This logging engine's big saddle tank had a horsecollar cross section, but stood very tall on the boiler, which gave it a slab-sided look. Like many logging engines, the 110 served several masters. First was Crossett Western, then based in Wauna, Ore. In 1943, the 10 went to Hammond Lbr Co of Samoa, CA as their #16. After Hammond was bought out by Georgia-Pacific Corp in 1953, the engine worked into the 1960s.
After its retirement, the 16 was bought by Harold Morgan of the Fortuna Kiwanis Club Fortuna, CA, which put it on display in a local park beginning in November 1966. Eventually, the 16 wound up with the Chelatchie Prairie Railroad (BYCX) where it was renumbered for the Crossett Western.
See the Mount Rainer Scenic Railway's description of the very similar path taken by the 11 at http://www.mrsr.com/alco17.html . Briefly, the 11 was sold to Hammond Lumber, which renumberd it 17. It last worked for a logger in 1945, when a fire at Hammond left it stranded and idle. Local lumberman Gus Peterson bought the engine in 1964, heroically disassembled it and trucked it out of its "desert isle", reconditioned the engine, and put back in service on his tourist road, the Klamath & Hoppow Valley.
After gas prices and inflation doomed the K&HV, the next angel didn't appear until 1980. He was Tom Murray, Jr., who took the 17 apart a second time and trucked it Tacoma. The Mount Rainier Scenic Railway accepted the engine but couldn't see to its restoration for 14 years. Once begun, however, the project moved swiftly and the engine was back in tourist service in 1995.
Taken out of service in 2010 to meet FRA regulations, the 17 soon underwent a long process of recertifying the engine for operation. A portion of a blog entry from 11 April 2011--http://mrsr.info/news/--gives a flavor of some of the repairs such a project entails: "The bottom 1/3 of both side sheets had to go, as well as the bottom 8" of the door sheet at the back of the firebox. The throat sheet, at the front of the firebox, was ok, but we knew that we were going to have to replace all of the flexible staybolts in this area due to corrosion, so we decided to replace the inside throat sheet as well. We also decided to remove most of the riveted seam above the firebox door opening as it was riddled with past repairs that did not meet our standard of quality."
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Number in Class||2|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)|
|Engine Wheelbase (ft / m)|
|Ratio of driving wheelbase to overall engine wheebase|
|Overall Wheelbase (engine & tender) (ft / m)|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||/ 62,777|
|Engine Weight (lbs / kg)||170,000 / 81,193|
|Tender Loaded Weight (lbs / kg)|
|Total Engine and Tender Weight (lbs / kg)||170,000|
|Tender Water Capacity (gals / ML)||2000 / 7.58|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||1000 / 3.80|
|Minimum weight of rail (calculated) (lb/yd / kg/m)|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||44 / 1118|
|Boiler Pressure (psi / kPa)||190 / 13.10|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||28,541 / 12946.00|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)|
|Firebox Area (sq ft / m2)|
|Grate Area (sq ft / m2)||25.10 / 2.33|
|Evaporative Heating Surface (sq ft / m2)|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)|
|Evaporative Heating Surface/Cylinder Volume|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4769|
|Same as above plus superheater percentage||4769|
|Same as above but substitute firebox area for grate area|