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.
Ila Wakley email@example.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 http://www.brian894x4.com/RingofFire.html, last accessed 3 June 2013.)
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
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.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Meredith Lumber Company||Manary Logging Company||Mellen Lumber Company||Mardez Lumber Company|
|Number in Class||1||3||1||1|
|Road Numbers||104||2, 5, 9||6||6|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||9.17 / 2.80||10 / 3.05||9 / 2.74||10 / 3.05|
|Engine Wheelbase (ft / m)||23.75 / 7.24||25.75 / 7.85||24.50 / 7.47||23.75 / 7.24|
|Ratio of driving wheelbase to overall engine wheebase||0.39||0.39||0.37||0.42|
|Overall Wheelbase (engine & tender) (ft / m)||45.48 / 13.86||25.75 / 7.85||48.42 / 14.76||46.61 / 14.21|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||71,500 / 32,432||91,000 / 41,277||80,000 / 36,287||78,000 / 35,380|
|Engine Weight (lbs / kg)||92,000 / 41,731||122,000 / 55,338||100,900 / 45,768||101,500 / 46,040|
|Tender Loaded Weight (lbs / kg)||71,500 / 32,432||79,100 / 35,879||80,000 / 36,287|
|Total Engine and Tender Weight (lbs / kg)||163,500 / 74,163||122,000||180,000 / 81,647||181,500 / 82,327|
|Tender Water Capacity (gals / ML)||3500 / 13.26||1800 / 6.06||4000 / 15.15||4000 / 15.15|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||600 / 2.30||5 / 4.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||40 / 20||51 / 25.50||44 / 22||43 / 21.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||44 / 1118||44 / 1118||46 / 1168||44 / 1118|
|Boiler Pressure (psi / kPa)||160 / 11||165 / 11.40||180 / 12.40||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||15" x 24" / 381x610||17" x 24" / 432x610||16" x 24" / 406x610||15" x 24" / 381x610|
|Tractive Effort (lbs / kg)||16,691 / 7570.92||22,109 / 10028.49||20,435 / 9269.17||18,777 / 8517.11|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.28||4.12||3.91||4.15|
|Firebox Area (sq ft / m2)||86 / 7.99||80 / 7.43||83 / 7.71||129.50 / 12.03|
|Grate Area (sq ft / m2)||14.10 / 1.31||14.40 / 1.34||16.30 / 1.51||21.22 / 1.97|
|Evaporative Heating Surface (sq ft / m2)||1074 / 99.78||1151 / 106.93||1529 / 142.10||1549 / 143.91|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1074 / 99.78||1151 / 106.93||1529 / 142.10||1549 / 143.91|
|Evaporative Heating Surface/Cylinder Volume||218.79||182.55||273.77||315.56|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2256||2376||2934||3820|
|Same as above plus superheater percentage||2256||2376||2934||3820|
|Same as above but substitute firebox area for grate area||13,760||13,200||14,940||23,310|