It's interesting to see that this locomotive had the same adhesion weight as did the L & A's only Consolidation. The difference was that this Ten-wheeler put that weight on one less axle. The design suited conditions well apparently because only one change was made on the series-production 4-6-0s that followed. See Locobase 6135.
The L&A was the 1928 amalgamation of the Louisian Railway & Navigation (LR & N) and a small Arkansas logging road known as the L & A. The LR & N that opened in 1897 was a 304-mile long road whose mainline ran from New Orleans through Shreveport and was known as the Edenborn Line. The connection to McKinney, Texas (near Dallas) came in 1923. Ultimately the Kansas City Southern (KCS) acquired control in 1939, but operated the L & A as a separate entity.
During its LR & N period, it had to have been a light-rail line.
Locobase 6134 showed the first Ten-wheeler -- 170 -- for this railroad; it was fitted with 19" x 24" cylinders. This entry shows the 7 that followed in the same year starting with 171. In fact, 171 introduced the larger cylinder that was the biggest difference -- its weight was the same as the 170. Locobase wonders if the L & A was testing whether the larger cylinders were really worth the extra weight and cost.
The 172-177 all weighed about 2 1/2 tons less -- was this a weight-reduction program? In all other respects, the design was the same as the 171.
The mixed-traffic 171 class shown in Locobase 6135 was joined three years later by this frankly freight octet. One -- 200 -- later had its cylinders bushed down to 19 1/4" for a commensurate drop in tractive effort. These freight haulers broke the 20 tons per axle mark.
Although still using saturated steam, these Ten-wheelers were the first with real size about them on the L&A. The axle loadings were reasonably dense, the boiler large, and the tractive effort promised some good medium-duty freight hauling. The engines rode on 75 lb/yard (37.5 kg/metre) rail on the main line (60 lb/30 kg on the sidings), but had gentle grades (1%) and curves (4 degrees) to contend with.
The first two had 192-sq ft(17.88 sq m) fireboxes, the succeeding class had the slightly larger furnaces shown in the specs. Another change was the switch from Richardson balance slide valves to 12" (305 mm) piston valves in 403-406.
All specs contained aa additional note that stood out from a series of instructions on spring rigging and equalizers: "Easy riding qualities are much desired." The specs replaced the original 12 Wire Gauge Tyler Charcoal Iron tubes to thicker 11 WG Spellerized steel from National Tube Company.
All of them were rebuilt in 1927-1931 with 22" cylinders and renumbered 506-511. 506 was sold in March 1948 to the Tremont & Gulf. (The T & G was a logging road in Northeast Louisiana that opened in 1905 and ultimately extended a total of 98.5 miles in 4 directions. See Jack M Willis "Early railroads built for mills: Tremont operations supported by T&GRailroad in NE Louisiana" hosted on http://www.thepineywoods.com/earlyral.htm, last accessed 28 March 2010.)
Three -- 507-508, 510 -- were sold directly to the South Shore Railroad in 1947-1948. 509 went to the Louisiana Midland first, then over to the South Shore.
At the time of the book, these were the only superheated locomotives on the L & A and used 12" (305 mm) piston valves to supply the cylinders with steam. Freight haulers with some good power and among the largest Ten-wheelers being built in North America, they were now heavy enough to have broken the 25-ton axle loading level. Even so, they were probably a bit slippery.
The USRA's diagram shows 218 small tubes, an increase over the Baldwin specs of two years earlier; the latter reproduce the Locomotive Superheater Company's Specification No. P-1161. Indeed, all of the heating surfaces are greater except for the superheater:. 2,537 sq ft (235.7 sq m) evaporative including 200 sq ft (18.6 sq m) in the firebox, 500 sq ft (46.4 sq m) of superheater area. Boiler pressure is shown as 200 psi. (13.8 bar).
Note that when Baldwin duplicated the 1916 design, the dimensions matched those of the earlier specification, not the USRA numbers.
