Class 200 (Locobase 13908)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 41, p. 118. (Thanks to Steve Low, whose 10 March 2018 email noted a very confusing paragraph that Locobase gratefully fixed.) Works number was 38035 in July 1912.

For the 200, its stint on the P&IN logging road was just the start of a long career. It was sold to the Newaukum Valley on Onalaska, Wash sometime before 1922.

When the NVRR was done with it, the railroad sold the 200 to the Carlisle Lumber .Company as their 900. There it partnered with the 901 (a very similar engine described in Locobase 13681).

Carlisle ran the 900 for well over a decade, then sold it in 1943 to the Red River Lumber Company, which renumbered it 104

RRLC soon sold all of its assets, including the 104, to the Fruit Growers Supply Company.

The engine was scrapped in November 1956.

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Class MK -Specials (USRA) (Locobase 6608)

Data from 1936 Union Pacific locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were 59518-59537 in September 1918, 60235-60239 in December, and 60330-60344 in January 1919.

Locobase reproduces this basic USRA light Mike design (see Locobase 40) as modified by the Union Pacific to illustrate how the locomotives were updated during the next few decades.

Some of the class were fitted with Nicholson thermic syphons. The design retained 13.5 sq (1.25 sq m) ft of arch tubes while the syphons themselves represented 78 sq ft of firebox heating surface. With other changes, the total increase in firebox heating surface totalled 57.5 sq ft (7.25 sq m) or 20%. That was a healthy slug of new power achieved by concentrating on the part of the heat generator that would benefit most from a change.

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Class MK 1/MK 2/MK-3 - superheated (Locobase 6607)

Data from 1936 Union Pacific locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This was the more powerful class of Mikado--So-called Heavy Mikados--in its saturated state (Locobase 38). It wasn't long before the railroad was superheating those Mikes it hadn't bought with superheaters. The upgrade dried the steam, but otherwise little changed the overall balance.

Eight of the ten MK-3s were converted to oil burning; these had no grate area and no arch tubes and trailed tenders carrying 9,000-10,000 US gallons of water and 3,750 US gallons of oil.

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Class MK- 8 (Locobase 11022)

Data from Record of Recent Construction # 98 (Baldwin Locomotive Works, 1920), p. 19. See also DeGolyer, Volume 56, pp. 217+; 234+ ; and UP 10-1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Chris Hohl for his 13 August 2018 email providing details on the various tenders associated with each mark; and many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) . Works numbers were March 48080, 48143 in March 1918; 48290-48293 in April; 48523, 48572, 48677-48678, 48734, 48777 in May; and 48894, 48954, 48996 in June.

This class was delivered with superheaters. Nearly square cylinders received their steam through 15" (381 mm) piston valves. Firebox heating surface area included 31.5 sq ft (2.93 sq m) of arch tubes.

As Chris Hohl reported in his email, the Vanderbilt cylindrical tender capacities and weight shown in the specs applied only to the first batch of 20. All of the rest trailed a larger tender carrying 10,000 US gallons (37.850 litres) of water and 17 tons (15.45 metric tons) of coal. Loaded weights were 189,100 lb and 192,600 lb (87,362 kg) for the Baldwins, 197,300 lb (89,494 kg) for the MK-9s because of their higher tare weight.

When these MK-8s were ordered, the railroad listed the Street Type C as the stoker it would supply. They may have been so delivered, but by February 1931, the UP's tender diagram states that the tender had no stoker. MK-9s were delivered with Duplex Type D stokers.

The Oregon Washington Railroad & Navigation locomotives took Union Pacific IDs in 1936, but retained their numbers.

2260-2261, the first two locomotives in the series, were the only two to be sold off the UP, going to the Oregon & Northwestern in February 1947.

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Class MK- 8 (Locobase 16567)

Data from Record of Recent Construction # 98 (Baldwin Locomotive Works, 1920), p. 19. See also DeGolyer, Volume 56, pp. 217+; 234+ ; and UP 10-1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Chris Hohl for his 13 August 2018 email providing details on the various tenders associated with each mark; and Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) . Works numbers were 49473-49474, 49663-49664 in August 1918; 49734 in September, 50207 in October.

This class was delivered with superheaters. Nearly square cylinders received their steam through 15" (381 mm) piston valves. Firebox heating surface area included 31.5 sq ft (2.93 sq m) of arch tubes.

