

To summarize, the fireman was shoveling eight tons of coal into the firebox over 69 miles of running--the 102 burned coal at the rate of 231 lb/mile (65 kg/km).

Eccentric Strap continues:

"Engineer Jennings tried every means he could think of for a long time, and finally gave up in despair, and let her go for a couple of months, when he got sick of seeing his fireman being worked to death, and in sheer desperation opened the front end again. He went to work to lower the bottom of the pipe one quarter of an inch, and thought he discovered that the pipe was a little out of line."

Having adjusted the pipe, "he had no more trouble with the 102."

In fact, "Bro[ther]. Gore [the fireman] ... grew fat after the change, and always had 'coal to sell,' when he arrived at coal chutes, and if time was pressing could run by Nevada, making the 131 miles [211 km] from Parsons to Lewis, with less coal than it formerly took to make the sixty nine miles."

They later served as switchers. See Locobase 7716 for the Baldwins of the same year.

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Class D2 (Locobase 7716)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 94. Works numbers were 4988 in February 1880, 5280 & 5284 in September 1880, and 5331 & 5333 in October 1880.

These Baldwins were a bit bigger and had smaller drivers than the Hinkley Moguls that arrived on the Katy five years earlier (Locobase 7715).

Like the D2s, these later served as switchers.

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Class D3 (Locobase 7710)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 50. Works number was 9850 in March 1889.

This was a relatively big Mogul for its time with a long wheelbase. The low drivers emphasize the type's devotion to freight duties.

After the D&W was taken over by the Katy in 1912, the 1 became the MKT's second 172. It was scrapped four years later in October 1916 after a relatively short career.

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Class D3 (Locobase 7717)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3418, 3421, 3423-3425 in November 1883, 3427-3431 in December.

Compared to many other Moguls of the time, this design from the Paterson builder was small and had a short wheelbase. It also had an unusually square set of cylinder dimensions in which the stroke was quite short. Perhaps this represented an adjustment to small drivers.

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Class D4 (Locobase 7719)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 125, Volume 16, p. 237; and Volume 17, p. 264. (Thanks to Chris Hohl for his 13 August 2018 email noting differences in tender capacities and original driver diameters.) Works numbers were:

1889

10113, 10115-10119 in July; 10167-10168, 10171, 10173, 10175-10177, 10180-10181 in August

1890

10552-10555, 10558-10563 in January

1891

11733-11735, 11739-11740, 11745, 11747-11748, 11762 in March

1892

12638-12642 in April; 12646, 12652-12654, 12662-12665, 12674 in May; 12859 in July; 12866-12867, 12869-12870 in August; 12967, 12973 in October.

This was one of the most numerous single classes to operate on the Katy. In fact it was one of the biggest batches of Moguls to enter service in that period. Compared to other 2-6-0 designs, the D4 had a relatively large boiler married to an average grate. In many respects, it was a typical Mogul of its day and the Katy must have been satisfied.

Chris Hohl notes that the original water capacity in the tenders behind the 170-194 was 3,000 US gallons (11,355 litres). Later tenders in this class carried 3,300 gallons (12,491 litres).

Hohl also observed that the first 25 were delivered in 1890 with boilers pressed to 145 psi; (10 bar), the next 15 of 1891 had boilers pressed to 155 psi. (10.7 bar). The 1892 locomotives were pressed to 160 psi and the rest of the class followed suit by 1904. (As with many locomotives of the time, the original driver diameter increased by 1" to 57" (1,448 mm) when the railroad fitted thicker tires.)

217-224 originally went to work on MKT subsidiary Missouri, Kansas & Eastern, while 225-229 were assigned to the Taylor, Bastrop & Houston road. 287-288 (232-233 in 1893) were assigned to the Southwestern Coal & Improvement Company. 192 briefly operated on the Sherman, Shreveport & Southern (1900-1901).

