Mikado Locomotive Specifications

A & V / VS & P (SRS) Class I (Locobase #6082)

Small Mikados for both the A & V and Vicksburg, Shreveport & Pacific. The A & V locomotives arrived over a long run. 460 (BLW #51644) in 1917, 461 (55487) in 1922, and 462-463 (58017-18) in 1924. The latter two had 2 more superheater flues and 21 fewer tubes. They also had Nicholson thermic syphons.

The VS & P locomotives were more closely spaced. 360-363 (BLW #42739-42742) were delivered in 1916. 364 (51675) followed in 1919, while 365-368 (53059-60, 53091, 53119) finished the class in 1920.

All were taken into the Illinois Central and renumbered 3960-3972.

Akron, Canton, & Youngstown Class R-1 (Locobase #1)

The AC&Y built this class over a surprisingly long time. After taking 2 in 1926, the railroad received 2 more in 1928 as class R-1; these weighed 313,800 lb. Thirteen years later Lima delivered two more as Class R-2 (319,800 lb) with one more coming in 1944 (313,800 lb). The first two were scrapped in 1948 & 1946, respectively. The others carried on until the 1950s.

Alaska Railroad Class 701 (Locobase #6427)

Alton & Southern Class 10 (Locobase #7335)

These were a relatively small pair of Mikes for the mid-1920s, although when stacked against all 2-8-2s, they fell into the middle of the pack. 14" piston valves promoted free-steaming and 27 sq ft of arch tubes contributed to the direct heating surface.

Alton & Southern Class 13 (Locobase #7336)

Ordered a year after the earlier pair, this Mike had fewer small tubes and a slightly smaller heating surface as a result. Like the others, the firebox heating surface in 13 included 27 sq ft of arch tubes.

Alton & Southern Class 2 (Locobase #8318)

Alton & Southern Class 15 (Locobase #7337)

The A & S bought one of the last Mikes to be built for an American railroad. It was a big engine with lots of power. The firebox heating surface included 86 sq ft of thermic syphons.

Alton & Southern Class 16 (Locobase #7338)

A year after the A & S bought a large, powerful Mike (Locobase 7337), it went to Alco for a near-sister to the 1920s 2-8-2s it had also procured from Alco.

Ann Arbor Class H / K6 (Locobase #7340)

This small Michigan railroad bought its motive power in small batches that had differences even within the class. The first two had the EHS and the number of small tubes as shown. The 182 had 8 more small tubes (247), which increased its total heating surface to 3,991 sq ft. Seven years later, the AA bought 5 more built to a slightly different design; see Locobase 7341.

The Wabash later took over the Ann Arbor and renumbered this class as shown.

Ann Arbor Class H1 / K7 (Locobase #7341)

These were the post-war Mikes for the Ann Arbor. They were middle-of-the-pack 2-8-2s apparently based on the pre-war H class (Locobase 7341). For an increase of two tons of adhesion weight, they gained some addtional heating surface. Moreover, their boilers steamed harder and raised calculated tractive effort by 5,000 lb.

When the Wabash took over the Ann Arbor, they renumbered this class 2490-2494.

Atlanta & St Andrews Bay Class 401 (Locobase #6666)

These Mikes were added to the railway just as the US entered World War I. For their time, these were good-sized engines with dimensions that duplicate those of the New York Central's H-5 class. Locobase wonders if these were in fact exiles from the Water-Level Route.

Atlanta, Birmingham & Atlantic (AB&C) Class K-3 (Locobase #7860)

Locobase finds it very hard to believe that the grate area of this large Mikado design was truly as small as 43.3 sq ft, yet the diagrams from 1930 and 1943 insist upon it. The earler diagram had an impossibly high heating surface figure that was revised down by more than 1,000 sq ft. But the ratios were still very high and the factor of adhesion quite low.

Atlanta, Birmingham & Atlantic (AB&C) Class K-2 (Locobase #7859)

These relatively small Mikados came to the AB & C in 3 batches (builder's numbers 38-933-38937, 40302-40306, 41739-41743) and were taken into the Atlantic Coast Line as their AK-2. Serving the ACL until 1947-1952, many were then sold to short lines and industrial railroads.

Atlantic Coast Line (ACL) Class M-S (Locobase #7668)

The first of a small holding of Mikados on the ACL, these came relatively early in the type's history. As such, they had the low drivers and small grate that signified 2-8-2s that derived from earlier Consolidation designs. Also, the 8" piston valves seem positively puny. Still, the ACL found uses for the class, which wasn't scrapped until 1951-1952.

