http://www.ttarchive.com/Library/Companies/TapLineCase_MemphisDallas&Gulf.html, for the ICC's summaries of the 100 or so tap lines involved in a rate case.
Unlike the railroad's 203 (Locobase 6635), a large locomotive for its time, this engine was one of the smallest Ten-Wheelers of a slightly earlier day.
In 1918, the United States Railroad Administration created summaries of locomotive holdings in railroads large and small. One small and relatively short-lived USRA subject was the line that began as the Memphis, Paris and Gulf in 1906 with the initial goal of linking Ashdown and Nashville in southwest Arkansas' Sevier County. That 25 miles was completed, but all the rest of the grandly scaled venture remained unbuilt.
According to the ICC's Tap Line Case summary, before 1910, when it was renamed the Memphis, Dallas, & Gulf the M, P & G "...consisted of about 41 miles of track extending in a northwesterly direction from Ashdown, Ark., through Nashville and Tokio to Murfreesboro. It connected with the Kansas City Southern and Frisco at Ashdown, with the Iron Mountain at Nashville, and at Tokio with the Prescott & Northwestern, another tap line which is a party to this record."
This was a 20th-Century railroad built by the Nashville Lumber Company, built in two sections with the Ashdown to Nashville section begun early in 1906 and the Nashville to Murfreesboro (15 miles) laid down in 1908. According to the ICC, "The timber holdings of [the Nashville] company west of Nashville were quite extensive, and it had many miles of logging tracks connecting with the incorporated road at various points"
The MP & G was renamed the MD & G in 1910 when it acquired the Antoine Valley Railroad and the Ultima Thule, Arkadelphia & Mississippi Railway.
Still later (after World War I), the failing road was reorganized as the more realistically focused Graysonia, Nashville and Ashdown. Some traffic in lumber and fruit products rode the line from Little River County, but by 1927, its best use turned out to be as the Ideal Cement Company's private line.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Memphis, Dallas & Gulf|
|Number in Class||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||13.17|
|Engine Wheelbase (ft)||23.37|
|Ratio of driving wheelbase to overall engine wheebase||0.56|
|Overall Wheelbase (engine & tender) (ft)||45.26|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)|
|Engine Weight (lbs)|
|Tender Loaded Weight (lbs)|
|Total Engine and Tender Weight (lbs)|
|Tender Water Capacity (gals)||4000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||9|
|Minimum weight of rail (calculated) (lb/yd)|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||53|
|Boiler Pressure (psi)||150|
|High Pressure Cylinders (dia x stroke) (in)||18" x 24"|
|Tractive Effort (lbs)||18,706|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)|
|Firebox Area (sq ft)||104|
|Grate Area (sq ft)||14.29|
|Evaporative Heating Surface (sq ft)||1360|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||1360|
|Evaporative Heating Surface/Cylinder Volume||192.40|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2144|
|Same as above plus superheater percentage||2144|
|Same as above but substitute firebox area for grate area||15,600|