fbpx
Wikipedia

2-8-2

Under the Whyte notation for the classification of steam locomotives, 2-8-2 represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, eight powered and coupled driving wheels on four axles and two trailing wheels on one axle, usually in a trailing truck. This configuration of steam locomotive is most often referred to as a Mikado, frequently shortened to Mike.[2]

2-8-2 (Mikado)
USRA Light Mikado No. 639 from the Nickel Plate Road
Equivalent classifications
UIC class1D1, 1'D1'
French class141
Turkish class46
Swiss class4/6
Russian class1-4-1
First known tank engine version
First use1898
CountryUnited States of America[1]
LocomotiveAlamogordo and Sacramento Mountain Railway #101
RailwayAlamogordo and Sacramento Mountain Railway[1]
BuilderBaldwin Locomotive Works
Evolved from2-8-0
Evolved to2-8-4
BenefitsLarger coal bunker.
First known tender engine version
First use1884
CountryUnited States of America
LocomotiveCalumet
RailwayChicago & Calumet Terminal Railway
Evolved from2-8-0, 2-6-2
Evolved to2-8-4, 2-10-2
BenefitsLarger firebox aft of drivers

It was also at times referred to on some railroads in the United States as the McAdoo Mikado and, during World War II, the MacArthur.[3]

The notation 2-8-2T indicates a tank locomotive of this wheel arrangement, the "T" suffix indicating a locomotive on which the water is carried in tanks mounted on the engine rather than in an attached tender.

Overview

The 2-8-2 wheel arrangement allowed the locomotive's firebox to be placed behind instead of above the driving wheels, thereby allowing a larger firebox that could be both wide and deep. This supported a greater rate of combustion and thus a greater capacity for steam generation, allowing for more power at higher speeds. Allied with the larger driving wheel diameter which was possible when they did not impinge on the firebox, it meant that the 2-8-2 was capable of higher speeds than a 2-8-0 with a heavy train. These locomotives did not suffer from the imbalance of reciprocating parts as much as did the 2-6-2 or the 2-10-2, because the center of gravity was between the second and third drivers instead of above the centre driver.

The first 2-8-2 locomotive was built in 1884. It was originally named Calumet by Angus Sinclair, in reference to the 2-8-2 engines built for the Chicago & Calumet Terminal Railway (C&CT). However, this name did not take hold.[4]

The wheel arrangement name "Mikado" originated from a group of Japanese type 9700 2-8-2 locomotives that were built by Baldwin Locomotive Works for the 3 ft 6 in (1,067 mm) gauge Nippon Railway of Japan in 1897. In the 19th century, the Emperor of Japan was often referred to as "the Mikado" in English. Also, the Gilbert and Sullivan opera The Mikado had premiered in 1885 and achieved great popularity in both Britain and America.[5]

The 2-8-2 was one of the more common configurations in the first half of the 20th century, before dieselisation. Between 1917 and 1944, nearly 2,200 of this type were constructed by the American Locomotive Company (ALCO), Lima Locomotive Works and Baldwin, based on designs by the United States Railroad Administration (USRA). It was also known as the "McAdoo Mikado" in the United States, after William Gibbs McAdoo who was appointed as Director General of Railroads when the United States commenced hostilities during the latter part of the First World War and the USRA was established. Of all of the USRA designs, the Mikado proved to be the most popular. The total American production was about 14,000, of which 9,500 were for local customers and the rest exported.[6]

"Mikado" remained the type name until the attack on Pearl Harbor in 1941. Seeking a more American name, "MacArthur" came into use to describe the locomotive type in the United States, after General Douglas MacArthur. After the war, the type name "Mikado" again became the most common for this locomotive type.[7]

Usage

Locomotives of this wheel arrangement saw service on all six populated continents. The 2-8-2 type was particularly popular in North America, but was also used extensively in Continental Europe and elsewhere.

Argentina

1,676 mm (5 ft 6 in) broad gauge

The Buenos Aires and Pacific Railway bought eighteen 2-8-2T locomotives in three batches of six as their class 701 class. The first two batches came from North British Locomotive Company in 1908 and 1912, the third from Henschel & Son in 1913.[8]

The BA&P also bought eight 2-8-2 tender locomotives from Beyer, Peacock & Company in 1928 as their 3001 class.[9]

The Central Argentine Railway (FCCA) bought fifteen 2-8-2T locomotives as their class C7 in 1912; they were built by Robert Stephenson & Company with works numbers 3506 to 3520.[10]

The FCCA also bought sixty 2-8-2 locomotives: twenty class CS8A from Beyer, Peacock & Company in 1926, and another twenty in 1928 from Robert Stephenson & Company. The final twenty to class CS9A were supplied by Vulcan Foundry in 1930. Both classes were cross-compound locomotives with one high-pressure cylinder with a bore of 21 inches (533 millimetres) and one low-pressure cylinder with a bore of 31+12 inches (800 millimetres), with a stroke of 26 inches (660 millimetres). The earlier class had coupled wheels with a diameter of 62 inches (1,575 millimetres), whereas on the later class they were 55+12 inches (1,410 millimetres).[11]

Standard gauge

The East Argentine Railway bought four 2-8-2 locomotives from Baldwin Locomotive Works in 1924. As class X they were numbered 70 to 74; they became General Urquiza Railway 701 to 704 in the 1948 nationalisation.[12] Baldwin had classified them as 12-30-14-E.

