Class 104 (Locobase 14270)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 62, p. 371+. See "Steam Locomotives of Cummer Sons Cypress Co." at [], last accessed 7 July 2012 (confirmed 17 February 2015). (Thanks to Chris Hohl for his 31 December 2014 email pointing of the tender fuel capacity.) Works number was 53141 in April 1920.

This wood-burner (tender capacity of three cords) went to the 20-mile (32.2 km) logging road in Levy County, Fla that served the Meredith mill. Its next owner was Foley Lumber of Perry, Fla in Taylor County. Retaining the number, the 104 then operated on the Jacksonville & Southwestern Railroad, which was owned by the Cummer Lumber (later Cummer Sons Cypress Company).

The Leesburg site gives us details of the 104's career. "In 1928, with the building of a large modern cypress mill and box factory at Lacoochee, the '104' was used to transport the cypress logs from operations at Homosassa and Rutland. The locomotive pulled its full load of logs each day from these locations to Lacoochee under trackage arrangements with the Seaboard Air Line Railroad, using its own crew of engineer and brakemen."

Almost all of the forest had been cut over in its first location, the 104 worked the mainline "at Lacoochee bringing in pine, cypress, and hard wood logs from the large holdings of timber lands there."

Toward the end of its career: "The '104' remained in service [in latter days as a switcher] until the Lacoochee Mill closed in the 1960s." It was later put on display in Leesburg, Fla.

Class 2 (Locobase 15225)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 71, p. 297+. See also the 1928 Multnomah-Lincoln County Archives biography of C D Johnson presented at [] and contributed for use in USGenWeb Archives by:

Ila Wakley iwakley@msn.com February 6, 2011, 3:31 pm and Ward Tonsfeldt, Celebrating the Siuslaw: A Century of Growth, Siuslaw National Forest (), pp. 160. See the story of the Spruce Production Division at Locobase 15206. (Thanks to Chris Hohl for his 16 September 2015 email straightening out the tender capacities for these three locomotives.) Works numbers were 55345 in April 1922, 56607 in May 1923 and 57709 in April 1924

Based in Glenwood, Ore, the MLC bought these oil-burning logging saddle tank Prairies as a subsidiary of the Pacific Spruce Corporation. Chris Hohl reported that the first of the three held 1,600 US gallons (6,056 litres) in its water tanks and 550 gallons (2,082 litres) in its oil tanks. The latter two had the 1,800 gallons of water and 600 gallons of oil shown in the specifications.

Three "Hereafter" notes in the 9's specifications confirm that, like most logging roads, the ASR put special demands on the locomotives. The first, dated 5 May1924, required that "Greater clearance to be provided between driving tires and the springs and spring links." A 12 November 1924 note suggested raising the question "about making distance centre to center [sic] engine frames 46" [1,168 mm] instead of 47" [1,194 mm]. A year and a half later on 25 March 1926, a note stated: "Driving springs to be made stronger."

The Johnson biography noted that at the time of writing in 1928 the PSC controlled a billion feet of timber, mostly Sitka spruce and old growth yellow Douglas fir with a small percentage of western hemlock.

Only a few years after they arrived, the trio was redirected to another Pacific Spruce subsidiary, the C D Johnson Lumber Company and continued operating on the Alsea Southern. In 1939, the CD Johnson LC sold its assets to Georgia Pacific. 5's final disposition isn't recorded but the 9 was wrecked in October 1960 as part of filming the movie Ring of Fire. (See the Abandoned Railroads of the Pacific Northwest account of this event at [], last accessed 3 June 2013.)

Class 6 (Locobase 11011)

Data from "Logging Locomotives", Record of Recent Construction #96 (Baldwin Locomotive Works, 1918), p. 20-21. See also DeGolyer, Volume 52, p. 344.Works number was 43447 in May 1916.

Mellen Lumber operated several logging roads in Wisconsin that had typical limitations for such lines. Rail weight of 56 lb/yard (28 kg/metre) led the buyer to insist that maximum engine weight be limited to 100,000 lb. Locobase wonders if the actual weight given in the Record of Recent Construction prompted a penalty discount based on the extra 900 lb (408 kg). Maximum straight-line grade was 3% along a 1,000 ft (305 m) run.

This logging Prairie was later sold to the Oconto Company

Class 6 (Locobase 14705)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 62, p. 368. (Thanks to Chris Hohl for his 30 May 2016 email correcting several details in an entry had copied from an earlier Mogul locomotive; he pointed out that it was in fact a 2-6-2.) See Locobase 14272 for a brief account of this railroad. Works number was 52988 in February 1920.

Mardez went back to Baldwin after World War One for a little more muscle than the Mogul described in Locobase 14272 could provide. A typical wood-burning logging Prairie did the trick. Like the 5, the 6 was to be made of pretty stern stuff, needing "engine frames to be extra heavy, account of rough track.. to be proportionately as heavy as for [the 5]" The springs and hangers were likewise to be "extra heavy". Hohl points out that the tender capacity was 3 1/2 cords.

The 6 later worked for W G Ragley Lumber Company and then for the Louisiana Central Lumber Company.