As Chris Hohl reported in his email, the Vanderbilt cylindrical tender capacities and weight shown in the specs applied only to the first batch of 20. All of the rest trailed a larger tender carrying 10,000 US gallons (37.850 litres) of water and 17 tons (15.45 metric tons) of coal. Loaded weights were 189,100 lb and 192,600 lb (87,362 kg) for the Baldwins, 197,300 lb (89,494 kg) for the MK-9s because of their higher tare weight.

When these MK-8s were ordered, the railroad listed the Street Type C as the stoker it would supply. They may have been so delivered, but by February 1931, the UP's tender diagram states that the tender had no stoker. MK-9s were delivered with Duplex Type D stokers.

The Oregon Washington Railroad & Navigation locomotives took Union Pacific IDs in 1936, but retained their numbers.

2260-2261, the first two locomotives in the series, were the only two to be sold off the UP, going to the Oregon & Northwestern in February 1947.

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Class MK-1 - superheated (Locobase 6605)

Data from 1936 Union Pacific locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) For new construction, works numbers were 38362-38363, 38385-38386 in September 1912; 38421-38425, 38490-38500 in October 1912 (UP); 38543-38562 in October (Oregon Short Line).

After 80 of the saturated-boiler MK-1s were delivered to the various Associated Lines in 1910-1911 (Locobase 1405), Baldwin began producing superheated versions. Superheating the MK-1 Mikado class seems to have consumed a surprising amount of space. From 495 2" tubes in the saturated boiler, the new design traded 220 tubes for 36 superheater flues. One could argue that the original design was over-endowed. The firebox heating surface area included 32.2 sq ft (2.99 sq m) of "fire brick" arch tubes.

Most of the MK-1s and all of the sextet of OWRRN MK-2s were so modified. Some had had their arch tubes deleted by 1946 during their conversions to oil-firing. Their tenders carried 3,750 US gallons (14,194 litres) of oil.

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Class MK-1-HCS (Locobase 1405)

Data from UP's 1918 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Simple 2-8-2 for Oregon Railroad Navigation Co.," Railroad and Locomotive Engineering, Volume 23, No 10 (October 1910), pp. 417-418; and "Powerful Lignite Burner of the Mikado Type", American Engineer and Railroad Journal (October 1910), pp. 404-406; and DeGolyer, Volume 37, pp. 170. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were

1911

36227-36236 in March;, 36352-36361, 36448-36451 in April, 36516-36521 in May.

MK-1 and MK-2 -- all Baldwin-built -- represent the first of two principal Mikado designs that EH Harriman settled on to standardize his locomotive stud. The MK 1s and MK 2s were known as "Light Mikados". Later engines had squarer cylinder dimensions and taller drivers (see Locobase 38).

But the big difference between this Mike design and several others that were entering service at the same time was its provision for burning low-calorie lignite coal. As a result, the a radial-stay boiler was substituted for the usual crown-bar boiler. The AERJ article comments that the size of the boiler is such that were it to use a good-quality bituminous coal, the engine would be considered "over-boilered." Incorporating the experience of burning lignite in Chicago, Burlington & Quincy locomotives, the grate had many narrow openings and a high-mounted firebrick arch to soften the pull of the draft on the coal bed. Smokebox differences included a large area, fine netting to catch sparks, and a low-mounted nozzle and bell-mouthed extension on the stack.

AERJ notes that in all other respects, this class of 2-8-2s followed Associated Lines designs, including 25" pistons bushed to 23 3/4" (603 mm), 12" (305 mm) piston valves with 1/4" (6.25 mm) lead. Firebox heating surface area included 32 sq ft (2.97 sq m) four arch tubes.

MK-1s went to UP (30 in 1911), Oregon Short Line (15 in 1911) , and Oregon Washington Railroad & Navigation (41 1910 & 1911). MK-2s followed for UP (20 in 1912), Oregon Short Line (20 in 1912), and OWR&N (25 in 1912-1913).

Retirements began in 1947.

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Class MK-1-HCS (Locobase 16560)

Data from UP's 1918 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Simple 2-8-2 for Oregon Railroad Navigation Co.," Railroad and Locomotive Engineering, Volume 23, No 10 (October 1910), pp. 417-418; and "Powerful Lignite Burner of the Mikado Type", American Engineer and Railroad Journal (October 1910), pp. 404-406; and DeGolyer, Volume 37, pp. 170. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were 36277-36281 in March, 36362-36371 in April 1911; 38543-38562 in October.