1,000 mm (3 ft 3+38 in) gauge

The Province of Buenos Aires Railway bought a single 2-8-2 locomotive from Hanomag of Germany in 1910. Numbered 251 and classified as class E, it was the only 2-8-2 on that railway's system.[13]

The Central Northern Railway (FCCN) bought seven classes of 2-8-2 locomotives totalling 134 locomotives. The first 100 were all bought in 1911: Fifteen from Borsig (class C7, numbered 700–714), 25 from Henschel & Sohn (class C8, 715–739), 10 from Hanomag (class C9, 740–749) and 50 from North British Locomotive (class C10, 750–799).[14] The next 25 came from Baldwin Locomotive Works in 1920; they were Baldwin class 12-30-14-E, 55 to 79, FCCN class C11, numbered 7000–7024. The last nine new locomotives were built by Henschel between 1928 and 1930 (class C13, numbers 7025–7033, and class C13A, number 7034).[15] In addition the FCCN rebuilt 20 4-8-0 locomotives of classes C6 and C7 into 2-8-2s between 1938 and 1940.[16]

The Córdoba Central Railway (FCCC) bought 31 locomotives in four classes. The first was a solitary locomotive, numbered 800, class C6A built by Alco's Brooks Works in 1910.[17] It was nearly a decade before they bought any more with a dozen class C9A locomotives, numbered 1451 to 1462, coming from Montreal Locomotive Works, half in 1919 and half in 1920.[18] MLW delivered another 15 Mikados later that same year; as class C10A they were numbered 1463 to 1477.[19] FCCC's final three came from Baldwin Locomotive Works in 1925, they were Baldwin class 12-26-14-E; FCCC numbered them 1501 to 1503, class C11A.[19] When the FCCC was taken over by the FCCN in 1939, their new owner changed the classification by adding 20 to the FCCC's old classification; the locomotives kept their old numbers, except for FCCC 800 which became FCCN 1400.[20]

750 mm (2 ft 5+12 in) gauge

On the Ferrocarriles Patagónicos, 75 locomotives were bought in 1922. Fifty were built by Henschel & Sohn, numbered 101 to 150 and class 75H; 25 were built by Baldwin, numbered 1 to 25, class 75B with Baldwin classifying then as 12-18-14-E.[21]

Australia

 
Australian gauge-convertible X class

Possibly the world's first 2-8-2T was the South Maitland Railways 10 Class, first delivered in 1911, by Beyer-Peacock, and spasmodically continuing delivery until 1925, then totaling 14 in the class.

The requirement for locomotives that could be converted from 5 ft 3 in (1,600 mm) to 4 ft 8+12 in (1,435 mm) standard gauge without major re-engineering led to the introduction of Mikado locomotives by the Victorian Railways (VR) in the 1920s. Whereas previous 2-8-0 Consolidation type locomotives featured long, narrow fireboxes between the frames that made gauge conversion impractical, the N class light lines and X class heavy goods locomotives both featured wide fireboxes positioned behind the coupled wheels and above the frames.[22]

The South Australian Railways (SAR) employed four distinct classes of 2-8-2 locomotive, the locally designed 700 and 710 class, the 740 class that was originally built for China by Clyde Engineering and purchased by the SAR after the order was cancelled in the wake of the Chinese Communist Revolution, and the 750 class, a group of ten surplus VR N class locomotives.[23]

To assist with the postwar rebuilding of Australian railways, American-designed Mikado locomotives were also introduced after the Second World War, such as the Baldwin-built New South Wales Government Railways (NSWGR) D59 class and the Queensland Rail (QR) AC16 class.

A Mikado was also the last new class of mainline steam locomotive to be introduced in Australia, the V class heavy freight locomotive of the Western Australian Government Railways (WAGR) of 1955.[24]

Austria

The 4-cylinder compound class 470, developed in 1914 by Karl Gölsdorf, was built for express trains on mountain lines. From 1927, some of these locomotives were rebuilt to two-cylinder superheated steam locomotives and designated class 670. They were reclassified to class 39 from 1938 and remained in service until 1957.

Belgian Congo

 
Katanga Mikado no. 201, c. 1917

In 1917, 24 Mikado type steam locomotives were built for the Compagnie du chemin de fer du bas-Congo au Katanga (BCK), a new line from the Northern Rhodesian border to Port Francqui in the Belgian Congo. Since the line was just being completed at the time, the full complement of locomotives were not required immediately and four, possibly six, of them were temporarily leased to the South African Railways to alleviate a wartime shortage of locomotives. In South Africa, they were known as the Katanga Mikado. Six more of these engines were leased to the Beira and Mashonaland and Rhodesia Railways (BMR), which operated between Umtali in Southern Rhodesia and Beira in Mozambique. The locomotives were all forwarded to the Belgian Congo after the war, where they were numbered in the BCK range from 201 to 224.[25][26][27]

Canada

Canadian National (CN) operated a few Mikado locomotives:

  • One locomotive in the R-1 class, number 3000.
  • Thirty locomotives in the R-2 class, numbered 300 to 329.
  • Several locomotives in the S-1 and S-4 classes, numbered in the range between 3200-3524 and 3198-3199 and 3525-3599 and 3700-3757 and 3800-3805 .

Canadian Pacific (CP) used Mikado locomotives for passenger and freight trains throughout Canada. Most worked in the Rocky Mountains, where the standard 4-6-2 Pacifics and 4-6-4 Hudsons could not provide enough traction to handle the steep mountain grades.

The Temiskaming & Northern Ontario (renamed Ontario Northland Railway in 1946) operated seventeen Mikados, all ordered from Canadian Locomotive Company in three batches, the first six in 1916, second batch of four in 1921, and the final seven in 1923 to 1925. They were scrapped between 1955 and 1957 when the Ontario Northland was completely dieselized, except for three wrecked and scrapped in the 1940s. The Temiskaming & Northern Ontario operated its Mikados on both freight and passenger service, and were fitted with smoke deflectors. In 1946 65 out of 199 Canadian Pacific N2 2-8-0’s were rebuilt and converted to Class P1n 2-8-2’s . However all were scrapped around 1955 and 1958 . No P1n 2-8-2’s were preserved however CP no . 5468 is preserved

CP's no. 5468, on display in Revelstoke, British Columbia. And CP’s 5361 a Class P2e is preserved Depew New York.

