|
McCloud River Railroad
McCloud River Lumber Company McCloud Railway Company Locomotive Roster |
|
|
|
|
 |
|
|
Four McCloud Baldwin diesels in front of the McCloud shop in 1957. Photo by and courtesy of Jerry Lamper.
|
|
|
|
|
The McCloud River companies since 1896 have owned a recorded 45 standard gauge and at least eight narrow gauge locomotives. This section covers these machines. Underlined numbers are links to notes and photo pages for each locomotive. This page does not include rosters for subsidiary or affiliated companies, those can be found on the individual pages for each operation in that section of the website. |
|
|
|
|
|
McCloud River Railroad Company/McCloud Railway Company
Steam Locomotives #1 - Baldwin 2-6-0, c/n 11627, built 1891. Drivers 50", Cylinders 16x24, Weight 78,000 lbs, Boiler Pressure 140 lbs., Tractive Effort 14,600 lbs. Built as California Railroad #2, Oakland, California; to McCloud River either 1897 or on 25 September 1898, depending on source. The later date if correct suggests the locomotive may have been leased before purchased. Period newspaper reports state the railroad reboilered the #1 and renumbered it #12 in June 1906; however, the is contradicted by an inventory of railroad property dated 31 December 1906 that lists the #1 as an eight wheeled locomotive with a book value of $1,500. #2 - Stearns 3-Truck Heisler, unknown c/n (likely 1013A), built circa 1897/1898. Named Van Arsdale. Drivers 40", Cylinders 18x15, Weight 120,000 lbs., Boiler Pressure 170 lbs., Tractive Effort 24,000 lbs. One of the first three-truck Heislers built. Purchased new. Locomotive suffered from numerous mechanical problems and even when functional never lived up to expectations. Off roster by 1900, probably returned to the manufacturer and scrapped. #3 - Stearns 2-Truck Heisler, c/n 1004, Built 6/1896. Drivers 40", Cylinders 16x24, Weight 60,000 lbs., Boiler Pressure 160 lbs., Tractive Effort 17,500 lbs. Built as Port Blakely Mill Company #3, named "Maggie"; returned to manufacturer due to poor performance. Stearns sent the locomotive to the McCloud River to help out while the builder tried to sort out many issues with the #2, then sold it to McCloud circa 1898. Sold by summer 1904 to Weed Lumber Company #2; to Nevada County Narrow Guage RR; to Willamette Valley Lumber Company #6 1914. Scrapped 1930. #4 - Baldwin 2-6-2, c/n 16239, Built 10/1898. Drivers 44", Cylinders 16x24, Weight 96,000 lbs., Boiler Pressure 160 lbs., Tractive Effort 19,000 lbs. Purchased new, cost $7,730 plus $1,355.42 freight. Recorded additions and betterments include electric headlights, installed April 1919, cost $295.53; Fire extinguishers, installed August 1920, cost $59.19; and Fire pump, installed February 1923. Converted from wood to oil fuel at some unrecorded date. Retired 29 March 1934, then stored in McCloud until scrapped 1939. Part of tender shell remained behind the shop until scrapped in the middle 1980s. #5:1?- The Poor's Manual of the Railroads of the United States in 1899 and the railroad's annual report to the California Railroad Commission for the year 1900 both hint the railroad might have owned a passenger type locomotive that is not otherwise supported by any other available records. If such a locomotive did exist it had a very short tenure on the McCloud #5/#6 - Baldwin 0-6-0T+0-6-0T, c/n 17684-17685, Built 4/1900. Drivers 40", Cylinders 11.5x19x20*, Weight 161,400 lbs as a single locomotive/75,000 lbs. each after split into two, Boiler Pressure 200 lbs., Tractive Effort 35,500 lbs. as a single locomotive/17,750 lbs. each after split into two. Purchased new, cost $15,300 plus $1,732.40 freight. Locomotive consisted of two 0-6-0T locomotives permanently coupled back to back, with controls set up so that both could be operated by a single engineer. The combined locomotive suffered from numerous derailments, which caused the railroad to split them into two locomotives shortly after arrival, renumbering one to #5 in the process. #5 retired June 1917 and sold 30 November 1917 to Weed Lumber Company; to Lystul-Lawson Logging Company #5 1927; Scrapped. Recorded additions and betterments to #6 include installing elecric headlight in November 1918, cost $313.53, and converted to oil fuel in June 1923, cost $61.48. Retired 31 July 1928 and sold to Atkinson Construction Company #6; to A.D. Schader #6; to Permanente Metals Company #2515. Scrapped 1949. #7 - Baldwin 4-6-0, c/n 7935, Built 5/1886. Drivers 57", Cylinders 17.5x24, Weight 92,000 lbs., Boiler Pressure 150 lbs., Tractive Effort 17,400 lbs. Book value in 1906 of $3,000. Built as St. Louis & San Francisco #300-series (maybe #302); to Atlantic & Pacific #52 circa 1890; probably disposed of prior to consolidation of A&P into Atchison, Topeka & Santa Fe in 1897; to McCloud River in late 1899 or early 1900. Original tender shell replaced with a shorter shell prior to 