Like so many other KCS locomotives of the time, these were small for their arrangement. In particular, their grates constrained the boiler's ability to make steam. Manchester supplied a set of very similar Ten-wheelers to the Bangor & Aroostook a couple of years earlier; see Locobase 6005.
A year after the relatively weak Mogul design was delivered to the KCS, Baldwin produced these 4 Ten-wheelers. Unlike most of the 4-6-0s of the day, this design had a relatively large firebox and grate to produce a surfeit of steam for the small cylinders.
Locobase wonders about the short wheelbase and thinks the diagram may somehow be mistaken in showing 11' 4" and 6' as the spacing between the two rear axles. The firebox's interior length is given in the same diagram as 96" (8 feet).
Like most of the other KCS locomotives of the 19th Century, this single Ten-wheeler, which Locobase suspects came from a predecessor road, was one of the smallest of its arrangement at the time.
Given the comment on Locobase 6837 about the high ratio of heating surface to grate area on KCS locomotives, it's not surprising to find such a result on this relatively numerous set of freight Ten-wheelers. Clearly based on the Moguls that arrived from the same builder in the same year, this class added an axle to the front truck. The result was a lower adhesion weight, but more boiler with longer tubes and more tube heating surface, while the direct heating surface actually dropped.
Given the comment on Locobase 6837 about the high ratio of heating surface to grate area on KCS locomotives, Locobase must acknowledge that some classes didn't fit the pattern. This set of passenger Ten-wheelers had relatively large grates, although total direct heating surface didn't grow proportionately. Placing the grate above the rear axles instead of between them allowed for a larger grate, although the firebox was shallower as a result.
Like the earlier Schenectadies (Locobase 6839), this Ten-wheeler design found room for its grate above the driving axles. The result was a relatively powerful locomotive but one with more cylinder volume to fill with each half-stroke. Still, the class was apparently desirable enough to be supplied in bulk.
One of the less prolific builders was the Paterson-New Jersey-based Grant Locomotive Works. These mixed-traffic Ten-wheelers were delivered to the KC, P & G, which then was absorbed by the KCS system. For their time and wheel arrangement, the 400s were blessed with a relatively large grate that rode over the rear two axles. Otherwise, the boiler was about average and adhesion weight relatively low.
These Ten-wheelers represented the KCS's passenger power just after the turn of the century. They were later superheated; see 6846.
When the Ten-wheelers first described in Locobase 6845 were superheated, the conversion was typical of most such upgrades. The rebuilders left the grate alone, although it was converted to oil-firing and as such didn't have a "grate area". 143 of the 2" tubes were replaced by 24 of the superheater flues (a typical exchange rate). As usual, weight climbed as well. Less usual was the retention of slide valves.
Retirements of the class began in 1939 and were completed in 1947.
| Specifications | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Class | D | D-1 | D-2 | D-3 | D-4 | D-5 | D-6 | D-7 | D-7 - superheated |
| Locobase ID | 6834 | 6835 | 6836 | 6838 | 6839 | 6840 | 6841 | 6845 | 6846 |
| Railroad | Kansas City, Pittsburgh & Gulf (KCS) | Kansas City, Pittsburgh & Gulf (KCS) | Kansas City, Nevada & Gulf (KCS) | Kansas City, Pittsburgh & Gulf (KCS) | Kansas City, Pittsburgh & Gulf (KCS) | Kansas City Southern (KCS) | Kansas City, Pittsburgh & Gulf (KCS) | Kansas City Southern (KCS) | Kansas City Southern (KCS) |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Road Numbers | 250-257 | 270-273 | 274 | 320-333 | 334-337 | 350-380 | 400-411 | 600-605 | 600-605 |