China

Some local industries still actively use Mikados on freight service. The last regular Mikado passenger service was ended on 20 November 2015 in Baiyin. A few Chinese-made locomotives have found their way into the United States, including Class SY no. 3025, built in 1989, which operated as New Haven no. 3025, in honor of Class J1 no. 3001-3024, on the Valley Railroad in Connecticut. The locomotive now operates on the Belvidere & Delaware as no. 142. It is original to the New York, Susquehanna & Western Railway as no. 142. It and two other Chinese 2-8-2s are currently in the United States.

Finland

 
Class Tr1 no. 1088

Finland's sixteen 5 ft (1,524 mm) gauge Class Pr1 were 2-8-2T passenger locomotives for use on local trains. They were nicknamed Paikku, which means local. The Class Pr1 was operational from 1924 to 1972. Numbered 761 to 776, they were built by Hanomag in Germany and also by Finnish locomotive builders Tampella and Lokomo. The last one, no. 776, is preserved at the Finnish Railway Museum.

The Finnish Class Tr1 (or R1) tender locomotive was built by Tampella, Lokomo and German locomotive builders Arnold Jung from 1940 and remained in service until 1975. They were numbered from 1030 to 1096 and were nicknamed Risto, after Finnish President Risto Ryti. 1030, 1033, 1037, 1047, 1051, 1055, 1057, 1060, 1067, 1071, 1074, 1077, 1082, 1087, 1088, 1092, 1093, 1094, 1095 and 1096 are preserved

France

France used a fairly large number of 2-8-2s in both tender and tank configurations, designated 141 class from the French classification system of wheel arrangements.

Tender locomotives

Of the pre-nationalisation railway companies that existed before the formation of the SNCF, the Chemins de fer de Paris à Lyon et à la Méditerranée (PLM) had the most Mikados. Their first twelve were initially numbered from 1001 to 1012 and later renumbered to 141.A.1 to 141.A.12. The PLM's second series, numbered from 1013 to 1129 and later renumbered 141.B.1 to 141.B.117, were built by Baldwin Locomotive Works in the United States. Their third and largest class was numbered from 141.C.1 to 141.C.680. Of these latter locomotives, those fitted with feedwater heaters bore the class letter D. The PLM also rebuilt forty-four 141.C and 141.D class locomotives to 141.E class. The SNCF modified the PLM numbers by adding the regional prefix digit "5".

The PLM's 141.A class Mikados were copied by the Chemins de fer du Nord, who had fifty, numbered from 4.1101 to 4.1150, which became 2-141.A.1 to 2-141.A.50 on the SNCF.

The Chemins de fer de l'État also had a class of 250 Mikados, numbered from 141-001 to 141-250. These later became the 141.B class on the SNCF and were renumbered 3-141.B.1 to 3-141.B.250. After modifications, the 141.B class locomotives became the 141.C class, as well as one 141.D class (no. 141.D.136) and one 141.E class (no. 141.E.113). No. 3-141.C.100 has been preserved and designated a Monument historique.

 
SNCF 141P Class

The most powerful French Mikado was the SNCF 141.P class. At about 3,300 horsepower (2,500 kilowatts), these engines were among the most efficient steam locomotives in the world, thanks to their compound design.[28] They could burn 30% less fuel and use 40% less water than their 141.R class counterparts, but could not compete when it came to reliability. Every locomotive of this 318-strong class has been scrapped.

 
SNCF 141R Class no. 568

The most numerous steam locomotive class France had, was the American and Canadian-built 141.R class. Of the 1,340 locomotives ordered, however, only 1,323 entered service since sixteen engines were lost at sea during a storm off the coast of Newfoundland while being shipped to France, while one more was lost in Marseille harbour. They were praised for being easy to maintain and proved to be very reliable, which may account for the fact that they remained in service until the very end of the steam era in 1975. Twelve of these locomotives have been preserved.

Tank locomotives

The Chemins de fer d'Alsace et de Lorraine had a class of forty 2-8-2T locomotives, the T 14 class, later numbered SNCF 1-141.TA.501 to 1-141.TA.540. They were identical to Germany's Prussian T 14 class locomotive and were built between 1914 and 1918. (Also see Germany)

The Chemins de fer de l'Est had two Mikado classes. The first was numbered from 4401 to 4512, later renumbered 141.401 to 141.512 and finally SNCF 1-141.TB.401 to 1-141.TB.512. The other was numbered from 141.701 to 141.742 and later SNCF 1-141.TC.701 to 1-141.TC.742.

The Chemin de Fer du Nord also had two 2-8-2T classes. The first, consisting of only two locomotives, was numbered 4.1201 and 4.1202, later renumbered 4.1701 and 4.1702 and finally SNCF 2-141.TB.1 and 2-141.TB.2. The second, with 72 locomotives, was numbered from 4.1201 to 4.1272 and later SNCF 2-141.TC.1 to 2-141.TC.72.

The Chemins de Fer de l'État also had two Mikado classes. The first, numbered from 42-001 to 42-020, later became the SNCF 141.TC class and were renumbered 3-141.TC.1 to 3-141.TC.20. The second, numbered from 42-101 to 42-140, later became the SNCF 141TD class and were renumbered 3-141.TD.1 to 3-141.TD.141. They were copies of the 141.700 series of the Chemins de fer de l'Est.

The Compagnie du chemin de fer de Paris à Orléans (PO) also had two classes. The first was numbered from 5301 to 5490 and later SNCF 4-141.TA.301 to 4-141.TA.490. The second was numbered from 5616 to 5740 and later 4-SNCF 141.TB.616 to 4-141.TB.740.

Germany

German 2-8-2 tender locomotives were built in both passenger and freight versions.

  • An Express-service locomotive was the DRG Class 19 „Sachsenstolz“ (Pride of Saxony), developed by the Royal Saxon State Railways as type XX    (Roman Numeral 20; superheated steam (H); compound (V)) to provide express service in the Saxonian Bohemian Massif.
  • The passenger locomotive was the DRG Class 39, initially the Class P 10 of the Prussian state railways, which was built for hauling heavy express trains in the hilly and mountainous terrain of the Mittelgebirge. When they were assimilated into the Deutsche Reichsbahn-Gesellschaft (DRG), they were designated as DRG Class 39.
 