Atlantic Coast Line (ACL) Class M-2 (Locobase #7667)

The design was of average size and power for its time and represented a substantial increase in power at speed over the M class (Locobase 7668) that had brought the Mikado arrangement to the ACL. The boiler wasn't much bigger, but the grate was substantially ...well ...greater in size. Also, the piston valves diameter increased by 50% to 12" (still not comparable to many other Mikados).

Drury (1993) says this class served the coal traffic on the Montgomery line until the end of steam in 1952.

Baltimore & Ohio (B&O) Class Q-1 (Locobase #1037)

Sagle 1964. Data from B & O Locomotive Diagrams supplied by Allen Stanley in May 2005 from his extensive collection.

Locobase needs to confirm that the two classes shared the same boiler -- a design economy pursued by the Pennsylvania with great success in its K-4 and L-1 designs of 3 years later. The information provided in the diagrams suggests, however, that the Q-1 was very short of direct heating surface.

When superheated, these became the Q-1ba and Q-1ca.

Baltimore & Ohio (B&O) Class Q-3 (Locobase #1038)

100 engines delivered in 1918, including the first for the USRA. Compared to the earlier Q-1s, this class had more firebox heating surface.

Last Q-3 retired in 1959.

Baltimore & Ohio (B&O) Class Q-4 (Locobase #941)

Firebox heating surface included 35 sq ft of arch tubes.

135 engines delivered in 1920-1923. May have shared components with better-known Big Six 2-10-2. These locomotives were rated for passenger service. Last Q-4 retired in 1959.

Baltimore & Ohio (B&O) Class Q-1aa (Locobase #3096)

The large class was obviously a common 2-8-2 type on the B & O and served until the end of steam.

Big Four (NYC) Class H-7e (Locobase #5404)

Data from NYC 1 - 1946 Locomotive Diagram book ( supplied in May 2005 by Allen Stanley from his extensive collection) gives a range of weights for this class randing from 328,000 lb to 343,100 lb. Locobase picks a value from the table that falls in the middle. The differences are due in part to the provision of Delta trailing trucks in some engines.

The Cleveland, Cincinnati, Chicago, and St Louis engines were procured at the same time as the 10 for the Michigan Central; see Locobase 5403.

Cambria & Indiana Class K-2 (Locobase #6797)

After 6 years with the C & I, this Mike went to the Clinchfield as their 498. Working in local freight and even switching service, this one-of-a-kind survived until 1951.

Cambria & Indiana Class 7 (Locobase #6456)

These Mikados were certainly designed for the C & I's coal drags up and down steep gradients in western Pennsylvania. Their low drivers indicate as much, as does the location of the steam dome well back along the boiler between two sand domes. Firebox heating surface includes 25 sq ft of arch tubes.

The low drivers might have proved too small; indeed, no other standard-gauge Mike with a boiler this big had drivers of less than 63" in diameter.. Not two decades later, all three engines were sold off the property in 1930. 7 went to the S&L, 8 to General Logging Company and 9 to General Railway Equipment.

The C & I grew from the Blacklick & Yellow Creek Railroad, common-carrier outgrowth of the Vinton Lumber Company's lumber road. The C & I was incorporated in 1911. Because much of the ownership resided in one person, the C & I didn't pass out of family hands until 1950 when Bethlehem Steel bought it.

Canadian National (CNR) Class S-1 (Locobase #4357)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection. With 67 sq of thermic syphons fitted, firebox heating surface area rose to 295 sq ft.

Canadian National (CNR) Class S-3-a/-b/-c (Locobase #4359)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Canadian National (CNR) Class S-2 (Locobase #4358)

Using the same basic running gear as the S-1s, the CN put a larger boiler and firebox over it and came up with the S-2. A photograph in Drury (1993) shows the Belpaire boiler, which was unusual for a Canadian locomotive, and explains that the Worthington feedwater heaters with which they were originally equipped was later removed.

Canadian National (CNR) Class S-4-b (Locobase #4)

Firebox had 91 sq ft of thermic syphons. Relatively short boiler for a Mike (most were at least 18 ft over tube sheets). Note the high degree of superheat and high boiler pressure.

Canadian Pacific Class P1a/b (Locobase #3086)

RA highlighted the wedge truck, which substituted inclined wedges for the more usual swing links. Also singled out was a casting that combined the back steam chest cover and the crosshead guide. These engines also had a vestibule cab.

The first 20 (P1a) delivered by Canadian Pacific, the latter 75 came from Montreal Loco Works as P1b. These engines were redesignated P-1d & e and renumbered 5100-5194 in 1926-1930. Retirements began in 1957 and the last engine had left by 1964.

