Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 30, p. . Works numbers were 29980-29981 in January 1907.
Most of the orders recorded in Baldwin's books were filled for the original purchaser. But the eight locomotives intended for the Morelia y Tacambaro in Guanajunto, Mexico were redirected to several other railroads.
Two went to the MJ&KC which was reorganized in 1909 as the New Orleans, Mobile & Chicago and in 1917 that name was supplanted by the Gulf, Mobile & Northern. The GM&N sold the 10 to locomotive rebuilder/reseller Birmingham Rail & Locomotive in 1925. BR & L found a buyer in May 1928 in the Savannah & Northwestern, which renumbered the engine 226. The S & N rebuilt the 226 as a freight engine and renumbered it 114.
In the same year as the 10's disposal, the GM&N sold the 12 to another locomotive rebuilder/reseller Southern Iron & Equipment. SI & E's customer turned out to be the Marianna Long Pine Company in February 1927.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 26, p. 195. Works numbers were 23308, 23324, 23336, 23338 in December 1903; 23649, 23660 in January 1904; 25011, 25017, 25023 in January 1905; 25864, 25867 in June.
In 1909, the MJ & KC was reorganized as the New Orleans, Mobile & Chicago and in 1917 that name was supplanted by the Gulf, Mobile & Northern. More than two decades later the GM & N was combined with other railroads to form the Gulf, Mobile & Ohio in 1940
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 31, p. 120. Works numbers were 32355, 32421, 32489, and 32514 in December 1907.
Following up the assembly of a larger stud of 19" x 24" Ten-wheelers, the MJ & KC bought this quartet with more cylinder volume thanks to a longer stroke and 29 more tubes in the boiler.
When the MJ & KC's successor New Orleans, Mobile & Chicago was absorbed by the Gulf, Mobile & Northern in 1917, the four were renumbered by adding a 1 and eventually rebuilt with 63" drivers.
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | 10 | 70 | 85 |
Locobase ID | 13057 | 11520 | 13237 |
Railroad | Mobile, Jackson & Kansas City (GM & N) | Mobile, Jackson & Kansas City (GM & N) | Mobile, Jackson & Kansas City (GM & N) |
Country | USA | USA | USA |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 |
Number in Class | 2 | 6 | 4 |
Road Numbers | 10, 12 | 70-75, 79-84 | 85-88 |
Gauge | Std | Std | Std |
Number Built | 2 | 6 | 4 |
Builder | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co |
Year | 1907 | 1903 | 1907 |
Valve Gear | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 14.25 / 4.34 | 14 / 4.27 | 14.25 / 4.34 |
Engine Wheelbase (ft / m) | 24.92 / 7.60 | 24 / 7.32 | 24.25 / 7.39 |
Ratio of driving wheelbase to overall engine wheelbase | 0.57 | 0.58 | 0.59 |
Overall Wheelbase (engine & tender) (ft / m) | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||
Weight on Drivers (lbs / kg) | 88,000 / 39,916 | 111,000 / 50,349 | 113,500 / 51,483 |
Engine Weight (lbs / kg) | 120,000 / 54,431 | 140,000 / 63,503 | 146,500 / 66,451 |
Tender Loaded Weight (lbs / kg) | 80,000 / 36,287 | 100,000 / 40,823 | 120,000 / 54,431 |
Total Engine and Tender Weight (lbs / kg) | 200,000 / 90,718 | 240,000 / 104,326 | 266,500 / 120,882 |
Tender Water Capacity (gals / ML) | 4000 / 15.15 | 5000 / 17.05 | 6000 / 22.73 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 49 / 24.50 | 62 / 31 | 63 / 31.50 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 54 / 1372 | 56 / 1422 | 56 / 1422 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 19" x 24" / 483x610 | 19" x 26" / 483x660 |
Tractive Effort (lbs / kg) | 22,032 / 9993.56 | 26,301 / 11929.95 | 28,493 / 12924.22 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.99 | 4.22 | 3.98 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 246 - 2" / 51 | 291 - 2" / 51 | 320 - 2" / 51 |
Flues (number - dia) (in / mm) | |||
Flue/Tube length (ft / m) | 12.87 / 3.92 | 13 / 3.96 | 13 / 3.96 |
Firebox Area (sq ft / m2) | 144 / 13.38 | 174.70 / 16.24 | 175.50 / 16.30 |
Grate Area (sq ft / m2) | 17.30 / 1.61 | 24.87 / 2.31 | 24.70 / 2.29 |
Evaporative Heating Surface (sq ft / m2) | 1788 / 166.17 | 2143 / 199.16 | 2340 / 217.39 |
Superheating Surface (sq ft / m2) | |||
Combined Heating Surface (sq ft / m2) | 1788 / 166.17 | 2143 / 199.16 | 2340 / 217.39 |
Evaporative Heating Surface/Cylinder Volume | 252.90 | 271.95 | 274.33 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 3114 | 4974 | 4940 |
Same as above plus superheater percentage | 3114 | 4974 | 4940 |
Same as above but substitute firebox area for grate area | 25,920 | 34,940 | 35,100 |
Power L1 | 5747 | 7146 | 7041 |
Power MT | 431.93 | 425.79 | 410.29 |