DRB Class 41 freight locomotive
  • Although going out of production when the DRB consolidated their production into 2-10-0 1'E DRB Class 52 Kriegslok designs, the DRB Class 41 „Ochsenlok“ (Oxen Loco) was a successful 1'D1 2-8-2 freight locomotive also used for commuter trains. They were operated by the Deutsche Reichsbahn (DRB) and were built from 1937 to 1941, gaining notoriety as the German steam locomotive with the highest efficiency η of 10%.

Both standard gauge and narrow gauge 1D1 2-8-2 tank locomotive classes were used in Germany.

  • The DRG Class 93.0-4 was a German 2-8-2T goods train tank locomotive that was used by the Prussian state railways as well as the French Chemins de fer d'Alsace et de Lorraine, designated as Class T14 by both railways. The Prussian locomotives were later incorporated by the Deutsche Reichsbahn and designated Class 93.0-4 under the DRG renumbering plan. Altogether 457 locomotives of this class were built for the Prussian state railways between 1914 and 1918. (Also see France - Tank locomotives)
  • The DRG Class 86 was a standard goods train tank locomotive of the DRG. It was intended for duties on branch lines and was manufactured by almost all the locomotive building firms producing for the DRG. From 1942, a simplified wartime version was built, on which the most obvious changes were the omission of the second side windows in the cab and the solid disc carrying wheels.
  • The Molli railway (Mollibahn), a narrow-gauge steam-powered railway in Mecklenburg running on 900 mm (2 ft 11+716 in) gauge track, operates three 2-8-2T locomotives built by Orenstein & Koppel in 1932.[29]

India

Broad gauge

On the 5 ft 6 in (1,676 mm) gauge, the Class XD was the first 2-8-2 in India to be built in quantity. Introduced in 1927, 78 were built before the Second World War by Vulcan Foundry, North British Locomotive Company (NBL), Armstrong Whitworth and Škoda Works. Production resumed after the war, and 110 were built by NBL in 1945 and 1946, while Vulcan Foundry built the last six in 1948.[30]

 
Montreal Locomotive Works-built Class X-Dominion (Class CWD)

There was also a Class XE that was built by William Beardmore & Company and Vulcan Foundry. Wartime designs included the Class AWD and Class AWE, built by American company Baldwin Locomotive Works, and the Class X-Dominion (later Class CWD) built as part of Canada's Mutual Aid program by two Canadian companies, the Canadian Locomotive Company and Montreal Locomotive Works.[30]

 
Class WG no. 9616 9619 at Agra

After the war, a new design was produced and placed in production in 1950. The Class WG was the main post-war broad gauge freight locomotive type of the Indian Railways (IR). The first order of 200 was split evenly between NBL and Chittaranjan Locomotive Works (CLW). Apart from Indian manufacture, examples were also built in England, Scotland, Germany, Austria, the United States, Japan and Italy. By the time production ceased in 1970, 2,450 Class WG locomotives had been built.[30]

Metre gauge

After World War I, an Indian Railway Standards (IRS) 2-8-2 class became the main heavy freight locomotive on the 1,000 mm (3 ft 3+38 in) metre gauge. While two versions were designed, the Class YD with a 10-ton axle load and the Class YE with a 12-ton axle load, none was built of the latter class.[31]

During World War II, many of the war-time United States Army Transportation Corps class S118 locomotives were sent to India and 33 more were ordered after the war.[30]

The post World War II Mikado design was the Class YG, of which 1,074 were built between 1949 and 1972, with nearly half of them being manufactured in India.[30]

Narrow gauges

Two narrow track gauges were in use in India. The 2 ft 6 in (762 mm) gauge was the more widely used while the 2 ft (610 mm) gauge was used by the Darjeeling Himalayan Railway and the Scindia State Railway. Mikado type locomotives were used by the following:

The standard narrow gauge 2-8-2 locomotive was the ZE class, with 65 engines built by five companies between 1928 and 1954. Nasmyth, Wilson built ten in 1928, Hanomag built sixteen in 1931, Corpet-Louvet built twelve in 1950, KraussMaffei built fifteen in 1952 and another ten in 1954, and Kawasaki Heavy Industries built ten in 1954. In 1957 and 1958, six ZD class locomotives were also built by Nippon Sharyo in Japan.[32]

Indonesia

 
D52099 (renumbered D52080) preserved in Taman Mini Indonesia Indah (now stored in Purwosari Station,awaiting restoration)

Before 1945, the Dutch East Indies Railway Administration, Staatspoorwegen (SS), introduced two types of locomotives with a 2-8-2 wheel arrangement, the class 1500 tender engine of 1920, later renumbered as class D51, and the class 1400 tank engine of 1921-22, later renumbered as class D14. The class 1500 was originally used on the Hedjaz Railway, but was later diverted to Java prior to the First World War.[33]

After the independence of Indonesia in 1945, the government of Indonesia nationalised all of the Dutch-owned railway companies, including the SS whose name was later changed to Djawatan Kereta Api (DKA), the Departmental Agency of Railway. Shortly after, the DKA bought 100 new steam locomotives with a Mikado wheel arrangement from Krupp in Germany. These locomotives, designated the D52 type, were the most modern steam locomotive in Indonesia at that time, with a large physical appearance and equipped with electric lighting. It was similar to the Class 41 locomotive of the Deutsche Reichsbahn.

In Java, the D52 locomotives were placed in passenger service, but was occasionally also used as freight locomotives. Some people even idolized the D52 because of its loyalty in taking passengers anywhere, as happened on the Rapih Dhoho Train from Madiun to Kertosono. The D52 was a mainstay for this train until the end of steam operation in Indonesia.

