Data shown on locomotive diagram at [], (August 2002). Works numbers were 5157-5162 in August 1899, 5163-5168 in October, 5370-
5372 in February 1900, and 26222-26227 in February 1902.
These Moguls had almost the same size boiler and cylinders as the Consolidations bought by the IC at around the same time. They followed twelve identical Minneapolis & St Louis engines delivered in 1899.
It was the classic M&SL Mogul and was supplied by Schenectady in 1899 (81-95 for the M&StL), 80-85 in 1902 for the IC & 1906 (96-102). The only difference was the boiler pressure, which was set at 190 psi in the first batch, 200 psi in the later engines.
In 1910, all of the M&StL Moguls were renumbered 300-322. The IC also renumbered its locomotives 300-305. When the two studs were combined in 1912, the M&StL's 300-305 took new numbers 323-328.
Withdrawals began in August 1935 and sixteen were gone by November 1936. Only three remained after 1941. 312 was retired in February 1946, Ex-IC 305 went to the scrapper in March 1950 , and 310 finished the class in January 1951.
Data from M&StL 1934 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2234-2235 in March 1893.
By the time the two Moguls shown here were profiled in the 1934 book, they had been relegated to switcher service. 61 was fitted with a mechanically operated fire door in July 1931.
Data from "Mogul Engines for the Iowa Central", Railroad Age Gazette, Volume XLV [45], No 18 (2 October 1908), pp. 1058-1059. See also DeGolyer, Volume 32, pp. 262-264. works numbers were 32873-32874, 32881-32883, 32891 in December 1908.
This Mogul design was one of the heaviest and most powerful of its day, even as the wheel arrangement had fallen out of favor. "For general freight traffic, however, where the requirements aren't too exacting, this class of engine is particularly suitable," wrote RAG's reporter," and is still doing efficient service." (Or, to use a British expression, it was a matter of "horses for courses".)
RAG noted that "As usual for locomotives of this type [i.e., 2-6-0s], the first pair of driving wheels is equalized with the leading truck, while the loads on the main and rear driving axles are separately equalized." Few additions seemed necessary and balanced Richardson slide valves admitted steam to the cylinders. Careful location of the steam chests and spacing of the wheels allowed a simple motion arrangement "with all moving parts practically in one plane." The firebox had no flexible staybolts.
The Baldwin spec sheet for this class goes into some detail about the exact layout of the 318 tubes. Locobase finds the precision of this spec revealing in its symmetry and rectilinearity:
"Tubes to be laid out with horizontal centre [sic] lines of tubes spaced 1 5/16" apart and the up and down centre lines spaced 2 5/16" apart. cen[ter] to cen[ter] at top and 2 13/16"cen to cen at bottom for 8 spaces each side of centre line. The balance of up and down centre lines being parallel to the outer one of those laid out as described, and 2 5/16" centres."
When this class went into service, IC rails were under lease to the Minneapolis and St Louis. The M&St L bought the IC outright in 1912, at which point these engines became the F2-33 class and renumbered 329-334. Retirements began almost 25 years later (1936) with the last of the class leaving service in 1948, thus confirming the RAG's appraisal of this class's fitness for the job..
Data from M&StL 1934 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 29, p. 286. Works numbers were 32944-32945 in August 1908.
These were intended for switching duties from the start and used slide valves and Stephenson gear for simplicity. Specs called for cylinders that could be bored and bushed.
A later modification added 12 sq ft of arch tubes to the firebox heating surface yielding 190 sq ft (17.65 sq m) and 1,832 sq ft (170.2 sq m) total evaporative heating surface
The pair was scrapped in July 1939 and March 1943, respectively.
Data from M&StL 1934 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 45, pp. 279+. Works numbers 35769-35770 in December 1910.
Low-drivered switching Moguls with 14" (356 mm) piston valves and 12 sq ft of arch tubes, these immediately followed the last two Chicago & Alton 2-6-0s described in Locobase 9089. But although they had the same boiler and firebox dimensions and tube counts as well as the same wheelbases and driver diameter, this pair had 1" (25.4 mm) reduction in cylinder diameter.
65 was scrapped in November 1941 and 66 followed in March 1943.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 45, p. 275. Works numbers were 33460-33462 in June 1909.
These were intended for switching duties from the start and used slide valves and Stephenson gear for simplicity. Their fireboxes had 20 sq ft (1.86 sq m) of arch tubes as part of the firebox heating surface.
