Obviously, the USRA found a railroad with a mixture of locomotive heritages. Can't say what the C&A Railway was or why they chose to build these locomotives. The specs are for 106. 107, built by the C&A two years later, had slightly different heating surface areas (although the tube count was the same). Both were definitely on the small side ...
Obviously, the USRA found a railroad with a mixture of locomotive heritages. Can't say what the C&A Railway was or why they chose to build this locomotive. It was definitely on the small side ...
Some more eight-wheelers joining the L & A relatively late in that arrangement's history. Small locomotives, but with a relatively large boiler and high axle loading. A provision in the specs required that the cylinders have enough metal to allow reboring. Also, a note about boiler tubes seems awfully diffident: ""Bottom Flues to be 5" [127 mm] from bottom of boiler. (Co. does not insist upon this but leave matter to the judgement of BLW.)"
Baldwin's specification advises that "Particular attention to be paid to painting." Murphy Varnish Company supplied the paint and varnish. Lettering and striping was to be the railroad company's standard aluminum, but Baldwin would apply "Stay-bright" or a Graphite paint to cover the smoke box, fire box, and ash pan.
The "roomy" cab had a large ventilator in the roof and a large window on each side fitted with double-strength glass.
Frames were to "withstand heavy service" so the bars were 4" (102 mm) wide and braced "where possible to insure stiffness." A Hereafter note in the specs for the first two engines dated 28 March 1911 said to "omit spark hopper and cleaning hole and cap" and for the injector to be located outside of the cab. In the later spec, the injectors were to be fitted with "extension handles convenient for engineer and fireman."
As delivered, the tenders carried the 10 tons shown in the specs. By the time the USRA compiled data in 1918, however, capacity had increased to 12 tons (10.9 tonnes) and loaded tender weight grew to 115,701 lb (52,481 kg).
301 ended its days in a wreck in November 1936. By that time 300 and 303 had been scrapped (March and May of 1935, respectively). 302 carried on solo until it was taken out of service in 1941 and scrapped in November.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Louisiana & Arkansas||Louisiana & Arkansas||Louisiana & Arkansas|
|Number in Class||2||1||4|
|Road Numbers||106, 107||107||300-303|
|Builder||C&A Railway||C & A Railway||Baldwin|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.37||0.37||0.38|
|Overall Wheelbase (engine & tender)||47.50'||47.50'||52.72'|
|Axle Loading (Maximum Weight per Axle)||28500 lbs||28500 lbs||41800 lbs|
|Weight on Drivers||57000 lbs||57000 lbs||83600 lbs|
|Engine Weight||90000 lbs||90000 lbs||124500 lbs|
|Tender Light Weight||66800 lbs||66800 lbs||100000 lbs|
|Total Engine and Tender Weight||156800 lbs||156800 lbs||224500 lbs|
|Tender Water Capacity||2500 gals||2500 gals||5000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||8 tons||10 tons|
|Minimum weight of rail (calculated)||48 lb/yard||48 lb/yard||70 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||150 psi||150 psi||200 psi|
|Cylinders (dia x stroke)||17" x 24"||17" x 24"||18" x 24"|
|Tractive Effort||14037 lbs||13818 lbs||19730 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.06||4.13||4.24|
|Firebox Area||110 sq. ft||109 sq. ft||133 sq. ft|
|Grate Area||16 sq. ft||16 sq. ft||25.60 sq. ft|
|Evaporative Heating Surface||1072 sq. ft||1064 sq. ft||1867 sq. ft|
|Combined Heating Surface||1072 sq. ft||1064 sq. ft||1867 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||170.02||168.75||264.13|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2400||2400||5120|
|Same as above plus superheater percentage||2400||2400||5120|
|Same as above but substitute firebox area for grate area||16500||16350||26600|