One of the first of 30 or so Baldwin articulated-tank logging locomotives, this engine had rectangular tanks.
After operating in Hammond's Mill City, Ore area for ten years, the 4 was sold to Mill City Manufacturing Logging Company in 1934. Mill City sold the 4 to Flora Logging, Flora to Consolidated Timber Company of Williams, Ariz. Consolidated to Saginaw & Manistee. The S&M removed the tanks and added a slope-back tender, later substituting a rectangular tender. Finally, the S&M sold the 4 to the Southwest Lumber Mills Co, where it ran for years before being scrapped in 1957.
Hammond would return to Baldwin for a two more engines in 1925 that had split saddle tanks; see Locobase 4054.
http://loggingmallets.railfan.net . See also DeGolyer, Vol 80, pp. 272+, and Alfred Bruce (1952). Additional data from the Arizona Historical Society's History of the Pioneer Museum found (18 April 2003) at http://www.infomagic.net/~ahsnad/LocomotiveHistory.htm . They note that the 1929 price was $46,000. Works numbers were 60871, 60870 (as numbered on the road) in June 1929.
Built as a pair, these had split saddletanks on the boiler (one over each engine unit), which shortened the engine's wheelbase, like many other logging Mallets. #6 went into service at Foss, Ore while 5 operated at Mill City. Maximum grades were given as 5.5% combined with 30 degree uncompensated curves. The firebox crown sheet was to be sloped for 8% grades, that is: "Fire box crown sheet and tubes at front tube sheet to be arranged to be covered with water for operation over grades of 8%."
#5 had the shorter career, parallelling that of #6 for the first 8 years on the Hammond Lumber and Hammon & Little River Railroad. In 1937, #5 went to Crown Willamette as their #16 and soldiered on until 1959, when she was scrapped.
#6 wandered throughout the west, winding up in Flagstaff, Arizona in 1960. She subsequently went on display in two different locations.
|Specifications by Steve Llanso|
|Railroad||Hammond Lumber Company||Hammond Lumber Company|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.21||0.34|
|Overall Wheelbase (engine & tender)||37.75'||37.75'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||182000 lbs||179100 lbs|
|Engine Weight||220000 lbs||220000 lbs|
|Tender Light Weight|
|Total Engine and Tender Weight||220000 lbs||220000 lbs|
|Tender Water Capacity||2500 gals||2000 gals|
|Tender Fuel Capacity (oil/coal)||1000 gals||1000 gals|
|Minimum weight of rail (calculated) on which locomotive could run||51 lb/yard||50 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||200 psi|
|High Pressure Cylinders (dia x stroke)||17" x 24" (2)||17" x 24" (2)|
|Low Pressure Cylinders (dia x stroke)||26" x 24" (2)||26" x 24" (2)|
|Tractive Effort||37545 lbs||37545 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.85||4.77|
|Firebox Area||128 sq. ft||128 sq. ft|
|Grate Area||26.20 sq. ft||26.20 sq. ft|
|Evaporative Heating Surface||1654 sq. ft||1654 sq. ft|
|Superheating Surface||358 sq. ft||358 sq. ft|
|Combined Heating Surface||2012 sq. ft||2012 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||262.33||262.33|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5240||5240|
|Same as above plus superheater percentage||6183||6183|
|Same as above but substitute firebox area for grate area||30208||30208|