In contrast to the Java-based units, Sumatra-based D52 locomotives were used for hauling freight trains, mainly coal trains from the Tanjung Enim coal mine, now owned by the PT Bukit Asam mining company, to the coal dumping sites at Kertapati and Tarahan.

The D52 locomotives were initially coal-fired but, from mid-1956, 28 locomotives, numbers D52002 to D52029, were converted to oil burners. The work was done in stages over five years by the locomotive repair shop at Madiun.

One locomotive from this class was written off from service near Linggapura station after a boiler explosion that killed its driver, as a result of steam pipe failure. The only one of the original 100 locomotives that survived into the 21st century is D52 number D52099 (renumbered D52080), which is on display at the Transport Museum in Taman Mini Indonesia Indah. Later on, the locomotive was moved to Purwosari Station for preservation, but it was never finished.

Italy

Italian railways relied primarily on 2-6-2s for fast passenger services, while heavy passenger service was assigned to 2-8-0s of the classes 744 and 745. Although Mikado types had little opportunity for development in Italy, Ferrovie dello Stato Italiane (FS) commissioned the 2-8-2 class 746 for heavy passenger service on the Adriatic route. To serve local branches and mountain lines where tank locomotives were more suitable, FS derived the new class 940 from the 2-8-0 class 740, with the same dimensions but adding a rear Bissel truck to support the coal bunker behind the cab to make it a 2-8-2.

Japan

 
D51 498

The Japanese Government Railways (JGR) built the Class D50, Class D51, and Class D52 Mikado tender locomotives for use on the 3 ft 6 in (1,067 mm) gauge lines on the Japanese mainland and in its former colonies. (Also see Soviet Union.) Among those, the D51 was the most popular with a total of 1,115 units produced, the most of any single class of locomotive in Japan.[34] A few of the D51s remain in operation for excursion services, with many preserved nationwide.

New Zealand

Only one 2-8-2 locomotive ever operated on New Zealand's national rail network, and it was not even ordered by the New Zealand Railways Department, who ran almost the entire network. The locomotive was ordered in 1901 from Baldwin Locomotive Works by the Wellington & Manawatu Railway Company (WMR) for use on their main line's steep section between Wellington and Paekakariki. It entered service on 10 June 1902 as the WMR's no. 17. At the time, it was the most powerful locomotive in New Zealand and successfully performed its intended tasks.

When the WMR was incorporated into the national network in 1908, the Railways Department reclassified no. 17 as the solitary member of the BC class, no. BC 463, and the locomotive continued to operate on the Wellington-Paekakariki line until it was withdrawn on 31 March 1927.

Philippines

 
Manila Railroad no. 889 in the 1940s, one of the 45 USATC Class S118s of the agency.

According to Iowa State University professor Jonathan Smith, the Mikado was the most popular wheel arrangement of freight-purpose tender locomotives on the Manila Railroad. 67 units of the wheel class were delivered between 1927 and 1951, distributed into 4 classes.[35]

The first 2-8-2 steam locomotive was the Baldwin-built Manila Railroad 250 class introduced in 1928. It was the freight version of the 4-6-2 Pacific-type 140 class built for passenger rail services in Luzon.[36] More classes were ordered after the war. The United States Army Transportation Corps class S118, locally referred to as the Manila Railroad 800 class USA in which 45 units were ordered in 1944. These were numbered 851 to 895, with three named locomotives have been named: No. 865 Huckleberry Finn, No. 866 Tom Sawyer and No. 867 Hanibella. Two more locomotives were ordered in 1948 from the War Assets Administration and were numbered the 630 class. These were locally assembled at the MRR workshop in Caloocan. Lastly, 10 JNR Class D51 locomotives were ordered from Nippon Sharyo in 1951 and were numbered the 300 class.[37]

All of these locomotives were decommissioned in 1956 and were scrapped afterwards.[38]

Poland

 
Preserved TKt48 on display at Szczecin
 
Preserved Pt31
 
Preserved Pt47-13 at Skarżysko-Kamienna

Between 1932 and 1939, Polish industry supplied PKP with 98 Mikados of class Pt31 of own design (further 12 were built under German occupation).[39] After World War II additional 180 of improved class Pt47 were built until 1951. Both classes were used to run heavy (600 ton) long-distance passenger trains on main lines. They were the most powerful passenger locomotives in Poland. Their wheel diameter was 1.85 m, power output 2000 hp and speed 110 km/h.[39]

191 TKt48 2-8-2 tank locomotives were delivered to PKP between 1950 and 1957, with additional two built for the industry and six exported to Albania.[39] They were used on suburban passenger trains and on goods trains in lower mountain areas.

South Africa

Only six Mikado locomotive classes saw service in South Africa, five on Cape gauge and one on narrow gauge. The type was rare, with only two of these classes built in quantity.[40]

Cape gauge

 
NGR Havelock, c. 1888

During 1887, designs for a 2-8-2 Mikado type tank-and-tender locomotive were prepared by the Natal Government Railways. The single locomotive was built in the Durban workshops and entered service in 1888, named Havelock, but was soon rebuilt to a 4-6-2 Pacific configuration. The engine Havelock was the first locomotive to be designed and built in South Africa and also the first to have eight-coupled wheels.[41]

In 1903, the Cape Government Railways (CGR) placed two Cape Class 9 2-8-2 locomotives in service, designed by H.M. Beatty, Locomotive Superintendent of the CGR from 1896 to 1910, and built by Kitson & Company. They had bar frames, Stephenson's link motion valve gear and used saturated steam. In comparison with the Cape Class 8 2-8-0 locomotive of 1901, however, it was found that their maintenance costs were much higher without any advantage in terms of efficiency. As a result, no more of the type were ordered. In 1912, when these locomotives were assimilated into the South African Railways (SAR), they were classified as Class Experimental 4.[41][42][43]