65 & 66 were scrapped in December 1940. 67 was the only one of the three to be fitted with Barco power reverse gear; it lasted until March 1943.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | F1-27/FI-28 | F2-22 | F2-33 | F3-33 | F4-33 |
Locobase ID | 5091 | 9014 | 4200 | 9015 | 9016 |
Railroad | Iowa Central (MSL) | Iowa Central (MSL) | Iowa Central (MSL) | Iowa Central (MSL) | Minneapolis & St Louis (MSL) |
Country | USA | USA | USA | USA | USA |
Whyte | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 | 2-6-0 |
Number in Class | 29 | 2 | 6 | 2 | 3 |
Road Numbers | 80-102 (MSL), 80-85 (IC)/300-328 | 66-67/398-399/391-392/61-62 | 200-205/329-334 | 9-10/397-398/64, 63 | 395-396/65-66 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 29 | 2 | 6 | 2 | 3 |
Builder | Schenectady | Cooke | Burnham, Williams & Co | Burnham, Williams & Co | Baldwin |
Year | 1899 | 1893 | 1908 | 1908 | 1910 |
Valve Gear | Stephenson | Stephenson | Walschaert | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 14.50 / 4.42 | 13 / 3.96 | 14.50 / 4.42 | 13.33 / 4.06 | 13.33 / 4.06 |
Engine Wheelbase (ft / m) | 22.59 / 6.89 | 20.58 / 6.27 | 23 / 7.01 | 19.33 / 5.89 | 19.75 / 6.02 |
Ratio of driving wheelbase to overall engine wheelbase | 0.64 | 0.63 | 0.63 | 0.69 | 0.67 |
Overall Wheelbase (engine & tender) (ft / m) | 59.13 / 18.02 | 46.62 / 14.21 | 50 / 15.24 | 49.44 / 15.07 | 59.25 / 18.06 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 118,000 / 53,524 | 94,200 / 42,728 | 128,900 / 58,468 | 138,150 / 62,664 | 142,000 / 64,410 |
Engine Weight (lbs / kg) | 142,200 / 64,501 | 110,200 / 49,986 | 155,200 / 70,398 | 156,350 / 70,919 | 162,000 / 73,482 |
Tender Loaded Weight (lbs / kg) | 98,000 / 44,452 | 72,500 / 32,885 | 99,500 / 45,132 | 87,300 / 39,599 | 115,600 / 52,435 |
Total Engine and Tender Weight (lbs / kg) | 240,200 / 108,953 | 182,700 / 82,871 | 254,700 / 115,530 | 243,650 / 110,518 | 277,600 / 125,917 |
Tender Water Capacity (gals / ML) | 5600 / 21.21 | 3500 / 13.26 | 5500 / 20.83 | 3500 / 13.26 | 5500 / 20.83 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 10 / 9 | 6 / 6 | 9 / 8 | 6 / 6 | 10 / 9 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 66 / 33 | 52 / 26 | 72 / 36 | 77 / 38.50 | 79 / 39.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 51 / 1295 | 57 / 1448 | 51 / 1295 | 51 / 1295 |
Boiler Pressure (psi / kPa) | 190 / 1310 | 160 / 1100 | 200 / 1380 | 175 / 1210 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 | 19" x 24" / 483x610 | 20" x 28" / 508x711 | 20" x 26" / 508x660 | 20" x 26" / 508x660 |
Tractive Effort (lbs / kg) | 26,660 / 12092.79 | 23,104 / 10479.81 | 33,404 / 15151.82 | 30,333 / 13758.83 | 32,933 / 14938.18 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.43 | 4.08 | 3.86 | 4.55 | 4.31 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 316 - 2" / 51 | 208 - 2" / 51 | 318 - 2" / 51 | 290 - 2" / 51 | 308 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 12.25 / 3.73 | 10.67 / 3.25 | 12.25 / 3.73 | 10.98 / 3.35 | 11 / 3.35 |
Firebox Area (sq ft / m2) | 178 / 16.54 | 176 / 16.36 | 153 / 14.21 | 178 / 16.54 | 190 / 17.66 |
Grate Area (sq ft / m2) | 27 / 2.51 | 23 / 2.14 | 40 / 3.72 | 24.70 / 2.29 | 30.20 / 2.81 |
Evaporative Heating Surface (sq ft / m2) | 2189 / 203.44 | 1329 / 123.51 | 2179 / 202.43 | 1832 / 170.20 | 1950 / 181.23 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 2189 / 203.44 | 1329 / 123.51 | 2179 / 202.43 | 1832 / 170.20 | 1950 / 181.23 |
Evaporative Heating Surface/Cylinder Volume | 231.64 | 168.65 | 214.05 | 193.86 | 206.35 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 5130 | 3680 | 8000 | 4323 | 5738 |
Same as above plus superheater percentage | 5130 | 3680 | 8000 | 4323 | 5738 |
Same as above but substitute firebox area for grate area | 33,820 | 28,160 | 30,600 | 31,150 | 36,100 |
Power L1 | 6500 | 3812 | 5495 | 4285 | 4956 |
Power MT | 364.32 | 267.64 | 281.95 | 205.14 | 230.83 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | F5-32 |
Locobase ID | 14082 |
Railroad | Minneapolis & St Louis (MSL) |
Country | USA |
Whyte | 2-6-0 |
Number in Class | 3 |
Road Numbers | 300-302/399-397/69-67 |
Gauge | Std |
Number Built | 3 |
Builder | Burnham, Williams & Co |
Year | 1909 |
Valve Gear | Stephenson |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 11.17 / 3.40 |
Engine Wheelbase (ft / m) | 19.33 / 5.89 |
Ratio of driving wheelbase to overall engine wheelbase | 0.58 |
Overall Wheelbase (engine & tender) (ft / m) | 51.52 / 15.70 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 138,000 / 62,596 |
Engine Weight (lbs / kg) | 157,000 / 71,214 |
Tender Loaded Weight (lbs / kg) | 100,000 / 45,359 |
Total Engine and Tender Weight (lbs / kg) | 257,000 / 116,573 |
Tender Water Capacity (gals / ML) | 5000 / 18.94 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 77 / 38.50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 51 / 1295 |
Boiler Pressure (psi / kPa) | 195 / 1340 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20.5" x 26" / 521x660 |
Tractive Effort (lbs / kg) | 35,511 / 16107.54 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.89 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 311 - 2" / 51 |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | 10.98 / 3.35 |
Firebox Area (sq ft / m2) | 178 / 16.54 |
Grate Area (sq ft / m2) | 24.70 / 2.29 |
Evaporative Heating Surface (sq ft / m2) | 1953 / 181.44 |
Superheating Surface (sq ft / m2) | |
Combined Heating Surface (sq ft / m2) | 1953 / 181.44 |
Evaporative Heating Surface/Cylinder Volume | 196.68 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 4817 |
Same as above plus superheater percentage | 4817 |
Same as above but substitute firebox area for grate area | 34,710 |
Power L1 | 4745 |
Power MT | 227.41 |