Connelly lists this as a tank engine, but the specifications show an 8-wheel tender in a listing that also records the actual weights as opposed to the not-to-exceed specs.
When the DM & KC converted to standard gauge in November 1896, this Eight-wheeler went to the Burlington & Northwestern for a time, during which time it was renumbered from 10 to 100.
Finally, it was sold to the 61-mile Fulton County Narrow Gauge Railway in 1902. The FCNGR connected Galesburg, Ill on the Mississippi with Havana on the banks of the Illinois River and was at the time the only narrow-gauge line in the state of Illinois.
According to the 1902 Annual Report of the Railroad and Warehouse Commission (pp. 35-36), the first 16 miles out of Galesburg was laid with "second hand" rails weighing between 52 and 60 lb/yard steel rail. The other 45 miles (with 1 mile of 47 lb/yd rail as an exception) made do with 35 lb/yard iron rail. It was this lightly built right-of-way for which the 10 was well-suited.
The conclusion of the report on the FCNG reviewed its status with pessimism:
"The Fulton County Narrow Guage Railway company is handicapped from the fact that it is a narrow guage [sic in each instance] railroad, the only narrow guage road in the State, and its facilities for interchange of traffic with other lines is therefore very limited. Apparently, the property is conservatively managed with the means at hand, but the operating expenses during the fiscal year ending June 30, 1901, were 96.19 per cent of the earnings from operation, and the operating expenses and fixed charges were 164.5 per cent of total earnings. While it may seem like a hardship to compel this company to place this road in good condition consistent with safety for operating purposes, it is evident from the facts above presented that there is necessity of changing this line from narrow to standard guage before the owners can ever hope of earning very much more than operating expenses."
In November 1908, the stockholders of the Chicago, Burlington & Quincy voted to absorb the FCNGR along with the Big Horn, Northern & Southern Illinois, and Sioux City & Western.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Des Moines & Kansas City|
|Number in Class||1|
|Builder||Burnham, Parry, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||8.50|
|Engine Wheelbase (ft)||20.92|
|Ratio of driving wheelbase to overall engine wheebase||0.41|
|Overall Wheelbase (engine & tender) (ft)|
|Axle Loading (Maximum Weight per Axle) (lbs)||17,570|
|Weight on Drivers (lbs)||33,270|
|Engine Weight (lbs)||54,950|
|Tender Loaded Weight (lbs)|
|Total Engine and Tender Weight (lbs)|
|Tender Water Capacity (gals)||2000|
|Tender Fuel Capacity (oil/coal) (gals/tons)|
|Minimum weight of rail (calculated) (lb/yd)||28|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||48|
|Boiler Pressure (psi)||130|
|High Pressure Cylinders (dia x stroke) (in)||15" x 18"|
|Tractive Effort (lbs)||9323|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.57|
|Firebox Area (sq ft)|
|Grate Area (sq ft)||10.50|
|Evaporative Heating Surface (sq ft)|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)|
|Evaporative Heating Surface/Cylinder Volume|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||1365|
|Same as above plus superheater percentage||1365|
|Same as above but substitute firebox area for grate area|