Canadian Pacific Class P1d/e (Locobase #4524)

Conversions of 20 P1a to P1d (5100-5119) and 75 P1b to P1e (5120-5194). The firebox heating surface included 26 sq ft of arch tubes.

Canadian Pacific Class P2a/b/c/d (Locobase #407)

Series of CP Mikes that were enlargements of the P1a/b engines. They had larger-diameter cylinders, bigger grates, and higher boiler pressure. As usual, weight grew as the locomotives were reboilered.

Canadian Pacific Class P2e/f (Locobase #5050)

Canadian Pacific Class P2h (Locobase #3)

Last in series of CPR locomotives. Earlier P2s had larger cylinders (23") and lower boiler pressure (250 psi). Notice how the smaller cylinders stretched the boiler's steam supply.

This last batch went into service on the plains east of the Rockies.

Canadian Pacific Class P1n (Locobase #4523)

Converted from N2 2-8-0s (Locobase 4525). The firebox heating surface included 26 sq ft of arch tubes, but the chief difference between the N2 and the P1n was the much longer tube length. This enlarged the boiler's steaming capacity and ameliorated the pinched capacity that was a source of complaint by N2 engineers.

Central of Georgia Class 1751 (Locobase #7940)

This is an interesting and relatively rare example of upgrading a locomotive class by changing the wheel arrangement. The Central of Georgia bought 10 Consolidations from its parent Illinois Central in 1912. Their 63" drivers suggested fast freight so the railroad revised one engine in 1919, a second in 1921 and contracted with Alco's Richmond Works for conversions of the other 8 in 1923.

Central of Georgia Class MK (Locobase #75)

601-615 Baldwin 1912

616-637 Lima 1915-1916

638-657 Lima 1923

658-667 Baldwin 1925

Briefly described in Railway Age Gazette of 20 March 1926. Data from CofGa 12-1925 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Central RR of New Jersey Class M-2/2as/3/3as / M-63 (Locobase #5)

Firebox had combustion chamber, boiler had feedwater heater. Virtually identical to USRA Heavy Mikado but with a wide firebox for anthracite coal. The large stud of Mikes arrived over a 5-year period, but were essentially identical as designed. Brooks supplied the M-2 and M-2as (860-895), Schenectady the next 20 as M-3 (896-915), and Baldwin the last 20 (916-935).

Many were later fitted with thermic syphons and two arch tubes, which increased the firebox heating surface to 430 sq ft and total heating surface to 5,486 sq ft.

Chesapeake & Ohio (C & O) Class K-1 (Locobase #480)

Chesapeake & Ohio (C & O) Class K-6 (Locobase #479)

Chesapeake & Ohio (C & O) Class K-2 (Locobase #481)

Chesapeake & Ohio (C & O) Class K-3, K-3a (Locobase #482)

Chesapeake & Ohio (C & O) Class K-5, K-8 (Locobase #6)

K-8 put 10,500 fewer lb on drivers than did K-5, but the basic dimensions were identical except for EHS, of which K-8 had 3,829 sq ft. K-5 used Baker, K-8 Walschaert valve gear. Source (C&O Power) doesn't give superheater area. Cylinder horsepower is 2,434. K-5 had Worthington feedwater heater, K-8 none.

Chicago & Alton Class L-2 (Locobase #1414)

Chicago & Alton Class L-3 (Locobase #6626)

Chicago & Alton Class L-4/Q-8 (Locobase #1415)

successful design in 1918-1919. These 10 engines were assigned to the Chicago & Alton and represented the zenith of freight power on the C&A. They were later redesignated Q-8 and renumbered 4385-4394.

Chicago & Eastern Illinois (C & EI) Class N-1 (Locobase #1039)

Charles Kratz in Drury (1993) says of these 25 engines : "They were fast and powerful and they changed the C&EI did business."

Chicago & Eastern Illinois (C & EI) Class N-2 (Locobase #7)

Based on the light USRA design, but there are some small, slight differences. Retired 1940-1950..

Chicago & Eastern Illinois (C & EI) Class N-3 (Locobase #7176)

These Mikes represent the difficulty any effort at standardization as represented by the USRA series. Although competent engines, they don't signify a significant improvement over either USRA 2-8-2.

Chicago & Illinois Midland Class E-1 (Locobase #7653)

These Mikes appear to be a slight enlargement of the C-1 Consolidation (Locobase 7652) that the C & IM picked up at a yard sale in 1910. Like the C-1, the Mikes used 12" piston valves and the firebox heating surface included 26 sq ft of arch tubes. Adhesion weight came within 1,000 lb of the earlier engine, the boiler had almost the same number of tubes and flues and grate area as well as the wheelbase were identical. The big difference came in the length of the tubes & flues, which gave them a higher heating surface to cylinder volume ratio.