1914. Periodically fitted with a large snowplow in winter months. Retired January 1917 and sold to F. Rolandi, Hetch Hetchy Dam Contractor. Final disposition unrecorded. #8 - Baldwin 2-6-2, c/n 18595, Built 1/1901. Drivers 44", Cylinders 16x24, Weight 107,000 lbs, Boiler Pressure 160 lbs., Tractive Effort 19,000 lbs. Purchased new, cost $9,250 plus $1,427.40 freight. Recorded additions and betterments include electric headlight, installed November 1918, cost $258.83; fire extinguishers, installed August 1920, cost $70.65; and fire pump, installed February 1923, cost $150.96. Converted from wood to oil at an unrecorded date. Retired 29 March 1934 and stored; reactivated April 1937. Damaged by a fire in Pondosa shortly after restoration and rebuilt with a steel cab by the Southern Pacific shops in Sacramento. Retired again May 1939 and sold to Amador Central Railroad #7. Placed on permanent display in Ione, California, after retired by that road. Several local groups that now own much of the former Amador Central mainline periodically discuss restoring the locomotive to pull excursion trains. #9 - Baldwin 2-6-2, c/n 18596, Built 1/1901. Drivers 44", Cylinders 16x24, Weight 107,000 lbs., Boiler Pressure 160 lbs., Tractive Effort 19,000 lbs. Purchased new, cost $9,250 plus $1,403 freight. Recorded additions and betterments include electric headlights, installed November 1919, cost $263.50; fire pump, installed March 1920, cost $240.79; and converted to oil July 1921, cost $1,006.44. Retired 29 March 1934 and stored in McCloud until reactivated May 1937. Retired again December 1939 and sold to Yreka Western Railroad #9 1939; to Amador Central #9 1942; to Nezperce & Idaho Railroad #9 1945. Stored derelict on Nezperce & Idaho until rescued in early 1960s by a private individual and moved to Mid-Continental Railroad Museum, North Freedom, Wisconsin, where it was restored to operation. In 1972 the owner started the Kettle Moraine Scenic Railroad, where the #9 operated until 2001 when the KMRR closed. Locomotive sold and moved to Age of Steam Roundhouse, Sugarcreek, Ohio, in 2015. #10 - Baldwin 2-6-2, c/n 18674, Built 2/1901. Drivers 44", Cylinders 16x24, Weight 107,000 lbs., Boiler Pressure 180 lbs., Tractive Effort 21,330 lbs. Purchased new, cost $9,250 plus $1,485.96 freight. Recorded additions and betterments include conversion to oil fuel in November 1911, cost $399.18 labor and $206.27 materials; electric headlights, installed April 1919, cost $301.81; fire pump, installed April 1920, cost $233.79. Authorization for Expenditure to retire locomotive issued 30 November 1925, retirement effected 12/1925. Sold upon retirement to Yreka Western as their #10. Scrapped at Yreka 1944. #11 - Baldwin 2-6-2, c/n 23875, Built 3/1904. Drivers 44", Cylinders 13x22x24*, Weight 147,000 lbs., Boiler Pressure 200 lbs., Tractive Effort 21,240 lbs. Purchased new, cost $14,000 plus $1,974.57 freight. Recorded additions and betterments include install electric headlights in April 1919, cost $291.71, and fire extinguishers in August 1920, cost $51.10. Converted from wood to oil fuel at an unrecorded date. Locomotive also damaged in a 1911 fire near the McCloud roundhouse, it operated for a while with a wood frame and a tarp in place of a cab until a new one could be built. Authorization for Expenditure to retire locomotive issued 30 November 1925, retirement effected 12/1925. Sold 1926 to W.S. Zimmerman, a dealer and scrapper based in Portland, Oregon. Zimmerman stored the #11 in McCloud until at least 1929 attempting to sell it, then moved it to their yard in Portland. Its only recorded use after 1925 came when Consolidated Timber leased it for use in salvage logging some of the big Tillamook Fires. Scrapped 1939. #12:1?- McCloud River Railroad's property inventory dated 31 December 1906 lists both locomotives #1 and #12; the #12 is credited as being a "Baldwin 10-wheeler" with a book value of $3,500, along with an entry for a new boiler and equipment valued at $3,440. These figures contradict period new reports of the railroad reboilering the #1 and renumbering it to #12 in June 1906, and the #12 listed here has two more wheels than the known #1/#12. Likely a mistake in the records, but if a first #12 existed it had a very short life in McCloud. #12 - Baldwin 2-6-0, c/n 11627, Built 1891. Drivers 50", Cylinders 16x24, Weight 78,000 lbs, Boiler Pressure 140 lbs., Tractive Effort 14,600 lbs. Period news reports not withstanding the contradictions detailed above show this machine renumbered from the #1 at the time in also received a new boiler in June 1906. Valuation established at $8,575 in 1917. Recorded additions and betterments includ electric headlights, installed December 1918. Also converted from wood to oil fuel at an undetermined date. Retired September 1925 and scrapped 1932. #14 - Baldwin 2-8-2, c/n 30850, Built 5/1907. Drivers 48", Cylinders 