Class 14 / E-5 / E-15 (Locobase 14553)

Data from DeGolyer, Vol 13, p. 160. See also Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 329.Works numbers were 8309-8310 in December 1886.

When Locobase compared the data from the NYC diagram and the Baldwin specifications, it seemed clear to him that the compiler of the 1905 book had conflated two Mogul classes. The data are in fact those of later Baldwins built for the O&LC in 1890 while the builders' list is for the 1886 Baldwins described in this entry. Perhaps adding to the confusion was the designation change for this class to E-15 when the New York Central took them into their roster.

NB: The firebox heating surface area is an estimate based on the very similar dimensions of the Central Vermont locomotives built by Baldwin soon after the O&LCs and shown in Locobase 11881. Adding that figure to the calculated tube heating surface results in the evaporative heating surface estimate shown in this entry. Both heating surface values are likely to be very close to actual figures.

Class 239 / E-14 (Locobase 14552)

Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 329-330. Works numbers were 5009-5010 in 1899, 5405, 5404, 5406-5407 in 190

Apparently ordered by the Central Vermont during the time it leased control of the Rut in the 1890s, this set of Moguls carried CV-range numbers even after the Rutland canceled the lease in 1896.

2-6-0s were often described as "light freight" locomotives, but for many smaller railroads like the Rutland, they carried much of the non-passenger load.

Like all Rutland locomotives of the time, the 239s took numbers when the New York Central & Hudson River took control in 1905. A 1915 ICC decision led the NYC to return the Rutland to local control

151 (Schenectady 5407) left the road first in December 1928. 146-147 (Schen 5009-5010 were discarded in June and January 1934. 148-149 (Schen

5405, 5404) retired in May and August 1936, and 150 finished off the class in Octobe 1940.

Class D (Locobase 11646)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 15, p. 216. Works numbers were 10638 in February 1890; 10914, 10916-10917 in May.

When delivered, this class of Moguls had one of the largest boilers then being fitted to 2-6-0s in the US to supply relatively large cylinders (most of the others had 24" strokes), but grates of less than average size in a deep firebox. They followed seven Moguls with smaller boilers (fewer tubes of the same length) described in Locobase 11881, but similar dimensions otherwise.

The three May 1890 locomotives in this class of Moguls (road numbers 320, 322-323) were delivered to the Central Vermont's New York subsidiary Ogdensburg & Lake Champlain. Just over a decade later in 1901, the three were taken into the Rutland as their E-17 class 394, 396-397.

Class D (Locobase 16015)

Data from Excel spreadsheet prepared and emailed by Chris Hohl on 18 February 2015 (Chris's reference is [], a 1925 Rutland diagram book archived at Middlebury University's Vermont Books and Pamphlets digital collection.

When these relatively powerful Moguls were first delivered to the Central Vermont's Ogdensburg & St Lawrence subsidiary in 1890, their boilers were pressed to 130 psi. As Hohl observed in his email, at some later date, the New York Central replaced their boilers with ones set at 160 psi. Tube length apparently increased slightly (though this may also reflect a slightly different way to measure it), weight rose. The new boiler pressure significantly raised tractive effort. Hohl also estimates the tender's loaded weight to have been 80,000 lb (32,287 kg)..

After the Rutland regained its independence in 1912, the class served into the 1920s.

154 (ex-1896, ex-396) was retired in March 1921, 152 and 155 (ex-1894-1895 and ,-393-394) followed in July 1923. 318 (ex-1897, ex-318) was retired in July 1927

Class Economy / E-13 (Locobase 14551)

Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 328. Works numbers were 456-457 in 1882. The two engines were delivered on 20 June and 18 July, respectively.

In addition to their road numbers, these locomotives also had quality names; the 457 bore the name "Energy". These likely reflected either the ideal characteristics of a locomotive or the likely benefits from spending one's leisure time in upper New York State.

Both were sold to the Central Vermont in 1891. Ten years later, the CV sold the pair to the Rutland.

Class S A Carlton/E-16 (Locobase 14554)

Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 328. Works numbers were 1584-1585 in 1885.

One of a pair of Moguls, the second of which was named D W Lawrence. When the O&LC was acquired by the Rutland Railroad in 1899, the new owner renumbered them 398-399. When the Rutland came under New York Central control in 1905, 398-399 had their numbers increase by 1500 each. Once the Rutland regained its independence in 1913, it retired the now-aging 2-6-0s in September 1912 and December 1914, respectively.

Class Trenor W Park/E-12 (Locobase 14550)

Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 328. See also "The 'Corkscrew' Railroad" on the Historical Marker Database at [], last accessed 23 May 2023. Works numbers were 3350-3351 in 1891.

See Locobase 14541 for a brief history of the "Corkscrew Line". Both of thesee Moguls bore names; the 5 took the founder's name for the second time (an earler #12 was so named) 6's name was H P McCullough. In 1902, the "Rut"bought the B&R and renumbered these two Moguls 380-381. During the New York Central and Hudson River's twelve year ownership of the Rutland, the 380-3 81 took numbers 1880-1881 in class E-12.

Back in Rutland colors, the 1880 was retired in July 1918 and 1881 followed in December 1920.