 
SAR Class 11 no. 933

In 1904, the Central South African Railways (CSAR) placed 36 Class 11 Mikados in service. Built by the North British Locomotive Company (NBL), it was designed by P.A. Hyde, Chief Locomotive Superintendent of the CSAR from 1902 to 1904, for goods train service on the Witwatersrand. It was superheated, with a Belpaire firebox, Walschaerts valve gear and plate frame. The Class 11 designation was retained when the CSAR was amalgamated into the SAR in 1912.[26][40][41][42][43]

In 1906, the CGR placed a single experimental 2-8-2 in service, designed by H.M. Beatty and built by Kitson. It was a larger version of the Cape Class 9 in all respects, also with a bar frame, Stephenson's link motion valve gear and using saturated steam. The locomotive was not classified and was simply referred to as "the Mikado". On the CGR it was exceeded in size only by the Kitson-Meyer 0-6-0+0-6-0 of 1904. At the time, it was considered as a big advance in motive power, but the design was never repeated and the Cape Mikado remained unique. In 1912, it was classified as Class Experimental 5 on the SAR.[41][42][43]

In 1917, the South African Railways placed at least four, possibly six, Mikado type steam locomotives in service. They had been built for the Chemins de Fer du Bas Congo á Katanga in the Belgian Congo and were obtained on temporary lease, to alleviate the critical shortage of locomotives as a result of the First World War's disruption of locomotive production in Europe and the United Kingdom. The Katanga Mikados, as the locomotives were known on the SAR, were all forwarded to the Belgian Congo after the war.[26][27] (Also see Belgian Congo)

Narrow gauge

 
SAR Class NG15 crossing the Van Stadens river bridge

Between 1931 and 1958, 21 2 ft (610 mm) narrow gauge Class NG15 Mikados, developed from the Class Hd and Class NG5 of South West Africa (SWA), were acquired for the Otavi Railway in SWA. Designed by the SAR, it was built by Henschel & Son and Société Franco-Belge. A major improvement on the earlier locomotives was the use of a Krauss-Helmholtz bogie, with the leading pair of driving wheels linked to the leading pony truck. The leading driving wheels had a limited amount of side play while the axle still remained parallel to the other three driving axles at all times, thus allowing the locomotive to negotiate sharper curves than its two predecessors. When the SWA narrow gauge line was regauged to Cape gauge in 1960, all these locomotives were transferred to the Eastern Cape for further service on the Langkloof narrow gauge line from Port Elizabeth to Avontuur. Here they were nicknamed the Kalahari.[42][44] Victorias Milling Co. 2H is a Henschel built 0-8-0T dated 1927.

South West Africa (Namibia)

Two very similar Mikado classes saw service on the 600 mm (1 ft 11+58 in) narrow gauge Otavi Railway in South West Africa (SWA).

 
SAR Class NG5, c. 1960

In 1912, the German administration in Deutsch-Südwest-Afrika acquired three locomotives for use on the line from Swakopmund to Karibib. They were built by Henschel & Son and were designated Class Hd. The locomotives were superheated, with Heusinger valve gear, piston valves and outside plate frames. Since they did not have separate bogie trucks, the leading and trailing carrying wheels were arranged as radial axles to allow for sideways motion of the wheels with respect to the locomotive frame. After the First World War, they were taken onto the roster of the South African Railways (SAR) and later reclassified as Class NG5 along with the similar locomotives of 1922.[42][45]

In 1922, the SAR placed six Class NG5 locomotives in service on the Otavi branch in SWA, also built by Henschel. They were built to the same design as the Class Hd, but had a different coupled wheel suspension arrangement, different boilers and slide valves. In service, they were operated in a common pool with the Class Hd locomotives until they were all withdrawn from service when the SWA system was regauged to Cape gauge in 1960.[42][44][45]

Soviet Union

 
JNR Class D51-22 on Sakhalin Island

At the end of the Second World War, several 3 ft 6 in (1,067 mm) gauge Japanese Class D51 2-8-2 locomotives were left behind on Russia's Sakhalin island, formerly Karafuto, by retreating Japanese forces. In addition, two Class D51 wrecks were abandoned to the north of the city. Until 1979, the serviceable Japanese locomotives were used on the island by the Soviet Railways.

One was then plinthed outside the Yuzhno-Sakhalinsk railway station, and another is still in running condition and is kept at the Yuzhno-Sakhalinsk railway station.[46]

The Sakhalin Railway has a connection with the mainland via a train ferry operating between Kholmsk on the island and Vanino on the mainland. The Japanese gauge still remains in use on the island, although in 2004 conversion began to the Russian 1,520 mm (4 ft 11+2732 in) gauge.[46][47] (Also see Japan)

Spain

The 1,668 mm (5 ft 5+2132 in) Iberian gauge network of Spain used one Mikado tank locomotive and two versions of tender locomotives.

The Spanish manufacturer MTM delivered six 2-8-2T locomotives to the Madrid-Caceres-Portugal line in 1925. A project at MTM in 1942 to build a big 2-8-2 never realised.

The first tender version was built by two American companies in 1917, fifteen by Brooks Locomotive Works and forty by Schenectady Locomotive Works. They were numbered from 4501 to 4555 and were a slightly smaller version of the USRA Light Mikado. The locomotives served well in the Norte system, where they were nicknamed Chalecos.

In 1953, RENFE (acronym of REd Nacional de los Ferrocarriles Españoles), the nationalised railway company, acquired twenty-five locomotives of the second tender version from North British Locomotive Company (NBL) of Glasgow. Spanish builders MTM, MACOSA and Euskalduna and the American Babcock & Wilcox built 213 more between 1953 and 1960, with only minor detail differences such as double chimneys, Llubera sanders, ACFI feedwater heaters and oil-burning. Their empty weight was 94 tonnes (92.5 long tons; 103.6 short tons) and they had 1,560 millimetres (61.42 inches) diameter coupled wheels. They performed well in both freight and passenger service and lasted until the official end of steam in common service in 1975.