20x28, Weight 179,000 lbs., Boiler Pressure 180 lbs., Tractive Effort 35,700 lbs. Purchased new, cost $15,305 plus $2,565.39 freight and $76.32 messenger. Recorded additions and betterments include install electric headlights in March 1920, cost $314.25; fire extinguishers in August 1920, cost $64.69; and retrofitted with superheater May 1923 in McCloud using a parts kit supplied by Baldwin. Unrecorded improvements include a steel cab, installed sometime in the later 1940s. Tender swapped with #17:2 May 1947, then swapped back prior to the #17:2 sale for scrap in early 1950. Retired December 1950 and sold for scrap. #15 - Baldwin 2-8-2, c/n 30851, Built 5/1907. Drivers 48", Cylinders 20x28, Weight 179,000 lbs., Boiler Pressure 180 lbs., Tractive Effort 35,700 lbs. Purchased new, cost $15,305 plus $2,431.46 freight and $76.32 messenger. Recorded additions and betterments include install electric headlights in April 1920, cost $330.26; install superheater in August 1920, cost $2141.04; and fire extinguishers in August 1920, cost $105.92. Superheater installed by SP Shops in Sacramento, California. Unrecorded improvements include powered reverse, installed sometime in the later 1940s. Tenders briefly swapped with the #26 between May and July 1947. Work order to retire locomotive issued 1 June 1949. Sold December 1949 for scrap. #16:1 - Lima 3-Truck Shay, c/n 2401, Built 2/15/1911. Drivers 36", Cylinders 14.5x15, Weight 180,000 lbs., Boiler Pressure 200 lbs., Tractive Effort 40,450 lbs. Purchased new, work order issued 29 March 1911. Cost $13,140, plus $1,549.42 freight and $57.97 break in. Recorded additions and betterments include install electric headlights May 1919, cost $328.93; convert to oil brrner in February 1920, cost $1,077.36; and install fire pump February 1920, cost $242.02. Authorization for Expenditure to retire issued 1 November 1924. Sold to Fruit Growers Supply Co. #4, Susanville, CA, for $15,000. Scrapped 1953. #16:2 - Baldwin 2-8-2, c/n 39394, Built 3/1913. Drivers 48", Cylinders 20.5x28, Weight 176,000 lbs., Boiler Pressure 170 lbs., Tractive Effort 35,500 lbs. Built as Silver Falls Timber Company #101, Silverton, Oregon; to McCloud River October 1939. Purchase price $9,303.55 f.o.b. Mt. Shasta City. Extensively rebuilt in the McCloud shops, including installation of superheater, at an additional cost of $14,863.62. Power reverse installed in later 1940s. Tenders exchanges January 1940 with the #18, then exchanged again with the #19 in 1953. Sold 23 November 1955 to the Purdy Company for scrap. #17:1 - Lima 3-Truck Shay, c/n 2402, Built 2/14/1911. Drivers 36", Cylinders 14.5x15, Weight 180,000 lbs., Boiler Pressure 200 lbs., Tractive Effort 40,450 lbs. Purchased new, work order issued 29 March 1911. Cost $13,140, plus $1,549.41 freight and $57.97 break in. Recorded additions and betterments include install electric headlights May 1919, cost $349.89; install fire pump February 1920, cost $246.72; and convert to oil brrner August 1921. Authorization for Expenditure to retire issued 30 January 1925, retirement effected July 1925. Sold to Fruit Growers Supply Co. #5, Susanville, CA, for $14,500. Scrapped 1953. #17:2 - Baldwin 2-8-2, c/n 42912, Built 2/1916. Drivers 48", Cylinders 20.5x28, Weight 179,700 lbs., Boiler Pressure 180 lbs., Tractive Effort 35,700 lbs. Built as Pacific Portland Cement Company #102, Auburn, CA; to Hyman-Michaels; to McCloud River 11/1942. Purchase price $15,078.51 f.o.b. Mt. Shasta City, plus $7,866.08 conditioning. Tenders exchanged with #18 February 1943; Tenders exchange again May 1947 with the #14, then exchanged back prior to the #17:2's sale for scrap. Work order to retire locomotive issued 1 June 1949. Sold January 1950 for scrap. #18 - Baldwin 2-8-2, c/n 41709, Built 11/1914. Drivers 48", Cylinders 20.5x28, Weight 178,400 lbs., Boiler Pressure 180 lbs., Tractive Effort 35,700 lbs. Baldwin records indicate Caddo River Lumber Company placed the original order for this locomotive to be their #3:2, but the financing package fell apart, at which time McCloud River assumed the order. Work order to purchase the locomotive issued 16 November 1914. Cost $16,009, plus $1,569.50 freight and $204.85 break in. Displayed at Panama-Pacific Exposition in San Francisco throughout 1915 before arriving in McCloud in January 1916. Recorded additions and betterments include install electric headlights March 1920, cost $313.85. Tenders exchanged with #16:2 January 1940, then exchanged again with the #17:2 February 1943. Retained by railroad after main line dieselized in 1953, but not used during that time. Sold 1956 to Yreka Western as their #18, operated in freight and passenger service there until retired after blowing a cylinder head on an excursion in 1964. Sold 1998 to McCloud Railway Company, who restored the locomotive to operation in February 2001. Sold again in January 2005 to the Nevada Commission