Chicago & Calumet Terminal 2-8-2 "Mikado" Locomotives in the USA

Class Details by Steve Llanso of Sweat House Media

Class E-4/Q (Locobase 15909)

Data from JC Whitredge (Ed) and D L Barnes (posth), Modern Locomotives (New York: The Railroad Gazette, 1901), pp. 209-210; and "Double-Ender Freight Transfer Locomotive, Calumet Terminal Railway", Railroad Gazette, Volume 25 (23 June 1893), pp. 458-459. Works numbers were 2252-2255 in March 1893.

Supplementing firebox heating surface area were three No. 6 water tubes 3 1/2" (89 mm) diameter water tubes. (Neither source reported heating surface areas.)

Like the other 2-8-2s produced in the early 1890s, this quartet had few of the features that would make the Mikado one of the most widely produced freight locomotives in the 20th Century. Instead, the 101 and her sisters had narrow fireboxes, small boilers and cylinders, and small drivers, which accords with their description as "double-ender freight transfer" locomotives.

Yet the trailing truck, while located behind the firebox, pivoted from a point under the firebox and was clearly meant to spread out weight and increase the locomotive's minimum possible curve radius. The front three driving axles were equalized with the front truck while the rear driving axle worked with the rear truck.

The RG supplied a list of "special devices" fitted to the locomotives. Locobase reproduces it as an example of the secondary tier of companies that support the major locomotive builders:

"Neroth" ashpan

Westinghous, American schedule "XIV" brakes

National hollow brakebeams on tender

Gollimer air-operated bell ringer

Crosby chime whistle

One No. 8 and one No. 8 Monitor injector

No 9 Nathan lubricator

Pedric & Ayer oilcups on guides, etc.

United States metallic packing, old style, on piston rods and valve stems

Player patent reverse lever and quadrant

Two 3-in Consolidated encased pop valves

Barnes smoke consumer

Bell spark arrester

Richardson balance valves

They remained with the C&CT and its successors (Chicago Terminal Transfer-1897 and Baltimore & Ohio Chicago Terminal -1907) until they were retired and scrapped in 1917 (396) and 1919 (3). (103-104 were leased by the Wisconsin & Michigan from 1910-1912.)

Principal Dimensions by Steve Llanso of Sweat House Media

Locobase ID15909
RailroadChicago & Calumet Terminal
Number in Class4
Road Numbers101-104/394-397
Number Built4
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15 / 4.57
Engine Wheelbase (ft / m)30.50 / 9.30
Ratio of driving wheelbase to overall engine wheelbase 0.49
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)120,000 / 54,431
Engine Weight (lbs / kg)150,000 / 68,039
Tender Loaded Weight (lbs / kg)70,000 / 31,752
Total Engine and Tender Weight (lbs / kg)220,000 / 99,791
Tender Water Capacity (gals / ML)4000 / 15.15
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)50 / 25
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)51 / 1295
Boiler Pressure (psi / kPa)180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x660
Tractive Effort (lbs / kg)28,158 / 12772.27
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.26
Heating Ability
Tubes (number - dia) (in / mm)250 - 2" / 51
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)13.83 / 4.22
Firebox Area (sq ft / m2)
Grate Area (sq ft / m2)25.70 / 2.39
Evaporative Heating Surface (sq ft / m2)
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)
Evaporative Heating Surface/Cylinder Volume
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation4626
Same as above plus superheater percentage4626
Same as above but substitute firebox area for grate area
Power L1
Power MT

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