| Gauge | Std | Std | Std | Std | Std | Std | Std | Std | Std |
| Builder | Manchester | Burnham, Williams & Co | Brooks | Burnham, Williams & Co | Schenectady | Burnham, Williams & Co | Grant | Burnham, Williams & Co | KCS |
| Year | 1897 | 1893 | 1889 | 1895 | 1893 | 1898 | 1897 | 1903 | |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Walschaert |
| Locomotive Length and Weight | |||||||||
| Driver Wheelbase | 15' | 15.33' | 13.75' | 14' | 12.33' | 14' | 13.50' | 14.50' | 14.50' |
| Engine Wheelbase | 25.12' | 31.58' | 25.17' | 24.46' | 22.87' | 24' | 24.25' | 25.33' | 25.33' |
| Ratio of driving wheelbase to overall engine wheebase | 0.60 | 0.49 | 0.55 | 0.57 | 0.54 | 0.58 | 0.56 | 0.57 | 0.57 |
| Overall Wheelbase (engine & tender) | 48.42' | 49.33' | 47.67' | 48.58' | 51.29' | 53.37' | 50.21' | 53' | 53.96' |
| Axle Loading (Maximum Weight per Axle) | 46000 lbs | ||||||||
| Weight on Drivers | 80000 lbs | 76000 lbs | 78000 lbs | 95000 lbs | 96000 lbs | 112500 lbs | 94700 lbs | 116000 lbs | 135000 lbs |
| Engine Weight | 104000 lbs | 99000 lbs | 102000 lbs | 123000 lbs | 124000 lbs | 141400 lbs | 121300 lbs | 155000 lbs | 178500 lbs |
| Tender Light Weight | 80000 lbs | 71000 lbs | 68500 lbs | 80000 lbs | 92000 lbs | 85000 lbs | 77500 lbs | 105000 lbs | 110000 lbs |
| Total Engine and Tender Weight | 184000 lbs | 170000 lbs | 170500 lbs | 203000 lbs | 216000 lbs | 226400 lbs | 198800 lbs | 260000 lbs | 288500 lbs |
| Tender Water Capacity | 4000 gals | 4000 gals | 3000 gals | 4000 gals | 4000 gals | 4000 gals | 4000 gals | 5000 gals | 5000 gals |
| Tender Fuel Capacity (oil/coal) | 7 tons | 9 tons | 9 tons | 9 tons | 8 tons | 12 tons | 3000 gals | ||
| Minimum weight per yard of rail on which locomotive could run | 44.44 lb rail | 42.22 lb rail | 43.33 lb rail | 52.78 lb rail | 53.33 lb rail | 62.50 lb rail | 52.61 lb rail | 64.44 lb rail | 75 lb rail |
| Geometry Relating to Tractive Effort | |||||||||
| Driver Diameter | 63" | 55" | 57" | 55" | 64.30" | 55" | 63" | 67" | 67" |
| Boiler Pressure | 170 psi | 150 psi | 150 psi | 170 psi | 170 psi | 180 psi | 170 psi | 200 psi | 200 psi |
| Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 18" x 24" | 19" x 24" | 19" x 26" | 20" x 26" | 19" x 24" | 20" x 26" | 20" x 26" |
| Tractive Effort | 17835 lbs | 18026 lbs | 17394 lbs | 22763 lbs | 21093 lbs | 28931 lbs | 19872 lbs | 26388 lbs | 26388 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.49 | 4.22 | 4.48 | 4.17 | 4.55 | 3.89 | 4.77 | 4.40 | 5.12 |
| Heating Ability | |||||||||
| Firebox Area | 137 sq. ft | 153 sq. ft | 132 sq. ft | 115 sq. ft | 132 sq. ft | 163 sq. ft | 140 sq. ft | 174 sq. ft | 174 sq. ft |
| Grate Area | 19.20 sq. ft | 22.20 sq. ft | 18.90 sq. ft | 17.60 sq. ft | 27.80 sq. ft | 24.80 sq. ft | 31.50 sq. ft | 34.80 sq. ft | 34.80 sq. ft |
| Evaporative Heating Surface | 1797 | 1449 | 1536 | 1716 | 1814 | 1980 | 1888 | 2398 | 1881 |
| Superheating Surface | 472 | ||||||||
| Combined Heating Surface | 1797 | 1449 | 1536 | 1716 | 1814 | 1980 | 1888 | 2398 | 2353 |
| Evaporative Heating Surface/Cylinder Volume | 254.22 | 204.99 | 217.30 | 217.88 | 212.61 | 209.44 | 239.72 | 253.65 | 198.97 |
| Computations Relating to Power Output (More Information) | |||||||||
| Robert LeMassena's Power Computation | 3264 | 3330 | 2835 | 2992 | 4726 | 4464 | 5355 | 6960 | 6960 |
| Same as above plus superheater percentage | 3264 | 3330 | 2835 | 2992 | 4726 | 4464 | 5355 | 6960 | 8356.14 |
| Same as above but substitute firebox area for grate area | 23290 | 22950 | 19800 | 19550 | 22440 | 29340 | 23800 | 34800 | 41780.71 |
| Power L1 | 6267.69 | 4306.73 | 4427.05 | 4533.05 | 5282.65 | 4878.16 | 5865.54 | 7720.16 | 16534.08 |
| Power MT | 518.17 | 374.79 | 375.38 | 315.59 | 363.94 | 286.79 | 409.65 | 440.17 | 810.03 |
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