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 They were withdrawn in the 1920s.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|
|Driver Wheelbase (ft)||7||7||7||7||7.50|
|Engine Wheelbase (ft)||27.58||27.58||27.83||27.58||26.17|
|Ratio of driving wheelbase to overall engine wheebase||0.25||0.25||0.25||0.25||0.29|
|Overall Wheelbase (engine & tender) (ft)||58.17||57.31||58.72||59.46||59.08|
|Axle Loading (Maximum Weight per Axle) (lbs)||53,500||56,000||53,450|
|Weight on Drivers (lbs)||107,000||105,000||110,000||106,900||107,000|
|Engine Weight (lbs)||197,000||196,000||209,000||199,726||167,000|
|Tender Loaded Weight (lbs)||133,050||138,070||133,050||147,776||106,635|
|Total Engine and Tender Weight (lbs)||330,050||334,070||342,050||347,502||273,635|
|Tender Water Capacity (gals)||7000||7000||7000||5500|
|Tender Fuel Capacity (oil/coal) (gals/tons)||14||2940||14||1748|
|Minimum weight of rail (calculated) (lb/yd)||89||88||92||89||89|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||81||81||81||81||70|
|Boiler Pressure (psi)||190||200||200||200||200|
|High Pressure Cylinders (dia x stroke) (in)||20" x 28"||20" x 28"||16" x 28"||20" x 28"||19" x 26"|
|Low Pressure Cylinders (dia x stroke) (in)||27" x 28"|
|Tractive Effort (lbs)||22,331||23,506||22,268||23,506||22,795|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.79||4.47||4.94||4.55||4.69|
|Firebox Area (sq ft)||180||174||180||174||135|
|Grate Area (sq ft)||49.50||49.50||49.50||49.50||42.20|
|Evaporative Heating Surface (sq ft)||2655||2649||2655||2196||2852|
|Superheating Surface (sq ft)||328|
|Combined Heating Surface (sq ft)||2655||2649||2655||2524||2852|
|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||11,187||8440|
|Same as above but substitute firebox area for grate area||34,200||34,800||36,000||39,324||27,000|