Mansfield Railway & Transportation 2-6-0 "Mogul" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 5 (Locobase 16121)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 45, p. 20. See also "Tap Line Case" Summary of Mansfield Railway & Transportation Co in the Texas Transportation Archive and last accessed 9 August 2015 at http://www.ttarchive.com/Library/Articles/TapLineCase_MansfieldRy&Transportation.html. (Many thanks to Chris Hohl for his 18 June 2015 email and spreadsheet documenting the need for a new entry for this missing locomotive.) Works number was 41219 in March 1914.

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.

Specifications by Steve Llanso of Sweat House Media
Class5
Locobase ID16,121
RailroadMansfield Railway & Transportation
CountryUSA
Whyte2-6-0
Number in Class1
Road Numbers5
GaugeStd
Number Built1
BuilderBaldwin
Year1914
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft)11.50
Engine Wheelbase (ft)19.33
Ratio of driving wheelbase to overall engine wheebase 0.59
Overall Wheelbase (engine & tender) (ft)46.25
Axle Loading (Maximum Weight per Axle) (lbs)
Weight on Drivers (lbs)91,000
Engine Weight (lbs)107,000
Tender Loaded Weight (lbs)90,000
Total Engine and Tender Weight (lbs)197,000
Tender Water Capacity (gals)4500
Tender Fuel Capacity (oil/coal) (gals/tons)
Minimum weight of rail (calculated) (lb/yd)51
Geometry Relating to Tractive Effort
Driver Diameter (in)51
Boiler Pressure (psi)180
High Pressure Cylinders (dia x stroke) (in)18" x 24"
Tractive Effort (lbs)23,328
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.90
Heating Ability
Firebox Area (sq ft)118.90
Grate Area (sq ft)20.70
Evaporative Heating Surface (sq ft)1263
Superheating Surface (sq ft)
Combined Heating Surface (sq ft)1263
Evaporative Heating Surface/Cylinder Volume178.68
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation3726
Same as above plus superheater percentage3726
Same as above but substitute firebox area for grate area21,402
Power L14021
Power MT292.25


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