for the Reconstruction of the V&T Railroad. Moved April 2007 to the Sierra Railroad, Oakdale, California, then to Virginia & Truckee, Virginia City, Nevada, in July 2009. Trucked again in late 2009 to the Fillmore & Western Railroad for use in filming the movie Water for Elephants, then returned to Virginia City. In service on the V&T. #19 - Baldwin 2-8-2, c/n 42000, Built 4/1915. Drivers 48", Cylinders 20.5x28, Weight 178,400 lbs., Boiler Pressure 180 lbs., Tractive Effort 35,700 lbs. Built as Caddo & Choctaw Railroad #4; to Choctaw River Lumber Company; to Cia de Real del Monte y Pachuca #105, Pachuca, Hidalgo, Mexico; reported to have also been United Mining & Smelter Company #2069 while in Mexico; to McCloud River January 1923. Purchase price $23,149.51, plus $2,109.83 freight and $439.16 conditioning. Placed in service August 1923. Sold 8 June 1953 to Yreka Western Railroad #19, tender swapped with the #16:2 on its way off the property. Leased to Oregon, Pacific & Eastern #19, Cottage Grove, Oregon, from 1970-1988, then returned to Yreka. Operated on the YW 1989-2008, somewhat sporadically in the final years. Sold 10/6/2016 at a sheriff's auction to Age of Steam Roundhouse, Sugar Creek, Ohio. Age of Steam repainted the #19 to the OP&E scheme it wore in the movie Emporer of the North by early 2018. #20 - Baldwin 2-6-2, c/n 57617, Built 1/1924. Drivers 46", Cylinders 17x24, Weight 132,000 lbs., Boiler Pressure 185 lbs., Tractive Effort 23,700 lbs. Purchased new, Authorization for Expenditure issued 15 March 1924. Placed in service July 1924. Cost $27,082.96, including purchase, freight, and break-in costs. Equipped with fire pump upon arrival. Sold 23 November 1955 to Purdy Company for scrap. #21 - Baldwin 2-6-2, c/n 57618, Built 1/1924. Drivers 46", Cylinders 17x24, Weight 132,000 lbs., Boiler Pressure 185 lbs., Tractive Effort 23,700 lbs. Purchased new, Authorization for Expenditure issued 15 March 1924. Placed in service July 1924. Cost $27,079.16, including purchase, freight, and break-in costs. Equipped with fire pump upon arrival. Sold 23 November 1955 to Purdy Company for scrap. The #21 passed through Stockton, California, while en route to scrapping, and the Stockton, Terminal & Eastern arranged to swap the #21's tender for the one off their #3, another Baldwin built 2-6-2. The #21's tender thus survived, first in California State Railroad Museum collection in Sacramento and now in the Timber Heritage Association collection in Samoa, California. #22 - Alco 2-6-2, c/n 66316, Built 5/1925. Drivers 46", Cylinders 17x24, Weight 130,000 lbs., Boiler Pressure 185 lbs., Tractive Effort 23,700 lbs. Purchased new, Authorization for Expenditure issued 1 April 1925. Placed in service July 1925. Cost $18,450, plus $1,854.62 freight and $185.53 break-in. Equipped with fire pump upon arrival. Sold 16 November 1955 to South San Francisco Scrap Metals Company for scrap. #23 - Alco 2-6-2, c/n 66317, Built 5/1925. Drivers 46", Cylinders 17x24, Weight 130,000 lbs., Boiler Pressure 185 lbs., Tractive Effort 23,700 lbs. Purchased new, Authorization for Expenditure issued 1 April 1925. Placed in service July 1925. Cost $18,450, plus $1,854.62 freight and $185.54 break-in. Equipped with fire pump upon arrival. Sold 11 July 1953 to Arcata & Mad River Railroad, Blue Lake, California. Sold 1956 to Lerner's Junk Yard in Eureka, California, for scrap. #24 - Alco 2-6-2, c/n 66434, Built 9/1925. Drivers 46", Cylinders 19x24, Weight 144,000 lbs., Boiler Pressure 185 lbs., Tractive Effort 28,800 lbs. Purchased new, Authorization for Expenditure issued 1 July 1925. Placed in service September 1925. Cost $21,475, plus $2,103.89 freight and $93.25 break-in. Equipped with fire pump upon arrival. Sold 16 November 1955 to South San Franisco Scrap Metals Company for scrap. #25 - Alco 2-6-2, c/n 66435, Built 9/1925. Drivers 46", Cylinders 19x24, Weight 144,000 lbs., Boiler Pressure 185 lbs., Tractive Effort 28,800 lbs. Purchased new, Authorization for Expenditure issued 1 July 1925. Placed in service September 1925. Cost $21,475, plus $2,103.89 freight and $93.25 break-in. Equipped with fire pump upon arrival. Retired 1955 and stored. Restored to service for passenger excursion operations that lasted from 1962-1975 and 1982-1986. Conveyed to Great Western Railway Museum May 1988; to McCloud Railway Company 1/1996. Restored again for excursions from 1997-2001 and then again in the fall of 2008. Sold 8 February 2011 to Oregon Coast Scenic Railroad, Garibaldi, Oregon. #26 - Alco 2-8-2, c/n 55492, Built 1915. Drivers 48", Cylinders 20x28, Weight 195,000 lbs., Boiler Pressure 180 lbs., Tractive Effort 35,700 lbs. Built for Copper River & Northwestern as their #72; to McCloud River December 1938. Purchase price $8,173.08 f.o.b. Mt. Shasta City, plus $1,442.51 conditioning. Briefly mated to the tender from the #15 between May and July 1947, then equipped with