Cherry Valley exploited its timber holdings near Stillwater, Wash, with Shay geared locomotives numbered 1-3 for the most part. They trundled along the main line's 56 lb/yard (28 kg/metre) rail and the miles of logging road from Stillwater to Tolt; total distance was about 50 miles. Eleven years after the company first began grading the road and some years after they bought their first Shay, CV plumped for a heavier rod-driven logging Mikado in the same month they bought their heaviest Shay (#3).
The specs called for the oil-burning Mike to be able to climb 5% grades combined with curves of 15 to 20 degrees and to get around maximum curvatures of 30 degrees. An element of economy surfaces in the inked instruction to make the front truck wheels interchangeable with those of the tender.
Apparently to certify its many differences from the Shays, the company gave the 2-8-2 number 101. (See Locobase 14698 for the later #4, which was considerably smaller.)
In 1930, when the CVLC was sold to Weyerhaeuser, the new owner retained both the Mike and its number.
Locobase 14129 describes the larger Mikado 101 delivered in 1913; this was a smaller engine in every respect. It was also an oil-burner. Its front and rear engine trucks were interchangeable.
When the CV ordered the Mikado described here, the Cherry Valley Logging Company had added F E Weyerhaueser to the board and had begun looking for new business. Miller reports "In late 1917, during the height of World War I, Cherry Valley Logging Company, like many others, was taken over by the Loyal Legion of Loggers and Lumbermen, the United States Government Spruce Division. Before this time spruce had never been considered desirable for lumber, but suddenly the airplane emerged as effective weapon in war. Practically overnight there came a huge demand for high-quality spruce in the construction of airplanes. Hundreds of uniformed soldiers (mostly from the Carolinas) were put to work in the woods, lifting productions to heights even Paul Bunyan himself would find hard to match."
When the road closed in 1930, the assets were bought by Weyerhaueser, who renumbered the 4 as #104.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Cherry Valley||Cherry Valley|
|Number in Class||1||2|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13.08 / 3.99||12.08 / 3.68|
|Engine Wheelbase (ft / m)||27 / 8.23||27.25 / 8.31|
|Ratio of driving wheelbase to overall engine wheebase||0.48||0.44|
|Overall Wheelbase (engine & tender) (ft / m)||54.33 / 7.20||50.10 / 15.27|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||139,000 / 62,823||113,400 / 51,437|
|Engine Weight (lbs / kg)||175,000 / 79,220||140,800 / 63,866|
|Tender Loaded Weight (lbs / kg)||80,000 / 36,446||70,000 / 31,752|
|Total Engine and Tender Weight (lbs / kg)||255,000 / 115,666||210,800 / 95,618|
|Tender Water Capacity (gals / ML)||4000 / 15.15||3500 / 13.26|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||2000 / 7.60||1600 / 6.10|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||58 / 29||47 / 23.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||48 / 1219||44 / 1118|
|Boiler Pressure (psi / kPa)||170 / 11.70||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||20.5" x 28" / 521x711||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||35,424 / 16068.08||27,039 / 12264.70|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.92||4.19|
|Firebox Area (sq ft / m2)||149 / 13.84||140 / 13.01|
|Grate Area (sq ft / m2)||41.30 / 3.84||25.50 / 2.37|
|Evaporative Heating Surface (sq ft / m2)||3157 / 293.29||2108 / 195.84|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||3157 / 293.29||2108 / 195.84|
|Evaporative Heating Surface/Cylinder Volume||295.14||298.22|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||7021||4590|
|Same as above plus superheater percentage||7021||4590|
|Same as above but substitute firebox area for grate area||25,330||25,200|