Locobase 813 shows the large class of Moguls delivered to the New Haven as main-line freight engines. Obviously this arrangement, while of decreasing value as a fast freight engine running ahead of the passenger trains, proved highly useful in all kinds of local freight, passenger, even commuter work. So the New Haven removed 137 small tubes in favor of 21 large flues holding a modest amount of superheater area and the cylinders increased 2" in diameter. Walschaert, Baker, and Southern valve gear was fitted depending on sub-class. So compact was the 2-6-0 arrangement that the Southern gear (a variant of the Walschaerts) looks oddly placed outside of the second driving axle.
As so refitted, the Moguls kept on until the end of steam in 1951.
Clearly, John Henney, the NY,NH & H's Superintendent of Motive Power was satisfied with the design delivered by Schenectady. The K-1s that followed 4 years later (Locobase 813) were almost identical except for having tubes 2 inches longer.
According to the 1962 diagram, two principal variants had different tube counts with some fitted with 308 tubes, others with 198 tubes. All seem to have had 15 sq ft of arch tubes contributing to direct heating surface.
These Moguls lasted a long time, some running as late as 1951, because they could run freights fast enough on passenger lines to avoid clogging up the road.
They were delivered with Stephenson gear, but were superheated in 1913; see Locobase 8117.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||New Haven (NYNH&H)||New Haven (NYNH&H)||New Haven (NYNH&H)|
|Number in Class||195||10||195|
|Road Numbers||260-299, 325-479|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15.17 / 4.62||15.17 / 4.62||15.17 / 4.62|
|Engine Wheelbase (ft / m)||23.25 / 7.09||23.25 / 7.09||23.25 / 7.09|
|Ratio of driving wheelbase to overall engine wheebase||0.65||0.65||0.65|
|Overall Wheelbase (engine & tender) (ft / m)||52.83 / 16.10||52.66 / 16.05|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||41,500 / 18,824|
|Weight on Drivers (lbs / kg)||142,000 / 64,410||124,400 / 56,427||132,700 / 60,192|
|Engine Weight (lbs / kg)||167,800 / 76,113||144,200 / 65,408||153,000 / 69,400|
|Tender Loaded Weight (lbs / kg)||134,000 / 60,781|
|Total Engine and Tender Weight (lbs / kg)||287,000 / 130,181|
|Tender Water Capacity (gals / ML)||4500 / 17.05||4500 / 17.05||7000 / 26.52|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||8.50 / 7.70||8.50 / 7.70|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||79 / 39.50||69 / 34.50||74 / 37|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||63 / 1600||63 / 1600||63 / 1600|
|Boiler Pressure (psi / kPa)||190 / 13.10||190 / 13.10||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||22" x 28" / 559x711||20" x 28" / 508x711||20" x 28" / 508x711|
|Tractive Effort (lbs / kg)||34,740 / 15757.82||28,711 / 13023.11||30,222 / 13708.48|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.09||4.33||4.39|
|Firebox Area (sq ft / m2)||181 / 16.82||164.38 / 15.28||179|
|Grate Area (sq ft / m2)||30.22 / 2.81||30.22 / 2.81||30.30 / 2.82|
|Evaporative Heating Surface (sq ft / m2)||1645 / 152.88||2111 / 196.19||2076 / 192.94|
|Superheating Surface (sq ft / m2)||290 / 26.95|
|Combined Heating Surface (sq ft / m2)||1935 / 179.83||2111 / 196.19||2076 / 192.94|
|Evaporative Heating Surface/Cylinder Volume||133.53||207.35||203.91|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5742||5742||6060|
|Same as above plus superheater percentage||6603||5742||6060|
|Same as above but substitute firebox area for grate area||39,549||31,232||35,800|