Finding the 1906-1907 Mogul pair supplied by Baldwin to be too heavy (Locobase 12983), the BCG & A ordered smaller engines that apparently were more in tune with requirements.
There seems to have been a bit of a kerfuffle, however, over the thickness of the tubes to be supplied. The specification shows #12 WG iron tubes for the boiler, but a later note (11 August 1910) stated: "Railway company complains that #12 WG tubes were furnished instead of No. 11 WG."
What isn't clear is whether the mistake was the railway's in specifying thicker tubes than was wanted or in the railway's in failing to note that #12s were listed in the order dated 7 May 1909 and in the one dated 22 February 1910. Locobase cannot directly determine if the thinner tubes were retrofitted into either engine. He notes that the 15 July 1912 order for the smaller engine #12 clearly specified #11 WG tubes.
Regardless of the outcome of the tube tangle, the pair served the railroad into the 1950s.
Demand along the upper knuckles of Michigan's mitten led the Boyne City & South Eastern to extend its line east from Boyne Falls to Gaylord, thence to Atlanta, and finally to Alpena, 92 miles away. As such, it was assessed by the Michigan Railroad Commission in 1909 as being "...in first class condition and show[ing] every indication of safe operation." Although mildly critical of the lack of tools in the cars and the lack of grade-crossing warning signs, the Commission particularly rapped the station at Boyne City, which had "...two small waiting rooms, which it would seem are hardly sufficient for the traveling public."
The newer Moguls supplied by Baldwin in 1906-1907 were considerably larger. In fact, both were too heavy for the 60-70 lb/yard line and were sold to the Midland Valley of the Muskogee Road system in Kansas-Oklahoma, which renumbered them 60-61.
Even smaller than the 1909 Moguls (Locobase 12984) was this 1912 Baldwin product, which served this independent short line (which got considerably shorter in 1935) well inton the 1950s.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Boyne City, Gaylord & Alpena||Boyne City, Gaylord & Alpena||Boyne City, Gaylord & Alpena|
|Number in Class||2||1||1|
|Road Numbers||10-11||11, 10||12|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||12.50||14||12.50|
|Engine Wheelbase (ft)||20||21.92||20|
|Ratio of driving wheelbase to overall engine wheebase||0.62||0.64||0.62|
|Overall Wheelbase (engine & tender) (ft)|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||110,000||115,000||101,000|
|Engine Weight (lbs)||126,000||133,000||118,500|
|Tender Loaded Weight (lbs)||90,000||90,000|
|Total Engine and Tender Weight (lbs)||216,000||223,000|
|Tender Water Capacity (gals)||4500||4500||4500|
|Tender Fuel Capacity (oil/coal) (gals/tons)|
|Minimum weight of rail (calculated) (lb/yd)||61||64||56|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||48||50||48|
|Boiler Pressure (psi)||180||180||180|
|High Pressure Cylinders (dia x stroke) (in)||19" x 24"||19" x 26"||18" x 24"|
|Tractive Effort (lbs)||27,617||28,721||24,786|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.98||4.00||4.07|
|Firebox Area (sq ft)||137||149.80||109|
|Grate Area (sq ft)||25||28.10||20.70|
|Evaporative Heating Surface (sq ft)||1509||1737||1303|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||1509||1737||1303|
|Evaporative Heating Surface/Cylinder Volume||191.60||203.58||184.34|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4500||5058||3726|
|Same as above plus superheater percentage||4500||5058||3726|
|Same as above but substitute firebox area for grate area||24,660||26,964||19,620|