857 2-10-0s were built by Baldwin and Alco (Richmond and Schenectady Works) for the Russian Government (see Locobase 381 for a full description). When that empire was overthrown, some 200 more of the Russian order was diverted to railroads in the US by the USRA. Of the ten that went to the GM&N, two were later transferred to the Alabama, Tennessee & Northern as their 425-426. (Thanks to Chris Hohl for inquiring about this pair.)
Sixteen engines of Baldwin's standard catalog light 2-10-0 developed in the 1920s to put engines with this tractive effort on relatively light rails. Their relatively high drivers let them run faster than other Decapod designs. J Parker Lamb says that the railroad referred to them "with pride as the '250 series'" and adds:"[T]hey were its strongest pullers yet had light axle loadings that were necessary on GM&N's light roadbeds."
The first few were delivered with boilers pressed to 215 psi (14.8 bar) and cost $48,500 each. . All of them used 14" (356 mm) piston valves to supply the cylinders. By the time 260-261 were ordered in November 1926, the specs had a "Hereafter" note reporting that the back tubesheet had cracks at the top and recommending that the flange width be increased to 1 1/2" (38.1 mm).
Chris Hohl pointed out that the class was delivered as coal burners with later conversions to oil fuel. Locobase realized that they had hefty fuel capacities regardless of fuel from the 18 tons of coal as delivered to the 21 tons in later tenders to the 3,500 US gallons of oil fuel.
Some were retrofitted with a Coffin feedwater heater that wrapped like a horse collar around the firebox, bigger air pumps, and a second sand dome.
As noted in several other Locobase entries, 857 2-10-0s were built by Baldwin and Alco (Richmond and Schenectady Works) for the Russian Government (see Locobase 381 for a full description). When that empire was overthrown, some 200 more of the Russian order was diverted to railroads in the US by the USRA.
The NOGN received its three Decapods in April 1921. As with the other roads that ran them, the NOGN apparently liked the relatively light-footed axle loadings.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Gulf, Mobile & Northern (GM&O)||Gulf, Mobile & Northern (GM&O)||New Orleans Great Northern (GM&O)|
|Number in Class||10||16||3|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.67||0.69||0.66|
|Overall Wheelbase (engine & tender)||60'||65.08'|
|Axle Loading (Maximum Weight per Axle)||35000 lbs||45400 lbs||35260 lbs|
|Weight on Drivers||175000 lbs||227060 lbs||176000 lbs|
|Engine Weight||197900 lbs||253730 lbs||202000 lbs|
|Tender Light Weight||152200 lbs||177000 lbs||142800 lbs|
|Total Engine and Tender Weight||350100 lbs||430730 lbs||344800 lbs|
|Tender Water Capacity||7400 gals||8500 gals||7400 gals|
|Tender Fuel Capacity (oil/coal)||8.8 tons||18 tons||14.2 tons|
|Minimum weight of rail (calculated)||58 lb/yard||76 lb/yard||59 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||225 psi||180 psi|
|Cylinders (dia x stroke)||25" x 28"||25" x 30"||25" x 28"|
|Tractive Effort||51490 lbs||62911 lbs||51490 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.40||3.61||3.42|
|Firebox Area||227 sq. ft||229 sq. ft||227 sq. ft|
|Grate Area||64.70 sq. ft||64.70 sq. ft||64.60 sq. ft|
|Evaporative Heating Surface||2610 sq. ft||3091 sq. ft||2600 sq. ft|
|Superheating Surface||579 sq. ft||692 sq. ft||563 sq. ft|
|Combined Heating Surface||3189 sq. ft||3783 sq. ft||3163 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||164.07||181.35||163.44|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||11646||14558||11628|
|Same as above plus superheater percentage||13742||17178||13721|
|Same as above but substitute firebox area for grate area||48215||60800||48215|