501 was scrapped in November 1947 and 500 went in June 1948. Three of the 1920 batch found new homes after the L&A dieselized. Louisiana Midland picked up 503 in May 1948, 502 joined the Texas & Northern in April 1949, and 504 Was bought by the Texas Southeastern in January 1950. 505 was scrapped in December 1953.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Louisiana & Arkansas||Louisiana & Arkansas||Louisiana & Arkansas||Louisiana & Arkansas||Louisiana & Arkansas|
|Number in Class||1||7||8||6||2|
|Road Numbers||170||171-177, 200-||200-207||400-405 / 506-511||500-501|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14 / 4.27||14 / 4.27||14 / 4.27||14.83 / 4.52||14.83 / 4.52|
|Engine Wheelbase (ft / m)||24 / 7.32||24 / 7.32||24 / 7.32||25.50 / 7.77||25.50 / 7.77|
|Ratio of driving wheelbase to overall engine wheebase||0.58||0.58||0.58||0.58||0.58|
|Overall Wheelbase (engine & tender) (ft / m)||53.54 / 16.32||55.21 / 16.83||55.21 / 16.83||62.29 / 18.99||61.67 / 18.80|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||38,668 / 17,540||36,995 / 16,781||40,350 / 18,302||47,150 / 21,387||51,600 / 23,405|
|Weight on Drivers (lbs / kg)||114,365 / 51,875||109,365 / 49,607||119,340 / 54,132||139,750 / 63,390||153,000 / 69,400|
|Engine Weight (lbs / kg)||149,397 / 67,765||139,085 / 63,088||152,000 / 68,946||179,000 / 81,193||194,000 / 87,997|
|Tender Loaded Weight (lbs / kg)||104,300 / 47,310||115,700 / 52,481||115,700 / 52,481||149,100 / 67,631||143,300 / 65,000|
|Total Engine and Tender Weight (lbs / kg)||253,697 / 115,075||254,785 / 115,569||267,700 / 121,427||328,100 / 148,824||337,300 / 152,997|
|Tender Water Capacity (gals / ML)||5000 / 18.94||5000 / 18.94||5000 / 18.94||7000 / 26.52||7000 / 26.52|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||12 / 10.90||12 / 10.90||12 / 10.90||14 / 12.70||14 / 12.70|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||64 / 32||61 / 30.50||66 / 33||78 / 39||85 / 42.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||63 / 1600||63 / 1600||57 / 1448||57 / 1448||57 / 1448|
|Boiler Pressure (psi / kPa)||180 / 12.40||180 / 12.40||200 / 13.80||200 / 13.80||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 26" / 483x660||20" x 26" / 508x660||20" x 26" / 508x660||21" x 28" / 533x711||22" x 28" / 559x711|
|Tractive Effort (lbs / kg)||22,795 / 10339.65||25,257 / 11456.40||31,018 / 14069.54||36,827 / 16704.47||40,418 / 18333.32|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.02||4.33||3.85||3.79||3.79|
|Firebox Area (sq ft / m2)||166 / 15.43||166 / 15.43||165 / 15.33||200 / 18.58||200 / 18.58|
|Grate Area (sq ft / m2)||24.80 / 2.30||24.80 / 2.30||33.30 / 3.09||34.20 / 3.18||34.40 / 3.20|
|Evaporative Heating Surface (sq ft / m2)||2134 / 198.33||2134 / 198.33||2302 / 213.94||2901 / 269.51||2449 / 227.52|
|Superheating Surface (sq ft / m2)||548 / 50.91|
|Combined Heating Surface (sq ft / m2)||2134 / 198.33||2134 / 198.33||2302 / 213.94||2901 / 269.51||2997 / 278.43|
|Evaporative Heating Surface/Cylinder Volume||250.11||225.73||243.50||258.45||198.80|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4464||4464||6660||6840||6880|
|Same as above plus superheater percentage||4464||4464||6660||6840||8118|
|Same as above but substitute firebox area for grate area||29,880||29,880||33,000||40,000||47,200|