One Norte and eighteen RENFE locomotives are preserved, three of them in good working condition.

Thailand (Siam)

 
Mikado 950, imported to Thailand 1950 on exhibition before the old Bangkok-Thonburi Station.

The first Mikado locomotives of the Royal State Railways of Siam (RSR), the predecessor of the State Railway of Thailand (SRT), were acquired from 1923 as standard locomotives for express and mixed trains, to supersede the E-Class locomotives which had been commissioned between 1915 and 1921. The first Siamese Mikado class was built by Baldwin Locomotive Works in 1923, Nasmyth, Wilson & Company in 1924 and Batignolles-Châtillon, France in 1925.

However, it was not until the first batch of eight of Thailand's second class of 2-8-2 locomotives, numbers 351 to 358, was imported from Japan in 1936 that Mikado locomotives really became successful in Thailand. The RSR imported more Mikado standard locomotives to meet railways as well as military demands between 1938 and 1945.

After the Second World War, in 1946, the RSR imported fifty used United States Army Transportation Corps class S118 locomotives, the so-called MacArthur Locomotives. Another eighteen new engines of the same Class were purchased around 1948-1949 to meet the post-war demand.

The last type of Mikado steam locomotives for Thailand were seventy engines imported by SRT from Japan between 1949 and 1951, numbered 901 to 970. Of these, only Mikado no. 953 is still serviceable, and runs passenger trains on special occasions.[48]

United Kingdom

The 2-8-2 wheel arrangement was rarely, but successfully, used on British rails. Nigel Gresley of the London & North Eastern Railway (LNER) designed two Mikado types of note:

  • The Class P1 was a freight derivative of his famed Class A1 4-6-2, inspired by the Pennsylvania Railroad's twin K4s 4-6-2 and L1s 2-8-2 locomotives. Two were built, but there was never really much call for their ability and they remained under-utilised throughout their short existence.[49]
  • Gresley's other class of Mikados was his Class P2. These were express passenger locomotives, rather more inspired by European influences than American. They were built to haul heavy express trains in hilly terrain north of Edinburgh, where Gresley thought the additional adhesion possible with a 2-8-2 might serve well. Unfortunately, poor self-centering on the leading truck meant that the leading driving wheels wore against the rails on tighter curves, being hard on both track and wheels. Gresley's successor Edward Thompson converted the Class P2s into 4-6-2 Pacifics.[50] In June 2014, a new Class P2 Mikado locomotive, 2007 The Prince of Wales, intended to work both on mainline and preserved railways, was under construction by the P2 Steam Locomotive Company.[51]

The Great Western Railway (GWR) operated a class of 54 2-8-2T engines that had been rebuilt from 2-8-0T locomotives by Charles Collett, chief mechanical engineer of the GWR. As early as 1906, the chief mechanical engineer at the time, George Churchward, planned a class of Mikado tank engines to handle heavy coal trains in South Wales. The plan was abandoned, however, as it was feared they would be unable to handle the sharp curves present on Welsh mineral branches. Instead, Churchward designed the 4200 Class of 2-8-0 tank engines, of which nearly 200 were built.

 
Collett 7200 Class no. 7221

In the 1930s, coal traffic declined with the result that many of these engines stood idle, since their limited operating range prevented them from being allocated to other mainline duties. Collett, as Churchward's successor, decided to rebuild some of the 4200 Class engines as 2-8-2Ts. The addition of a trailing axle increased the engine's operating range by allowing an increased coal and water storage capacity. Altogether 54 locomotives were modified in this manner. The 7200 Class tank engines, as they were known, remained in service until the end of steam in Britain in the early 1960s.

The designer of the BR Standard Class 9F locomotive as well as the rest of the BR standard classes as Chief Mechanical Engineer of British Railways, Robert Riddles, originally designed the aforementioned locomotive to be a 2-8-2 using the boiler from one of the 4-6-2 passenger locomotive standard classes. However, he later decided to use a 2-10-0 wheel arrangement with a new boiler design, as it offered more tractive effort and better weight distribution.

United States

 
USRA Heavy Mikado

The 2-8-2 saw great success in the United States, mostly as a freight locomotive. In the 1910s it largely replaced the 2-8-0 Consolidation as the main heavy freight locomotive type. Its tractive effort was similar to that of the best 2-8-0s, but a developing requirement for higher speed freight trains drove the shift to the 2-8-2 wheel arrangement.

The Mikado type was, in turn, ousted from the top-flight trains by larger freight locomotive wheel arrangements such as the 2-8-4, 2-10-2, 2-10-4 and articulated locomotives, but no successor type became ubiquitous and the Mike remained the most common road freight locomotive with most railroads until the end of steam. More than 14,000 were built in the United States, about 9500 of these for North American service, constituting about one-fifth of all locomotives in service there at the time. The heaviest Mikados were the Great Northern's class O-8, with an axle load of 81,250 pounds (36,854 kilograms).

Almost all North American railroads rostered the type, notable exceptions being the Richmond, Fredericksburg & Potomac, the Boston & Maine, the Delaware & Hudson, the Western Maryland, the Cotton Belt and the Norfolk & Western. The largest users included the New York Central with 715 locomotives, the Baltimore & Ohio with 610, the Pennsylvania Railroad with 579, the Illinois Central with 565, the Milwaukee Road with 500, the Southern with 435, and the Chicago, Burlington & Quincy with 388.[52]

A number of North American 2-8-2s have been preserved as either static display pieces, or steam excursion stars. These include Baltimore and Ohio 4500, Nickel Plate Road 587, Grand Trunk Western 4070, Southern Railway 4501, Grand Canyon Railway 4960, Spokane, Portland and Seattle 539, Southern Pacific 745, Tremont and Gulf 30, Duluth and Northern Minnesota 14, Soo Line 1003, McCloud Railway 18, McCloud Railway 19, and Pennsylvania Railroad 520.