By the mid-teens, however, the Katy started scrapping the class while selling off nearly two dozen to a variety of smaller roads. Because Gene Connelly troubled himself to assemble the information and because the list represents an impressive range of customers, Locobase has summarized the selection of second-life railways here:

Abilene & Southern, Beaver Meade & Englewood (2), G. F. Cotter Supply Co., Gifford Hill Co., Grant Locomotive & Car Works (2), Houston & Brazos Valley, Hyman Michaels, James T. Gardner, List & Gifford Construction Co., Ozark Valley, Potts Moore Gravel Co. (2), Quebec Oriental (2), San Antonio Fredericksburg & Northern, Sherman Shreveport & Southern (2), Southwest Ballast Co., Waco Beaumont Trinity & Sabine (2), White Rock Sand & Gravel Co.

Most were Southwestern railroads, although note the Quebec Oriental (connecting Matapidia and Paspibiac and sold in 1929 to the Canadian National), which took a pair, as did the Grant Locomotive & Car Works.

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Class D4 (Locobase 16360)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 17, p. 266-267. See also Samuel Vauclain, "The Baldwin Compound Locomotive", Proceedings, Engineers' Club of Philadelphia, Volume 10, No 2 (April 1893), pp.165-183 , particularly p. 177. (Thanks to Chris Hohl for his 13 August 2018 email noting the unique qualities of the 200.) Works number was 12678 in May 1892.

After Baldwin delivered six somewhat smaller D4s to the Katy (Locobase 20361), the Philadelphia builder completed the seventh as a four-cylinder Vauclain compound. As described in Locobase, the compound system cast the high and low cylinder on each side as single units. In each set, a single 10 1/2" (267 mm) piston valve supplied live steam to the HP cylinder and exhausted steam to the LP cylinder.

Samuel Vauclain pressed his case for his compound design at every opportunity and by his lights the Katy's Mogul was plaintiff's Exhibit 1 in an 1893 report claiming that "several master mechanics now declare the Baldwin ...is not only very economical in the use of fuel, but costs less for repairs while in service."

Gratefully singling out the Katy engine as "especially noticeable ...where alkali water is used", Vauclain said that "the tubes of all of the single expansion locomotives delivered at the same time ...have been recaulked and in several cases removed entirely, whereas up to the present time the Compound has had no work done to the boiler at all." He added that all of the locomotives ran in the same division on the same service and were running constantly except for lay-ups for repairs. Fuel economy averaged 36.6%.

Vauclain does not report that the other Moguls (Locobases 7719 and 16361) were also built by Baldwin. Given that context, one can argue that the simple-expansion locomotives could have been better built.

It was converted to simple expansion in 1905; see Locobase 16361.

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Class D4 (Locobase 16361)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 17, p. 266-267. (Thanks to Chris Hohl for his 13 August 2018 email noting this sextet's smaller boiler.) Works numbers were 12638 in April 1892; 12653-12654, 12664-12665, and 12674 in May.

In the midst of a long run of D4 Moguls carrying boilers fitted with 236 tubes (Locobase 7719), Baldwin delivered seven locomotives with 26 fewer tubes. The reason for this break isn't clear as all of the other dimensions were the same as the other D4s.

One of the seven was a Vauclain compound; see Locobase 16360. In 1905, it was converted to simple expansion, joining the other six in their D4 subclass.

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Class D5 (Locobase 7724)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 19, p. 255 for Baldwin engines and Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). (Thanks to Chris Hohl for his 13 August 2018 email noting a duplicated entry for the Brooks engines in this class.)

Very similar to the D4s of a slightly earlier vintage (Locobase 2622), this class was supplied by three builders. Baldwin delivered 252-254 & 264-265 (works numbers 14291-14292, 14294-14295 in April 1895). 264-265 were originally designated in the specifications for the Sherman, Shreveport & Southern; their cabs bore the SS&S hallmark. They were sold to the Katy in May 1901.

Brooks added 255-259 (works numbers 2530-2534 in June 1895), and Richmond completed the order with 260-263 (2400-2403).

The Richmond engines were delivered as cross-compounds with a 19" (483 mm) HP cylinder on the left side and a 30" (762 mm) LP cylinder on the right.

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Class D6 (Locobase 7725)

Data from MKT 1903 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Pittsburgh continued the line of very similar Moguls with the first five, which featured an increased stroke. Richmond followed a year later with 10 more to the same design. Compared to the earlier locomotives, the D6s had a wider, shallower firebox that had less total heating surface.

