This independent road operated until 1928. It was opened in 1874 as a narrow-gauge line linking the suburb of Westwood to downtown Cincinnati, but never made much money and eventually was closed in 1886 because it was unsafe to operate.
The aptly named James N Gamble (co-founder of Proctor & Gamble) took a flyer on the abandoned line and enlarged the gauge to standard gauge and reopened the line to passengers in 1887. By 11 August 1896, Gamble had to cease passenger operations. It became, in essence, a terminal road, and the tanks provided much of the motive power.
The road closed to most traffic in 1924 and all traffic stopped in 1928. The 1 was sold to Laurentide Pulp Company.
Locobase 14109 tells the story of the CW's founding and operation and describes the saddle tanks that came from Baldwin at an earlier date. The first of these superheated logging Prairies was built at around the same time as the two Long Bell engines shown in Locobases 14934-14935). Notice that this engine supplied very nearly the same heating and superheating areas as did the others, but used more and shorter tubes and flues. Significant differences included a longer, deeper firebox and more cylinder volume, but lower boiler pressure. It was also oil-fired.
The design obviously satisfied the CWR's requirements as the 22 arrived a year later and the 23 a little more than two years after that. The later engines trailed tenders that held 200 US gallons (757 litres) less oil and thus weighed 108,700 lb (49,306 kg). 23 was credited with an slightly lower adhesion weight of 109, 500 lb (49,668 kg) and all-up weight of 139,300 lb (63,185 kg).
The 21 would roam the Redwood Empire for almost 30 years before being sold to Pan American Engineering in 1950. PAE would send the engine down to the Mexicano del Pacifico (headquartered in Los Mochis, on the Gulf of California in Sinaloa State) , where it was renumbered 6. The 23 was scrapped in April 1950 while 22 staved off the ferroknacker until April 1952.
Serving the Union Lumber Company as it exploited the timber reserves in northwestern California, the Fort Bragg Railroad was renamed the California Western Railway & Navigation Company in 1905. The CW ran for 39.6 miles from Fort Bragg, which lies on the coast about 135 miles northwest of San Francisco inland along the Nojo River to Willits where it met the California Northwestern.
The first of three Baldwin Prairie saddle tanks was renumbered from 7 to 17 in 1924 and operated on the CW for almost 30 years before being scrapped in 1938 at Fort Bragg. 11 kept its number throughout its career, which lasted until its scrapping in 1947.
Number 12 was about 5 tons heavier than either of the earlier engines, but shared all of the other dimensions. It was lettered for the Union Lumber Company, but operated on the CW. It was scrapped in 1950.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Cincinnati & Westwood||California Western||California Western|
|Number in Class||2||2||3|
|Road Numbers||1-2||21-22||7, 11, 12 / 17|
|Builder||Burnham, Williams & Co||Baldwin||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.39||0.41||0.36|
|Overall Wheelbase (engine & tender)||23.83'||49.92'||24.67'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||75000 lbs||111000 lbs||72000 lbs|
|Engine Weight||100000 lbs||140000 lbs||98000 lbs|
|Tender Light Weight||100000 lbs|
|Total Engine and Tender Weight||100000 lbs||240000 lbs||98000 lbs|
|Tender Water Capacity||1500 gals||5000 gals||1500 gals|
|Tender Fuel Capacity (oil/coal)||2000 gals||800 gals|
|Minimum weight of rail (calculated)||42 lb/yard||62 lb/yard||40 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||130 psi||180 psi||160 psi|
|Cylinders (dia x stroke)||17" x 24"||18" x 24"||15" x 22"|
|Tractive Effort||15329 lbs||27039 lbs||15300 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.89||4.11||4.71|
|Firebox Area||144.10 sq. ft||150 sq. ft||71.70 sq. ft|
|Grate Area||20.30 sq. ft||26.20 sq. ft||12.80 sq. ft|
|Evaporative Heating Surface||954 sq. ft||1456 sq. ft||903 sq. ft|
|Superheating Surface||332 sq. ft|
|Combined Heating Surface||954 sq. ft||1788 sq. ft||903 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||151.31||205.98||200.68|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2639||4716||2048|
|Same as above plus superheater percentage||2639||5612||2048|
|Same as above but substitute firebox area for grate area||18733||32130||11472|