A small Mogul of no particular distinction bought orginally by the Lufkin Land & Lumber Company, #1's long survival and 21st Century status as preserved, if no longer operable, locomotive ensure its use as a model of a certain kind of railroading.
The Eureka Springs & Northern Arkansas website offers an interesting discussion of the varieties of wood used in the firebox over its century-long career:
On the SH&G rails, the engine would "...burn yellow pine slab wood. Later when part of The Scott & Bearskin Lake Railroad in Scott, Ark. it burned sycamore and other local hard woods. Here in Eureka Springs it burns white and red oak, and hickory." All of these fuels demanded a classic cabbage-shaped spark arrester blooming at the top of the stack.
They also came in at different weights per cord. In sum:
Pine (Jack) 2,488
White Oak 4,200
Red Oak 3,528
The ES&NA site also notes that when operating, the little 2-6-0 would burn "... up to 1-1/2 to 2 cords of Ozark hardwood in a full day's operation." It also retained its spark-arresting cabbage stack.
All of the engines operated on the eastern Texas lumber interests' Shreveport, Houston & Gulf once that railroad began service in 1906, connecting Prestridge and Houston. The line featured two grades of a mile each at 1%. The sharpest curve described an 8-degree arc.
They remained in the area for 30 years, running under the heralds of the Carter-Kelly Lumber Company. When the CKL's yard burned down in 1935 and the lumber supply was exhausted in 1936, all three engines were employed by WT Carter & Brothers Lumber Company.
1 & 2 wound up being owned by the Grigsby Foundation, which ran the 1 on the Scott & Bearskin Lake and later sold the engine to the ES & NA. 2 was leased to First Reader Company Limited in 1978 to operate on the Reader (Possum Trot Line). 3 was sold in 1970 to the Texas Forestry Association to put on display at Lufkin.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Shreveport, Houston & Gulf|
|Number in Class||3|
|Builder||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||12|
|Engine Wheelbase (ft)||18.83|
|Ratio of driving wheelbase to overall engine wheebase||0.64|
|Overall Wheelbase (engine & tender) (ft)||41.17|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||67,000|
|Engine Weight (lbs)||80,000|
|Tender Loaded Weight (lbs)||50,000|
|Total Engine and Tender Weight (lbs)||130,000|
|Tender Water Capacity (gals)||2500|
|Tender Fuel Capacity (oil/coal) (gals/tons)||4.50|
|Minimum weight of rail (calculated) (lb/yd)||37|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||48|
|Boiler Pressure (psi)||180|
|High Pressure Cylinders (dia x stroke) (in)||15" x 22"|
|Tractive Effort (lbs)||15,778|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.25|
|Firebox Area (sq ft)||85.50|
|Grate Area (sq ft)||11.68|
|Evaporative Heating Surface (sq ft)||801|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||801|
|Evaporative Heating Surface/Cylinder Volume||178.01|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2102|
|Same as above plus superheater percentage||2102|
|Same as above but substitute firebox area for grate area||15,390|