Works numbers were 42648-42651 in November 1915.
This quartet of moderately sized Mikados arrived only a couple of years before the MO&G suffered terminal bankruptcy. In its place rose the Kansas, Oklahoma & Gulf , still possessing that one 9-mile bridge line between Baxter Springs, Kansas and Denison, Texas. (Locobase realizes that, despite its diminuitive size, the KO & G consequently had to acknowledge the enforcement power of the Federal ICC and two state railroad commissions.)
Firebox heating surface area included supplemental devices (e.g., combustion chamber, arch tubes, thermic syphons, or security circulators, likely in combination), but neither source specifies which ones.
The Handbook of Texas Online -- http://www.tsha.utexas.edu/handbook/online/articles/view/KK/eqk6.html -- is the source for the brief biography of the railway. A summary of the Muskogee Company empire appears in the Muskogee Company records, DeGolyer Library, Southern Methodist University, http://www.lib.utexas.edu/taro/smu/00131/smu-00131.html, last accessed 26 April 2015.
The Kansas, Oklahoma and Gulf Railway Company of Texas was chartered on March 28, 1910, as the Missouri, Oklahoma and Gulf Railway Company of Texas. On 2 April 1921, the MO&G Rwy changed its name to the KO&G. Remarkably, this railroad retained its independent identity even though its main line consisted of 9 miles between the Red River near Carpenter's Bluff and Denison, Texas. By 1926, it was part of the Muskogee Company's road system.
In 1926 the KO&G was classified as a Class II line by the Railroad Commission and owned one locomotive. During World War II, as part of an upgrade to its motive power, the railroad bought this pair of Mikados which were produced in October 1944. In 1952 the KO&G earned $259,392, almost all from freight. In 1964 the Kansas, Oklahoma and Gulf system was merged into the Texas and Pacific Railway Company, and the Texas trackage abandoned.
See Locobase 17 for a Handbook of Texas description of the KOG. (http://www.tsha.utexas.edu/handbook/online/articles/view/KK/eqk6.html -- the Handbook of Texas Online). A summary of the Muskogee Company empire appears in the Muskogee Company records, DeGolyer Library, Southern Methodist University, http://www.lib.utexas.edu/taro/smu/00131/smu-00131.html, last accessed 26 April 2015.
This class of Mikados faced relatively gentle grades and curves, with the former peaking at 0.6% and the curves arcing broadly at a maximum of 6 degrees (radii of 955 feet/291 metres). The RLE report contended that the two different short-haul freight engines were good examples of a builder striving for the same high level of efficiency built into the main-line engines. Considering the light rail (65-75 lb/yard or 32.5-37.5 kg/metre), and low axle loading, "the locomotive develops high hauling and steaming capacity." They had 12" (305 mm) piston valves.
The first four locomotives delivered in 1917 and 1920 had the 10 ton tenders shown in the specs. The last two trailed significantly larger tenders carrying 8,000 US gallons (30,280 litres) and 14 tons (12.7 tonnes) of coal; they weighed 161,000 lb (73,028 kg) fully loaded.
In 1923, the KOG come under the control of the Muskogee Company (owners of the Midland Valley and Oklahoma City-Ada-Atoka Railway) and came to be called one of the Muskogee Roads.
(Thanks to Chris Hohl for his emails in May and December 2013 patiently noting inconsistencies in the two entries for these five Mikados.)
More than three years after the bulk of the United States Railroad Administration's Light Mikados had been delivered (Locobase 40), the MV went to Baldwin for a trio of duplicates. The 90 had the same relatively capacious 14" (356 mm) piston valves as did the government design as well as a firebox that featured 27 sq ft (2.5 sq m) of arch tubes and 50 sq ft (6.65 sq m) in the combustion chamber.
The Baldwin specs note the Midland Valley's 90 lb/yard (45 kg/metre) rail and the undemanding 0.6% maximum grades and 10 degree curves.
1923 was the year that the Kansas Oh
Two more produced to slightly different specs arrived in 1925; see Locobase 15332.
