Locobase 4406 shows the locomotives delivered to the Oregon Short Line and the Oregon-Washington Railroad & Navigation Company subsidiaries.
The present examples have an entry to themselves because of their original road numbers. Clearly, marking a set of express passenger engines 1-20 suggests great expectations. Baldwin supplied the first group in December 1903 (to be followed by the OSL Atlantics) and picked up the work 2 years later in February 1906.
Like the other HCS Atlantics, these A-2s failed to meet those expectations, proving both slippery and underweight. They were withdrawn in the 1920s.
The 1904 and 1908 batches went to Oregon Short Line (3400-3411) while the 1911 Baldwins went to Oregon-Washington River & Navigation as their 88-102. Like other Harrimans, these Atlantics had 12" (305 mm)-diameter piston valves. Their tenders were the cylindrical Vanderbilt design.
The Harriman Atlantics weren't entirely satisfactory, often being double-headed because of their slipperiness. Most OSLs were retired in the 1920s while the ex-OWR&N engines retired in 1928 (3506-3508 in January, 3509 in May, 3500 in June), 1929 (3512, 3514 in August), and the rest in December 1933.
These were the Vauclain compound version of the Harriman Common Standard engines. The design entered production 4 months after the last simple-expansion A-2s had left Baldwin's factory floor (see Locobase 8876).
An unusual component of the design were the slotted main rods coming from the inside LP cylinders and embracing the leading axle as they drove the rear axle. Like the simple Atlantics, they proved too slippery to last long on the Union Pacific. Moreover, their LP cylinders were out of proportion to the HP cylinders, yielding a ratio too high for the LP cans to be satisfactory in sharing the power load.
They were retired in 1921 and 1923 without being simpled or superheated.
By 1933, all of the OWRR&N Atlantics were out of service.
This quartet of Atlantics had relatively small drivers, which suited the rail line over which they operated. Still, the design wasn't very satisfactory -- perhaps the small firebox limited steam-making -- and the class was retired in 1921.
See http://www.wemweb.com/arduous-road/build_railroad.html (accessed 5 Dec 2005) for details on constructing this railroad. The SP, LA & SL began building its line from Salt Lake City to Los Angeles via Las Vegas in 1901. In 1902, the UP acquired half of the stock from Utah Senator Williams Andrew Clark. Having shortened its name to the Los Angeles & Salt Lake (LASL) in 1916, Senator Clark sold the rest of its stock to the UP in 1921.
The LASL initials appeared on many UP-owned locomotives and rail cars for decades after.
|Specifications by Steve Llanso of Sweat House Media|
|Class||A-2||A-2/A-4 - OSL & OWR&N||A-3||A-81 - superheated||CT 70 / A-1|
|Railroad||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Oregon-Washington RR & Navigation (UP)||San Pedro, Los Angeles & Salt Lake (UP)|
|Number in Class||20||27||15||4||4|
|Road Numbers||1-20 / 3300-3319||850-861, 88-102/3400-3411, 3500-3514||21-35 / 3320-3334||3503, 3505, 3510, 3513||3100-3103 / 3376-3379|
|Builder||Burnham, Williams & Co||several||Burnham, Williams & Co||shops||Alco|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.25||0.25||0.25||0.25||0.29|
|Overall Wheelbase (engine & tender)||58.17'||57.31'||58.72'||59.46'||59.08'|
|Axle Loading (Maximum Weight per Axle)||53500 lbs||56000 lbs||53450 lbs|
|Weight on Drivers||107000 lbs||105000 lbs||110000 lbs||106900 lbs||107000 lbs|
|Engine Weight||197000 lbs||196000 lbs||209000 lbs||199726 lbs||167000 lbs|
|Tender Light Weight||133050 lbs||138070 lbs||133050 lbs||147776 lbs||106635 lbs|
|Total Engine and Tender Weight||330050 lbs||334070 lbs||342050 lbs||347502 lbs||273635 lbs|
|Tender Water Capacity||7000 gals||7000 gals||7000 gals||5500 gals|
|Tender Fuel Capacity (oil/coal)||14 tons||2940 gals||14 tons||tons||1748 gals|
|Minimum weight of rail (calculated)||89 lb/yard||88 lb/yard||92 lb/yard||89 lb/yard||89 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||190 psi||200 psi||200 psi||200 psi||200 psi|
|High Pressure Cylinders (dia x stroke)||20" x 28"||20" x 28"||16" x 28"||20" x 28"||19" x 26"|
|Low Pressure Cylinders (dia x stroke)||27" x 28" (2)|
|Tractive Effort||22331 lbs||23506 lbs||22268 lbs||23506 lbs||22795 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.79||4.47||4.94||4.55||4.69|
|Firebox Area||180 sq. ft||174 sq. ft||180 sq. ft||174 sq. ft||135 sq. ft|
|Grate Area||49.50 sq. ft||49.50 sq. ft||49.50 sq. ft||49.50 sq. ft||42.20 sq. ft|
|Evaporative Heating Surface||2655 sq. ft||2649 sq. ft||2655 sq. ft||2196 sq. ft||2852 sq. ft|
|Superheating Surface||328 sq. ft|
|Combined Heating Surface||2655 sq. ft||2649 sq. ft||2655 sq. ft||2524 sq. ft||2852 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||260.78||260.19||407.47||215.69||334.27|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||9405||9900||9900||9900||8440|
|Same as above plus superheater percentage||9405||9900||9900||11187||8440|
|Same as above but substitute firebox area for grate area||34200||34800||36000||39324||27000|