521-522 used Walschaert radial valve gear; the 523-522 that arrived in 1918 were identical except for their use of the Southern valve gear. They also weighed about 2 tons more.

Chicago & Illinois Midland Class E-3 (Locobase #7654)

Locobase 7653 shows the original Mikados bought by the C & IM in the teens. The pair in the current entry came after World War I. The boiler was substantially larger -- one of the largest in comparison to the cylinders it supplied among all Mikes. The design took off 10 psi of working boiler pressure and an inch of driver diameter to maintain approximately the same tractive effort. Firebox heating surface includes more supplementary appliances (arch tubes and thermic syphons) that contributed 72 sq ft.

Chicago & Illinois Midland Class F-4 (Locobase #8)

Firebox heating surface included 90 sq ft of arch tubes and thermic syphons.

Very similar to Akron, Canton, and Youngstown R-1 2-8-2 of 1926 (Locobase 1); both were based on the USRA light Mikado design of 1918. The design abandoned the drag-freight driver diameters of the earlier C & IM 2-8-2s (Locobase 7653 & 7654) in favor of the racier 64". 550 trailed a slightly larger tender that held 18 tons of coal and weighed 192,300 lb loaded.

The first two arrived in 1928, 552 in 1931. All three were retired in 1955.

Chicago & North Western (C&NW) Class J (Locobase #6306)

Firebox heating surface included 29.6 sq ft of arch tubes. Data from diagram. The first 192 delivered used Baker valve gear, the remainder moved steam with the Young gear, which had two rods, two links and allowed cutoffs to be set as high as 90% of stroke.

This class was the backbone of freight work on the Chicago & North Western. Many later saw a major increase in superheater area; see Locobase 8383.

Delivered over a period of 10 years, the class remained in widespread service well into the 1950s.

Chicago & North Western (C&NW) Class J-A (Locobase #8383)

This renovation of the original J (Locobase 6306)design saw a substantial increase in its superheater area as well as an increase in driver diameter. A few surrendered their arch tubes in favor of circulators. The 51 sq ft of the latter device increased the firebox heating surface to 281 sq ft. Subsidiary St Paul, Minneapolis & Omaha rebuilt many of its J-class locomotives (at least 23 of the 32, as far as Locobase can tell). These had exhaust-steam injectors.

Chicago Great Western Class L-1 (Locobase #3093)

These Mikes were an instant success on the CGW, which conducted tests in March 1914 tests among 10 each of the CGW's Consolidations, Prairie Mallets, and the Mikados over the Eastern Division between Oelwein, Iowa and Stockton, Ill. The results, according to Railway Age (30 October 1914), proved the value of the superheater and of the 2-8-2 wheel arrangement in general. Mikes handled more tonnage, compiled more gross ton-miles and cost less to run per mile.

Ten more L-1a, which were essentially repeats of the L-1, were supplied by Baldwin in 1920 (see Locobase 6124). Six L-1bs (733, 735-739) were L-1s (nee 703, 705-709) with disk main drivers, mechanical stokers, and new frames; they were rebuilt at Oelwein in 1937-1939; see Locobase 6125. The last Mikado went out with steam in 1950.

See http://www.geocities.com/zvwrr/chicago_great_western_steam.html for the original 1917 railroad diagrams.

Chicago Great Western Class L1s/L2 (Locobase #4178)

Three L2 became L2b in the 1930s. Although Drury (1993) doesn't say specifically, it's likely that the redesignation reflected the same refit as the L1 class. (That refit had disk drivers, new frames, and a mechanical stoker.) Like the earlier class, these served satisfactorily until the end of steam.

Chicago Great Western Class L-3 (Locobase #6127)

Data from 1943 Chicago Great Western diagram book provided by Allen Stanley from his extensive collection in March 2004.

A few of the 625 USRA light Mikados made it to the CGW where they performed capably for 2 or 3 decades. Along the way, the firebox was slightly modified to include the thermic syphons, a practice that the railroad seems to have applied to most of its locomotives. The first of the L-3s left service in 1939; the last saw steam out in 1950.

Chicago Great Western Class L-1A (Locobase #6124)

Data from 1943 Chicago Great Western diagram book provided by Allen Stanley from his extensive collection in March 2004.