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Class D7 (Locobase 7720)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 22, p. 283 and Volume 24, p. 45. Works numbers were:

1900

17954-17955, 17969-17973, 17983, 17988-17989 in July 1900; 18023, 18040-18043 in August: 18106-18107, 18138-18139, 18187, 18194 in September. (455-456 were built for the Sherman, Shreveport & Southern at the same time and soon incorporated into this class; see Locobase 6128).

1901

19375-19380, 19441 in August 1901.

Apparently derived from the same builder's D4s supplied to the Katy a decade earlier (Locobase 7719), these locomotives had only slightly longer tubes, a smallish firebox but a larger grate. The heat generator supplied a bigger set of cylinders at a higher pressure, so any concern over having enough steam must have held at a relatively low level. One minor note: the specs said that the spark netting in the smokebox "may be changed" to a perforated steel with slots 3 /16" (4.76 mm) wide. Locobase can't say if the change was made. Most Baldwin specs in the period called for netting.

Most D-7s were sold for scrap in the 1920s, but a few enjoyed second careers on short lines for which their wheel arrangement and relatively light loadings were well suited.. Relatively early on its MKT career, 465 was sold to the Blytheville, Leachville & Arkansas Southern as their #8; seven years later the BL&AS sold #8 to the Helena Southwestern (also in Arkansas).

The other sales occurred as the class was cleared from the MKT roster. In April 1923, 467 went to the Waco, Beaumont, Trinity & Sabine as their 106 and served two decades before going to the ferro-knacker in November 1933.

411, 430, 457, 459-460 were sold to the Texas & Oklahoma in October 1923; a year later ex-430, 459, & 460 ventured onto the Oklahoma city, Ada & Atoka, from which they were retired in 1929 and scrapped .

May 1924 saw the transfer of 461-462 to Louisiana Railway & Navigation of Texas 121-122; ex-461 went to the Louisiana & Arkansas as 122 in 1929; the L & A scrapped 122 in March 1934.

454 went to the Beaver, Meade & Englewood in December 1924 and was scrapped in 1932.

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Class D7/E (Locobase 7721)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 45. Works numbers were 19442-19446 in August 1901; 19544-19545, 19551-19553 in September; and 19920-19924 in December.

Perhaps the Katy told Baldwin that the boiler that was big enough for 19" x 24" cylinders (Locobase 7719) was too small when they lengthened the stroke and increased the boiler pressure (Locobase 7720). Regardless of why, a year later Baldwin supplied this class, which was identical except for the greater number of tubes in the boiler barrel. In fact, the specification in Volume 24 noted the change to a larger boiler beginning with 457.

As a class, the D-7s had relatively short careers in Katy service. The Katy sold the 465 to the Blytheville Leachville & Arkansas Southern as their #8 in November 1913. Seven years later the BL&AS sold out to the Helena Southwestern, which renumbered 8 as 200.

April 1923 saw the sale of 467 to the Waco, Beaumont, Trinity & Sabine. October 1923 saw the sale of 457 and 459 to the Oklahoma City, Ada & Atoka, which was formed from some of the lines abandoned by the MKT when it reorganized.

In May 1924, 461 and 462 went to the Louisiana Railway & Navigation Company of Texas, which was reformed as the Louisiana & Arkansas in 1929 and the two engines renumbered 122-123.

The rest were sold for scrap in 1924-1927..

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Class D8/ J5C (Locobase 7723)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 25, p. 36. Works numbers were 26097-26106 in August 1902 and 27662-27681 in July 1903.

This could be described as the Katy's definitive Mogul considering how many would be delivered. Baldwin and Schenectady delivered 125 in five years.This entry features the Alco design, which differed primarily in having a few more tubes, but less firebox heating surface area. Baldwin's 55 locomotives are described in Locobase 16349.

Compared to earlier 2-6-0s, these had a bigger grate (although the firebox wasn't commensurately bigger) and more tubes in a slightly longer boiler. The whole heat engine stood on the taller drivers that would mark the Mogul as a mixed-traffic locomotive.

The last 40 to be produced according to the basic design had smaller boilers; see Locobase 12842.

Many were later superheated; see Locobase 7733.

