Muhfeld pointed out that on the 95-mile (153 km) mountain division, these all-adhesion road freight Mallets had to travel over rails weighing 75 lb/yard (37.5 kg/metre) for nine miles (14.5 km) and 80 lb/yard (40 kg/metre) rails the rest of the way. Ruling grade southbound was 1/5%, northbound slighly less at 1.35%. All was laid on unplated oak ties. Travel over the division required between six and eight hours from time of terminal departure and subsequent arrival. The Gs climbed a four-mile stretch of 1.5% in simple-expansion setup, a choice that limited maximum speed to 10 mph (16 kph).
Muhfeld also disputed the alleged advantages of the 2-10-2 simple-expansion freight locomotive over the Mallet, citing "[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; see Locobase 97. The Gs' high-pressure cylinders received steam through 12" (305 mm) piston valves.
Initial values for the firebox and superheater heating surface areas (207-214 sq ft (19.60-19.88 sq m) for the firebox, 858 sq ft for the superheater) had been changed to the data shown above between 1929-1942. The firebox now held 45 sq ft (4.18 sq m) of arch tubes and the superheater's estimated area had increased by 107 sq ft (9.94 sq m).
The June 1923 report described engine #709's recent arrival (May 20) at Shreveport, La from Port Arthur, Tex trailing 18 loaded cars and 86 empty cars comprising 3,315 tons (3,007 metric tonnes). Engineer Keitly [?] and conductor Gianelloni asserted that this consist, reportedly the longest and heaviest train ever to enter Shreveport over the KCS, made a trip that was "made on perfect schedule time and that no delays or hindrances of any kind occurred."
Ten of the class were scrapped in 1937, leaving 706 and 701 to serve throughout World War Two before being dismantled in April and September 1947, respectively.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Kansas City Southern (KCS)|
|Number in Class||12|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||10.17 / 3.10|
|Engine Wheelbase (ft / m)||31.17 / 9.50|
|Ratio of driving wheelbase to overall engine wheebase||0.33|
|Overall Wheelbase (engine & tender) (ft / m)||70.73 / 21.56|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||61,300 / 27,805|
|Weight on Drivers (lbs / kg)||352,000 / 159,665|
|Engine Weight (lbs / kg)||352,000 / 159,665|
|Tender Loaded Weight (lbs / kg)||174,000 / 78,925|
|Total Engine and Tender Weight (lbs / kg)||526,000 / 238,590|
|Tender Water Capacity (gals / ML)||9000 / 34.09|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||3500 / 13.30|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||98 / 49|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56 / 1422|
|Boiler Pressure (psi / kPa)||225 / 15.50|
|High Pressure Cylinders (dia x stroke) (in / mm)||22" x 32" / 559x813|
|Low Pressure Cylinders (dia x stroke) (in / mm)||35" x 32" / 889x813|
|Tractive Effort (lbs / kg)||75,829 / 34395.50|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.64|
|Firebox Area (sq ft / m2)||256 / 23.78|
|Grate Area (sq ft / m2)||72.27 / 6.71|
|Evaporative Heating Surface (sq ft / m2)||4420 / 410.63|
|Superheating Surface (sq ft / m2)||965 / 79.71|
|Combined Heating Surface (sq ft / m2)||5385 / 490.34|
|Evaporative Heating Surface/Cylinder Volume||313.94|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||16,261|
|Same as above plus superheater percentage||19,188|
|Same as above but substitute firebox area for grate area||67,968|