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|
|Driver Wheelbase (ft)||14.25||14||14.25|
|Engine Wheelbase (ft)||24.92||24||24.25|
|Ratio of driving wheelbase to overall engine wheebase||0.57||0.58||0.59|
|Overall Wheelbase (engine & tender) (ft)|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||88,000||111,000||113,500|
|Engine Weight (lbs)||120,000||140,000||146,500|
|Tender Loaded Weight (lbs)||80,000||100,000||120,000|
|Total Engine and Tender Weight (lbs)||200,000||240,000||266,500|
|Tender Water Capacity (gals)||4000||5000||6000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||8|
|Minimum weight of rail (calculated) (lb/yd)||49||62||63|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||54||56||56|
|Boiler Pressure (psi)||180||200||200|
|High Pressure Cylinders (dia x stroke) (in)||18" x 24"||19" x 24"||19" x 26"|
|Tractive Effort (lbs)||22,032||26,301||28,493|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.99||4.22||3.98|
|Firebox Area (sq ft)||144||174.70||175.50|
|Grate Area (sq ft)||17.30||24.87||24.70|
|Evaporative Heating Surface (sq ft)||1788||2143||2340|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||1788||2143||2340|
|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||25,920||34,940||35,100|