Central Uruguay 2-6-0 Locomotives in Uruguay

Class F (Locobase 20891)

Data from "'Mogul' Locomotive for the Central Uruguay Ry.", Locomotive Magazine, Volume XXVIII [28] (15 July 1922), pp. 191-192. Works numbers were 5764-5771 in 2014 and 6093-6096 in 1922.

Apparently based on the 1910 N1s (Locobase 4812), this set of ten engines was delivered in batches eight years apart. They had more cylinder volume and 25% more grate area.

A key feature of the 1922 quartet in the LM report was the Willans patent feed water heater, which fit small tubes in the lower row of superheater flues, where they lay "between the usual 'short loop' superheater elements." Locobase thinks this sounds crowded and suspects that the apparatus was soon removed.

The new engines also sported Belpaire firebox, but all the valve motion lay between the frames inside. Driver diameter stood unusually high for a 2-6-0, but this original configuration allowed the CU to recast the Fs as Class T 2-8-0s. Four axles turned 60" (1,524 mm) drivers. Locobase if much more than the frame and the firebox remained from the F class Moguls.

Class G2 (Locobase 20434)

Data from "Locomotives from Uruguay", National Car and Locomotive Builder, Volume 23, No 10, (October 1892), p. 150. See also Juan Jose Castro, Treatise on the South American Railways and the Great International Lines, Published under the Auspices of the Ministry of Foment [sic] of the Oriental Republic of Uruguay and sent to the World's Exhibition at Chicago (Montevideo: La Nacion Steam Printing Office, 1893), pp. 118-119; and "Compound Locomotives in Uruguay", National Car and Locomotive Builder, Volume 25, No 9 (September 1894), p. 133. Works numbers were 2998, 3013-3015 in 1889.

Very British Moguls built as cross-compounds for operation on the CU's Northern Extension. The Ministry of "Foment" From the rectitude of the engine's Victorian profile to the characteristic narrow striping outlining the boiler course joints, unbroken and low running board, and short cab, these were emigres from the owner's Old Country.

The Treatise table noted the 30 mph (48 kph) maximum speed on inclines and a 350 ton trailing load.

A diffident view of a compound locomotive's reputed coal economy appeared in the September 1894 NC&LB. The unnamed, but presumably highly placed, engineer began by noting "We have 20 compound engines and do not mean to have any more at present."

His comments echo others before and since about where compounds did and did not shine: "[O]n an undulating road like ours an engine is not working full power long enough for the compounds to show any decided advantage." His next sentence doubled down on the preceding comment:"I do not notice any material difference between the coal consumption of compound and simple engines, which I attribute to the fact that on a line like ours the throttle is closed half the time."

The writer concluded: "On the Argentine side they still claim an advantage of 20 percent in favor of compounds, but the conditions of working are different."

T

Class N1 (Locobase 4812)

A doughty class of Moguls that built on the success of the 21 N-class engines that had preceded it, according to the Circulo de Estudios Ferrovarios del Uruguay (CEFU) website ([], July 2002). Works numbers were 5395-5402. (5394 was the last B1 built for the CUR, immediately before this order was filled.)

In contrast to the Ns, these engines had a radial-stay boiler, Walschaerts gear, and 10" piston valves.

Tonnage rating was 650 short tons (580 long) behind the engine all over the railway, where they "worked on mainline and cross-country passenger, freight and mixed services, including steeply graded and sharply curved single-track branches." One kind of service took up to 15 passenger coaches at 45-50 mph nonstop for up to 80 miles without water replenishment, sometimes at full throttle with short cutoff.