The line continued to struggle and the Interstate Commerce Commission urged the Union Pacific to take it over. In 1935 the UP acquired the LNP&W, and ran it until 1951 when it merged, the line becoming the Coalmont Branch of the UP, and the LNP&W depot in Laramie was closed. Shortline Wyoming Colorado Railroad bought the line in 1987, and subsequently abandoned it.
The Baldwin Locomotive Works received an order from the Colorado, Wyoming & Eastern in 1917. It was delivered in 1917 and given road number 8. This locomotive had 48" diameter drivers, 20" x 28" cylinders, a 180 psi boiler pressure, it exerted 35,700 pounds of tractive effort and it weighed 187,600 pounds. The fire box was 178 square feet and the evaporative heating surface was 2,500 square feet. In 1917, Baldwin superheated the locomotive with a 536 superheater making the combined heating surface 3,036 square feet.
There are no surviving CW&E 2-8-2 "Mikado" type locomotives.
Qty. | Road Numbers | Year Built | Builder | Notes |
---|---|---|---|---|
1 | 8 | 1917 | Baldwin | Scrapped by 1950 |
Data from 1914 St J& G I diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 62, pp. 25+. See also "Union Pacific Subsidiaries -- Coalmont Branch, Wyoming Division -- Laramie, North Park & Western Railroad", on the UtahRails website at []. (
This page was last updated on December 29, 2015), last accessed 4 June 2020..
Works number was 47486 in December 1917.
The Laramie Plains Line went into receivership in 1914 and was taken over by the Colorado, Wyoming & Eastern Railway. Three years later, Baldwin took the earlier Mike design delivered in 1911 to the Laramie, Hahn's Peak & Pacific (aka Late, Hard Pressed and Panicky--Locobase 6580) and superheated it for delivery in 1917. An altered firebox disposed of the arch tubes, reducing the area. As usual the superheater contributed more than its nominal area to the engine's power. In this case, the relatively rare Southern valve gear distributed the steam through 10" (254 mm) piston valves.
The CW&E in turn fell into the hands of a receiver in 1924, when it was reorganized as the Northern Colorado & Eastern Railway. Several months later the NC&E was again reorganized as the Laramie, North Park & Western Railroad (LNP&W).
Locobase found very clear, complete diagrams of all five 2-8-2s in the St Joseph & Grand Island's diagram book nominally dated 9 July 1914. Yet no StJ&GI roster ever showed this set, the #8 described in Locobase 6581, nor any 2-8-2. Moreover, the 8, which was ordered n 1917, appears in the book. Locobase finds a clue to solve this mystery on the estimable UtahRails website.
According to its account, the Union Pacific sought to buy the StJ&GI in 1936. At the same time, the UP wanted to lease the major subsidiaries Los Angeles & Salt Lake, Oregon Short Line and acquire the StJ&GI. Locobase supposes that the UP planned to send alll five Mikados to the StJ&GI after it came under UP control. Objections by both the LNW&P and the Pacific & Idaho Northern led the ICC to require the UP to buy both railroads. The LNW&P came under UP ownership, the P&IN was folded into the OSL
StJ&GI didn't get the quintet. Apparently the UP decided to leave the locomotives on the line they'd served for 20 years and designated thc trackage as the Oakmont Branch. Still operating as the LNW&P Laramie Plains Line, the quartet remained in service through World War Two.
4, 6, and 7 were "vacated" from the roster in June 1947.
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | 8 |
Locobase ID | 6581 |
Railroad | Colorado, Wyoming & Eastern |
Country | USA |
Whyte | 2-8-2 |
Number in Class | 1 |
Road Numbers | 8 |
Gauge | Std |
Number Built | 1 |
Builder | Baldwin |
Year | 1917 |
Valve Gear | Southern |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 13.08 / 3.99 |
Engine Wheelbase (ft / m) | 28.17 / 8.59 |
Ratio of driving wheelbase to overall engine wheelbase | 0.46 |
Overall Wheelbase (engine & tender) (ft / m) | 59.12 / 18.02 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 141,300 / 64,093 |
Engine Weight (lbs / kg) | 187,600 / 85,094 |
Tender Loaded Weight (lbs / kg) | 130,000 / 58,967 |
Total Engine and Tender Weight (lbs / kg) | 317,600 / 144,061 |
Tender Water Capacity (gals / ML) | 7000 / 26.52 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 12 / 11 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 59 / 29.50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 48 / 1219 |
Boiler Pressure (psi / kPa) | 180 / 1240 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 28" / 508x711 |
Tractive Effort (lbs / kg) | 35,700 / 16193.27 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.96 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 199 - 2" / 51 |
Flues (number - dia) (in / mm) | 28 - 5.375" / 137 |
Flue/Tube length (ft / m) | 16.25 / 4.95 |
Firebox Area (sq ft / m2) | 178 / 16.54 |
Grate Area (sq ft / m2) | 54 / 5.02 |
Evaporative Heating Surface (sq ft / m2) | 2500 / 232.34 |
Superheating Surface (sq ft / m2) | 536 / 49.81 |
Combined Heating Surface (sq ft / m2) | 3036 / 282.15 |
Evaporative Heating Surface/Cylinder Volume | 245.58 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 9720 |
Same as above plus superheater percentage | 11,470 |
Same as above but substitute firebox area for grate area | 37,807 |
Power L1 | 11,619 |
Power MT | 725.14 |