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Class D8/ J5D (Locobase 16349)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 25, p. 36.Works numbers were 21089-21090, 21101-21102, 21145-21147, 21156 in October 1902; 21199-21200 in November

22473 In July 1903; 22599, 22616, 22702, 22721. 22727 in August; 22915-22916, 22937, 22959, 22969, 23001, 23062, 23105 in October; 23115, 23246-23248 in November; 23292, 23296-23297, 23466-23467 in December;

23498, 23576, 23582, 23640 in January 1904; 23732-23733, 23792 in February; 23924 in March; 24215-24216, 24240, 24246, 24270 in May.

This could be described as the Katy's definitive Mogul considering how many would be delivered. Baldwin and Schenectady delivered 125 in five years.This entry features the Baldwin design, which differed primarily in having four fewer tubes, but more firebox heating surface area. Alco's 30 engines are described in Locobase 7723.

Compared to earlier 2-6-0s, these had a bigger grate (although the firebox wasn't commensurately bigger) and more tubes in a slightly longer boiler. The whole heat engine stood on the taller drivers that would mark the Mogul as a mixed-traffic locomotive.

The last 40 to be produced according to the basic design had smaller boilers; see Locobase 12842.

Many were later superheated; see Locobase 7733.

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Class D8/J5E (Locobase 12842)

Data from DeGolyer, Volume 28, p.144 and DeGolyer, Volume 29, p. 60. See also Railroad Gazette, Volumed XXXIX [39], No.1 (7 July 1905), p. 6. (Thanks to Chris Hohl for his 26 February 2018 email pointing out a Baldwin order for six of the class with 19" cylinders; see Locobase 16344 . In the same email, Hohl also corrected the engine and tender wheelbase.)

Works numbers were 26922-26923, 26936, 26945 in November 1905; 26969, 26974-26976, 26989, 27005-27008 in December 1905; 28878-28879, 28920-28921, 28934-28936, 28954, 28968, 28980-28981, 28993, 28998-28999, 29015-29016, 29079, 29098, 29113, 29148 in September 1906.

Locobase 7723 describes how the Katy procured 125 Moguls of the same design from both Baldwin and Alco-Schenectady in five years. The last 40 to be delivered were all from Baldwin and had smaller boilers with fewer tubes and a smaller firebox.

Suppliers for many of the components appeared on the RG's list and provide a rare view of the network of companies that contributed to producing a steam locomotive:

WestinghouseAmerican air-brakes

"Simplicity" bell ringer

National-Hollow brake-beams

Diamond "S" and steel Insert brake-shoes

Buckeye tender couplers

Leeds reversible pilot couplers

Pyle-National electric headlights

Monitor injectors

U. S. metallic piston and valve rod packings

Coale safety valves

Leach pneumatic sanding devices

Nathan sight-feed lubricators

Railway Steel Spring Co.'s springs

Ashcroft steam gauges

Standard Steel Works driving and truck wheel tires

Safety Car Heating & Lighting Co.'s steam heat equipment for 10-wheel locomotives.

Many were later superheated; see Locobase 7733.

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Class D8/J5E - 19" cylinders (Locobase 16344)

Data from DeGolyer, Volume 28, p.143. (Thanks to Chris Hohl for his 26 February 2018 email pointing out a Baldwin order for six of the class with 19" cylinders. The mystery is unveiled below.) Works numbers were 27023-27024, 27068, 27090-27091, 27097, 27150 in December 1905.

No other source, either from the MKT itself or from dedicated compilers of rosters or locomotive information, indicates that the 40 locomotives ordered from Baldwin in 1905 included six locomotives built to the specs shown here. Locobase assumed that all 40 were in fact the same and composed Locobase 12842 in 2011 based on that information.

In his February 2018 email, Chris Hohl summarized the differences he had uncovered:

"They had 19" cylinder diameters, a driver wheelbase of 14' 2", an engine wheelbase of 22' 9", a total wheelbase of 56' 5", 120,000 lbs. of weight on the drivers, an engine weight of 139,000 lbs., a grate area of 31.1 sq. ft., and a firebox area of 157 sq. ft., an evaporative heating surface area of 2,078 sq. ft., and different firebox measurements."