These were repeats of the 1912 L-1s (Locobase 3093) and, except for a slight reduction in tube heating surface, essentially identical. Like the L-1s, these carried on in freight service until the end of steam on the CGW in some cases.

Chicago Great Western Class L-1B (Locobase #6125)

Data from 1943 Chicago Great Western diagram book provided by Allen Stanley from his extensive collection in March 2004.

This sextet was born again at Olewein with new frames, mechanical stoker (hard to believe the crews had served 70 sq ft by hand until then!), and disk main driver on the 3rd axle. .

Chicago, Burlington & Quincy (CB&Q) Class O-1 (Locobase #474)

Corbin & Kerka (1960, p. 111)

Chicago, Burlington & Quincy (CB&Q) Class O-2 (Locobase #2902)

O-2As were rebuilt O-2s with a new frame, new cylinders, Ragonnet power reverse, Schmidt superheaters, Elesco feedwater heaters, and Duplex automatic stokers. The last of the O-2As didn't retire until 1954.

Corbin & Kerka (1960, 114) and data from locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/T/T3t.tif (accessed 22 March 2003).

Chicago, Burlington & Quincy (CB&Q) Class O-3 (Locobase #5441)

Data from table in May 1916 issue of Railway Mechanical Engineer (RME) and from locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/O/O3.tif (accessed 22 March 2003).

Chicago, Burlington & Quincy (CB&Q) Class O-1A (Locobase #10)

Corbin & Kerka (1960) and data from locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/T/T3t.tif (accessed 22 March 2003).

Chicago, Indianapolis & Louisville (Monon) Class J-1 (Locobase #8315)

Brooks followed its last set of Consolidations for the Monon with this large class of Mikados. Retaining the same grate area as in all of its C I & L 2-8-0s, the builder greatly enlarged the cylinder volume and stood the locomotive on 63" drivers. Brooks also increased the piston valve diameter from 12" to 14".

The class was assembled in 3 batches over a surprisingly long period - 1912, 1918, and 1923. The first was retired in 1939, the last in 1948. The Pittsburgh & West Virginia bought some of the J-1s on their retirement as did the Tennessee Central. The Soo Line adopted 8 in 1941-1942 as their class L-4.

Chicago, Indianapolis & Louisville (Monon) Class J-2 (Locobase #8316)

The light USRA design presents an interesting contrast with the Monon's Brooks engine from 1912 (but repeated in 1918 and 1923 - see Locobase 8315). The government's design had bigger tubes and flues, which resulted in a healthy increase in steaming capability.

As most other railroads found, the Monon found the USRAs quite satisfactory, only retiring them when it dieselized the road in 1947-1949.

Chicago, Indianapolis & Louisville (Monon) Class J-3 (Locobase #8317)

According to Drury (1993), this is an enlargement of the light USRA design the C I & L procured in 1918 (Locobase 8316). Indeed, everything grew - cylinder volume, tube and flue count, weight. And the result was a powerful freighter in the classic 2-8-2 mold. Like the Monon's other Mikes, the J-3s lasted to the end of steam on the railroad.

Chicago, Indianapolis & Louisville (Monon) Class J-4 (Locobase #26)

http://www.monon.org/steam2.html, a Monon steam roster site visited 17 June 2005, says that this class was built as a single batch with Alco works #68042-68051. The last of the batch had the lowest road number. The class was delivered with a grate area of 70.3 sq ft, firebox heating surface measuring 299 sq ft, 247 2 1/4" tubes and 45 5 1/2" flues for a total evaporative heating surface of 4,277 sq ft and 1,050 sq ft of superheater area.

The 570s were later rebuilt with 11,500-lb TE trailing truck boosters and feedwater heaters. Some also had roller bearings installed. The rebuilt boiler and firebox were considerably different and the dimensions in the specifications reflect the changes . The firebox heating surface now included thermic syphons.

Eight were sold to the Pittsburgh & Shawmut RR in 1947 (6) and 1949 (2). The other two -- 576 and 578 -- went to the Tennessee, Alabama & Georgia (the TAG line) in 1948.

Chicago, St. Paul, Minneapolis & Omaha (C & NW) Class J (Locobase #4854)

The Omaha division actually was part of the Chicago & NorthWestern Railway, but it ordered and serviced its own locomotives. Even so, most of its classes were very similar to NorthWestern engines. This set of Js were virtually identical to the C&NW Js (Locobase 6306) , says Larry Bohn, author of the website members.lsol.net/mollyandmic/c393.htm. The only differences were the number of digits in the number and a missing horizontal cross-bar in the Omaha Js' cab windows.

