The TH&B bought two 2-8-4s from the Montreal Locomotive Works in 1928. They were assigned road numbers 201 and 202 and had 63" diameter drivers, 28" x 30" cylinders, a 240 psi boiler pressure, exerted a tractive effort of 68,900 pounds and each weighed 403,000 pounds.
These two locomotives were the only Berkshires made in Canada. There are no surviving TH&B 2-8-4 "Berkshire" type locomotives.
|Qty.||Road Numbers||Year Built||Builder||Notes|
|2||201-202||1928||MLW||Numbers 201and 202 scrapped in 1953|
Boiler had Coffin feedwater heater, valve motion limited cutoff, duplex stoker. Note how much lighter for its tractive effort this engine was than many others. (It had a very low factor of adhesion -- was it prone to slipping?). William Blevins' calculation on page 200 established that the boiler could sustain an evaporative rate of 68,690 lb (31,157 kg)/hour. Its calculated max drawbar horsepower of 3,320 (2,477 kW) was topped only by the Canadian Pacific's two 4-8-4s. Measured at 65% cutoff, the tractive effort was still a healthy 69,000 lb (31,298 kg).
Rob's post offers a lot of useful background to this class. He notes that TH&B traffic up the Niagara Falls Escarpment entailed scaling a 1.04% grade for 4.41 miles (7.1 km). Existing Gs Consolidations (Locobase 14707) couldn't manage the loads. Tests with a New York Central Mikado and a Boston & Albany Berkshire led the railroad to opt for the latter. But there was a hitch, according to Rob: "For reasons of economy it was decided to build the locomotives in Canada, Lima had no Canadian subsidiary so tooling would have been prohibitively expensive for such a small order. As luck would have it Alco had just finished an order for 12 Berks of their design for the C&NW so the patterns were promptly rushed to MLW Alco's Canadian wing."
Blevins observed (p. 203) that the As were the "closest approximation to the 'Super-Power' of the Lima Locomotive Works (USA) to be found in Canada.'
The two A class engines arrived on the property on July 8 and July 12 and took on their regular assignment" "...the starlight freight run between Hamilton and Michigan Centrals Victoria Yard in Fort Erie Ontario, a 50 mile (80.5 km) run. " Rob adds that the pair was capable of 65 miles per hour (104.7 km/h) in service, suiting them to stand in for 4-6-2s and 2-8-2s on the Escarpment.
In any event, it was the last freight steam to operate on the TH&B, being scrapped in 1953.
|Specifications by Steve Llanso|
|Railroad||Toronto, Hamilton, & Buffalo|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.42|
|Overall Wheelbase (engine & tender)||75.60'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||249500 lbs|
|Engine Weight||383000 lbs|
|Tender Light Weight||228000 lbs|
|Total Engine and Tender Weight||611000 lbs|
|Tender Water Capacity||12000 gals|
|Tender Fuel Capacity (oil/coal)||16 tons|
|Minimum weight of rail (calculated) on which locomotive could run||104 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||240 psi|
|Cylinders (dia x stroke)||28" x 30"|
|Tractive Effort||76160 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.28|
|Firebox Area||338 sq. ft|
|Grate Area||100.30 sq. ft|
|Evaporative Heating Surface||5080 sq. ft|
|Superheating Surface||2242 sq. ft|
|Combined Heating Surface||7322 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||237.60|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||24072|
|Same as above plus superheater percentage||31534|
|Same as above but substitute firebox area for grate area||106267|