Missouri-Kansas-Texas 2-8-0 "Consolidation" Type Locomotives

Class G (Locobase 7729)

Data from MKT 1903 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Baldwin supplied Consolidations in both compound- and simple-expansion variants. The compounds came first, using a cylinder volume identical to that of the F-class Ten-wheelers supplied in the same year. G

Class G1 / K-6-c (Locobase 7730)

Data from MKT 1903 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

A year after Baldwin delivered compound Consolidations (Locobase 7729), they supplied the simple-expansion counterparts shown in this entry. 230 and 240-245 were produced in 1894, 246-250 arrived in 1895

The grate grew wider although overall firebox heating surface remained essentially unchanged, which suggests that the grate had been repositioned over the drivers rather than between the frames.

These were later superheated; see Locobase 7744.

Class G2 (Locobase 7731)

Data from MKT 1903 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Although Schenectady's boiler certainly was equal to supplying the cylinders in these Consolidations and the grate area is clearly sufficient, the reported firebox heating surface is far from enough.

Class G3 (Locobase 7737)

Data from MKT 1903 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The camelback locomotive layout operated almost exclusively in the anthracite regions of Pennsylvania that had seen its invention by John Wootten in the 1870s. Once in a great while, though, other railroads would sample the big firebox. According to Drury (1993), the Katy's adoption of the few they acquired was motivated by a wish to burn the low-grade coal they were extracting from mines near McAlester, Oklahoma.

The first such engine for the Katy was this Baldwin product, which was unusually lavish in its accommodations for the fireman in the rear -- overhead canopy even had windows. The engineer's cab, which straddled the boiler over the 2nd and 3rd drivers, had a clerestory and 3 panes a side. As with the other camelbacks, this one would be rebuilt as a conventional-cab engine.

Class G4 / K-6-b (Locobase 7739)

Data from MKT 1903 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

As noted in Locobase 7738, the camelback was rare outside of Pennsylvania. But the Katy had some low-calorie coal coming out of its McAlester mines and wanted to burn it in the wide Wootten fireboxes. A few years after the single G3, the railroad bought 2 more G4s. These were a bit bigger and had longer boilers. Like the G3, they were converted to conventional cab engines.

Class G5 (Locobase 7740)

Data from MKT 1903 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Continuing its acquisition of a few camelbacks (see Locobases 7738 & 7739), the Katy acquired this substantially larger example a year after the second of the two G4s was delivered. Little increased in grate, the firebox actually had a little less heating surface overall. The tubes were longer and there were more of them, hence the generous evaporative heating surface area.

The last of its kind, this camelback was converted to a conventional cab as were the others.

Class G6 / K-6-a (Locobase 7741)

Data from MKT 1903 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Apparently the Katy wanted to compare the two G4s (which had Wootten fireboxes and are shown in Locobase 7739) with the conventional firebox that had half the grate area. Interestingly, the latter's total firebox heating surface was only 27 sq ft less than the much broader grate.

Class G7 / K-8 (Locobase 7742)

Data from MKT 1903 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Matching the Baldwin wide-firebox model in most dimensions (Locobase 7741), this pair of conventional-cab Consolidations joined the Katy in the same year. They were later superheated; see Locobase 7743

Class K-10 (Locobase 7738)

Data from MKT 5 1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

According to Drury (1993) this class of Consolidations, purchased "...after a decade of tentativeness", was delivered with 22" diameter cylinders and 61" diameter drivers. Locobase doesn't know for sure when they might have been upgraded as shown in the specs. They didn't enjoy particularly long lives as they were supplanted in road service by the Mikados and were too big and heavy to displace the 2-6-0s on branch-line operations. Almost all had been scrapped by 1940.

Class K-6-c - superheated (Locobase 7744)

Data from MKT 5 1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase is intrigued by the Katy's willingness to update Consolidations of such small size and advanced age (1894 - see Locobase 7730 for their data on delivery). In contrast to many such conversions to superheating, the modification sacrificed little heating surface area. Also, the flues had the larger of the two diameters characteristic of the Type A superheater.

Class K-8 - superheated (Locobase 7743)

Data from MKT 5 1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The original pair of K-8 conventional Consolidations was superheated in the 1920s with the usual trade-off of evaporative heating surface for superheater area.

