Five of them (road numbers 900 through 904) were oil burners and the other five (road numbers 905 through 909) burned coal. These Class J locomotives had 70" diameter drivers, 27" x 34" cylinders, a 310 psi boiler pressure and a tractive effort of 93,302 pounds. The oil burners weighed 509,000 pounds and the coal burners weighed 514,000 pounds.
All ten of the 2-10-4s were retired in 1952 and 1953 and were scrapped by 1954.
|Class||Qty.||Road Number||Year Built||Builder||Notes|
The railway's John E Muhlfeld expressed in 1921 a strong preference for Mallets over the 2-10-2, claiming the following list of disadvantages burdening the Santa Fe layout:
"[e]normous concentrated stresses" on much of the running gear's components and their consequent liability of breakage and crushing,
"excessive bridge and rail loads",
"extraordinary" tire tread and flange wear,
difficulty in counterbalancing, and
complicating engine house maintenance because various component were of ' "extreme weight".
Although many railroads had already adopted the 2-10-2 arrangement and others would do so, the KCS waited until the much larger and more powerful 2-10-4 designs were available.
Five engines (900-904) burned oil, 5 (905-909) burned coal. (Don G. Campbell (NRHS Bulletin, 1964) speculates that splitting the fuel may have been done "to satisfy both the coal and petroleum industries along the line."). Oil-burner tenders carried 21,700 gal (82,135 litres) of water and 4,500 gallons (17,033 litres) of oil; these weighed 348,000 lb (157,850 kg) loaded. The engine's boiler began work with 46,000 lb (20,865 kg) or approximately 5,400 US gallons (20,439 litres) of water.
The firebox layout was relatively plain, using only 56 sq ft (5.2 sq m) of arch tubes to supplement the heating surface area provided by the basic furnace and combustion chamber.
Although originally intended for the Shreveport-KC run, World War II delayed upgrading the rail south of De Queen, Ark. to the 127-lb/yard (63.5 kg/metre) standard, so these engines worked on the Northern Division only. During World War II, these engines stepped in to pull troop trains and were able to meet passenger train schedules. Although not quite attaining the tonnage ratings of the road's "Big Mallies," these engines represented superpower in its most striking form.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Kansas City Southern (KCS)|
|Number in Class||10|
|Road Numbers||905-909, 900-904|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||24.30 / 7.41|
|Engine Wheelbase (ft / m)||48.70 / 14.84|
|Ratio of driving wheelbase to overall engine wheebase||0.50|
|Overall Wheelbase (engine & tender) (ft / m)||98.42 / 30|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||75,000 / 34,019|
|Weight on Drivers (lbs / kg)||353,300 / 160,254|
|Engine Weight (lbs / kg)||509,000 / 230,879|
|Tender Loaded Weight (lbs / kg)||359,690 / 163,153|
|Total Engine and Tender Weight (lbs / kg)||868,690 / 394,032|
|Tender Water Capacity (gals / ML)||21,000 / 79.55|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||25 / 22.70|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||118 / 59|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||70 / 1778|
|Boiler Pressure (psi / kPa)||310 / 21.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||27" x 34" / 686x864|
|Tractive Effort (lbs / kg)||93,302 / 42321.13|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.79|
|Firebox Area (sq ft / m2)||502 / 46.64|
|Grate Area (sq ft / m2)||107 / 9.94|
|Evaporative Heating Surface (sq ft / m2)||5154 / 478.82|
|Superheating Surface (sq ft / m2)||2075 / 192.77|
|Combined Heating Surface (sq ft / m2)||7229 / 671.59|
|Evaporative Heating Surface/Cylinder Volume||228.75|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||33,170|
|Same as above plus superheater percentage||42,789|
|Same as above but substitute firebox area for grate area||200,750|