These unusual locomotives worked the Washington State forest logging lines for years until 1967. As built the Prairie Mallet articulated design featured split saddletanks on the boiler (one over each engine unit), which shortened the engine's wheelbase.
After stints with Weyerhaeuser (1937-1946) and Rayonier (1946-1967), Georgia-Pacific bought #110 for the California Western. The CW converted it to a tender engine, removing the distinctive tanks and fuel bunkers in the process. In 1984, runs on the Super Skunk tourist service came to end and CW #40 was donated to the Pacific Southwest Railway Museum Association, later passing on to the San Diego Railroad Museum
Weyerhaeuser operated this engine until 1952, when the Sierra Railroad ran her as #38 in tourist service. Rayonier bought her in 1956 for logging operations, which continued until 1967. Displayed for years in Crane Creek, a prospective restoration by Fred Kepner came to nothing after she was dismantled and shipped to McCloud, CA.
http://loggingmallets.railfan.net/list/list.htm and DeGolyer, Vol 80, pp. 356+. See also "LoggerHogger", a member of a TrainOrders.com forum who posted "Sierra #38 & Rayonier #120 - Weyerhaeuser's Twins!" on 9 January 1909 at 0700 (http://www.trainorders.com/discussion/read.php?10,1844966, last accessed 2 July 2012). Works numbers were 61781 in September 1934 and 61904 in 1936.
Clearly, Weyerhaeuser wanted to put as much adhesive weight on 66 1/2 lb/yard (33.25 kg/metre) rail as it could manage. These behemoths didn't delve deeply into the timberlands, instead negotiating curves of a relatively modest 18 degrees (320 foot/97.5 metre radii) and grades that maxed out at 2%.
LoggerHogger explains that though both engines were indeed sister engines in WT, they did not work on the same line until the mid-1950s. 4 went to work on the West Side line running out of Klamath Falls, Oregon. Her massive bulk and size didn't suit the track and she suffered several derailments. It was only in 1952, however, that the 4 went to the Sierra Railroad as their 38. Sierra sold the 38 to Rayonier Company in August 1955 where the engine ran until 1967 when it was retired and put on display. 4 has since been moved twice, the second time to Merritt, Ore.
120's first service ran out of Vail, Wash. Later, WT's Chehalis Western used her to take logs to the Milwaukee Road junction. 120's reunion with 4 came in 1954 when Rayonier bought the former engine. Its career came to a premature end in 1962 when the crown sheet failed after the boiler's water level fell too low. Repairs would have been costly, so the engine was scrapped and the tender salvaged as a water car.
http://loggingmallets.railfan.net/, supplemented by DeGolyer, Vol 80, pp. 334+. Works number was 60561 in July 1928.
A Prairie Mallet tank, this engine worked logging lines for years, later joined by a slightly larger, younger sister, for which see Locobase 4054.
Davis shows that this Prairie Mallet Tank operated for Weyerhaeuser from 1928 to 1954 first from Longview, Wash., then from 1937 out of Vail, Wash. Rayonier, Inc of Railroad Camp, Wash., then ran the locomotive as a tender engine until 1968. After years of storage, enthusiasts at the Black Hills Central began restoring 110 in 1999. Its first revenue run came on 12 May 2001.
www.rypn.org/Articles/010901BlackHills has an extended article on the 110's history. Created specifically to serve logging roads, the split-saddle tank Mallet handled the rough track and steep (4-8%) grades as well as a Shay, but was easier to maintain. And so flexible was the layout that 40-deg curves [146 foot/44.5 kg/metre radii] were well within the engine's turning radius. The Baldwin logging engines were a big hit with their crews because they were "clean" engines (oil-fired and superheated), unlike the older engines that threw water, soot and "other gunk" out of the stack.
http://loggingmallets.railfan.net/, supplemented by DeGolyer, Vol 80, pp. 222+ . See Locobase 3643 for a discussion of the split-saddle tank design. Works number was 60811 in May 1929.
