Given the other saturated Mikados from Baldwin that entered logging service in the 1910s, the 101 appears to have been a standard design. Indeed, an identical engine was sold to Saginaw Timber at the same time (Locobase ) and Polson bought another with the same specifications a full decade later as its 70.
It was rated to negotiate 30-deg curves. One glitch detected on earlier engines was the equalizing beams between the back truck and the drivers, which apparently tended to break. The specs specifically call for stronger beams and note that "Mr A W Hunger will send information where these beams break." The oil burner used the Von Boden-Ingles oil burner placed in front of the fire pan.
101 served Polson and 1948 successor Rayonier Corporation for more than 40 years before it was scrapped in 1959.
70 had a much more varied fate and its story is still being written. See the Mount Rainier Scenic Railways history of 70 at http://www.mrsr.com/rayonier70.html . The 70's retirement from Rayonier in 1963 led to its purchase by Maynard Lang for use by the Puget Sound & Snoqualmie Falls RR Museum at Snoqualmie, WA. A long stint as tourist and work-train locomotive began in 1966 ended with Lang's death in 1992.
When MRSR bought the 70, they knew it would take awhile to get it back into service. See the MRSR's updates leading up to the successful steaming-up on 16 February 2011. "All in all," the account reported, "the #70 ran very well. It is remarkably easy to fire, steams easily, and is a smooth ride."
An oil-burning Mikado similar to several others that like the others had at times to use the common-carrier tracks of the Northwestern Pacific as well as its own lines. So it was sized and equipped to fit in with the medium-sized freight engines it would encounter. The piston valves had a relatively large diameter of 12" (306 mm).
Still, the PLC's own tracks were more like the logging roads to which Baldwin supplied hundreds of locomotives. Rail weight was a light 60 lb/yard (30 kg/meter) and curves could bend as much as 25 degrees. It was guaranteed to haul 14 cars of 15 short tons (13.6 metric tonnes) each up a straight grade of not over 4 1/2% and the resistance of the compensated grade with curves would not be any greater than a straight grade.
The 35 operated out of PLC headquarters at Scotia, Calif until it was sold to February 1966 to Edward and Julius Nervo. They sold the 35 to Gunner Henriolle in January 1968. Soon the 35 wound up on the Wasatch Mountain Railroad, the line of the Heber Creeper.
Polson had bought two Baldwin logging Mikados in 1912 and 1922 (Locobase 12764). These were of a standard Eddystone design and had saturated boilers. When the lumber company returned to Philadelphia for a new engine not quite four years later, it bought a stock design that now had a superheater and more cylinder volume. To feed the larger cylinders the hotter steam, the design used 12" (305 mm) piston valves actuated by outside radial valve gear.
Because it was a stock logging engine, the 90 was designed on the 60 lb/yard (30 kg/metre) rail Polson used. The 3% maximum grades described in the specs were not unusual. At first the 16 degree curves seemed relatively gentle, but a note warned :"Locomotive to be constructed to traverse curves of 30 degrees in event of having these sharper curves on future extensions of company's road."
Polson and successor Rayonier Corporation ran the 90 until 1962, when they sold it to the Oregon Memorial Railroad Society. The ORMS placed the engine on display at Garibaldi, OR.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Polson Logging||Pacific Lumber||Polson Logging|
|Number in Class||1||1||1|
|Road Numbers||101, 70||35||90|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12.08 / 3.68||13.08 / 3.99||13.08 / 3.99|
|Engine Wheelbase (ft / m)||27.25 / 8.31||27.08 / 8.25||27.08 / 8.25|
|Ratio of driving wheelbase to overall engine wheebase||0.44||0.48||0.48|
|Overall Wheelbase (engine & tender) (ft / m)||50.44 / 15.37||55.71 / 16.98||57.19 / 17.43|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||113,550 / 51,505||141,500 / 64,183||143,000 / 64,864|
|Engine Weight (lbs / kg)||141,150 / 64,025||179,000 / 81,193||181,000 / 82,100|
|Tender Loaded Weight (lbs / kg)||80,000 / 36,287||90,000 / 40,823||110,000 / 49,895|
|Total Engine and Tender Weight (lbs / kg)||221,150 / 100,312||269,000 / 122,016||291,000 / 131,995|
|Tender Water Capacity (gals / ML)||4000 / 15.15||4500 / 17.05||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||2000 / 7.60||1500 / 5.70||2000 / 7.60|
|Minimum weight of rail (calculated) (lb/yd)||47||59||60|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||44 / 1118||48 / 1219||48 / 1219|
|Boiler Pressure (psi / kPa)||180 / 12.40||180 / 12.40||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610||20.5" x 28" / 521x711||20" x 28" / 508x711|
|Tractive Effort (lbs / kg)||27,039 / 12264.70||37,507 / 17012.91||35,700 / 16193.27|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.20||3.77||4.01|
|Firebox Area (sq ft / m2)||140 / 13.01||154 / 14.31||154 / 14.31|
|Grate Area (sq ft / m2)||25.50 / 2.37||41.30 / 3.84||41.30 / 3.84|
|Evaporative Heating Surface (sq ft / m2)||2108 / 195.91||2476 / 230.03||2476 / 230.03|
|Superheating Surface (sq ft / m2)||553 / 51.37||553 / 51.37|
|Combined Heating Surface (sq ft / m2)||2108 / 195.91||3029 / 281.40||3029 / 281.40|
|Evaporative Heating Surface/Cylinder Volume||298.22||231.48||243.20|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4590||7434||7434|
|Same as above plus superheater percentage||4590||8772||8772|
|Same as above but substitute firebox area for grate area||25,200||32,710||32,710|