MK-1 and MK-2 -- all Baldwin-built -- represent the first of two principal Mikado designs (later known as "Light Mikados") that EH Harriman settled on to standardize his locomotive stud. See Locobase 1405 for more discussion of the adoption of lignite and its effect on grate and firebox area.

The first Harriman 2-8-2 was OWRR&N's 440 (later 2100).

In 1915, the OSL locomotives were renumbered in the 2100 series in the same order: 2110-2114, 2000-2009, 2015-2034.

Later engines had squarer cylinder dimensions and taller drivers (see Locobase 38).

Retirements began in 1947.

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Class MK-1-HCS (Locobase 16561)

Data from UP's 1918 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Simple 2-8-2 for Oregon Railroad Navigation Co.," Railroad and Locomotive Engineering, Volume 23, No 10 (October 1910), pp. 417-418; and "Powerful Lignite Burner of the Mikado Type", American Engineer and Railroad Journal (October 1910), pp. 404-406; and DeGolyer, Volume 37, pp. 170. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were 34978 in July 1910; 36237-36246, 36322-36329 in March 1911; 36330-36351 in April; and 38293-38294, 38328-38334, 38356-38361 in September 1912.

MK-1 and MK-2 -- all Baldwin-built -- represent the first of two principal Mikado designs (later known as "Light Mikados") that EH Harriman settled on to standardize his locomotive stud. The first Harriman 2-8-2 was OWRR&N's 440 (later 2100).

Later engines had squarer cylinder dimensions and taller drivers (see Locobase 38).

Retirements began in 1947.

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Class MK-10 (Locobase 16564)

Data from UP 10-1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Many thanks to Jason Wall for his 4 December 2021 email asking for this entry, which also inspired a complete overhaul of the entries in this series.) Works numbers were 61924-61939 in February 1921.

This was the last batch of the 63" variant that made up the two standard Mikado classes on the Union Pacific. team Like the others, they used relatively large 15" (381 mm) piston valves to admit steam to the cylinder and firebox heating surface area included 31.5 sq ft (2.93 sq m) of arch tubes. MK 10s used the equalized tender trucks introduced in MK 9 as well as Duplex Type D stokers.

In 1923, the UP transferred the MK 10s from the LA&SL to the Oregon Short Line.

All ten locomotives remained in service on the UP until the mid-to-late 1950s.

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Class MK-2 (Locobase 14089)

Data from DeGolyer, Volume 46, pp. 51+. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were 39905-39914 in May 1913.

This class had only detail differences from the Mk1s shown in Locobase 6605. The first ten were renumbered in 1915 when the OWR & N was integrated into the UP's motive power roster.

All ten engines served the UP throughout World War II. The 2163 was the first to be retired in May 1947 while 2157 was the last more than a decade later in January 1958.

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Class MK-3 (Locobase 38)

Data from UP 5-1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 37, pp. 190+. (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error .) Works numbers were 36511-36515, 36562-36563, 36573-36575 in May 1911.

Relatively high-boilered "Heavy Mikados" that differed from the earlier MK-1/MK-2 (Locobase 1405) in having squarer cylinder dimensions and taller drivers; one of two principal designs that EH Harriman settled on to standardize his Associated Lines locomotive stud. A note in the original specification says that the arch tubes were to be omitted. But the 1918 diagram's evaporative heating surface area suggests that 32 sq ft (2.97 sq m) of arch tubes were soon added back in. The addition increased firebox heating surface area to 267 sq ft (24.8 sq m) and EHS to 5,559 sq ft (516.45 sq m).

Locobase 6607 describes the superheated upgrade that was very shortly applied to this class.

Retirements began in 1947.

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Class MK-4 (Locobase 14239)

Data from DeGolyer, Volume 46, pp. 81+. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were 51618-51627 in September 1912.

These were the first of the "Heavy Mikes" for the UP that were delivered with superheaters in what was now the standard 2-8-2 design for that road.

All of the Mk-4s remained with the UP. 2200 was the first to be retired in October 1947. 2206 outlasted almost all of the other 2-8-2s, being retired only in December 1957.

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Class MK-5 (Locobase 14237)

Data from DeGolyer, Volume 46, pp. 81+; and UP 5 - 1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were 39587-39607, 39674-39677 in April 1913.

This was the first class of Mikados to be delivered to the UP with Schmidt superheaters installed. The result established the standard 63" 2-8-2 design for that road. In Baldwin's specs, maximum axle loading was estimated at 54,700 lb (24811 kg) ) for both the front and intermediate drivers; as delivered, the third (and main) driving axle weighed in at less than a short ton more. This group burned lignite; the OSL engines delivered at the same time (Locobase 14238) burned soft coal.