a Vanderbuilt tender purchased from the Southern Pacific. Sold November 1955 through Luria Brothers for scrap. #27 - Alco 2-8-2, c/n 57921, Built 1917. Drivers 48", Cylinders 20x28, Weight 195,000 lbs., Boiler Pressure 180 lbs., Tractive Effort 35,700 lbs. Built for Copper River & Northwestern as their #73; to McCloud River November 1938. Purchase price $8,151.31 f.o.b. Mt. Shasta City, plus $1,250.13 conditioning. Tender replaced in May 1947 with a Vanderbuilt tender purchased from the Southern Pacific. Sold summer 1953 to Sixth Street Auto Wrecking Company for scrap. There were a number of additions and betterments made to all steam power then on the roster in 1939 in likely response to increasing fire restrictions and requirements. These included equipping all locomotives with fire hoses in May 1939, cost $22.02 for #14, #15, and #16:2, and $22.03 for all others; install the distinctive stack nettings between June and August 1939, cost $76.84 for #26 and #27 and $76.83 for all others; install Southern Pacific-stype spark arrestors inside the locomotive smoke boxes in July and August 1939, cost $132 for #26 and #27 and $132.01 for all others; and install rear draft and hoppers to fire boxes in June and July 1939 on all locomotives except for #16:2, cost $40.47. * Locomotives 5, 6 and 11 were Vauclain (the name of the inventor) compound locomotives, meaning that they had two sets of cylinders on each locomotive instead of the one set normally found on steam locomotives. In a "normal" or simple locomotive, the steam is passed through the cylinder once, then released to the atmoshphere. In a compound locomotive, the steam first passes through a high pressure cylinder, then passes through a larger low pressure cylinder to be used again, then was released. The compounds were good pullers- it is written that the McCloud's #11 could pull 6 loads of lumber "over the hill" to Mt. Shasta City on wet or dry rail, while the other 2-6-2's on the line at the time could do around 4 cars on dry rail and 2 cars on wet rail. However, any efficiency of steam use gained was more than offset by increased maintenance costs, and most compounds were later re-built into simple locomotives. McCloud #'s 6 and 11 were exceptions, as both were never converted to simple locomotives. The McCloud River Railroad periodically swapped tenders amongst its steam locomotives. Recorded tender swaps included the following. - January 1940, tenders traded between the #18 and #16:2. - February 1943, tenders traded between the #18 and #17:2. - Numerous tender trades in May 1947. Tenders from #26 and #27 sold to Shevlin-Hixon Lumber Company of Bend, Oregon, for $3,714.00. The railroad swapped the #15's tender to the #26 and purchased a Vanderbuilt style tender from the Southern Pacific at a cost of $2,615.41 ($2,000 f.o.b. Oakland, $124.20 freight, $491.21 conditioning) for the #27. The railroad also at this same time exchanged tenders between the #14 and #17. - July 1947, the railroad purchased a second Vanderbuilt style tender from SP at a cost of $2,297.68 ($2,000 purchase f.o.b. Mt. Shasta City, plus $297.68 to install) for the #26 and reunites the #15 with its tender. - June 1949 (approximately), tenders of #14 and #17 swapped back. - June 1953 (approximately), tenders swapped between #19 and #16:2 immediately prior to #19's sale. Thus the original tender from the #16 went to scrap with locomotive #17, the original tender from the #19 went to scrap with the #16, the #18 today has the tender that was originally assigned to the #17, and the #19 has the #18's original tender. One interesting note, McCloud welded the number of the locomotive to which each tender was assigned onto the tender frame, and the tender mated to the #18 continued to carry "T-17" until the McCloud Railway finally made the "7" into an "8" after it arrived back on the property in the late 1990s. After the arrival of the diesels, the McCloud placed its steam locomotives into a scrap line while they waited to be sold. Click here to see pictures of that line. Diesel Locomotives #28 - Baldwin DRS-6-6-1500/ISC-8, c/n 73653. McCloud records show locomotive purchased 9/1948, other sources record it arriving in McCloud circa 11/1948, and Baldwin records show it either placed in service or otherwise officially conveyed to McCloud on 2/16/1949. 