Specifications
ClassGG1 / K-6-cG2G3G4 / K-6-bG5G6 / K-6-aG7 / K-8K-10K-6-c - superheatedK-8 - superheated
Locobase ID77297730773177377739774077417742773877447743
RailroadMissouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)Missouri-Kansas-Texas (MKT)
Whyte2-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-0
Road Numbers231, 234-239230, 240-250438-442251432, 437494431, 433-436492-493 / 668-669616-655230, 240-250668-669
GaugeStdStdStdStdStdStdStdStdStdStdStd
BuilderBurnham, Williams & CoBurnham, Williams & CoSchenectadyBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoAlco-SchenectadyAlco-SchenectadyMKTMKT
Year18931894190118951900190219001902191019231923
Valve GearStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonWalschaertStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14.92'15.08'17'15.08'15.25'16.25'15.25'16.33'16.75'15.08'16.33'
Engine Wheelbase22.92'23.08'25.50'23.08'23.33'24.79'23.33'24.81'25.58'23.08'24.92'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.67 0.65 0.65 0.66 0.65 0.66 0.65 0.65 0.66
Overall Wheelbase (engine & tender)49.33'50.65'53.02'54.46'51.65'52.69'51.65'53.79'62.92'55.87'55.50'
Axle Loading (Maximum Weight per Axle)49750 lbs
Weight on Drivers134100 lbs143238 lbs144000 lbs136500 lbs151915 lbs156500 lbs147215 lbs156970 lbs199000 lbs153200 lbs166700 lbs
Engine Weight147600 lbs156322 lbs165500 lbs148600 lbs166815 lbs180000 lbs161415 lbs178170 lbs223000 lbs167700 lbs187300 lbs
Tender Light Weight86720 lbs98078 lbs107500 lbs111400 lbs111400 lbs136000 lbs111400 lbs136000 lbs159000 lbs102800 lbs160400 lbs
Total Engine and Tender Weight234320 lbs254400 lbs273000 lbs260000 lbs278215 lbs316000 lbs272815 lbs314170 lbs382000 lbs270500 lbs347700 lbs
Tender Water Capacity4000 gals4300 gals5200 gals5000 gals4300 gals6000 gals4300 gals6000 gals8300 gals5000 gals8000 gals
Tender Fuel Capacity (oil/coal)8 tons10 tons11 tons13 tons14 tons12 tons10 tons12 tons14 tons2224 gals2661 gals
Minimum weight per yard of rail on which locomotive could run55.88 lb rail59.68 lb rail60 lb rail56.88 lb rail63.30 lb rail65.21 lb rail61.34 lb rail65.40 lb rail82.92 lb rail63.83 lb rail69.46 lb rail
Geometry Relating to Tractive Effort
Driver Diameter56"56"60"56"56"56"56"56"63"56"56"
Boiler Pressure190 psi180 psi200 psi180 psi200 psi200 psi200 psi200 psi195 psi180 psi200 psi
Cylinders (dia x stroke)14" x 26"21" x 26"20" x 30"21" x 26"21" x 26"22" x 28"21" x 26"22" x 28"24" x 30"21" x 26"22" x 28"
Low Pressure Cylinders (dia x stroke)24" x 26"" x "" x "" x "" x "" x "" x "" x "" x "" x "" x "
Tractive Effort21931 lbs31327 lbs34000 lbs31327 lbs34808 lbs41140 lbs34808 lbs41140 lbs45463 lbs31327 lbs41140 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 6.11 4.57 4.24 4.36 4.36 3.80 4.23 3.82 4.38 4.89 4.05
Heating Ability
Firebox Area168 sq. ft165 sq. ft143 sq. ft211 sq. ft195 sq. ft190 sq. ft168 sq. ft170 sq. ft230 sq. ft165 sq. ft170 sq. ft
Grate Area25.40 sq. ft32.20 sq. ft46.50 sq. ft76 sq. ft76.10 sq. ft76.20 sq. ft32 sq. ft48.60 sq. ft49.50 sq. ft32.20 sq. ft48.60 sq. ft
Evaporative Heating Surface17841729287618692084283719782666274514481940
Superheating Surface600335560
Combined Heating Surface17841729287618692084283719782666334517832500
Evaporative Heating Surface/Cylinder Volume385.11165.88263.65179.32199.94230.29189.77216.41174.75138.93157.48
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation482657969300136801522015240640097209652.5057969720
Same as above plus superheater percentage4826579693001368015220152406400972011383.896884.9811897.28
Same as above but substitute firebox area for grate area319202970028600379803900038000336003400052894.8435280.2041616
Power L13418.084116.636583.974713.015478.465738.295046.845327.6612115.848523.4011864.49
Power MT224.77253.44403.20304.48318.02323.34302.32299.30536.90490.62627.63

Credits

Introduction and specifications provided by Steve Llanso of Sweat House Media.

This page last modified: . [Contact] All material © 1999-2008 SteamLocomotive.com