Four of the UPs--2224-2225, 2228, and 2233--were sold to subsidiary Oregon Short Line in 1923 as that road's 2520-2523.

Of the Mk-4s that remained with the UP, 2237 was the first to be retired in March 1947. The last to be delivered--2244-- was the last retired in May 1956.

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Class MK-5 (Locobase 14238)

Data from DeGolyer, Volume 46, pp. 81+. UP 5 - 1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were 39840-39845, 39875-39876 in May 1913; 39955-39961 in June.

The Union Pacific ordered fifteen MK 5s for the OSL at the same time they signed for 25 MK-5s for the parent road. This group burned soft coal; the UP engines delivered at the same time (Locobase 14237) burned lignite.

The OSL sold seven of its MK-5s to the Los Angeles & Salt Lake in 1923. They were 2500-2503, 2505, 2509, and 2514 and took numbers 2726-2732. Meanwhile, four more UP engines--2224-2225, 2228, and 2233--went to subsidiary Oregon Short Line in 1923 as 2520-2523.

The other original locomotives operated on the OSL in the late 1940s and into the mid-1950s.

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Class MK-6 (Locobase 14243)

Data from DeGolyer, Volume 46, pp. 81+. See also UP - 5- 1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) Works numbers were 36511-36515, 36562-36575 in May 1911.

Lima Locomotive Works' first Mikados for the Union Pacific repeated the power dimensions, weights, and areas of the Baldwins that had arrived in 1912 (Locobase 14239). Lima's fifteen were supplemented by ten delivered to subsidiary Los Angeles & Salt Lake. Alco built nine, Baldwin one.

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Class MK-7 (Locobase 16563)

Data from Record of Recent Construction # 98 (Baldwin Locomotive Works, 1920), p. 19. See also DeGolyer, Volume 56, pp. 217+; 234+ ; and UP 10-1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Chris Hohl for his 13 August 2018 email providing details on the various tenders associated with each mark; and many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series.) ) Works numbers were 45765-45768, 45830, 45841-45843 in June 1917; July 45927-45929, 45987-45988, 45999-46000 in July; and 46155, 46161, 46172, 46212 in August.

This class was delivered with superheaters. Nearly square cylinders received their steam through 15" (381 mm) piston valves. Firebox heating surface area included 31.5 sq ft (2.93 sq m) of arch tubes.

As Chris Hohl reported in his email, the Vanderbilt cylindrical tender capacities and weight shown in the specs applied only to the first batch of 20. Their tenders were delivered without stokers and were not equalized. Tender trucks on the MK-8 and MK-9s were equalized.

MK variants operated on the UP until the 1950s. In 1923, however, five were sold to the UP's Oregon Short Line subsidiary; 2266, 2268, 2275, 2277-2278 became 2528-2532. In the same year, the ten OSL locomotives were sold to the UP, which incorporated them into the series as 2311-2320.

The Oregon Washington Railroad & Navigation locomotives took Union Pacific IDs in 1936, but retained their numbers.

2260-2261, the first two locomotives in the series, were the only two to be sold off the UP, going to the Oregon & Northwestern in February 1947.

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Class MK-9 (Locobase 16562)

Data from UP 10-1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Many thanks to Jason Wall for his 4 December 2021 email asking for the MK 10 (Locobase 16564), which also inspired a complete overhaul of the entries in this series. Also, Thanks to Ellis Tammeleo's group for creating the "October 2022" Google doc with a series of corrections and questions about Locobase's information, including this entry, where they spotted a mistake in the builder's identity.) Works numbers were 61924-61939 in July 1918.

Alco-Brooks works numbers:

1920 (MK-9) - (2295-2304)

61924-61939.

This class--one of the batches of "Heavy Mikados" for UP lines--was delivered with superheaters. Nearly square cylinders received their steam through 15" (381 mm) piston valves. Firebox heating surface area included 31.5 sq ft (2.93 sq m) of arch tubes.

When the MK-8s were ordered, the railroad listed the Street Type C as the stoker it would supply. They may have been so delivered, but by February 1931, the UP's tender diagram states that the tender had no stoker. MK-9s were delivered with Duplex Type D stokers.

The Oregon Washington Railroad & Navigation locomotives took Union Pacific IDs in 1936, but retained their numbers.