Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899).
Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004.
Works numbers were 2826-2835.
Obviously based on the Consolidations described in Locobase 9627, this single "Consolidation Freight, Double Ender" had an "Improved Belpaire" boiler with quite a few boiler tubes. Possibly built to spread the weight over one more axle, the single design was not a success, apparently, as it was soon rebuilt as a 2-8-0. Thus, it should not be seen as an early Mikado, examples of which were then in production for Japan (Locobase
Data from Baldwin Locomotive Works Specification for Engines, 1890, as digitized by the DeGolyer Library of Southern Methodist University Volume 16, p. 122. Works numbers were 11284-11285 in October 1890; 11324-11325, 11348, 11357, 11371-11372, 11393, 11407 in November.
This class was delivered in a double-ender design with an outside frame, a construction used in some 400 locomotives to allow for wider grates in narrow gauges. The wheel arrangement previewed the Mikado layout, but in fact featured a trailing axle intended to guide the backing locomotive in the same way as the leading truck.
The innovation didn't last - the trailing trucks were removed by the end of 1891; see Locobase 11900 for the resulting class G-012 Consolidations.
Data from NdeM 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 65, pp. 410+. Works numbers were 54635-54639 in March 1921.
Drury's (1993) comment on these (very) light standard-gauge Mikados is borne out by the photographs. They were, he said, "curiously anachronistic, with inside-bearing trailing trucks, odd-looking domes, and capped stacks." Baldwin's specification includes a tonnage rating of 775 short tons (705 metric tons) up a 1 1/2% grade. The Southern gear was later replaced by Baker valve gear.
The last was retired in 1963.
Data from Railway Age (12 Nov 1921) and DeGolyer Library, Volume. 65, pp. 410+ and Volume 74, pp. 422+. Baldwin works numbers were 54957-54960, 54974-54977, 54995-54999 in August 1921; 55001-55010 in September 1921.
Part of a variegated stud of locomotives ordered from Baldwin in 1921; some were built by Alco-Brooks. These medium-weight oil-burning Mikes, the MR-6 Pacifics, and the PR-7 4-8-0 all had the same boiler (tubes, grate area, firebox identical). The Baldwin specs state that the KR-1s were to haul 775 short tons (704 metric tons) up a straight grade of 1 1/2% where frictional resistance was not to exceed 8 lb/ton (3.3 kg/metric ton).
All had Ragonnet power reverse. 906-910 had Southern valve gear actuating 12" (305 mm) piston valves; 911-918, 926-932, and 941-950 were delivered with Young gear working 14" (356 mm) piston valves, and 933-940 used Baker radial valve gear for its 14" piston valves.
See Volume 74, pp. 425 for the beginning of a long letter of 24 May 1932 that describes drafting experiments. The writer noted that experiments on the NdeM had led to the adoption of "large exhaust tips, the substitution of a stack extension for the petticoat pipe, and a substantial increase in the stack diameter." The changes resulted in "low back pressure and a comparative high smoke box draft."
This class ran until 1953-1963.
