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|
|Driver Wheelbase (ft)||18.33||20||18.33|
|Engine Wheelbase (ft)||27.54||28.92||27.83|
|Ratio of driving wheelbase to overall engine wheebase||0.67||0.69||0.66|
|Overall Wheelbase (engine & tender) (ft)||60||65.08|
|Axle Loading (Maximum Weight per Axle) (lbs)||35,000||45,400||35,260|
|Weight on Drivers (lbs)||175,000||227,060||176,000|
|Engine Weight (lbs)||197,900||253,730||202,000|
|Tender Light Weight (lbs)||152,200||177,000||142,800|
|Total Engine and Tender Weight (lbs)||350,100||430,730||344,800|
|Tender Water Capacity (gals)||7400||8500||7400|
|Tender Fuel Capacity (oil/coal) (gals/tons)||8.80||18||14.20|
|Minimum weight of rail (calculated) (lb/yd)||58||76||59|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||52||57||52|
|Boiler Pressure (psi)||180||225||180|
|High Pressure Cylinders (dia x stroke) (in)||25" x 28"||25" x 30"||25" x 28"|
|Tractive Effort (lbs)||51,490||62,911||51,490|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.40||3.61||3.42|
|Firebox Area (sq ft)||227||229||227|
|Grate Area (sq ft)||64.70||64.70||64.60|
|Evaporative Heating Surface (sq ft)||2610||3091||2600|
|Superheating Surface (sq ft)||579||692||563|
|Combined Heating Surface (sq ft)||3189||3783||3163|
|Evaporative Heating Surface/Cylinder Volume||164.07||181.35||163.44|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||11,646||14,558||11,628|
|Same as above plus superheater percentage||13,742||17,178||13,721|
|Same as above but substitute firebox area for grate area||48,215||60,800||48,215|