Like most logging Prairies, the C & C #2 faced 56-lb/yard (28-kg/metre) rail and "rough track".
Caddo River Lumber Company opened the C & C in 1907 and at its zenith had extended track 14 miles from Rosboro, Ark into the woods to Cooper (near Daisy, a 500-person town). It was bought by the Memphis, Dallas & Gulf in 1911, but the MD&G didn't comply with the terms of the purchase and returned to CRLC control in 1913. The railroad closed in 1924.
When the C&C went back to Baldwin for more logging Prairies, they ordered a repeat of the 1911 design shown in Locobase 13830. There were some changes, most notably 12" (305 mm) was added to each tube to present more evaporative heating surface area. But the firebox area shrank by more than 15%. In addition, Baldwin substituted outside radial valve gear actuating 9 1/2" (241 mm) piston valves replaced the inside link motion operating slide valves.
8 went to New England Shipbuilding in the early 1940s to support their new yard at South Portland, Maine. After the end of World War Two, the 8 was scrapped in 1947. 9 went from Caddo River to Ozan Graysonia Lumber Company as their George Teat (#2). In 1983, OGLC sold the 2 to the Prescott & Northwestern in Arizona as their 7. Like the 8, the 7 went to war at a shipyard, serving the Higgins Shipbuilding complex in New Orleans.
After the war, Higgins SB sold the 7 back to the P&NW. The Black Hills Central tourist road, located southwest of Rapid City, South Dakota, bought the 7 in 1962. Last restored in 1993.
These were duplicates of the coal-burning logging Prairies bought by the Caddo River in 1919 except for the conversion to oil fuel. These too used 9 1/2" (241 mm) piston valves for steam admission to the cylinders.
Each was named. Hackworth (#12) came first with the Lee Williamson (11) following a month later.
The 11 was sold to the Reader Railroad in 1943. More than three decades later, the Reader sold the engine in 1974 to Frank Pollack. Pollack later sold the locomotive to the city of Hartwell in Georgia in August 1985. 12 was sold to the US Army's Transportation Corps as their 6993, where it served the big training complex at Fort Benning, Ga.
|Specifications by Steve Llanso of Sweat House Media|
|Class||2||8||G W Hackworth|
|Railroad||Caddo & Choctaw||Caddo & Choctaw||Caddo & Choctaw|
|Number in Class||1||2||2|
|Road Numbers||2||8-9||12, 11|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.38||0.38||0.38|
|Overall Wheelbase (engine & tender)||49.21'||50.85'||50.69'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||90000 lbs||96000 lbs||96000 lbs|
|Engine Weight||120000 lbs||125000 lbs||125000 lbs|
|Tender Light Weight||80000 lbs||80000 lbs||80000 lbs|
|Total Engine and Tender Weight||200000 lbs||205000 lbs||205000 lbs|
|Tender Water Capacity||4000 gals||4000 gals||4000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||7 tons||1700 gals|
|Minimum weight of rail (calculated)||50 lb/yard||53 lb/yard||53 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||180 psi||180 psi|
|Cylinders (dia x stroke)||17" x 24"||17" x 24"||17" x 24"|
|Tractive Effort||23070 lbs||23070 lbs||23070 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.90||4.16||4.16|
|Firebox Area||122 sq. ft||101 sq. ft||101 sq. ft|
|Grate Area||18.20 sq. ft||18.70 sq. ft||18.70 sq. ft|
|Evaporative Heating Surface||1553 sq. ft||1637 sq. ft||1637 sq. ft|
|Combined Heating Surface||1553 sq. ft||1637 sq. ft||1637 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||246.31||259.64||259.64|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3276||3366||3366|
|Same as above plus superheater percentage||3276||3366||3366|
|Same as above but substitute firebox area for grate area||21960||18180||18180|