The design was rated at 200 tons up a 2 1/2% grade (1 in 40). According to the December 1967 Industrial Railway Record (No 15), two significant design limitations were the requirement to negotiate 160-ft radius curves and the light, 56-lb/yard (28 kg/metre) track.
The 126 had been ordered as a coal-burner and its tender was to hold 7 tons (6.35 tonnes), but was converted to oil-firing before delivery. She then used the Vraalstad & Doyle patent oil-burning arrangement.
The specs estimated the weight on the drivers as 118,000 lb (53,524 kg) and 142,000 lb (64,410 kg) for the engine. Pencilled notes show the "actual" weights as given in Locobase's specs. The tender's tank required "plenty of splash plates" to avoid "swishing of water".
As the logging locomotive website's summary of service shows, this little Atlantic mallet covered most of the United States timber harvesting regions during its long life.
1909: Little River Railroad #126. Townsend, TN. ironhorse129 explains that the 126 was too long for the Little River's tight curves and was quickly returned to Baldwin.
1910 - 1920: Columbia River Belt Line Railroad "Skookum." Blind Slough, OR
1920 - 1924: Carlisle-Pennell Lumber Co #7. Onalaska, WA
1924 v 1930: Transferred to Carlisle subsidiary Newaukum Valley Railroad Co #7. Onalaska, WA.
1930/1931: Leased to Mud Bay Logging Co. #7, Olympia, WA
1931 - 1933: Carlisle Lumber Company #7. Onalaska, WA.
1933 v 1955: Deep River Logging Co. #7, Deep River, WA
Disposition after logging service:
1956: Sold to Charles Morrow, dismantled and moved in 1960 to Snoqualmie, WA
1980: to Rogan Coombs, Garberville, CA.
1990: Moved to Mineral, WA for storage at Mt. Rainier Scenic Railroad
In 2015, the Oregon Coast Scenic Railroad at Tillamook, OR was in the middle of a complete restoration of the Skookum and had a new tender and new drivers among other milestones.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Columbia River Belt Line|
|Number in Class||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||5.33 / 1.62|
|Engine Wheelbase (ft / m)||33 / 10.06|
|Ratio of driving wheelbase to overall engine wheebase||0.16|
|Overall Wheelbase (engine & tender) (ft / m)|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||129,850 / 58,899|
|Engine Weight (lbs / kg)||162,650 / 73,777|
|Tender Loaded Weight (lbs / kg)||80,350 / 36,446|
|Total Engine and Tender Weight (lbs / kg)||243,000 / 110,223|
|Tender Water Capacity (gals / ML)||4000 / 15.15|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||1500 / 5.70|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||54 / 27|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||48 / 1219|
|Boiler Pressure (psi / kPa)||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||15" x 22" / 381x559|
|Low Pressure Cylinders (dia x stroke) (in / mm)||23" x 22" / 584x559|
|Tractive Effort (lbs / kg)||24,600 / 11158.39|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.28|
|Firebox Area (sq ft / m2)||106 / 9.85|
|Grate Area (sq ft / m2)||28.30 / 2.63|
|Evaporative Heating Surface (sq ft / m2)||1959 / 182|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1959 / 182|
|Evaporative Heating Surface/Cylinder Volume||435.36|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5660|
|Same as above plus superheater percentage||5660|
|Same as above but substitute firebox area for grate area||21,200|