C A Smith Lumber and Manufacturing Company was based in Oregon and like many other logging companies of the time found that their profile and traffic levels overmatched the traditional 6-coupled engines (2-6-2 or 4-6-0, for example). The trio of 2-8-2s shown in this entry followed a Baldwin design already in use by several companies.
The working conditions weren't as onerous as many other timber venues: Maximum grade reached 2%, the sharpest curves bent at only 11 degrees (521-ft/159-m radius), and the rails weighed 60 lb/yard (30 kg/metre), a relatively hefty figure. 101 used soft coal while 102 burned the lower-calorie lignite. A note in 103's spec shows that the grate bars and fingers had 5/8" (15.9 mm) openings to hold the finer lumps of coal.
Smith-Powers was renamed Coos Bay Lumber Company in 1921. In 1926, 101 went to work for Puget Sound Pulp. It was scrapped at Mt Vernon, Wash. in 1941. 102, on the other hand, remained with Coos Bay until 1942, when it was drafted by the US Army and given road number 6813.
Last of three Mikado tanks for this lumber company and more powerful than the other two. Sugar Pine's bankruptcy in the early 1930s led to the sale of #4 to Pacific Lumber Company and operated as #37 from 1935-1962.
Purchased for tourist railroad WaWa & Concordville where it operated briefly in the late 1960s, bought in 1980 by the Wilmington & Western in Marshallton , DE. Stored there until repairs (1983-1987) made it possible to re-enter service in 1987. In 1990 a dispute over who was to pay for needed repairs idled the locomotive.
In May 2003, the Timber Heritage Museum of Eureka, Calif contracted to buy the 37. In Spring 2006, the locomotive was delivered to the Strasburg Railroad in Pennsylvania to begin a leisurely restoration.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Smith-Powers Logging Company||Sugar Pine Lumber Co|
|Number in Class||3||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12.08 / 3.68||13 / 3.96|
|Engine Wheelbase (ft / m)||27.25 / 8.31||28.09 / 8.56|
|Ratio of driving wheelbase to overall engine wheebase||0.44||0.46|
|Overall Wheelbase (engine & tender) (ft / m)||49.96 / 15.23|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||113,500 / 50,349||148,500 / 67,359|
|Engine Weight (lbs / kg)||141,100 / 63,049||197,500 / 89,585|
|Tender Loaded Weight (lbs / kg)||84,000 / 31,752|
|Total Engine and Tender Weight (lbs / kg)||225,100 / 94,801||197,500|
|Tender Water Capacity (gals / ML)||4200 / 13.26|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||7 / 6.10|
|Minimum weight of rail (calculated) (lb/yd)||47||62|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||44 / 1118||44 / 1118|
|Boiler Pressure (psi / kPa)||185 / 12.40||190 / 13.10|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610||20" x 24" / 508x610|
|Tractive Effort (lbs / kg)||27,790 / 12605.35||35,236 / 15982.80|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.08||4.21|
|Firebox Area (sq ft / m2)||140 / 13.01|
|Grate Area (sq ft / m2)||25.50 / 2.37||31 / 2.88|
|Evaporative Heating Surface (sq ft / m2)||2108 / 195.84||1635 / 151.95|
|Superheating Surface (sq ft / m2)||347 / 32.25|
|Combined Heating Surface (sq ft / m2)||2108 / 195.84||1982 / 184.20|
|Evaporative Heating Surface/Cylinder Volume||298.22||187.36|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4718||5890|
|Same as above plus superheater percentage||4718||6950|
|Same as above but substitute firebox area for grate area||25,900|