One of the first of 30 or so Baldwin articulated-tank logging locomotives, this engine had rectangular tanks. HP piston valves measured 8" (203 mm) in diameter; LP piston valves had diameters half again as large (12"/306 mm).
Hammond was very displeased with what they deemed the "poor workmanship" they found on this locomotive. In a long letter dated 2 February 1929, Baldwin's Portland manager A J Beuter gave details on the kinds of defects that so irked the lumber company's locomotive maintainers. Wrist pins came in the wrong sizes and were misaligned. Three spring staples had pieces welded onto them which threw spring rigging out of whack all along the low pressure engine unit. The guide bars had been set up 1/4" lower at the guide yoke than at the front.
Weight distribution seemed to be off, Hammond contended, which resulted in the HP engine unit's front driver journals running hot. This rear engine unit also suffered all of the spring-breakage issues. Keys on the back end of the main rods could not be kept tight.
Beuter concluded this first page with "They have asked us to bring these matters to your attention, as they want to be assured of the best workmanship and the knowledge that there will be no reoccurrences of details of this nature if an order is placed for these locomotives."
Such an order was placed; see Locobase 4054.
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. HP piston valves measured 8" (203 mm) in diameter; LP piston valves had diameters half again as large (12"/306 mm).
#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%."
See Vol 71, pp. 249+ for a 2 February 1929 letter placed in the file by AJ Beuter, Baldwin's Portland Office representative, that laid out in no uncertain terms each of the specs that Hammond wanted met. Such detail arose Hammond's highly critical report on the #4 (described in some detail in Locobase 14258)
#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 of Sweat House Media|
|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|