Weed Lumber began operation in 1901 under direction of Abner Weed in the town of Weed, California. Its railroad soon was sold to the California Northwestern, but the timbering lines themselves stayed under Weed control until being sold to Long-Bell Lumber.
Both engines retained their tanks but later added tenders. Perhaps with profile that included 6% grades and 20-degree curvatures, Weed wanted to maintain as much weight on their drivers as possible.
Weed Lumber's first two logging engines were Prairie tanks delivered in 1907 (Locobase 14718). Although satisfactory in many respects, Weed's next Baldwin logging Prairies, which arrived thirteen years later retained some of the basic dimensions, but greatly expanded others. Power dimensions (cylinder volume, driver diameter) were unchanged, although the slide valves were now operated by outside radial gear, but the boiler was pressed a little harder for more tractive effort. The tube count in the boiler remained the same as well, but each tube was longer by 42" (1.067 metres). This increased evaporative heating surface area was matched by a larger grate, but the firebox area grew by very little.
Adhesion wheelbase grew by only 3" (76 mm), but an increase in engine wheelbase reflected the longer boiler. And the engine was delivered with a separate slope-back oil-fuel tender to feed the Heintzelman System burner in the front of the firebox. (Most Baldwins used the Von Boden burner.) The fuel was described as containing 18,990 BTU per pound (more than the best Welsh coal) and a relatively heavy 19 gravity. The 8's tender held 4,000 US gallons of water (15,140 liters).
The operating environment still included 50 lb/yard (25 kg/metre) rail, 6% grades, and 20 deg curves. Once delivered, the "twins", as they were known, never left the property until successor Long Bell Lumber scrapped them in 1955.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Weed Lumber||Weed Lumber|
|Number in Class||2||2|
|Builder||Burnham, Williams & Co||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||9.25||9.50|
|Engine Wheelbase (ft)||21.67||24.50|
|Ratio of driving wheelbase to overall engine wheebase||0.43||0.39|
|Overall Wheelbase (engine & tender) (ft)||21.67||46.50|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||90,000||96,000|
|Engine Weight (lbs)||124,000||123,000|
|Tender Loaded Weight (lbs)||72,000|
|Total Engine and Tender Weight (lbs)||124,000||195,000|
|Tender Water Capacity (gals)||1600||3500|
|Tender Fuel Capacity (oil/coal) (gals/tons)||1200||1000|
|Minimum weight of rail (calculated) (lb/yd)||50||53|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||44||44|
|Boiler Pressure (psi)||160||175|
|High Pressure Cylinders (dia x stroke) (in)||17" x 24"||17" x 24"|
|Tractive Effort (lbs)||21,439||23,448|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.20||4.09|
|Firebox Area (sq ft)||102.50||104|
|Grate Area (sq ft)||14||21|
|Evaporative Heating Surface (sq ft)||1222||1664|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||1222||1664|
|Evaporative Heating Surface/Cylinder Volume||193.81||263.92|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2240||3675|
|Same as above plus superheater percentage||2240||3675|
|Same as above but substitute firebox area for grate area||16,400||18,200|