Firebox heating surface included 29.6 sq ft of arch tubes.

Chicago, St. Paul, Minneapolis & Omaha (C & NW) Class J-2 (Locobase #8385)

These were classic USRA Heavy Mikado engines with a slight difference in tube count. Schenectady delivered 4 (works #61034-61037) in April 1919, but Richmond's 6 (works #62609-62614) followed almost 2 years later in January 1921.

Chicago, St. Paul, Minneapolis & Omaha (C & NW) Class J-3 (Locobase #9)

According to http://members.lsol.net/mollyandmick/C437.htm (last accessed 1 June 2006), these were modernized USRA Heavy Mikados with Delta cast-steel trailing trucks and an exhaust steam injector. Well-drafted with 14" piston valves, these Mikes saw steam out on the Chicago & North Western. Firebox heating surface includes 27 sq ft of arch tubes.

Cincinnati, New Orleans & Tex Pac (SRS) Class Ms-4 (Locobase #6485)

See Locobase 36 for the baseline Ms-4. This set of 18 (and most likely the 25 Baldwins delivered two years later) had fewer tubes and flues that were 2 feet longer each. To distribute the steam, the design was well-served by 16"-diameter piston valves with 7 inches of travel. A Duplex stoker and Elesco feedwater heater (mounted in its characteristic cylinder over the head light)

According to Dale Roberts and Bill Schafer in Drury (1993), the Ms-4s in general were the standard freight engine all through the Southern system and would occasionally stand in for a passenger engine. The class was retired in 1952-1950.

Clinchfield Class K-1 (Locobase #1316)

One of two identical Mikado classes that were not built under the United States Railroad Administration. The railroad retained a relatively conservative firebox layout in which 38 sq ft of arch tubes supplemented the basic firebox heating surface. Piston valves measured 15" in diameter.

These were sold the Charleston & Western Carolina (5) and Georgia Railroad (4 as their 331-334) in 1943.

Clinchfield Class K-4 (Locobase #1317)

Photo in Drury (1993) shows drum-like sand and steam domes, the headlight positioned under the smokebox, and airpumps fastened to the front of the smokebox. Operated until 1952-1955.

Colorado & Southern (CB&Q) Class E-4-A (Locobase #1339)

Almost identical to the CB&Q mikes, but fitted with 57" drivers. Works numbers were 35894-35898. Data reflects later upgrades with superheater, 200-psi boiler pressure, and Elesco feedwater heaters.

Leased to the Burlington from 1933-1947, retired in 1960.

Delaware, Lackawanna &Western Class L-1/L-2 (Locobase #5733)

Firebox heating surface included 30 sq ft of arch tubes. The boiler probably contained 303 2" firetubes (based on the relative size of this design compared to the L-3), but I can't confirm it. From the start, Lackawanna Mikes had big piston valves measuring 16" in diameter.

These were the first Mikados on the Lackawanna and, as Drury (1993) notes, they represented a big increase in power at speed over the road's Consolidations. He notes that the engineers disliked the then-new screw reverser, but that the firemen hated the larger and still hand-fired grate. Introduction of mechanical stoking and power reverse relieved the two problems.

In the late 1920s, the first 22 in the class were converted to 0-8-0 heavy switchers by deleting both auxiliary trucks. The other 5 were retired in a long period between 1936 and 1948.

Delaware, Lackawanna &Western Class L-3/L-4/L-5 (Locobase #5734)

Firebox heating surface included 30 sq ft of arch tubes. Piston valves measured 16" in diameter in the 1916 & 1918 batches, but 14" in 1252-1262, delivered in 1920.

Interesting modification of Lackawanna's first Mikado in which the grate stays the same, but the boiler is 3' shorter. These were strong locomotives for their size and obviously well-suited to their service as they were retired at the end of steam in 1946 to 1953.

Delaware, Lackawanna &Western Class L-6 (Locobase #5732)

Firebox heating surface included 35 sq ft of arch tubes. This batch of Mikes came after the USRA Mountains had been developed, but were somewhat bigger. Locobase 12 has another 10 from Brooks with slightly different dimensions.

Drury (1993) comments about all 50: "They were about as much locomotive as could be put on a 2-8-2 running gear with 63" drivers". He also notes that when the DL&W was done with them, 7 went to railroads such as the Montour, Alton & Southern, and the Chicago & Illinois Midland.

Delaware, Lackawanna &Western Class L-7 (Locobase #12)

Firebox heating surface included 35 sq ft of arch tubes. See 5732 for discussion of all 50 locomotives.

