The B&GN was established in 1905 to connect Trinity (about 70 miles (113 km) mostly north of Houston) with Livingston, which lay 37 miles(60 km) to its southeast. In 1908, the newly completed line was sold to a Mr R C Duff for his ambitious Waco to Port Arthur line. But in 1910, one of the original investors - William Carlisle of Atchison, Kans -- bought it back and added 15 miles (24 km) from Trinity northwest to Weldon in the next year.
Presumably Ten-wheeler 104 arrived in time to help meet traffic demand. One gets an idea of how tight the margins could be from a note in the specs advising that the builder "keep weight down as much as possible" to account for the steel cab and larger driving axle." The specs also request a "strong, loud tone" from the whistle to "scare cattle of the track." Another sign of the rural setting for this locomotive was the location of rail washers behind the rear drivers to wash the sand off the rails.
Duff bought back the now-longer segment of his dream railroad to sell it to the Missouri-Kansas-Texas apparently because they intended to extend the line past Weldon all the way to Waco. Prohibited by the Texas Attorney General from consolidating the line into the Katy proper, the bigger road leased it for 99 years in exchange for a plan to build the Weldon-Waco segment.
Instead, the Katy went into receivership and the railroad grew no larger. When the road reverted to Duff and his investment partners in 1923, they dubbed it the Waco, Beaumont, Trinity and Sabine Railway. The Katy willingly sold Duff the 66-mile (106 km) Trinity-Colmesneil portion of their Sabine line. Alas for Duff, he was never able to build the Weldon-Waco segment and the whole railroad went into receivership in 1930, a suspension that would last until its official demise in 1961.
During this period, according to Don Ross of http://donsdepot.donrossgroup.net/dr024.htm (last accessed 28 October 2011), its nickname was "Wobblety Bobblety Turnover and Stop." He adds, in a smile-inducing aside, "Now, can anyone pronounce Wobblety Bobblety without grinning?"
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Beaumont & Great Northern|
|Number in Class||1|
|Builder||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||10.50 / 3.20|
|Engine Wheelbase (ft / m)||21.17 / 6.45|
|Ratio of driving wheelbase to overall engine wheebase||0.50|
|Overall Wheelbase (engine & tender) (ft / m)|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||90,000 / 40,823|
|Engine Weight (lbs / kg)||110,000 / 49,895|
|Tender Loaded Weight (lbs / kg)||80,000 / 36,287|
|Total Engine and Tender Weight (lbs / kg)||190,000 / 86,182|
|Tender Water Capacity (gals / ML)||4000 / 15.15|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||50 / 25|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||50 / 1270|
|Boiler Pressure (psi / kPa)||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||26,438 / 11992.09|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.40|
|Firebox Area (sq ft / m2)||114 / 10.59|
|Grate Area (sq ft / m2)||22 / 2.04|
|Evaporative Heating Surface (sq ft / m2)||1334 / 123.93|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1334 / 123.93|
|Evaporative Heating Surface/Cylinder Volume||188.72|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4400|
|Same as above plus superheater percentage||4400|
|Same as above but substitute firebox area for grate area||22,800|