425 was later sold to Malcom Ottinger of Phoenixville, PA to be used on the Valley Forge S. Railroad in Kimberton, PA. In 1980 425 was stored at the Wilmington & Western Railroad in Delaware with some of Malcom's other railroad equipment. Malcom later sold part ownership of the 425 to another W&W member. It was steamed up once but lacked the proper paperwork on the boiler that was required in order for it to operate.
In 1984 425 was sold to Andy J. Muller Jr. of the Blue Mountain & Reading for $125,000. 425 is now at Port Clinton, PA as part of the RBMN RR Co. In 2002 she was in the Car Shop being restored for the B&O Birthday Party in 2003.
The specs for this quartet state that the details are to be taken from the Southern Railway's specification E-50 for its set (Locobase 166) and the TT-50 spec for the tender. The superheater dimensions in the Baldwin sheet are given from the steam side of each element. This gave a lower numbervalue (660 sq ft) than the figure given in the Locobase data, which reflects usual Anglo-American practice in calculating surface area from the fire side of the tubes.
After almost 3 decades on the M & O, the class was scrapped in 1939-1940, just before the & O merged with the Gulf, Mobile & Northern to form the Gulf, Mobile & Ohio.
These large, handsome Pacifics were the elite passenger power on the M&O. They had good superheating proportions, direct heating surface supplemented by 48 sq ft (4.45 sq m) of combustion chamber and 27 sq ft (2.5 sq m) of arch tubes, and big 14" (356 mm) piston valves.
Built with 13" piston valves and outside radial valve gear, this quartet was purchased by a predecessor to the Gulf, Mobile & Northern at the same time as a set of 2-8-2s. The class was delivered with a good proportion of superheated surface area
The NO, M & C grew out of the 1909 merger of the Gulf & Chicago and the Mobile, Jackson & Kansas. It would be reorganized as the GM&N on 1 January 1917.
In 1921, the GM&N sold these engines to the Louisville & Nashville (L&N) .
The quartet operated as K-6s #296-299 on the L & N until 1950-1951
Two built for the GM&N, which was later combined with the Mobile & Ohio as the GM&O. They were fitted with 12" (305 mm) piston valves and had 24 sq ft (2.2 sq m) of arch tubes contributing to direct heating surface area. #425's history extends for decades. After the merger, she was renumbered 580.
She went to the Lousiana Eastern in 1950. In the early 1980s, she was stored at the Wilmington & Western in Marshallton, DE, but never operated on those tracks because of her high axle loading. She then was moved to the Blue Mountain & Reading where she went into tourist service.
Idle for a dozen years, during which the BM&R went out of business to be succeeded by the Reading, Blue Mountain & Northern, the 425 was restored to operating condition in 2008.
|Specifications by Steve Llanso of Sweat House Media|
|Class||250||260||40 / K-6||425|
|Railroad||Mobile & Ohio (GM&O)||Mobile & Ohio (GM&O)||New Orleans, Mobile & Chicago (GM&O)||Gulf, Mobile & Northern (GM&O)|
|Number in Class||4||10||4||2|
|Road Numbers||250-253||260-269||40-43 / 296-299||425-426 / 580-581|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12.50 / 3.81||13 / 3.96||12 / 3.66||12.17 / 3.71|
|Engine Wheelbase (ft / m)||31.37 / 9.56||34.92 / 10.64||31.33 / 9.55||33.08 / 10.08|
|Ratio of driving wheelbase to overall engine wheebase||0.40||0.37||0.38||0.37|
|Overall Wheelbase (engine & tender) (ft / m)||67.04 / 20.43||70.75 / 21.56||62.83 / 19.15||65.79 / 20.05|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||48,300 / 21,909||44,000 / 19,958||43,000 / 19,504|
|Weight on Drivers (lbs / kg)||141,500 / 64,183||162,000 / 73,482||123,000 / 55,792||129,000 / 58,513|
|Engine Weight (lbs / kg)||232,000 / 105,234||277,000 / 125,645||198,000 / 89,811||213,000 / 96,615|
|Tender Loaded Weight (lbs / kg)||152,000 / 68,946||194,000 / 87,997||152,400 / 69,128||182,000 / 82,554|
|Total Engine and Tender Weight (lbs / kg)||384,000 / 174,180||471,000 / 213,642||350,400 / 158,939||395,000 / 179,169|
|Tender Water Capacity (gals / ML)||7500 / 28.41||10,000 / 37.88||7000 / 26.52||8500 / 32.20|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||12 / 10.90||16 / 14.50||16 / 14.50||18 / 16.40|
|Minimum weight of rail (calculated) (lb/yd)||79||90||68||72|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||72.50 / 1842||73 / 1854||69 / 1753||69 / 1753|
|Boiler Pressure (psi / kPa)||185 / 12.80||200 / 13.80||185 / 12.80||210 / 14.50|
|High Pressure Cylinders (dia x stroke) (in / mm)||24" x 28" / 610x711||25" x 28" / 635x711||22" x 28" / 559x711||22" x 28" / 559x711|
|Tractive Effort (lbs / kg)||34,981 / 15867.13||40,753 / 18485.27||30,885 / 14009.22||35,058 / 15902.06|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.05||3.98||3.98||3.68|
|Firebox Area (sq ft / m2)||192 / 17.84||299 / 27.78||180 / 16.73||196|
|Grate Area (sq ft / m2)||54 / 5.02||66.70 / 6.20||46.80 / 4.35||54.20 / 5.04|
|Evaporative Heating Surface (sq ft / m2)||3058 / 284.10||3341 / 310.39||2480 / 230.48||2697 / 250.65|
|Superheating Surface (sq ft / m2)||806 / 74.88||794 / 73.76||550 / 60.22||620 / 57.62|
|Combined Heating Surface (sq ft / m2)||3864 / 358.98||4135 / 384.15||3030 / 290.70||3317 / 308.27|
|Evaporative Heating Surface/Cylinder Volume||208.58||210.02||201.31||218.93|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||9990||13,340||8658||11,382|
|Same as above plus superheater percentage||12,088||15,875||10,216||13,545|
|Same as above but substitute firebox area for grate area||42,979||71,162||39,294||48,980|