The first engine the railroad owned was the Governor Markham, a 2-4-2T. She came with no road number and never acquired one. Built in July of 1891 by Baldwin, she was sold in May of 1908 to a stone company in Lapis, California. Her final disposition is unknown. She had 50” drivers, a boiler pressure of 130 lbs., and developed 15,330 lbs. of tractive effort, the lowest for any engine on the Belt Line. At the time, she was adequate to the task and was all that the railroad needed for ten years.
The next engine to come on board was the No. 2, built in January of 1901 by the Baldwin factory in Philadelphia. She was an 0-4-2T with 50” drivers. At 92,700 lbs., she was the lightest engine the Belt ever owned. She cost the Harbor Commissioners $9000 and worked on the line for fifteen years. She was sold to the California Western Railroad which ran her for four years and scrapped her in 1920.
The No. 3 was another 0-4-2 bought from Baldwin. She came on board in the spring of 1904 and lasted until 1920 when she was sold to Columbia Steel in Pittsburg California. She weighed a bit more than the No. 2, but her tractive effort at 18,866 lbs. was the same.
The “Second” No. 1 lasted as long as there was steam on the railroad. She was bought in 1908 and sold to Pacific Portland Cement in May of 1946. They scrapped her in 1951. A much larger 0-6-0, she weighed 145,000 lbs. and had 27,380 lbs. of tractive effort. She always carried the road number of “1” even though she was clearly the fourth engine bought by the Belt Line
The No. 4, an 0-6-0, survives to this day, albeit in pieces awaiting restoration. She was bought from Vulcan through a broker who did much finishing work on her. She arrived in the summer of 1911 and departed for Modesto and Empire Traction in 1932.
The No. 5 was another Baldwin, but different from those that came before or after. It was an 0-6-0 with a 19” x 24” cylinder like the No. 4. Later Baldwins were all 20” x 24”. She weighed 119,000 lbs. more than the previous engine, but less than the 143,000 lbs. that later numbers carried. Her boiler pressure was only 145 lbs., lower than any engine except the Governor Markham. She was built in July of 1912.
No. 6 came from Baldwin in February of 1913 at a cost of $17,226. Like the locomotives that followed her, she had 51” drivers, 175 lbs. of boiler pressure, and could generate around 28,000 lbs. of tractive effort. In August of 1944 she was sold for $4000 to Cowell Portland Cement who eventually scrapped her.
The No. 7 was an Alco-Brooks product that was completed in April of 1914. Her specifications were very much like Baldwins; at 143,000 lbs. she was a bit lighter but rated with the same pulling power as the others that followed. She had the same 51” drivers and was otherwise the same sort of Southern Pacific–influenced engine that the State Belt was buying. The locomotive went to the Yreka Western in August of 1944.
No. 8 was another Baldwin in this same series of Southern Pacific–inspired broad-shouldered switchers, with 145,200 lbs. on the wheels and 28,000 lbs. of tractive effort. She appeared July of 1916 and went with the No. 7 to the Yreka Western in August of 1944.
In May of 1920, the Harbor Commissioners went back to Alco-Brooks for the No. 9. She weighed 800 lbs. more than the No. 8, but all the other specifications were the same. In 1944, replaced by one of the diesels, she went to a sugar company in Sinaloa Mexico for $2,500.
The No. 10 was bought from Baldwin in September of 1923 for $34,448. Each new engine seemed to weigh a bit more than the last and she was no exception. She tipped the scales at 147,900 lbs., but her tractive effort was no better. She went for $2500 to Pacific Portland Cement along with Second No. 1 in August of 1946.
The No. 11 was the last steamer bought and the heaviest at 150,000 lbs. She cost $31,868 in July of 1927. In July of 1946 she fetched $2500 from the Mexican sugar company and headed south with No. 9.
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