The following article originally appeared in the Western Independent v. 3, no. 9 (June 1905), a periodical produced by the People's University in Olympia. I am not able to reproduce the excellent graphic accompanying this piece. Shortly after this article was written, Henry McCleary purchased this locomotive and used it in on his logging railroad , which ran from McCleary to Eld Inlet, near the spot where present-day Route 101 splits off from State Highway 8. Today this locomotive, nicknamed "Dink" or "Dinky," is on display in McCleary's Beerbower Park and is considered the 2nd oldest locomotive in Washington State. The McCleary Museum has a motion picture of this very locomotive in action during the final years of it's active service in the 1930s.:

A Ride On Jameson's Logging Train ...

Four or five times a day a short but strong little locomotive comes down out of the timbered Black Hills, bringing with it several cars loaded with logs. The logs are dumped into the Sound at the head of Eld's Inlet, and then Engineer Switer toots the whistle, Fireman Stearnton rings the bell and the little locomotive begins to climb back up among the Black Hills, pushing the empty logging cars before it to Jameson's camp, seven and a half miles from the landing.

Not long ago the author and a friend, urged by a desire to ride in the cab of the little engine, and see it climb up the steep mountain grade, secured permission to make the trip, and eleven o'clock a.m. one bright Monday found us waiting at the landing on Eld's Inlet ready for the ride. Although the cab is the largest part of the locomotive, yet that seems small indeed when four people are within its doors. Fireman Stearnton proceeds at once to pack each one away into some corner that he may have some room to throw wood into the hot fire beneath the boiler. The fuel, short blocks of wood, is piled in a tier at the back of the cab.

As we left the landing, Engineer Switer gave the whistle cord several pulls and Fireman Stearnton kept the bell ringing, which, by the way, was another large part of that small engine. All this noise was made to warn teamsters that we were approaching the crossing of a wagon road. We crossed this road immediately after starting, and in spite of the noisy warning, a stray horse got excited and tried to jump over the cars. The train was stopped so suddenly that the horse was not hurt. The train hands said that fool horse seemed to have nothing else to do but take running jumps at the cars whenever the opportunity offered. The fireman gave me his seat, and looking out of the cab window I found we were already climbing the hills, indeed we were running along the face of a hill constantly mounting higher. Thick undergrowth and timber grew on each side of the track, but now and then an open place permitted us to see the Sound, which we had left but a few moments before. The tide was out, leaving the oyster flats all uncovered. We could see the Indian women busy at work picking up the lucious bivalves. To the east Mount Rainier towered high.

The bed to a logging road is not made permanent and the road is rough, but we were surprised to see how well it was done. There is great expense connected with getting out timber by means of a railroad; but calculate how much it would cost to move such quantities of timber by means of oxen. The new method certainly surpasses the old.

The engine bumped and bounced along. At every level place the fireman threw open the door to the fire-box and stick after stick of wood was rapidly thrown into the hungry flames. Before reaching each up-grade the fire-box door was again closed and with the fiery furnace full of crackling wood, the little locomotive bravely puffed its way up the steep incline. On a trestle it stopped above a stream and took on water. A big suction hose drew the water up to the engine boiler from the creek below. Fireman Stearnton climbed down over the side of the trestle with a drinking cup and passed us all a refreshing drink from the cool mountain stream. When the boiler was full, Engineer Switer began pulling up the pipe by means of a rope attached to the end that was down in the water. The pipe swung up, and being held at both ends it sagged down in the center with the weight of several gallons of water that had not escaped from its mouth as it was coming up. Just beneath the hose was Stearnton, half way up the trestle's frame, when suddenly over flopped the pipe and down went fifteen gallons of water, thoroughly baptizing the unfortunate fireman.

Further on, all of the train crew helped to pile more wood into the cab. Here Conductor Earnest Rice suggested that the journalist and photographer exercise their muscles, but we could not find a place in the line of wood throwers and so got off easy. Close surrounding us were miles of logged and burned over sections, with thousands of great stumps and stubs to make the landscape look broken, and even barren if it were not for the higher peaks of green timbered hills.

The train pulled into camp in time for dinner. All that we saw and became acquainted with at Jameson's camp we will for the present time pass over and make the return trip at once.

The cars are loaded and the train pulls out from the landing with Conductor Rice and Edd Cannaday in charge of the four cars loaded with logs. Both Rice and Cannaday are standing upright on the logs and do the brakeing by means of ropes attached to wheel brakes. By pulling the ropes taunt the brakes are pressed against the wheels. This is the common way of brakeing a logging train. The ride down the steep grade is not unattended with danger, but the accidents are not as many as one might expect. We noticed some places where cars at some time jumped the track. We enjoyed the run going down as much as we had the trip up, and took the picture shown in the title at the rollway on Eld's Inlet.