When Locobase's compiler investigated, he confirmed Hohl's observations and found:-

1) Baldwin's spec sheet (page 143) shows this class as 8-32 D 704-709 (i.e. 8 wheels, six driven, 19" cylinders) ordered on 27 June 1905--exactly 44 years before Locobase's birthday). There are no indications that the locomotives had been ordered by another railroad or that this order was later cancelled in favor of adding the six engines to the 8-34 D order described in Locobase 12842. Moreover, the order summary at the front of Volume 28 shows the order for the MKT and under the D summary page shows both this order and the one described in 2, below.

2) The order form on the next page (144), also dated 27 June 1905, for 8-34 D 404-417 presents the data commonly associated with the D8s and covers 561-574. A 25 January 1906 order for 8-34 D 419-423 and 425-439 found in Volume 29, p. 60 and covering 581-600 repeat the earlier 8-34 specs. Note that the number ranges for the cylinder size-driver item numbers (e.g. 8-32 as opposed to 8-34) are signficantly different as well. More 8-32s of all types had been ordered than 8-34s at this point.

3) Closer comparison of the two sets of specs in Volume 28 show the 8-32s to have been consistently different. The smaller cylinders have shorter steam and exhaust ports. Wheelbases also are shorter and the engines weighed less.

4) Firebox is longer, significantly narrower, and nearly as deep at the back as at the front. By contrast. the other 34 engines had wide fireboxes (56" vs 41 1/4"/1,422 mm vs 1,048 mm) that sloped downward from back to front. So the 8-32 Ds had less grate area and more firebox area.

4) Although not as common as several other cyinder ratios, 19 x 28 appeared in several other orders in the same period. The nearest relatives were two Yosemite Valley locomotives delivered in 1913 (Locobase 5970). Their order forms and other data seem to rule out the possibility that these could have been renumbered from the earlier locomotives..

Many were later superheated; see Locobase 7733.

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Class J-6-d (rebuilt D8) (Locobase 7733)

Data from MKT 1941 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase is surprised by the amount of evaporative heating surface sacrificed in these rebuilds of the Baldwin and Alcos (Locobase 7723). According to Drury (1993), the project to superheat, substitute 11" (279 mm) piston valves for slide valves, and add weight to the engine eventually included most of the D8s. The diagrams show only one small difference between the Baldwins and the Alcos: the former had 21 sq ft of arch tubes that the latter apparently did not. The specs show the Baldwin number; the J-6 Alcos had 143 sq ft (13.29 sq m) in firebox heating surface.

In 1938, those still remaining on the books (shown as 35 but probably many more) were converted to oil-firing and had their boiler pressure raised to 210 psi. The result was a potent and relatively new locomotive and many operated into the 1950s.

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Class L/E/D7 (Locobase 7722)

Data from MKT 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also George C Werner, " Rockdale, Sandow and Southern Railroad", Handbook of Texas Online, accessed October 20, 2024, []. Works numbers were 25087-25091 in September 1901.

As Baldwin was delivering a medium-sized Mogul, Schenectady was contributing this quintet of similar locomotives. It was in preparation for the considerably bigger ones that would follow a year later (Locobase 7723).

These Alcos enjoyed relatively long lives. After more than 20 years on the Katy, the railroad sold three of them to Chicago, Ill. Hyman-Michaels reseller and scrap dealer. From that reseller, 1204 went first to Equitable Equipment Co New Orleans La, then to the Pearl River Valley railroad as their 331.Hyman Michael sold 1206-1207 to Gifford Hill Construction Company.

1208 and 1205 were sold directly to the Rockdale, Sandow & Southern, which was owned by the Federal Fuel Company. Chartered on 13 June 1923, the RS&S's 6 miles (10 km) ran from the International-Great Northern junction at Marjorie to Texas's first surface lignite mine outside of Millerton, Texas.

The ex-Katy Moguls took numbers 3 and 4 and served at the railroad's sole motive power from their delivery into the 1950s. George Werner's account noted that the railroad hosted light passenger traffic, which likely rode behind either one or the other.

Diesel-electric locomotives replaced the two old engines in early 1950s. Werner reported the following echo from the ex-Katy Moguls: "The bell from steam locomotive number 3 has served since 1954 as a Victory Bell for the winner of the annual football game between the Rockdale Tigers and the Cameron Yeomen."