Principal Dimensions by Steve Llanso of Middle Run Media | ||||
---|---|---|---|---|
Class | 207 | 50 | KR-1 | KR-2 |
Locobase ID | 9631 | 11709 | 1378 | 1379 |
Railroad | Central Mexicano (NdeM) | Interoceanico (NdeM) | Nacional de Mexico (NdeM) | Nacional de Mexico (NdeM) |
Country | Mexico | Mexico | Mexico | Mexico |
Whyte | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 |
Number in Class | 1 | 10 | 5 | 40 |
Road Numbers | 207 | 50-59 | 800-804/ 906-910 / 2101-2105 | 906-918, 926-950/2101-2145 |
Gauge | Std | 3' | Std | Std |
Number Built | 1 | 10 | 5 | 40 |
Builder | Brooks | Burnham, Parry, Williams & Co | Baldwin | several |
Year | 1897 | 1890 | 1921 | 1921 |
Valve Gear | Stephenson | Stephenson | Southern | various |
Locomotive Length and Weight | ||||
Driver Wheelbase (ft / m) | 13 / 3.96 | 10.25 / 3.12 | 13.08 / 3.99 | 15 / 4.57 |
Engine Wheelbase (ft / m) | 28.17 / 8.59 | 24.83 / 7.57 | 27.08 / 8.25 | 33.59 / 10.24 |
Ratio of driving wheelbase to overall engine wheelbase | 0.46 | 0.41 | 0.48 | 0.45 |
Overall Wheelbase (engine & tender) (ft / m) | 52.17 / 15.90 | 46.23 / 14.09 | 59.71 / 18.20 | 66.80 / 20.36 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||||
Weight on Drivers (lbs / kg) | 145,200 / 65,862 | 68,000 / 30,844 | 144,000 / 65,317 | 210,000 / 95,255 |
Engine Weight (lbs / kg) | 193,450 / 87,748 | 74,000 / 33,566 | 180,000 / 81,647 | 270,000 / 122,470 |
Tender Loaded Weight (lbs / kg) | 90,000 / 40,823 | 152,233 / 69,052 | 169,000 / 76,657 | |
Total Engine and Tender Weight (lbs / kg) | 283,450 / 128,571 | 332,233 / 150,699 | 439,000 / 199,127 | |
Tender Water Capacity (gals / ML) | 4500 / 17.05 | 2500 / 9.47 | 8000 / 30.30 | 8500 / 32.20 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8.50 / 8 | 3000 / 11,355 | 3500 / 13,248 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 61 / 30.50 | 28 / 14 | 60 / 30 | 88 / 44 |
Geometry Relating to Tractive Effort | ||||
Driver Diameter (in / mm) | 49 / 1245 | 37 / 940 | 48 / 1219 | 57 / 1448 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 130 / 900 | 180 / 1240 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 21" x 26" / 533x660 | 16" x 20" / 406x508 | 20" x 28" / 508x711 | 25" x 30" / 635x762 |
Tractive Effort (lbs / kg) | 35,802 / 16239.53 | 15,291 / 6935.89 | 35,700 / 16193.27 | 53,125 / 24097.12 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.06 | 4.45 | 4.03 | 3.95 |
Heating Ability | ||||
Tubes (number - dia) (in / mm) | 412 - 2" / 51 | 134 - 2.25" / 57 | 199 - 2" / 51 | 231 - 2" / 51 |
Flues (number - dia) (in / mm) | 28 - 5.375" / 137 | 36 - 5.375" / 137 | ||
Flue/Tube length (ft / m) | 12.12 / 3.69 | 14.36 / 4.38 | 16.25 / 4.95 | 19.25 / 5.87 |
Firebox Area (sq ft / m2) | 218 / 20.26 | 67.49 / 6.27 | 154 / 14.31 | 228 / 21.18 |
Grate Area (sq ft / m2) | 31.45 / 2.92 | 16.25 / 1.51 | 41.30 / 3.84 | 66.60 / 6.19 |
Evaporative Heating Surface (sq ft / m2) | 2803 / 260.50 | 1056 / 98.14 | 2475 / 230.02 | 3517 / 326.86 |
Superheating Surface (sq ft / m2) | 530 / 49.26 | 828 / 76.95 | ||
Combined Heating Surface (sq ft / m2) | 2803 / 260.50 | 1056 / 98.14 | 3005 / 279.28 | 4345 / 403.81 |
Evaporative Heating Surface/Cylinder Volume | 269.00 | 227.10 | 243.12 | 206.40 |
Computations Relating to Power Output (More Information) | ||||
Robert LeMassena's Power Computation | 5661 | 2113 | 7434 | 12,654 |
Same as above plus superheater percentage | 5661 | 2113 | 8772 | 15,058 |
Same as above but substitute firebox area for grate area | 39,240 | 8774 | 32,710 | 51,551 |
Power L1 | 5492 | 2402 | 11,338 | 12,827 |
Power MT | 333.55 | 311.50 | 694.33 | 538.64 |