Denver & Rio Grande (D&RGW) Class K-59 (Locobase #1464)

According to Drury (1993), these engines were spirited enough to pull passenger trains over the Moffatt Tunnel route in the 1930s-1940s. Most were dismantled in the 1950s. Engine numbers reflect D&RGW renumbering in 1924.

http://www.sound.net/~drgw/history/drg2.htm

Denver & Rio Grande Western (D&RGW) Class K-27-125 (Locobase #3753)

According to Drury (1993), this class started out as Vauclain compounds (two 15" HP, two 22" LP cylinders), but were converted to 2-cylinder simple engines in 1907-1911.

They were later superheated, which changed the balance of heating surface to 1,526 sq ft of EHS, 407 sq ft of superheater. These "mudhens" took less readily to tracks in bad condition, but their pulling power guaranteed them a long life, with retirements coming only in 1946.

Denver & Rio Grande Western (D&RGW) Class K-28-148 (Locobase #5042)

These were first Mikes procured by the Denver & Rio Grande Western's narrow-gauge line since the "Mudhens" of 1903. Drury (1993) notes that they were nicknamed the "Sports Models" (probably from the taller drivers allowing more speed) and adds that tractive effort was little different from the earlier class.

They replaced Ten-Wheelers pulling passenger trains on the Alamosa-Durango and Salida-Gunnison services. These runs included the last named-narrow gauge passenger train, the San Juan.

When World War II began, seven of the class were appropriated by the US Army and sent to the Yukon & White Pass Railroad. They didn't return to the D&RGW. The rest of the class was retired in 1946.

Denver & Rio Grande Western (D&RGW) Class K-36-189 (Locobase #13)

The last new narrow-gauge locomotives bought by the D & RGW. Drury (1993) notes that these had outside frames (drivers between the frames, counterweights and crankpins visible outside the frames). A website detailing the DRG & W's narrow-gauge operation notes: " They had one third more pulling power than the K-28s [Locobase 5042] and were used on the steepest grades."

The author adds: "Most of the people who ran the narrow gauge engines consider the K36Ęs to be the best narrow gauge engines on the D & RGW. "

Denver & Salt Lake Class K-63 (Locobase #1465)

http://www.sound.net/~drgw/history/drg2.htm and D&SL 1 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Detroit & Toledo Short Line (CNR) Class 21 (Locobase #7866)

Like the Consolidations that immediately preceded them into service, this trio of Mikes were slightly altered USRA Light Mikes that soon acquired a variety of enhancements to their firebox, which resulted in a sizable amount of direct heating surface. The combustion chamber ahead of the firebox supplied 55 sq ft, 2 arch tubes added 15 sq ft, and the thermic syphons the road later added contributed 79 sq ft. A single Alco joined them a year later; see Locobase 14.

Detroit & Toledo Short Line (CNR) Class 24 (Locobase #7867)

A year after the 3 Baldwins arrived on the D & TS (Locobase 7866), Alco delivered a single 2-8-2. Over time the firebox acquired the 79 sq ft of thermic syphons to go with its 13 sq ft of arch tubes.

Detroit & Toledo Short Line (CNR) Class 25 (Locobase #7868)

The D & TSL added this quartet to its stud of Mikados three years after the delivery of the lone Alco (Locobase 7867). The only substantial revision to the design was bobbing the boiler tubes by 20"; otherwise the design continued the heritage of the USRA Light Mikado on which it was originally based. Over the next couple of decades, the firebox received the same additions as the original Baldwins (Locobase 7866). By the time of the diagram book in 1953, the combustion chamber ahead of the firebox supplied 55 sq ft, 2 arch tubes added 15 sq ft, and the thermic syphons 79 sq ft.

Detroit & Toledo Short Line (CNR) Class 30 (Locobase #7869)

Nine years after Baldwin had delivered the last of the earlier Mikados (Locobase 7868), Lima contributed 3 more to a slightly revised edition of the USRA Light Mikado. The boiler traded 26 small tubes for 5 more flues, which increased the superheater fraction of total heaitng surface area. The grate remained the same, but combined arch tube and syphon area shrank by 11 sq ft. And inevitably overall weight rose.

Detroit, Toledo & Ironton Class 800 (Locobase #14)

Drury (1993) explains this late Mikado purchase as a response to the DT & I's realization that their Berkshires (Locobase 57) were perhaps a bit too much of a good thing. Thus, they went back to Lima for more power almost as soon as they took delivery of the last two 2-8-4s on the eve of World War I. In 1940, DT & I received 4 Super Mikes (works #7794-7797). A year later, 804-807 (works #7844-77) arrived and the class finished off with 808-811 (8469-8472) in 1944. One of the few classes of 2-8-2s to have a Type E superheater, the 800s had a smaller grate than the Berks, but were otherwise almost as large and proved more than equal to the task of hauling fast freights.

