The 400 was an enlargement of the 103 (Locobase 14299), which had operated on Crowell & Spencer's Red River & Gulf since the beginning of the year. The Baldwin specifications included the traditional Radley & Hunter spark-arresting stack. Everett Leuck reports that the 400 was delivered with a Rushton Improved cabbage stack. Both statements are probably correct as the 400 was ordered on 24 October 1917, about a year before the Rushton stack design entered production. It's likely that because the 400 didn't enter production until January 1919, Baldwin substituted the newer design for the now-outdated R&H.
Their superheated boilers generated hotter steam than slide valves could handle comfortably, so both engines were fitted with 9 1/2" (241 mm) piston valves. Both had "extra heavy" frames and springs for the rough service they were destined to perform for several decades.
Leuck notes a key operational fact about all 4-6-0s, including the 400: " It was never intended as a woods engine (none of the 4-6-0's were ever used in the woods). It was designed to haul a 20 car log train from the logging camp at Hutton (see #200) to the mill at Long Leaf which was a 40 mile (64.4 km) road haul over the Red River and Gulf RR proper."
The 400 was soon converted to coal burning. 300 was delivered as a coal burner with a straight stack and two 9.5" air pumps instead of the 400's one, says Leuck. Both engines were converted to oil burning in 1923.
The two Ten-wheelers followed the timber. 400 would been on the books of C&SL's Crowell Lumber Industries when it was retired in 1955; it was reported derelict at Long Leaf, La in 1992. Leuck says that the 300 "retired at the end of WW-2 when the Hutton camp closed. It was sold for scrap in 1955."
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Crowell & Spencer Lumber Company|
|Number in Class||2|
|Road Numbers||400, 300|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||11.33 / 3.45|
|Engine Wheelbase (ft / m)||21.83 / 6.65|
|Ratio of driving wheelbase to overall engine wheebase||0.52|
|Overall Wheelbase (engine & tender) (ft / m)||51.25 / 15.62|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||110,000 / 49,895|
|Engine Weight (lbs / kg)||140,000 / 63,503|
|Tender Loaded Weight (lbs / kg)||100,000 / 45,359|
|Total Engine and Tender Weight (lbs / kg)||240,000 / 108,862|
|Tender Water Capacity (gals / ML)||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||61 / 30.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||52 / 1321|
|Boiler Pressure (psi / kPa)||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 26" / 483x660|
|Tractive Effort (lbs / kg)||27,617 / 12526.88|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.98|
|Firebox Area (sq ft / m2)||138 / 12.82|
|Grate Area (sq ft / m2)||28.30 / 2.63|
|Evaporative Heating Surface (sq ft / m2)||1574 / 146.23|
|Superheating Surface (sq ft / m2)||325 / 30.19|
|Combined Heating Surface (sq ft / m2)||1899 / 176.42|
|Evaporative Heating Surface/Cylinder Volume||184.48|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5094|
|Same as above plus superheater percentage||5960|
|Same as above but substitute firebox area for grate area||29,063|