Named for the DeSoto Parish (La) town that was its headquarters, this railway began service in 1882 under the ownership of the DeSoto Land and Lumber Company. As the railway reached its peak mileage of 15.85 miles (25.5 km) in 1908 when it extended its line to the Hunter logging camp.
MR&T bought this relatively powerful Mogul a few years later to serve its logging business.
During the Commerce Court's Tap Lines Cases in that same period, the MR&T asserted that it operated independently of the Frost-Johnson Lumber Company. The case, which eventually was finally decided by the US Supreme Court, established that "Mansfield Railway & Transportation Company and the Frost-Johnson Lumber Company are identical in interest." In other words, the Supreme Court asserted, the tap line was only chartered as a common carrier to get an allowance (a kickback to the railway, and thus to the lumber company, by dividing up the rates paid for moving lumber), not to serve the public.
(Commentary at the time said that this decision crippled the Interstate Commerce Commission's ability to control joint through-rate divisions normally paid to subsidiaries. If they were not "subsidiaries" but simply another manifestation of the lumber company, that is, they did not merit treatment by trunk line railroads as independent railroads that deserved a rebate.)
Either because the land around Hunter was cut over and logged out or because the Supreme Court finding eliminated any value in the service, the MR&T abandoned the 12.84 miles (20.7 km) between Oak Hill and Hunter as of 1 January 1917. The town of Mansfield survived and the remaining stub of a railroad survived as part of the Huttig, Mansfield & Nacogdoches system at least notionally until 1959.
By 1925, Frost-Johnson had renumbered the 5 as #8.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Mansfield Railway & Transportation|
|Number in Class||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||11.50 / 3.51|
|Engine Wheelbase (ft / m)||19.33 / 5.89|
|Ratio of driving wheelbase to overall engine wheebase||0.59|
|Overall Wheelbase (engine & tender) (ft / m)||46.25 / 14.10|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||91,000 / 41,277|
|Engine Weight (lbs / kg)||107,000 / 48,534|
|Tender Loaded Weight (lbs / kg)||90,000 / 40,823|
|Total Engine and Tender Weight (lbs / kg)||197,000 / 89,357|
|Tender Water Capacity (gals / ML)||4500 / 17.05|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||51 / 25.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||51 / 1295|
|Boiler Pressure (psi / kPa)||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||23,328 / 10581.42|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.90|
|Firebox Area (sq ft / m2)||118.90 / 11.05|
|Grate Area (sq ft / m2)||20.70 / 1.92|
|Evaporative Heating Surface (sq ft / m2)||1263 / 117.34|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1263 / 117.34|
|Evaporative Heating Surface/Cylinder Volume||178.68|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3726|
|Same as above plus superheater percentage||3726|
|Same as above but substitute firebox area for grate area||21,402|