This Mogul duo was made up of the usual features fitted to small, light engines of the time. Note the widespread drivers, a result of dropping the firebox between the last two axles.
The KCN&FtS included the Kansas City, Rich Hill & Southern in 1890. In January 1893, it changed its name to the Kansas City, Pittsburgh & Gulf and in March 1900, the KCP&G became the Kansas City Southern.
The 1-2 were renumbered 240-241 and served the KCS for another decade before being scrapped in January (241) and April (240) 1911.
It was a pattern on the KCS in the 1880s and 1890s -- small grates. Given any group of locomotives with the same wheel arrangement in the same period, a KCS engine would almost always have among the highest ratios of heating surface to grate and the smallest ratio of direct heating surface to total heating surface. And so it was for these Baldwin Moguls.
An accompanying note in the Baldwin specification sheet states that "to be a success engines must be particularly strong and substantial." Several other comments in that vein suggest that the KCP&G permanent way offered a considerable challenge. Locobase can't tell if this class was strong or substantial, but it was short-lived. The engines received a new number series in 1900 (300-305) and were scrapped in 1912-1913.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Kansas City, Nevada & Fort Smith (KCS)||Kansas City, Pittsburgh & Gulf (KCS)|
|Number in Class||2||6|
|Road Numbers||1-2/240-241||21-26 / 300-305|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15.17 / 4.62||15.42 / 4.70|
|Engine Wheelbase (ft / m)||22.96 / 7||23.50 / 7.16|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.66|
|Overall Wheelbase (engine & tender) (ft / m)||45.87 / 13.98||48.21 / 14.69|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||80,000 / 36,287||100,000 / 45,359|
|Engine Weight (lbs / kg)||96,000 / 43,545||115,000 / 52,163|
|Tender Loaded Weight (lbs / kg)||80,000 / 36,287||80,000 / 36,287|
|Total Engine and Tender Weight (lbs / kg)||176,000 / 79,832||195,000 / 88,450|
|Tender Water Capacity (gals / ML)||4000 / 15.15||4000 / 15.15|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||9 / 8.20|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||44 / 22||56 / 28|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||55 / 1397||55 / 1397|
|Boiler Pressure (psi / kPa)||130 / 9||174 / 12|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 24" / 483x610||19" x 24" / 483x610|
|Tractive Effort (lbs / kg)||17,407 / 7895.69||23,298 / 10567.81|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.60||4.29|
|Firebox Area (sq ft / m2)||108 / 10.04||131 / 12.17|
|Grate Area (sq ft / m2)||17.10 / 1.59||17.60 / 1.64|
|Evaporative Heating Surface (sq ft / m2)||1436 / 133.46||1612 / 149.81|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1436 / 133.46||1612 / 149.81|
|Evaporative Heating Surface/Cylinder Volume||182.33||204.68|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2223||3062|
|Same as above plus superheater percentage||2223||3062|
|Same as above but substitute firebox area for grate area||14,040||22,794|