Using Rupert Gamlen's steam roster archived on http://www.burlingtonroute.com/rosters.html, Locobase has been able to pin down the origin of these locomotives. They were part of a larger group of A-2s produced by several builders in 1884-1885.
A line from Quincy, Illinois to Kansas City began service in 1872. According to Walter Williams' History of Northeast Missouri published in 1913, the Quincy Route's history can be summarized as "Until 1882 the road was controlled and operated under the name of Quincy, Missouri & Pacific Railway Company, headquarters at Quincy. Later it was operated and managed by the Wabash Railroad Company. From 1890 to 1895 it was operated individually as Quincy. Omaha & Kansas City Railway Company,... From 1895 to 1898 it was operated as part of Kansas City Southern Railway Company and known as the Port Arthur Route. From 1898 to 1902 this road was operated individually as Omaha, Kansas City & Eastern with general offices at Kansas City. From 1903 to the present time it has been known as the Quincy, Omaha & Kansas City Railroad Company."
This ultimate incarnation of QO & KC was the amalgamation of Omaha, Kansas City & Eastern and the Kansas City, Peoria & Chicago. At that time, the entire capital stock was "...held in the treasury of the Chicago, Burlington & Quincy," according to a 1913 Old Colony Trust Company analysis.
Most were numbered by the CB&Q, but were soon retired. The latter road was abandoned in July 1927.
The KC & C became the Kansas City, Peoria & Chicago in 1902, but this rather sizable Eight-wheeler retained its number. Connelly isn't sure if the engine later went to the Quincy, Omaha & Kansas City or what its later fate might have been.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Class||108 / A-2||401|
|Railroad||Quincy, Omaha & Kansas City (QO&KC)||Kansas City & Northern Connecting (QO&KC)|
|Number in Class||7||1|
|Road Numbers||108-113, 116||401|
|Builder||Manchester||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||8.50 / 2.59||8.50 / 2.59|
|Engine Wheelbase (ft / m)||22.87 / 6.97||23.58 / 7.19|
|Ratio of driving wheelbase to overall engine wheebase||0.37||0.36|
|Overall Wheelbase (engine & tender) (ft / m)||51.50 / 15.70|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||60,000 / 27,216||80,000 / 36,287|
|Engine Weight (lbs / kg)||90,000 / 40,823||126,000 / 57,153|
|Tender Loaded Weight (lbs / kg)||75,000 / 34,019||90,000 / 40,823|
|Total Engine and Tender Weight (lbs / kg)||165,000 / 74,842||216,000 / 97,976|
|Tender Water Capacity (gals / ML)||3000 / 11.36||4500 / 17.05|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||7 / 6.40|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||50 / 25||67 / 33.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||62 / 1575||63 / 1600|
|Boiler Pressure (psi / kPa)||140 / 9.70||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||17" x 24" / 432x610||19" x 26" / 483x660|
|Tractive Effort (lbs / kg)||13,313 / 6038.68||22,795 / 10339.65|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.51||3.51|
|Firebox Area (sq ft / m2)||120 / 11.15||161 / 14.96|
|Grate Area (sq ft / m2)||16 / 1.49||34.70 / 3.22|
|Evaporative Heating Surface (sq ft / m2)||1351 / 125.56||2141 / 198.98|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1351 / 125.56||2141 / 198.98|
|Evaporative Heating Surface/Cylinder Volume||214.27||250.93|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2240||6246|
|Same as above plus superheater percentage||2240||6246|
|Same as above but substitute firebox area for grate area||16,800||28,980|