It's surprising to find a straight-up stack on an engine so clearly intended to haul sugar cane, but this trio was fueled by oil and not cane dross. Keakua's firebox description shows that although delivered as an oil burner and paved with firebrick, its design was also to enable it to burn coal or wood, "so change of fuel can be readily made." Baldwin delivered two grates, the wood-burner with plain bars and drop plates and a coal-burner with rocking bars and drop plates. Two ash pans, one for oil and the other for coal or wood, also accompanied the engine. Also, the engine had two stacks--an oil-burner's straight pipe and the Radley & Hunter diamond stack for coal or wood.
The Maui's operating environment included 3% grades and work areas that required the engine to "run as much backwards as forwards."The rear driving axle was placed ahead of the firebox; Locobase wonders if that complicated backward running or aided it by placing the firebox so low in the frame. The engine also faced the usual tough track and had springs made one plate heavier than usual.
Maui was joined two years later by Haiku. Keakua followed almost three years after that. (Clearly these purchases were not made lightly.) Once on the island, however, they were run for decades under the MAC herald and, after 1948, on the motive-power roster of the successor Hawaiian Commercial Sugar.
This plantation Mogul joined its fellow Baldwins on the MAC more than a decade after their delivery (Locobase 10987). It was a bit bigger and more powerful than the earlier engines. Even though the Pulehu was an oil-burner, it was still fitted with the spark-arresting Radley & Hunter diamond stack.
Like the others, Pulehu would run backward as much as forward, according to the specs, scaling 4% grades and getting around curves with radii as small as 200 feet (61 metres).
Notes in the Pulehu's specifications hint at a shortcoming in the 1904 locomotives: "Special attention to be paid to staying of crown sheet both in design and workmanship to avoid the possibility of sheet dropping." Perhaps the extra care was the reason for this engine's long life. In 1948, it was sold to Hawaiian Comercial & Sugar.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Maui Agricultural Company||Maui Agricultural Company|
|Number in Class||3||1|
|Builder||Burnham, Williams & Co||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||7.25||7.25|
|Engine Wheelbase (ft)||13.67||13.92|
|Ratio of driving wheelbase to overall engine wheebase||0.53||0.52|
|Overall Wheelbase (engine & tender) (ft)||36.42||38.81|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||44,420||48,000|
|Engine Weight (lbs)||52,720||56,000|
|Tender Loaded Weight (lbs)||21,280||44,000|
|Total Engine and Tender Weight (lbs)||74,000||100,000|
|Tender Water Capacity (gals)||1200||2200|
|Tender Fuel Capacity (oil/coal) (gals/tons)||600||900|
|Minimum weight of rail (calculated) (lb/yd)||25||27|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||37||37|
|Boiler Pressure (psi)||150||150|
|High Pressure Cylinders (dia x stroke) (in)||13" x 18"||14" x 18"|
|Tractive Effort (lbs)||10,483||12,157|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.24||3.95|
|Firebox Area (sq ft)||40.80||52.20|
|Grate Area (sq ft)||9||11|
|Evaporative Heating Surface (sq ft)||627||725|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||627||725|
|Evaporative Heating Surface/Cylinder Volume||226.74||226.06|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||1350||1650|
|Same as above plus superheater percentage||1350||1650|
|Same as above but substitute firebox area for grate area||6120||7830|