The two small Moguls Baldwin built for the Canyon Line faced an operational environment that featured 3% grades and 24-degree curves.
Both were soon taken into the Chicago, Milwaukee, St Paul & Pacific in June 1910 and renumbered 6004-6005. In October 1912, the pair were renumbered once again as 2950-2951.
At some point, the pair received new boilers, each with a different tube count, and new fireboxes. The latter now measured 128 sq ft () in heating surface area although the grate area didn't change. The 102's 193 tubes offered 1,137 sq ft (105,63 sq m) in tube heating surface area while the 103 contained 211 tubes that yielded 1,234 sq ft (114.64 sq m).
After 20 yearss of service, 2950 was scrapped in October 1925. 2951 followed in December 1927.
The BB & BC was reorganized in October 1912 as the Bellingham & Northern, at which point this Mogul received road number 12. When the Milwaukee Road bought the B & N in December 1918, it designated this engine in its own class. By October 1928, it had been retired from service and scrapped.
The Milwaukee Road, which inherited these engines from the SIRR's successor Chicago, Terre Haute & Southeastern, retained them for several years on the same service before scrapping them in December 1930.
At first confusing in its career history, this class consisted of twelve locomotives of the same design bought by two Chicago-area railroads. The first order for five from the Southern Indiana went to Paterson, NJ-based Rogers Locomotive Works, then in its final year of independence outside the fold of the American Locomotive Company. This quintet was numbered 106-110.
A year later, the Chicago Southern ordered seven Moguls to the identical design as their 401-406. By now, Rogers was part of the Alco conglomerate, which is reflected in the considerable jump in works numbers.
(The last engine was sold to the Chicago, West Pullman & Southern as their #12. It was the only locomotive on that line to have either a leading or trailing truck.)
As delivered, the CS locomotives included equipment from the following suppliers:
Midvale steel axles
Cook automatic bell ringers
Keasby & Mattison sectional magnesia boiler lagging
Simplex bolsters and brake-beams
American Brake-Shoe & Foundry Co.'s brake-shoes
Washburn pilot and Tower tender couplers
Elvlns driving box lubricators
U. S. headlights
Magnus metal journal bearings
Symington journal boxes
U. S. piston and valve rod packings
Ashton safety valves
Leach sanding devices
Nathan bull's-eye- sight-feed lubricators
Pittsburg Spring & Steel Co.'s springs
Crosby steam gages
Midvale driving and truck wheel tires.
The 401 and 403 from the 1905 order soon went on the SI roster as 111-112. The SI and the CS were merged into the Chicago, Terre Haute & Southeastern and these seven retained their SI numbers. When the CTH&SE was absorbed by the Chicago, Milwaukee, St Paul & Pacific in 1923 as their M-1d class, the locomotives took road numbers 2958-2964.
They were disposed of in a batch in October 1934.
Meanwhile, the other four of the 1906 order--402, 404-406, but renumbered 113-116--went from the CS to the Chicago Terminal Transfer Company. Very shortly the CCTC was bought by the B&O and renamed the Baltimore & Ohio Chicago Terminal Company. The ex-CS engines were placed in their own class K-15 and numbered 932-935. These may have served longer than the Milwaukee Road engines, but were off the roster by 1939.
The firebox heating surface area included 27 sq ft (2.5 sq m) of arch tubes. At the time of their service entry in 1906, these engines were among the biggest in their wheel arrangement anywhere.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Class||102 / M1||4 / M1-a||4 / M1-c||401, 106/.M1d/K-15||M2|
|Railroad||Montana RR (CMStP&P)||Bellingham Bay & British Columbia (CMStP&P)||Southern Indiana (CMStP&P)||Chicago Southern, Southern Indiana (CMStP&P)||Chicago, Milwaukee & Puget Sound (CMStP&P)|
|Number in Class||2||1||2||12||4|
|Road Numbers||102-103/6004-6005/2950-2951||4 / 2952||4-5 / 104-105 / 2956-2957||106-109, 401-407/106-116/2958-2964||2975-2978|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Alco-Rogers||Alco|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15 / 4.57||14.50 / 4.42||11 / 3.35||11 / 3.35||15 / 4.57|
|Engine Wheelbase (ft / m)||22.67 / 6.91||21.83 / 6.65||18.25 / 5.56||18.25 / 5.56||23.08 / 7.03|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.66||0.60||0.60||0.65|
|Overall Wheelbase (engine & tender) (ft / m)||48.27 / 14.71||50 / 15.24|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||94,300 / 42,774||72,000 / 32,659||104,000 / 47,174||115,000 / 52,163||139,000 / 63,049|
|Engine Weight (lbs / kg)||113,000 / 51,256||85,000 / 38,555||115,000 / 52,163||132,600 / 60,146||159,000 / 72,121|
|Tender Loaded Weight (lbs / kg)||66,100 / 29,982||63,000 / 28,576||105,500 / 47,854|
|Total Engine and Tender Weight (lbs / kg)||179,100 / 81,238||178,000 / 80,739||264,500 / 119,975|
|Tender Water Capacity (gals / ML)||4000 / 15.15||2800 / 10.61||3000 / 11.36||4000 / 15.15||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||9 / 8.20||8 / 7.30||10 / 9.10|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||52 / 26||40 / 20||58 / 29||64 / 32||77 / 38.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||63 / 1600||54 / 1372||52 / 1321||52 / 1321||63 / 1600|
|Boiler Pressure (psi / kPa)||190 / 13.10||130 / 9||160 / 11||160 / 11||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610||17" x 24" / 432x610||20" x 24" / 508x610||20" x 24" / 508x610||20" x 28" / 508x711|
|Tractive Effort (lbs / kg)||19,934 / 9041.92||14,193 / 6437.84||25,108 / 11388.81||25,108 / 11388.81||30,222 / 13708.48|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.73||5.07||4.14||4.58||4.60|
|Firebox Area (sq ft / m2)||113.40 / 10.54||105.30 / 9.79||140.70 / 13.08||147.50 / 13.70||213 / 19.79|
|Grate Area (sq ft / m2)||24.50 / 2.28||15.50 / 1.44||22.28 / 2.07||22 / 2.04||30.30 / 2.81|
|Evaporative Heating Surface (sq ft / m2)||1417 / 131.64||1148 / 106.69||1630 / 151.49||1592 / 147.90||2535 / 235.51|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1417 / 131.64||1148 / 106.69||1630 / 151.49||1592 / 147.90||2535 / 235.51|
|Evaporative Heating Surface/Cylinder Volume||200.46||182.08||186.78||182.43||248.99|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4655||2015||3565||3520||6060|
|Same as above plus superheater percentage||4655||2015||3565||3520||6060|
|Same as above but substitute firebox area for grate area||21,546||13,689||22,512||23,600||42,600|