1,500 horsepower. Acquired new. Cost $161,830.66 f.o.b. Eddystone, Pennsylvania, with freight equalized to Chicago, plus California use tax of $4,045.77, Eddystone to Hambone freight charges of $5,337.61, and $809.09 to prepare for service at McCloud shop. $2,500 of purchase price refunded to railroad in 1949. Specifications: 6 driving motors; gear ratio 15:63; 135 gallons lubricating oil; 1,000 gallons fuel oil; 300 gallons cooling water; 42" wheels; 13' rigid wheel base; length inside knuckles, 58'; starting tractive effort 90,000 lbs. at 30% adhesion; continuous rating speed 6.6 miles per hour; continuous rating tractive effort 64,200 lbs.; light weight 277,300 lbs. Equipped with 2 type E-2 horns, 1 type B-6 horn, 4 Swanson oilers, water cooler, immersion heater equipment, fuel injection nozzle tester, torque wrench set, and awnings and windshield wings. Equipped 1952 with cast steel model GCCC DRG 55732 pilot plow; multiple unit controls added 1954/1955; and radio equipment in 1954. Retired from active service circa 1966 and cannibalized for parts until scrapped 1970 at Ash Creek Junction. #29 - Baldwin DRS-6-6-1500, c/n 74812, blt. 7/28/1950. 1,500 horsepower. Acquired new 8/1950. Cost $174,414.78 f.o.b. Eddystone, Pennsylvania, with freight equalized for Chicago delivery, plus California use tax of $5,269.92, freight Eddystone to Hambone of $5,800.70, and $567.70 to prepare at McCloud. Equipped with metal awnings over side windows, 4 windshield wings, 2 Westinghouse E-2 horns, water cooler, 20-KW immersion heater, 2 ground lights, mechanically driven traction blower motor, dynamic brakes, and double non-oscillating headlight. Light weight 280,400 lbs. Equipped 1952 with cast steel model GCCC DRG 55732 pilot plow; multiple unit controls added 1954/1955; and radio equipment in 1954. Sold 11/22/1969 to Magma Arizona Railroad #10, Superior, AZ; donated 7/1994 to Arizona Railway Museum, Chandler, AZ. #30 - Baldwin S-12, c/n 75912, blt. 10/6/1953. 1,200 horsepower. Acquired new. Aggregate cost along with #31 of $219,481.30. Radio equipment installed 1954. Install immersion heater 1956 at a cost of $322.09. Sold 15 July 1963 to Rayonier, Inc. #203, Clallam, WA ($114,485 value written off at time of sale); to U.S. Steel #16, Pittsburg, CA; to Feather River Rail Society, Portola, CA, circa 1993; to McCloud Railway Company 1995. Stored out of service in McCloud. #31 - Baldwin S-12 Mod, c/n 75913, blt. 10/30/1953. Baldwin production records list this locomotive as a S-12; however, McCloud ordered it without a turbocharger, but had the locomotive set up so that one could be added later, and as such it produced only 800 horsepower and is listed as a model S-8 on most rosters. Acquired new. Total cost along with #30 of $219,481.30. Radio equipment installed 1954. Sold 6/5/1969 to Chrome Crankshaft (Dealer); to Magma Arizona Railroad #9, Superior, AZ, 6/10/1969. Stored in Superior enginehouse for several decades after replaced by other power followed by MARR suspending operations. In 2019 a new company is in the process of reopening some mines and rebuilding the old Magma Arizona for service, and they pulled the locomotive out of its shed so it could be demolished. The locomotive remains in Superior while the new company debates what to do with it. #32 - Baldwin RS-12, c/n 76024, blt. 4/29/1955. 1,200 horsepower. Acquired new. Aggregate cost along with #33 of $282,364.13. Sold 6/5/1969 to Chrome Crankshaft (Dealer); to California Western Railroad #55, Fort Bragg, CA, 1970. Scrapped circa 1992 in Fort Bragg, with many parts going to Traveltown Museum, Los Angeles, CA, along with the #33. #33 - Baldwin RS-12, c/n 76105, blt 4/29/1955. 1,200 horsepower. Initially leased from Baldwin, then purchased. Purchase price $130,144; aggregate cost along with #33 of $282,364.13. Sold 6/5/1969 to Chrome Crankshaft (Dealer); to California Western Railroad #56, Fort Bragg, CA, 1970; to Traveltown Museum, Los Angeles, CA, circa 1992. On display and in occasional operation in museum in 2015. #34 - Baldwin AS-616, c/n 75449, blt. 3/31/1952. 1,600 horsepower. Built as Southern Pacific #5253; to McCloud River 7/15/1963. Cost $77,250. Retired 1969. Sold 8/29/1969 to Oregon & Northwestern Railroad #4, Hines, OR; to Feather River Rail Society (Western Pacific Railroad Museum), Portola, CA, 1992. #35 - Baldwin DRS-6-6-1500, c/n 74261, blt. 5/14/1949. 1,500 horsepower. Built as Southern Pacific #5207. SP retrofitted the unit in 1960 so that it could run on either Bunker C oil or diesel fuel, then converted back to straight diesel after several months of testing. Traded circa 1962/1963 in to General Electric for new locomotives. GE sent the locomotive to the Oroville Dam Construction Railroad as protection power for Oroville's new GE locomotives. To Chrome Crankshaft (Dealer); to McCloud River 3/25/1964. Purchase price together with #36:1 reported as $16,480. Painted but not lettered while in McCloud. Sold 9/2/1969 to U.S. Steel #39, Geneva, UT, and rebuilt with a chopped short hood. Scrapped in the early 1980s. #36:1 - Baldwin DRS-6-6-1500, c/n 74258, blt. 4/15/1949. 1,500 horsepower. Built as Southern Pacific #5204. Traded circa 1962/1963 to General Electric. GE sent the locomotive to the Oroville Dam Construction Railroad as protection power for Oroville's new GE locomotives. To Chrome Crankshaft (Dealer); to McCloud River Railroad 3/25/1964. Purchase price together with #35 reported as $16,480. Never painted by McCloud and seldom, if ever, operated. Cannibalized for parts until scrapped 1970 at Ash Creek Junction. #36:2 - EMD SD38, c/n 34880, blt. 4/1969. 