The real Heisler 91 operated in Mineral and the surrounding area for the West Fork Timber Co. West Fork Timber was the Murray Pacific Logging Operation. Tom Murray founded the museum and provide significant funding.

Had the real #91 still existed, he would no doubt have restored it. But it was scrapped. The 102 was a close match, though not identical. It's certainly a reasonable stand-in for the locomotive that operated in the area.

Sometimes when the actual artifact is no longer available, you have to work with what you have. Some tourist railroads use stand-ins, others avoid the issue by using their own road name instead. As long as it's documented, I don't see it being a problem.

That is incorrect. A station and engine house will likely be constructed in Eatonville. The shops and museum will remain at the current location. That provides the passengers with a destination rather than just a train ride.

Good to know, glad that's the plan.

The West Fork Logging #91 vs Kinzua Pine Mills #102 conondrum in the view of a
rivet counter (myself):

The West Fork Logging #91 was a regular 1923 catalog 90 tonner with the since 1925
available option superheat (outside admission) made in March 1928 as cn 1557 with
an open cab. Tractive effort 38880 lbs.

The marketing name "West Coast Special Heisler" was not used until Summer 1928.
So 1557 was not a WCSH!

Heisler included 4 very important technical changes that distinct the real new model
"West Coast Special" from the ones made before:
Enclosed cab,
Superheater with inside admission,
Cylinder diameter enlarged by 1/4 inch,
Gearing changed from 24:12 (2.00:1) to 24:11 (2.18:1).
Which bring the tractive effort to 43600 lbs.

The Kinzua Pine Mills #102 is a real West Coast Special Heisler.
Made December 1929 as cn 1595 90 ton and shipped undecorated in May 1930 to
Heisler dealer Whitney Engineering in Tacoma, WA (that the reason no builder photo
exist).
Sold in 1935 to Whitney Engineering (for accounting reasons) and finally in 1936
to Kinzua Pine Mills Co.

See below a Kinsey photo from just new #91.
And to compare cn 1593 90ton 11/1929 builder photo (identical twin to cn 1595).

P.S. That not connected third truck is the reason that lokie tend to slip so easy, all
the power is distributed via 4 instead of 6 axles.

I suspect the change from 24:12 to 24:11 was not done for increased tractive effort, but for increased gear life. In a 24:12 pair, any defect that begins to appear on a given tooth will soon transfer that defect to the mating 2 teeth. The 24:11 pair is known as a "hunting teeth" pair since the gear mates are constantly shifting. This is a common technique for extending gear life.

Sorry Kimball,
that is wrong. From todays engineering view...yes maybe.
But we are in the summer of 1928 and Heisler Locomotive Works
with just a single product fight for survival against the major
competitors.

The goal ws to distant themselves from the 38.000 lbs TE
Lima 3-PC-13, Baldwin 16_28/46_1/4-DD
and reach the 43.000 lbs TE of the
Baldwin 16_30/50_1/4-DD.

PS the 24:12 worked well in all Pickering Heisler until today.