The MV was later absorbed by the Kansas, Oklahoma & Gulf.
When the MV ordered two more Light Mikado duplicates to accompany the three produced in 1923 (Locobase 6780), they specified the inclusion of three fewer small tubes. Virtually all of the other details were the same, including the 14" (356 mm) piston valves and 77 sq ft (7.15 sq m) of supplemental firebox heating surface area. Tender capacity grew, however.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Missouri, Oklahoma & Gulf (KO&G)||Kansas, Oklahoma & Gulf (KO&G)||Midland Valley (KO&G)||Midland Valley (KO&G)||Midland Valley (KO&G)|
|Number in Class||5||2||7||5||2|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14.25 / 4.34||16.80 / 5.12||15.25 / 4.65||17 / 5.18||16.75 / 5.11|
|Engine Wheelbase (ft / m)||32.33 / 9.85||36.90 / 11.25||32.25 / 9.83||36.42 / 11.10||36.08 / 11|
|Ratio of driving wheelbase to overall engine wheebase||0.44||0.46||0.47||0.47||0.46|
|Overall Wheelbase (engine & tender) (ft / m)||65.96 / 20.10||78.50 / 23.93||74.42 / 22.68||69.42 / 21.16||72.54 / 22.11|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||232,000 / 105,234||223,500 / 101,378||155,500 / 70,534||221,000 / 100,244||221,000 / 100,244|
|Engine Weight (lbs / kg)||386,000 / 175,087||299,500 / 135,851||199,500 / 90,492||292,000 / 132,449||292,000 / 132,449|
|Tender Loaded Weight (lbs / kg)||154,000 / 69,853||226,000 / 102,512||115,000 / 73,028||161,000 / 73,028||191,000 / 86,636|
|Total Engine and Tender Weight (lbs / kg)||540,000 / 244,940||525,500 / 238,363||314,500 / 163,520||453,000 / 205,477||483,000 / 219,085|
|Tender Water Capacity (gals / ML)||8000 / 30.30||12,000||6000||8000 / 30.30||10,000 / 0.04|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||13 / 11.80||16||10||14 / 12.70||16 / 14.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||97 / 48.50||93 / 46.50||65 / 32.50||92 / 46||92 / 46|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||52 / 1321||63 / 1600||57 / 1448||63 / 1600||63 / 1600|
|Boiler Pressure (psi / kPa)||180 / 12.40||200 / 13.80||200 / 13.80||200 / 13.80||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||23" x 28" / 584x711||26" x 30" / 660x762||22" x 28" / 559x711||26" x 30" / 660x762||26" x 30" / 660x762|
|Tractive Effort (lbs / kg)||43,581 / 19768.03||54,724 / 24822.42||40,418 / 18333.32||54,724 / 24822.42||54,724 / 24822.42|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.32||4.08||3.85||4.04||4.04|
|Firebox Area (sq ft / m2)||238 / 22.12||340 / 18.58||193.50 / 17.98||280 / 26.01||230 / 21.37|
|Grate Area (sq ft / m2)||57.20 / 5.32||66.75 / 6.20||46.80 / 4.35||66.70 / 6.20||66.70 / 6.20|
|Evaporative Heating Surface (sq ft / m2)||3778 / 351.12||3562 / 331.04||2567 / 238.48||3777 / 350.89||3743 / 347.73|
|Superheating Surface (sq ft / m2)||838 / 77.88||1002 / 89.68||562 / 52.21||882 / 81.94||882 / 81.94|
|Combined Heating Surface (sq ft / m2)||4616 / 429||4564 / 420.72||3129 / 290.69||4659 / 432.83||4625 / 429.67|
|Evaporative Heating Surface/Cylinder Volume||280.59||193.22||208.38||204.88||203.04|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||10,296||13,350||9360||13,340||13,340|
|Same as above plus superheater percentage||12,149||16,287||11,045||15,875||15,875|
|Same as above but substitute firebox area for grate area||50,551||82,960||45,666||66,640||54,740|