Ordered by the Shreveport & Red River Valley, the last pair was actually delivered to the LR & N. The S & RRV laid a 44-mile line between Shreveport and Coushatta, La in 1898 and extended it to Alexandria and Mansura (a total of 152 miles), but it was the LR & N that completed the line to New Orleans.
56 and 61 were sold in 1924 to locomotive rebuilder/reseller Southern Iron & Equipment. 61 went to the Mississippi Export as their #203. 55 and 60 went to the Louisiana & Arkansas as their #55 and 60 in 1929, and 62-63 were scrapped in September 1929. The L & A sold 60 to Big Four Gravel in 1930. 64 and 65 show in the order book, but Locobase cannot identify them further.
The LR&N was organized on 9 May 1903 (and incorporated 22 June) by William Edenborn, builder of the Shreveport & Red River Valley, to consolidate that line with an extension down to New Orleans. When the latter was completed in December 1906, the new LR&N stretched 303 miles (488 km) all the way downstate from Shreveport to New Orleans.
This class used the same boiler and firebox as the Mogul engines that first were supplied to the Shreveport & Red River Valley (Locobase 11517). Taller drivers took more adhesion weight.
68 was sold by the LR&N in March 1924 to locomotive rebuilder/reseller Southern Iron & Equipment. 69-74 were scrapped after 25 years in service to LR & N and its successor, the Louisiana & Arkansas, in September 1930 and 75 in October 1934.
LR&N was later merged with the Louisiana & Arkansas in 1928. Two years later, the L&A sold the 83 to Colfax Gravel Company. 81 was scrapped in March 1934. The L & A retained the 82 until June 1945 when it went to work for Gulf Asphalt.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Shreveport & Red River Valley (LR&N)||Louisiana Railway & Navigation (LR&N)||Louisiana Railway & Navigation (LR&N)|
|Number in Class||10||8||3|
|Road Numbers||55-58, 60-65||68-75||81-83|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15 / 4.57||15 / 4.57||15.60 / 4.75|
|Engine Wheelbase (ft / m)||22.67 / 6.91||22.67 / 6.91||23.50 / 7.16|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.66||0.66|
|Overall Wheelbase (engine & tender) (ft / m)||45.71 / 13.93|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||75,000 / 34,019||86,000 / 39,009||102,000 / 46,266|
|Engine Weight (lbs / kg)||86,000 / 39,009||104,000 / 47,174||120,000 / 54,431|
|Tender Loaded Weight (lbs / kg)||70,000 / 31,752||80,000 / 36,287|
|Total Engine and Tender Weight (lbs / kg)||156,000 / 70,761||184,000 / 83,461|
|Tender Water Capacity (gals / ML)||3500 / 13.26||4500 / 17.05||5500 / 20.83|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||42 / 21||48 / 24||57 / 28.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||54 / 1372||55 / 1397||55 / 1397|
|Boiler Pressure (psi / kPa)||180 / 12.40||180 / 12.40||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||17" x 24" / 432x610||17" x 24" / 432x610||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||19,652 / 8914.01||19,295 / 8752.08||24,035 / 10902.11|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.82||4.46||4.24|
|Firebox Area (sq ft / m2)||125.10 / 11.63||125 / 11.62||138.20 / 12.84|
|Grate Area (sq ft / m2)||17 / 1.58||17 / 1.58||17.20 / 1.60|
|Evaporative Heating Surface (sq ft / m2)||1256 / 116.73||1257 / 116.82||1607 / 149.35|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1256 / 116.73||1257 / 116.82||1607 / 149.35|
|Evaporative Heating Surface/Cylinder Volume||199.21||199.37||227.34|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3060||3060||3440|
|Same as above plus superheater percentage||3060||3060||3440|
|Same as above but substitute firebox area for grate area||22,518||22,500||27,640|