This oil-burning logging Mikado is listed in the Baldwin specs as bearing the road number 100. Most sources say that it was delivered to the CRMLC as #4 and was renumbered by Pope & Talbot in 1938. McCormick had a long history in the Puget Sound area, where Charles R McCormick had struck out on his own a few years after the turn into the 20th Century. His Saint Helens, Ore sawmill was the core of his operation.
The company was incorporated in Delaware in 1925 and bought P&T's Port Gamble and Port Ludlow sawmills, in the process giving William H. Talbot and George A. Pope Sr. a large stake in the company. The new company then modernized Port Ludlow and replaced the Port Gamble mill altogether even as it expanded Saint Helens.
During this time, the company bought the 100 (or 4), which was one of Baldwin's typical superheated logging Mikados. Like all of the others, the 100 had adequate (but not really generous) superheater area and its firebox had no extra appliances to boost heating surface area. On the other, it was of a good size, reliable, and presumably there were many engineers and mechanics who could be consulted on any issues. It rolled on 60 lb/yard (30 kg/metre) rail and faced grades of a maximum 6% ascent over a 30-mile (48.3 km) railroad that had a total of 50 miles (80.5 km) of track.
Even so, they could little effect on McCormick's declining fortunes in the face of the Great Depression. Fighting a losing battle, the company closed all of its logging camps, sold its San Francisco Lumberyard, and even shut down the Port Ludlow mill. All was to no avail and McCormick entered bankruptcy in 1938. At that point, Pope & Talbot reorganized to take over the McCormick assets.
A few years later in 1942, the 100 was sold to the Santa Maria Valley of Santa Maria, Calif . 20 years later, at the end of its commercial life, the 100 found a buyer in White Mountain Scenic Railroad. Its next stop was the Wasatch Mountain railroad in 1976, which operated trains from McNary, AZ at the end of the Apache Railroad to a former logging camp at Maverick.
As that line deteriorated and closed little by little, the 100 moved to Heber City, Utah to operate as the Heber Creeper. The now-aged 2-8-2 remained in service until August 1985. After lying idle for more than a year, the 100 was sold to Fred Kepner for his Great Western Railroad Museum. He moved it by flat car to Oregon and put it in storage.
Fitted with split saddle tanks (i.e., tall side tanks) more usually seen on Baldwin's logging articulateds, this oil-burning Mikado had the same power dimensions as the tender-hauling 100 (Locobase 14578), but rolled on 2" smaller drivers and thus claimed a higher tractive effort and, because of the greater adhesion weight, a higher factor of adhesion . A smaller boiler and firebox meant less steam to send to the cylinders through the 8" (203 mm) piston valves. Although built to be "readily convertible to coal firing", there's no indication that the 101's operators ever took that step.
Over the next 15 years, as McCormick expired to be reorganized by its major stockholders, the 101 operated on the railroad. In 1944, however, the Pope & Talbot Lumber Company sold the 101 to Comox Logging of Headquarters, BC in 1944. Comox renumbered the engine as 16 and removed the saddle tanks and added a tender, compensating for the lost weight by adding concrete-block "tanks" on the running board.
Comox retired the 16 in 1960 and allowed the West Coast Railway Association to buy it in 1964. Although it hauled excursions as far north as Alaska's Cook Inlet and on the Victoria Pacific, 16's later career consisted mostly of lying idle until the WCRA responded to Kamloops Heritage Railway's offer to rebuild the engine under an agreement that would have WCRA fund much of the restoration (which included deletion of the concrete tanks and installation of new split saddle tanks) in exchange for KHR's operation and maintenance of the 101 for five years.
KHR's suspension of its Summer 2013 schedule because of mechanical problems with its only locomotive and the decision to move that locomotive's 15-year inspection overhaul up a year delayed the plan.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Charles R McCormick Lumber Company||Charles R McCormick Lumber Company|
|Number in Class||1||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12 / 3.66||11.50 / 3.51|
|Engine Wheelbase (ft / m)||27.58 / 8.41||25.92 / 7.90|
|Ratio of driving wheelbase to overall engine wheebase||0.44||0.44|
|Overall Wheelbase (engine & tender) (ft / m)||48.41 / 14.76||25.92 / 7.90|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||116,000 / 52,617||130,000 / 58,967|
|Engine Weight (lbs / kg)||144,000 / 65,317||169,000 / 76,657|
|Tender Loaded Weight (lbs / kg)||79,000 / 35,834|
|Total Engine and Tender Weight (lbs / kg)||223,000 / 101,151||169,000|
|Tender Water Capacity (gals / ML)||3500 / 13.26||2000 / 7.58|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||1500 / 5.70||800 / 3|
|Minimum weight of rail (calculated) (lb/yd)||48||54|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||44 / 1118||42 / 1067|
|Boiler Pressure (psi / kPa)||185 / 12.80||185 / 12.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||27,790 / 12605.35||29,114 / 13205.90|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.17||4.47|
|Firebox Area (sq ft / m2)||141 / 13.10||100 / 9.29|
|Grate Area (sq ft / m2)||25.50 / 2.37||27.70 / 2.57|
|Evaporative Heating Surface (sq ft / m2)||1576 / 146.41||1156 / 107.40|
|Superheating Surface (sq ft / m2)||328 / 30.47||242 / 22.48|
|Combined Heating Surface (sq ft / m2)||1904 / 176.88||1398 / 129.88|
|Evaporative Heating Surface/Cylinder Volume||222.96||163.54|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4718||5125|
|Same as above plus superheater percentage||5519||5996|
|Same as above but substitute firebox area for grate area||30,519||21,645|