The firebox heating surface includes five arch tubes of 60 sq ft (5.57 sq m). It's not clear just what grates the 100s used when delivered; a note in Don Strack's Utah Rails page on B&G locomotives says that they were "built using plans for Delaware & Hudson 0-8-8-0s [Locobase 8952], including the large fireboxes meant for anthracite coal, although B&G burned bituminous coal." Looking at the D&H design and the AERJ article cited in that entry gives an idea of the ponderous, uncompromising power these engines possessed at the time of delivery.
The diagrams used for this entry reflect a substantial upgrade undertaken later, a modification apparently also based on the D&H locomotives shown in Locobase 8954. New appliances included Alco's Type G power reverse gear, Elesco's Type CA1 feed water heater, and Elesco's Type HA superheater. Also, the road probably installed Rosebud rocker grates. The design used a pattern of small holes in a fixed plate and was frequently adopted by railroads burning fine-grain coal like anthracite or lignite whose size was not suited to the more typical finger or Hulson grates in general use. Grate area is shown as 4 sq ft (0.37 sq m) less than the 100 sq ft (9.29 sq m) in the D&H or, for that matter, in an earlier B&G diagram. Could this reflect the differences between the grate designs?
The Bingham Central originally was created in 1907 to ensure that the ore from the Bingham mines would get to the Garfield smelter. In 1908 Utah Copper organized the system as the B & G and began surveying the route immediately. Construction took the next three years. The 100 started her first revenue run with 41 60-ton hopper cars on 14 September 1911.
A chart in the diagram book shows that the locomotives varied in the number of tubes (262, 261, 256, 264, 263, 255, and 265, respectively)
Very few 16-coupled Mallets with no auxiliary axles were built for US operation, but the B&G found them satisfactory.
Kennecott Copper Corporation bought Utah Copper (parent of the Bingham & Garfield) in 1936. In 1947, Kennecott inaugurated the new, all-electric Copperton Low Line that supplanted the steam-powered Utah Copper Division line.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Bingham & Garfield|
|Number in Class||7|
|Road Numbers||100-103, 104-106|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||14.17|
|Engine Wheelbase (ft)||40.17|
|Ratio of driving wheelbase to overall engine wheebase||0.35|
|Overall Wheelbase (engine & tender) (ft)||59.12|
|Axle Loading (Maximum Weight per Axle) (lbs)||55,900|
|Weight on Drivers (lbs)||462,840|
|Engine Weight (lbs)||462,840|
|Tender Loaded Weight (lbs)||237,100|
|Total Engine and Tender Weight (lbs)||699,940|
|Tender Water Capacity (gals)||13,200|
|Tender Fuel Capacity (oil/coal) (gals/tons)||19|
|Minimum weight of rail (calculated) (lb/yd)||96|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||51|
|Boiler Pressure (psi)||220|
|High Pressure Cylinders (dia x stroke) (in)||26" x 28"|
|Low Pressure Cylinders (dia x stroke) (in)||41" x 28"|
|Tractive Effort (lbs)||98,995|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.68|
|Firebox Area (sq ft)||411|
|Grate Area (sq ft)||96|
|Evaporative Heating Surface (sq ft)||5598|
|Superheating Surface (sq ft)||1577|
|Combined Heating Surface (sq ft)||7175|
|Evaporative Heating Surface/Cylinder Volume||325.35|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||21,120|
|Same as above plus superheater percentage||25,766|
|Same as above but substitute firebox area for grate area||110,312|