Data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/ok501.tif (accessed 22 March 2003). These Tenwheelers came from the Quincy, Omaha & Kansas City Railway, a Burlington Route predecessor railway known as "The OK Route".

Probably from the early to mid 1890s, these engines had the older style of dome over the firebox and a coned boiler. On the other hand, the boiler pressure is relatively high.

Class B / K-3 (Locobase 5467)

Data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/k3.tif (accessed 22 March 2003). An early Tenwheeler design with a very narrow and small firebox, very long wheelbase, dome over the firebox, sharply coned boiler. Some had 69" drivers. Builder's numbers from this small manufacturer ranged from 1710-1724.

Originally went into service with the CB&N as the B class, 150-165, rostered with the Burlington in 1899. All were retired by 1912 except for 690, which continued on until December 1922.

Class C-3-E (Locobase 7686)

Data from C & S 6 -1941 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These newly minted Ten-wheelers for the C & S were big and powerful 4-6-0s for the time. They had large boilers that were pressed to a relatively high degree and a high adhesive weight. The deep firebox had a small grate at the bottom that probably was the limiting component in steam production. They seemed to have filled the bill as freight haulers working in the mountains, however, if longevity is a guide. Almost 50 years later, they still were not superheated.

Class C-3-H (Locobase 6755)

Data from C & S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The date at the top of the specs (1919) is the date this class was superheated, fitted with outside-admission 11" piston valves, and Walschaert valve gear. The original dates of delivery were 323-326 from Schenectady in February (25326) and April of 1903 (27314-27316) and 327-329 from Brooks (works #40235-40236) in June 1906; the latter accompanied a 6-locomotive batch supplied to the Fort Worth & Denver city; see Locobase 9651 for specifications of the original saturated-boiler design that applied to all eight locomotives..

Retirements for this handy passenger class began in 1935 and were concluded by 1945.

Class C-3-H1 (Locobase 6756)

Data from C & S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Like the C-3-H entry (Locobase 6755), the date at the top of the specs (1919) is the date this class was superheated, fitted with outside-admission 11" piston valves, and Walschaert valve gear. Baldwin originally supplied this pair (works #31153 & 31155) in July 1907. Locobase does not know whether the difference in the number of small tubes in a design that otherwise duplicated the Alcos occurred at time of construction or when the boiler was reworked for superheating.

Although the two C-3-H classes were essentially identical, the Baldwins somehow escaped scrapping until 1950.

Class K-1 (Locobase 7693)

Data from CB& 3 - 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Also Data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/k1.tif (accessed 22 March 2003). Corbin & Kerka (1960, pp 264-65) show that Baldwin (works # 11496-98, 11503, 11506, 11514-15, 11527) delivered the first 8, Rogers (4662-4666, 4678-688, 4693-94, 4697, 4702) the remaining 20.

They were delivered to the B & MR on 62" drivers. Although the firebox rode above the driving axles, there still was a much greater gap between the last two driver sets (8 feet) than between the center and leading driving axles (5 1/2 feet). At least as shown in the diagram (a 1932 revision), the firebox did not include arch tubes.

Some time later, the class was subdivided into those with 64" drivers and those more freight-oriented engines riding on 56" drivers.

Twenty-four of these locomotives served into the 1930s, the last (607) retiring in November 1939.

Rogers followed this class with a slightly larger design on 64" drivers; see Locobase 7694.

They had 35-45 -year careers, many being retired in 1931, a few lasting well into the decade and the class leader retiring in November 1939.

Class K-10 (Locobase 5472)

For some reason, the Burlington took 19 of its H-4 Moguls and put a longer boiler over their motions. The firebox stayed the same and the heating surface still included 16.2 sq ft of arch tubes. A 4-wheel bogie replaced the single-axle Bissel to handle the higher weight forward and several were fitted with 69" drivers, but otherwise the locomotives remained essentially the same.

See data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/K10.tif (accessed 22 March 2003). Corbin & Kerka (1960, , 266) show that most were rebuilt at Aurora in 1908-1909. Havelock rebuilt 5, 1 in 1908 the other 4 in October 1914.

Class K-2 (Locobase 7694)

Data from CB&Q 3 - 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Following the K-1s immediately after their delivery, the K-2s were just a little bigger. The first 25 also came from Rogers. Grant added 3 in 1893 while the Burlington's own Havelock supplied 6 (1895 & 1896) and West Burlington contributed 5 in 1896. As depicted in the 1953 diagram (probably reflecting the 1932 revision date shown in the table), the firebox heating surface included 16 sq ft of arch tubes. While the driver spacing matched the K-1s unevenness (5 1/2 feet between leading and center axles, 8 feet between center and rear axles), the firebox sloped down toward the front. Piston valve gear was inside Stephenson link motion. The center set of drivers was flangeless.

Apparently the design proved quite satisfactory as almost half had 50 year careers and most of the rest served at least 40 years.

Class K-4 (Locobase 2609)

Corbin & Kerka (1960, 78-80, 265-266) and data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/k4.tif (accessed 22 March 2003).

B&MR-designed Ten-Wheelers for express service built in the company's Havelock shops from 1900 to 1904. In its heyday, the K-4 could put up a good performance. One 14-mile stretch was covered in 9 minutes in 1902 for an average speed of 96.8 mph.

The high ratio of firebox area to grate was helped by the Belpaire profile. It's not clear how many had 16.2 sq ft of arch tubes. 10" piston valves helped steam distribution in this class, which was never superheated.

Some later received 64" drivers and went into local and branch-line service. The class gradually retired from service from 1931 to 1953.

Class K-4B (Locobase 5450)

Data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/k47201.tif (accessed 22 March 2003). Based on the entry in Corbin & Kerka (1960, p 266), this appears to be a single K-4 (Locobase 2609) rebuilt to this standard. The principal difference appears to have been deletion of the arch tubes.

Class K-5 (Locobase 5468)

The last of the Burlington & Missouri River-designed Ten-Wheelers for passenger service and built in their Havelock Shops in 1904-05. Some had 10" piston valves, others had slide valves. Some burned coal, others lignite.

These were the biggest on the line, but were soon overtaken by the Pacifics. Their retirements came early -- 1929-1930.

Data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/k5.tif (accessed 22 March 2003) and Corbin & Kerka (1960, pp. 81, 266)

Class K-6 (Locobase 5469)

Data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/k6.tif (accessed 22 March 2003); the CB&Q diagram does not show the heating surface totals.

Originally built for the Keokuk & Western, these came into the Burlington when the K & W was acquired.. The driving axles are closely spaced and there's not a lot of weight on them -- these must have been slippery starters.

Class K-9 (Locobase 5471)

Data from a locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/K/9.tif (accessed 22 March 2003). According to Corbin & Kerka (1960, p 82), these came from the Jacksonville & St Louis in 1903. Both were retired before 1917.

Fitting right in with the period in which they were built, these light Tenwheelers had the older style of dome over the firebox, small narrow grate, and a coned boiler. The spread between the 2nd and 3rd drivers was almost 4' greater than that between the first and 2nd.