Duluth & Iron Range (DM&IR) Class N (Locobase #7288)

When the Iron Range went to Mikados a few years after it bought its last Consolidations, it didn't pussy-foot. Baldwin supplied 3, Lima 2. These 2-8-2s ranked with the largest of the time, particularly in the grate and firebox areas. Drury (1993) says they had 54" drivers. If so, the railroad increased that diameter when they superheated the engines.

Like most of the DM & IR engines, these Mikados remained in service until the road went to diesels in the late 1950s.

Duluth & Iron Range (DM&IR) Class N-2 (Locobase #7289)

Three years after Baldwin and Lima supplied the Iron Range with its first Mikados (Locobase 7288), Baldwin delivered 3 more slightly bigger engines. The firebox stayed the same, but the boiler had more tubes and flues, which yielded a higher percentage of superheated heating surface. Otherwise, there were few differences.

Duluth & Iron Range (DM&IR) Class N-3 (Locobase #7290)

Soon after the First World War, the Iron Range returned to Baldwin for more Mikados. Rather than adopting the USRA Heavy Mikado design, the Iron Range accepted a slight rework of the 1916 Mikes they already operated (see Locobase 7289). A principal reason may have been the need to have smaller drivers than the USRA's 63" and the railroad was quite familiar with the peculiarities of this design.

In any case, all of the engines served to the end of steam power on the DM & IR.

Duluth, Winnipeg & Pacific (CNR) Class R-1-a (Locobase #8106)

DW & P took delivery of an oddball Mikado (Alco works #54257) in 1914. It was small, had very small drivers, and no superheater. Locobase cannot be sure that it wasn't a narrow-gauger, but there was no indication on the diagram to that effect. In any case, it remained unique - a saturated-steam 2-8-2 - until its retirement in 1939.

El Paso & Southwestern (SP) Class MK-8 (Locobase #5438)

Five of these heavy Mikes were taken into Southern Pacific service when the EP & SW was absorbed in 1924. Espee engineers didn't like the rough ride this class gave them.

Elgin, Joliet & Eastern Class AB (Locobase #7298)

The diagram in the 1938 book shows the fully updated boiler variant that eventually rode on most of the class. The firebox heating surface included 14 sq ft of arch tubes (a drop from 20 sq ft in the original firebox) and 69 sq ft of thermic syphons. The later locomotives (718, 720-745) were delivered in 1916 and 1918.

Elgin, Joliet & Eastern Class AB (Locobase #7299)

These Mikes built on the pre-World War I design, adding a few tubes to the boiler and weight to the driving axles and some more superheater elements. In their most modified form, the firebox heating surface included 14 sq ft of arch tubes and 67 sq ft of thermic syphons. Alco's Brooks works built 746-755 (builder's #64742-64751) in 1923, Lima supplied 756-760 (6695-6699) in 1924, and Baldwin added 761-766 (61076-61071) in 1929 and 767-774 (61372-61379) in 1930.

Erie Class N-1 (Locobase #377)

A large class of 150 Mikados, the N-1s were built by Baldwin, Alco, and Lima from 1911 to 1913. The class came in many varieties. Some had Elesco feedwater heaters, other had Worthingtons. Three types of mechanical stoking gear were fitted, but many were hand-fired. Reversing gear could be either screw, Ragonnet (power), or Precision (power).

All had Schmidt type A superheaters. In most, arch tubes contributed 28 sq ft to the firebox heating surface.

Weight on drivers varied from 237,150 to 243,500 lb; overall weight ranged from 320,600 to 329,900 lb.

Boiler pressure ranged from 170 to 200 psi:

180 psi 60,930 lb 725 BDF 54,837 GDF

190 psi 64,329 lb 765 BDF 57,896 GDF

200 psi 67,698 lb 806 BDF 60,928 GDF

Some N1s were sold to other railroads. For example, 5 were sold to the Pere Marquette in 1920 as class MK-6; they were 4 Baldwins (works 37280, 38538, 39143, & 39213) and 1 Alco (works 30585).

, and acquired by the C&O in the 1947 merger, when they were redesignated K-6.

Erie Class N-2 (Locobase #79)

Erie Class N-3 (Locobase #78)

Florida East Coast Class 701 (Locobase #1349)

Retired in 1954-1955.

Fort Worth & Denver City Class E-4A1 (Locobase #1341)