Most of the orders recorded in Baldwin's books were filled for the original purchaser. But the eight locomotives intended for the Morelia y Tacambaro in Guanajunto, Mexico were redirected to several other railroads.
Two went to the MJ&KC which was reorganized in 1909 as the New Orleans, Mobile & Chicago and in 1917 that name was supplanted by the Gulf, Mobile & Northern. The GM&N sold the 10 to locomotive rebuilder/reseller Birmingham Rail & Locomotive in 1925. BR & L found a buyer in May 1928 in the Savannah & Northwestern, which renumbered the engine 226. The S & N rebuilt the 226 as a freight engine and renumbered it 114.
In the same year as the 10's disposal, the GM&N sold the 12 to another locomotive rebuilder/reseller Southern Iron & Equipment. SI & E's customer turned out to be the Marianna Long Pine Company in February 1927.
In 1909, the MJ & KC was reorganized as the New Orleans, Mobile & Chicago and in 1917 that name was supplanted by the Gulf, Mobile & Northern. More than two decades later the GM & N was combined with other railroads to form the Gulf, Mobile & Ohio in 1940
Following up the assembly of a larger stud of 19" x 24" Ten-wheelers, the MJ & KC bought this quartet with more cylinder volume thanks to a longer stroke and 29 more tubes in the boiler.
When the MJ & KC's successor New Orleans, Mobile & Chicago was absorbed by the Gulf, Mobile & Northern in 1917, the four were renumbered by adding a 1 and eventually rebuilt with 63" drivers.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Mobile, Jackson & Kansas City (GM & N)||Mobile, Jackson & Kansas City (GM & N)||Mobile, Jackson & Kansas City (GM & N)|
|Number in Class||2||6||4|
|Road Numbers||10, 12||70-75, 79-84||85-88|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.57||0.58||0.59|
|Overall Wheelbase (engine & tender)|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||88000 lbs||111000 lbs||113500 lbs|
|Engine Weight||120000 lbs||140000 lbs||146500 lbs|
|Tender Light Weight||80000 lbs||100000 lbs||120000 lbs|
|Total Engine and Tender Weight||200000 lbs||240000 lbs||266500 lbs|
|Tender Water Capacity||4000 gals||5000 gals||6000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons|
|Minimum weight of rail (calculated)||49 lb/yard||62 lb/yard||63 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||200 psi||200 psi|
|Cylinders (dia x stroke)||18" x 24"||19" x 24"||19" x 26"|
|Tractive Effort||22032 lbs||26301 lbs||28493 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.99||4.22||3.98|
|Firebox Area||144 sq. ft||174.70 sq. ft||175.50 sq. ft|
|Grate Area||17.30 sq. ft||24.87 sq. ft||24.70 sq. ft|
|Evaporative Heating Surface||1788 sq. ft||2143 sq. ft||2340 sq. ft|
|Combined Heating Surface||1788 sq. ft||2143 sq. ft||2340 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||252.95||272.10||274.26|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3114||4974||4940|
|Same as above plus superheater percentage||3114||4974||4940|
|Same as above but substitute firebox area for grate area||25920||34940||35100|