The Galveston, Houston & Henderson connected the first two cities for the first time in 1860. From Virginia Point opposite Galveston Island to Houston, the railroad had just two curves (both around Harrisburg) in the 50 miles of line. The Handbook of Texas notes that the line was active in the Civil War, but its later history was checkered with bondholder disputes, Jay Gould depredations, and a dustup between the International Great Northern and the Missouri-Kansas-Texas. That last was finally resolved in 1895 in a sharing agreement and the road operated the GH & H for 25 years before ending all train service on the main line in 1920.
Once the dust had settled, the Old Reliable Short Line bought an Eight-wheeler from Baldwin that was one of the biggest to be delivered at the turn into the 20th Century. Fred Westing's long caption accompanying the builder's photograph notes that this was the first Baldwin to be built as an oil-fired engine.
In those pre-FRA days, the railroad could muster a train of "open platform wooden coaches" as consist, string 15-18 of these behind the 82, and call it the G H & H's version of the Sunday "Sea Wall Special". Competing with trains of the other three lines that ran between Galveston and Houston, 82 would glide along at speeds of 70-80 mph on the mostly tangent track. The goal was to reach the 2-mile-long trestle between the mainland and Galveston Island first; results would be posted in Monday's newspaper.
82 also handled the weekday newspaper train that expressed 4-5 baggage cars loaded with the morning edition of the Galveston Daily News (then regarded as the best newspaper in the state) up to Houston. It traveled the 50-mile route in 50 minutes, a time that included a slow order and stops at 5 unprotected grade crossings in Houston.
Although the G H & H gave up its passenger service in 1920, the 82 remained active through World War II, although Westing does not say with whom. Alas, it was scrapped in 1949 in Galveston.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Galveston, Houston & Henderson|
|Number in Class||1|
|Builder||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||7.50 / 2.29|
|Engine Wheelbase (ft / m)||21.92 / 6.68|
|Ratio of driving wheelbase to overall engine wheebase||0.34|
|Overall Wheelbase (engine & tender) (ft / m)||49.87 / 15.20|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||82,770 / 37,544|
|Engine Weight (lbs / kg)||125,670 / 57,003|
|Tender Loaded Weight (lbs / kg)||99,330 / 45,055|
|Total Engine and Tender Weight (lbs / kg)||225,000 / 102,058|
|Tender Water Capacity (gals / ML)||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||1800 / 6.80|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||69 / 34.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||72 / 1829|
|Boiler Pressure (psi / kPa)||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 22" / 483x559|
|Tractive Effort (lbs / kg)||18,752 / 8505.77|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.41|
|Firebox Area (sq ft / m2)||149 / 13.85|
|Grate Area (sq ft / m2)||31.50 / 2.93|
|Evaporative Heating Surface (sq ft / m2)||2170 / 201.67|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||2170 / 201.67|
|Evaporative Heating Surface/Cylinder Volume||300.58|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6300|
|Same as above plus superheater percentage||6300|
|Same as above but substitute firebox area for grate area||29,800|