The Central New England Railway bought and operated over 200 steam locomotives during it time as an independent line but only bought three "Mikado" type locomotives. The trio was bought from the American Locomotive Company in 1916 and given road numbers 180 through 182.
These locomotives had 63" diameter drivers, 26" x 32" cylinders, a 200 psi boiler pressure, they exerted 58,372 pounds of tractive effort and each weighed 309,600 pounds. The fire box was 321 square feet, the evaporative heating surface was 3,864 square feet and with the superheater the combined heating surface was 4,734 square feet.
There are no surviving CNE 2-8-2 "Mikado" type locomotives.
|Qty.||Road Numbers||Year Built||Builder||Notes|
The diagrams tell us that the firebox heating surface iincluded 59 sq ft in the combustion chamber and 69 sq ft in 3 thermic syphons (2 in the firebox, 1 in the combustion chamber). Maximum water evaporation was calculated to be 41,175 lb/hour of which about 40% came from the direct heating surfaces. Theoretical steam consumption could exceed boiler capacity, reaching 42,160 lb/hour and generating a boiler factor of 97.7%
According to Drury (1993), these locomotives had a low maximum height in order to serve the Dorchester branch to the Readville Yard in eastern Massachusetts. He offers an amusing comment about the tenders: "A freshly coaled J-1 was likely to have a coal pile towering over the cab, at least as far as the first bridge on the Dorchester Branch."
The diagrams tell us that the firebox heating surface iincluded 28 sq ft in 4 arch tubes and 71 sq ft in the combustion chamber. Each of this octet had a total boiler capacity about 25% greater than the J-1s described in Locobase 9781. A J-2's maximum evaporation capacity was calculated at 51,740 lb/hour, of which 17,660 lb/hour (34.1%) came from direct heating surfaces. As theoretical steam consumption reached 50,630 lb/hour, the boiler factor worked to 102.3%
These engines weren't fitted with a mechanical stoker (although they did have a horizontal coal pusher in the tender), which meant that they soon fell into yard or hill-pushing service.
|Specifications by Steve Llanso|
|Railroad||New Haven (NYNH&H)||New Haven (NYNH&H)|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.48||0.48|
|Overall Wheelbase (engine & tender)||64.12'||72'|
|Axle Loading (Maximum Weight per Axle)||47100 lbs||60700 lbs|
|Weight on Drivers||185850 lbs||241000 lbs|
|Engine Weight||251750 lbs||309600 lbs|
|Tender Light Weight||156000 lbs||180500 lbs|
|Total Engine and Tender Weight||407750 lbs||490100 lbs|
|Tender Water Capacity||7500 gals||8000 gals|
|Tender Fuel Capacity (oil/coal)||13 tons||12.5 tons|
|Minimum weight of rail (calculated) on which locomotive could run||77 lb/yard||100 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||200 psi|
|Cylinders (dia x stroke)||25" x 30"||26" x 32"|
|Tractive Effort||50595 lbs||58372 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.67||4.13|
|Firebox Area||298 sq. ft||321 sq. ft|
|Grate Area||53.20 sq. ft||59.20 sq. ft|
|Evaporative Heating Surface||2871 sq. ft||3864 sq. ft|
|Superheating Surface||656 sq. ft||870 sq. ft|
|Combined Heating Surface||3527 sq. ft||4734 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||168.44||196.50|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||10640||11840|
|Same as above plus superheater percentage||12662||13971|
|Same as above but substitute firebox area for grate area||70924||75756|