2,000 horsepower. Acquired new. Total purchase price of #36:2, #37, and #38 reported as $714,573. Larger fuel tank installed December 1981. To Itel Rail 7/1992; to McCloud Railway Company 1993. Taken out of service due to electrical problems in 2005 and cannibalized for parts. Ownership conveyed to Williams Equipment Leasing by 2014. Remains in McCloud and may be returned to service. #37 - EMD SD38, c/n 34881, blt. 4/1969. 2,000 horsepower. Acquired new. Total purchase price of #36:2, #37, and #38 reported as $714,573. Larger fuel tank installed December 1981. To Itel Rail 7/1992; to McCloud Railway Company 1993. Ownership conveyed to Williams Equipment Leasing by 2014, then sold 2017 to Buck's Creek Rental LLC, another Williams Group company. Transferred 10/2016 from McCloud to Dakota Southern Railroad, Chamberlain, South Dakota, where it operated until suffering electrical problems in early 2019. Stored out of service on the Dakota Southern in Chamberlain, South Dakota, until June 2021, then re-marked to St. Maries River Railroad (STMA) #37. Transferred July 2021 to St. Maries River Railroad, St. Maries, Idaho. #38 - EMD SD38, c/n 34882, blt. 4/1969. 2,000 horsepower. Acquired new. Total purchase price of #36:2, #37, and #38 reported as $714,573. Recorded additions and betterments include replacing the original fuel tank with a larger capacity one in April/May 1978, cost $5,495; and install the large snowplow purchased from Alaska Railroad between December 1981 and February 1982. Sold 1992 to McCloud Railway Company. Taken out of service due to freeze damage to engine block in January 2010. Ownership conveyed to Williams Equipment Leasing by 2014. As of 9/2020 the locomotive has been returned to operable status and is awaiting the planned revival of the railroad. #39 - EMD SD38-2, c/n 74623-1, blt. 8/1974. 2,000 horsepower. Acquired new, total initial cost $341,107.16. Sold 1992 to McCloud Railway Company. Sold 1997 to Mid America Equipment Company, Mesa, Arizona; to Union Pacific #2824 1997, later re-numbered UPY #824. Used by UP primarily in hump yard service, first in Los Angeles area and then Houston, Texas. Withdrawn from service 10/2016 and sent to Metro East Industries, St. Louis, Missouri, for conversion into a model PS6B yard slug (conversion process includes removing prime mover, all roof fans and other vents, then filling the fuel tank and other parts of the engine compartment with concrete). Released 5/1/2017 and renumbered UPY #420. Mated to SD40N slug mother UPY #320 and back in service in Houston. #101, #103 - Plymouth DLC-2 gas-mechanical switchers, c/n 2101 and 2766, built 8/1925 and 12/1927. 63 horsepower. Built for McCloud River Lumber Company; to McCloud River Railroad; used in mostly maintenance-of-way work for many years before deeded to Great Western Railroad Museum. Stored for many years in the old Champion International truck shop building on east edge of McCloud until moved to Merrill, OR. #103 disassembled for restoration at time the museum vacated the shop. Both conveyed 2021 to Oregon Coast Scenic Railroad, Garibaldi, Oregon, along with the rest of the Great Western collection. OCSR is focusing initial attention on the larger pieces of the collection and have not yet determined if these two will be retained or sold. #1804 - EMD GP-7u, c/n 15704, blt. 8/1951. 1,500 horsepower. Built as U.S. Army #1834; to Alaska Railroad #1834, later re-numbered 1804 during a rebuild at the Illinois Central Gulf shops; to FSA Rebuilding, Pico Rivera, CA; stored partially dismantled in a scrap yard at Klamath Falls, OR; to McCloud River 1988. To Itel Rail 1992; to McCloud Railway Company 1993. Sold 1993 to Nevada Industrial Switch, Exeter, CA; painted as "Grand Continental" #1804 for movie Under Siege 2; leased to Corn Products, Stockton, CA; to Santa Clarita Railroad #1804, Newhall, CA, 1997; appeared in movie Lethal Weapon 4, then leased to Pacific Harbor Lines; sold 12/2002 to Gold Coast Railroad Museum, Miami, Florida, where it is in operation painted as Atlantic Coast Line #1804. #1810 - EMD GP-7u, c/n 15691, 8/1951. 1,500 horsepower. Built as U.S. Army #1821; to Alaska Railroad #1821, later re-numbered 1810 during a rebuild by Morrison-Knudsen; to FSA Rebuilding, Pico Rivera, CA; stored partially dismantled in a scrap yard at Klamath Falls, OR; to McCloud River Railroad 1988; to McCloud Railway Company 1992. Sold 1992 to Nevada Industrial Switch, Exeter, CA, but remained stored in McCloud until summer 1993; painted as "Grand Continental" #1810 for movie Under Siege 2; to Oregon Pacific Railroad, Milwaukee, OR, 1999, named Eileen Samuels; to Archers-Daniels-Midland, Hugoton, Kansas, 11/2007, then transferred 2015 to another A-D-M facility in Dodge City, Kansas. The McCloud River tested several diesel demonstrators through the years; information on them can be found here. In 1978 the McCloud shops performed maintenance work including installation of new main generators and other prime mover work on a number of Southern Pacific locomotives on a contract basis. SP #3859, a GP-9 type locomotive, was one of the first to be run through the shops. Following the work the unit was used on a few freight trains on the McCloud to test the unit before returning it to the SP. The SD38s- When they were new |
