Passenger engines in the Appalachians did not, for the most part, use tall drivers. The grades were simply too steep and the type of traffic much more disposed to local travel. So this pair of low-drivered Ten-wheelers fit right in. They lasted a long time before the 206 was wrecked in Clover, SC in 1946 and scrapped and the 207 withdrawn in 1947 when the Southern dieselized this section.
In 1919, exploitation of the Texas oil patch 100 miles west of Fort Worth had oil derricks rising like "forests at Ranger, Eastland, Caddo, Pleasant Grove, Wichita Falls, and other proven districts," said the Earth Mover account. Land that didn't command even as much as $3/acre now was the subject of speculation that was "in the very air."
One immediate result was that railroads were bogged down with traffic "until weeks are required to move a car of freight a hundred miles." A group of investors combined to build a railroad 70 miles (113 km) from Cisco northeast to Graham in Young County. M A Wogan's Denver-based construction company won that contract, said Earth Mover, noting that such work surely was needed, "if only to relieve the wagon roads of the enormous volume of trucking, which tears them to pieces until they often are impassable."
The Oil Belt Line advanced 15 miles in the first year and would completed the 28 miles to Breckenridge by October 1920. By that time, Baldwin had received an order for this relatively small, if superheated, oil-fired Ten-wheeler. It had 9 1/2" (241 mm) piston valves to serve the cylinders.
The boom persisted for a few years, such that, said the railway's obituary in the Abilene Reporter-News, "it was the most prosperous railway line per mile in the world." The Texas & Pacific bought control in 1927, although the C&NE maintained its independence and extended its line another 37 miles (60 km) to Throckmorton in 1928. But the bloom faded with the Great Depression and the construction of motor roads "until its operations [sic] was a cost more than income."
Although the C&NE closed in 1942, taking up the rails didn't begin until 1951. Estimates of the salvage included 300 carloads of steel and 500 carloads of crossties. The 31 took part in this work, moving the salvage train south as the track was pulled up behind. After the last bit of track was taken up in Cisco, the 31 went to the Arkansas & Louisiana Missouri.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Carolina & Northwestern||Cisco & Northeastern|
|Number in Class||2||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||11.33||11.33|
|Engine Wheelbase (ft)||21.83||22.17|
|Ratio of driving wheelbase to overall engine wheebase||0.52||0.51|
|Overall Wheelbase (engine & tender) (ft)||51.42||49.04|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||101,000||98,000|
|Engine Weight (lbs)||130,000||126,000|
|Tender Loaded Weight (lbs)||100,000||109,500|
|Total Engine and Tender Weight (lbs)||230,000||235,500|
|Tender Water Capacity (gals)||5000||5000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||8||2400|
|Minimum weight of rail (calculated) (lb/yd)||56||54|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||56||57|
|Boiler Pressure (psi)||180||185|
|High Pressure Cylinders (dia x stroke) (in)||19" x 26"||18" x 26"|
|Tractive Effort (lbs)||25,644||23,240|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.94||4.22|
|Firebox Area (sq ft)||157||152|
|Grate Area (sq ft)||25||28|
|Evaporative Heating Surface (sq ft)||1949||2181|
|Superheating Surface (sq ft)||306|
|Combined Heating Surface (sq ft)||1949||2487|
|Evaporative Heating Surface/Cylinder Volume||228.43||284.81|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4500||5180|
|Same as above plus superheater percentage||4500||5802|
|Same as above but substitute firebox area for grate area||28,260||31,494|