Weyerhaeuser clearly was sampling different variations of simple and compound-expansion split-saddle-tank articulated locomotives. Baldwin had produced two simple-expansion engines the previous month with boilers that would also appear in two different Mallet-compound tank variants. The 111 was bigger
Jon Davis of loggingmallets notes that this burly little split saddle tank ran for Weyerhaeuser until 1947 at three different locations. It then travelled north to Vancouver Island, BC, for Canadian Forest Products, where it operated until 1962. It was then scrapped.
http://loggingmallets.railfan.net/, supplemented by DeGolyer, Vol 80, pp. 216+ and 228+. See Locobase 3643 for a discussion of the split-saddle tank design. Works numbers were 60784-60785 in April 1929 and 61355 in May 1930.
Two Prairie Mallet split-saddle tanks based on the compound tank delivered a year earlier (Locobase 3643), but with four HP cylinders. They were followed immediately by a similar engine with a larger boiler and grate (Locobase 4041), then a year later by a repeat of the design shown here, but with slightly higher adhesion and engine weights.
All were expected to handle 4% grades, 40-degree curves, and 60 lb/yard (30 kg/metre) rail.
All three operated for Weyerhaeuser until the 1950s, after which they were scrapped.
|Specifications by Steve Llanso|
|Railroad||Weyerhaeuser Timber||Weyerhaeuser Timber||Weyerhaeuser Timber||Weyerhaeuser Timber||Weyerhaeuser Timber|
|Road Numbers||110/2, 112, 9||4, 120||110/1||111||105-107|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.21||0.22||0.34||0.21||0.21|
|Overall Wheelbase (engine & tender)||37.92'||69.67'||37.75'||37.75'||37.75'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||210000 lbs||252600 lbs||187264 lbs||22000 lbs||208000 lbs|
|Engine Weight||247000 lbs||293000 lbs||220000 lbs||264000 lbs||246000 lbs|
|Tender Light Weight||143000 lbs|
|Total Engine and Tender Weight||247000 lbs||436000 lbs||220000 lbs||264000 lbs||246000 lbs|
|Tender Water Capacity||2500 gals||7000 gals||3200 gals||3200 gals|
|Tender Fuel Capacity (oil/coal)||1200 gals||2500 gals||gals||1200 gals||1200 gals|
|Minimum weight of rail (calculated) on which locomotive could run||58 lb/yard||70 lb/yard||52 lb/yard||6 lb/yard||58 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||225 psi||200 psi||210 psi||200 psi|
|High Pressure Cylinders (dia x stroke)||18" x 24" (2)||20" x 28" (2)||17" x 24" (2)||16" x 24" (4)||16" x 24" (4)|
|Low Pressure Cylinders (dia x stroke)||28" x 24" (2)||31" x 28" (2)||26" x 24" (2)|
|Tractive Effort||42517 lbs||59312 lbs||37545 lbs||49850 lbs||47476 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.94||4.26||4.99||0.44||4.38|
|Firebox Area||128 sq. ft||198 sq. ft||128 sq. ft||142 sq. ft||128 sq. ft|
|Grate Area||26.20 sq. ft||57.30 sq. ft||26.20 sq. ft||41.50 sq. ft||26.20 sq. ft|
|Evaporative Heating Surface||1654 sq. ft||3113 sq. ft||1654 sq. ft||2300 sq. ft||1654 sq. ft|
|Superheating Surface||358 sq. ft||895 sq. ft||358 sq. ft||583 sq. ft||358 sq. ft|
|Combined Heating Surface||2012 sq. ft||4008 sq. ft||2012 sq. ft||2883 sq. ft||2012 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||233.99||305.76||262.33||205.91||148.07|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5240||12893||5240||8715||5240|
|Same as above plus superheater percentage||6183||15729||6183||10458||6183|
|Same as above but substitute firebox area for grate area||30208||54351||30208||35784||30208|