|
|
McCloud River Lumber Company
Standard Gauge #1 - GE 70-ton, c/n 32302, blt. 8/1955. 600 horsepower. Acquired new. Sold 2/24/1961 to Port of Tacoma #702, Tacoma, WA; to Oregon Pacific & Eastern Railroad #12, Cottage Grove, OR, 1973; to Modesto & Empire Traction #608, Stockton, CA, 1983; retired 2009 and sold to Sterling Rail (dealer); to Mobil Grain Ltd. #608 (Last Mountain Railway/Big Sky Rail), Regina, Saskatchewan, Canada. Trucked 8/2011 to Canada. #101, #103 - Plymouth DLC-2 gas-mechanical switchers, c/n 2101 and 2766, built 8/1925 and 12/1927. 63 horsepower. Built for McCloud River Lumber Company; to McCloud River Railroad; used the unit in mostly maintenance-of-way work for many years before deeded to Great Western Railroad Museum. Stored for many years in the old Champion International truck shop building on east edge of McCloud until moved to Merrill, OR. #103 disassembled for restoration at time the museum vacated the shop. Both conveyed 2021 to Oregon Coast Scenic Railroad, Garibaldi, Oregon, along with the rest of the Great Western collection. OCSR is focusing initial attention on the larger pieces of the collection and have not yet determined if these two will be retained or sold.
Narrow Gauge Up until 1969 the McCloud River Lumber Company operated an extensive narrow (28.5-inch) gauge railroad system that was used to move lumber around within the massive McCloud mill complex. The company used the following locomotives on that narrow guage system: ?:1- Milwaukee 7 ton, blt. 1912? Gas mechanical locomotive. Presumed scrapped before 1940. Several pages from a period Milwaukee catalogue featuring the locomotive can be seen on another website here, here, and here. ?:2- GE, c/n 5843, blt. 1917. Battery electric locomotive. Purchased new. Scrapped 1946. ?:3 (99?)- GE, c/n 9218, blt. 1923. Battery electric locomotive. Built for Inspiration Consolidated Copper, Miami, Arizona (36" gauge); Sold to McCloud River Lumber Company and rebuilt to 28" gauge. Converted 1946 to diesel mechanical with Buda-Lanova engine. Stored in mill until circa 1983, then conveyed to Great Western Railroad Museum and moved to a storage site in Mt. Shasta City. Sold circa 7/2002 to a private party, Roseville, CA. Subsequent disposition unrecorded. ?:4- Baldwin, c/n 58425, blt. 5/13/1925. 18 horsepower. Battery electric locomotive. Presumed retired and scrapped in the 1950s. 2, 79- Gasoline locomotives listed in 1917 itemized inventory of insured property, valued at $1,500 each. No other details preserved. One may be the Milwaukee locomotive described above. 2241- Plymouth 5 ton, c/n 2241, blt. 3/1926. 32-1/2 horsepower. Gas mechanical locomotive. Acquisition date and source not recorded. Stored in shed in McCloud mill until circa 1983, then conveyed to Great Western Railroad Museum and moved to a storage site in Mt. Shasta City. Sold circa 7/2002 to a private party and moved to Roseville, California; by 2/2011 locomotive had been sold to a private party in Stockton, CA, then re-sold to a private party in Colorado, but never left California. Sold late 2020/early 2021 to a private owner, Eugene, Oregon, for use on a private railroad. 4204- Vulcan 7 ton, c/n 4204, blt. 2/1937. 67 horsepower. Diesel mechanical locomotive. Probably purchased new. Rebuilt with a Caterpillar diesel engine. Stored in shed in McCloud mill until circa 1983, then conveyed to Great Western Railroad Museum and moved to a storage site in Mt. Shasta City. Sold circa 7/2002 to a private party and moved to Roseville, California; sold by 2/2011 to a private party in Stockton, CA. 4251- Vulcan 5 ton, c/n 4251, blt. 10/10/1938. 44 horsepower. Diesel mechanical locomotive. Probably purchased new. Rebuilt with a Caterpillar diesel engine. Sold by 1970 to Dunes Pacific Railroad #1, Timber Dunes Park (Florence), OR, where it received a fake steam locomotive shroud. Operated on Dunes Pacific 1970-1977, when shifting sand dunes closed the railroad. To U.S. Forest Service 1978 along with the rest of the park; to Oregon Electric Railway Museum, Glenwood, OR, circa 1980/1981; to Heidi's Swiss Village /Ashley's Cafe, Boring, OR, where it powered train rides on a short loop of track until circa 1999, then placed on static display; to private owner, Eugene, OR, in 2006 for use on a private railroad. Narrow Gauge roster information provided by John A Taubeneck.
|
|