Yugoslavia

Borsig built 2-8-2s were delivered to the railway of the Kingdom of Yugoslavia in 1930. These became the JDZ class 06, of which a few remain in the former Yugoslav nations.

References

  1. ^ a b Bernat, Andrew (January–February 2004). "The Alamogordo and Sacramento Mountain Railway - A Standard Gauge 'Cloud-Climber'". Narrow Gauge & Short Line Gazette. pp. 47–52.
  2. ^ . Railway Technical Web Pages. 28 June 2007. Archived from the original on 17 May 2013. Retrieved 8 February 2008.
  3. ^ "Ask Trains for August 2006". Kalmbach Publishing. Retrieved 29 January 2008.
  4. ^ LeMassena, Robert. (1993). America's Workhorse Locomotive: the 2-8-2. Quadrant Press, Inc., p. 6. ISBN 0-915276-54-2
  5. ^ Japan Railway & Transport Review No. 29 - retrieved 26 October 2006. 21 June 2013.
  6. ^ Bruce, Alfred. (1952). The Steam Locomotive in America: Its Development in the Twentieth Century. W.W. Norton, pp. 296–298.
  7. ^ Steam Locomotive dot com: 2-8-2 "Mikado" Type Locomotives - retrieved 26 October 2006. 21 June 2013.
  8. ^ Carter (2006), p. 90.
  9. ^ Carter (2006), p. 101.
  10. ^ Carter (2006), p. 160.
  11. ^ Carter (2006), pp. 158–159.
  12. ^ Carter (2006), p. 285.
  13. ^ Carter (2006), p. 481.
  14. ^ Carter (2006), pp. 204–206.
  15. ^ Carter (2006), pp. 218–219.
  16. ^ Carter (2006), p. 219.
  17. ^ Carter (2006), p. 180.
  18. ^ Carter (2006), p. 181.
  19. ^ a b Carter (2006), p. 182.
  20. ^ Carter (2006), pp. 180–182.
  21. ^ Carter (2006), pp. 472–473.
  22. ^ Pearce et al. (1980). Newport Railway Museum. Melbourne: ARHS, p. 14. ISBN 0-85849-018-8
  23. ^ page 752 - retrieved 21 October 2006
  24. ^ John Hurst Railway Pages - retrieved 26 October 2006. 21 June 2013.
  25. ^ C.F. du Bas Congo a Katanga 2-8-2 Locomotives of Congo - Class Details by Steve Llanso of Sweat House Media - Class 201 (Locobase 15020) (Accessed on 16 April 2016)
  26. ^ a b c Holland, D. F. (1972). Steam Locomotives of the South African Railways. Vol. 2: 1910-1955 (1st ed.). Newton Abbott, England: David & Charles. p. 32-33, 47. ISBN 978-0-7153-5427-8.
  27. ^ a b Espitalier, T.J.; Day, W.A.J. (1945). The Locomotive in South Africa - A Brief History of Railway Development. Chapter VII - South African Railways (Continued).South African Railways & Harbours Magazine September 1945. p. 673.
  28. ^ Westwood, J.N. (1977). Locomotive designers in the age of steam.
  29. ^ Garvin, Brian; Fox, Peter (2004). European Handbook No 2B GERMAN RAILWAYS part 2. Private Railways & Museums (1st ed.). Sheffield, UK: Platform 5. ISBN 1-902336-37-2.
  30. ^ a b c d e Hughes, Hugh. (1996). Indian Locomotives, Part 4 – 1941-1990. Harrow, Middlesex: Continental Railway Circle, pp. 19-20, 24. ISBN 0-9521655-1-1
  31. ^ Hughes, Hugh. (1992). Indian Locomotives, Part 2 – Metre Gauge 1872-1940. Harrow, Middlesex: Continental Railway Circle, p. 19. ISBN 0-9503469-9-3
  32. ^ a b Hughes, Hugh & Jux, Frank. (1980). Steam Locomotives in India, Part 1 – Narrow Gauge. Harrow, Middlesex: Continental Railway Circle, p. 29. ISBN 0-9503469-5-0
  33. ^ Durrant, A. E. (1972) PNKA Power Parade. Harrow, Middlesex: Railway Continental Circle. p. 44.
  34. ^ Hirota, Naotaka (January 1972). Steam Locomotives of Japan. Kodansha America, Inc. p. 74 & 78. ISBN 978-0870111853.
  35. ^ Smith, Jonathan. "Manila Railroad steam locomotives". Iowa State University. Retrieved 22 January 2021.
  36. ^ Motive Power and Rolling Stock. Report of Survey of the Manila Railroad Company and the Preliminary Survey of Railroads for Mindanao (Report). De Leuw, Cather and Company; Manila Railroad Company. July 1952. Retrieved 13 April 2021.
  37. ^ "Locomotive Engineers Journal". 90. Brotherhood of Locomotive Engineers and Trainmen. 1956. {{cite journal}}: Cite journal requires |journal= (help)
  38. ^ "The Passing of the Steam Engine". This Week. 12 August 1956. Retrieved 22 January 2021.
  39. ^ a b c Bogdan Pokropiński (2007). Parowozy normalnotorowe produkcji polskiej [Normal gauge steam locomotives of Polish manufacture] (in Polish). Warsaw: Wydawnictwa Komunikacji i Łączności. pp. 98, 150–154, 254–255. ISBN 978-83-206-1617-0.
  40. ^ a b Durrant, AE (1989). Twilight of South African Steam (1st ed.). Newton Abbott: David & Charles. p. 58. ISBN 0715386387.
  41. ^ a b c d Holland, D.F. (1971). Steam Locomotives of the South African Railways. Vol. 1: 1859–1910 (1st ed.). Newton Abbott, England: David & Charles. pp. 68–69, 72, 90–91, 130–131. ISBN 978-0-7153-5382-0.
  42. ^ a b c d e f Paxton, Leith; Bourne, David (1985). Locomotives of the South African Railways (1st ed.). Cape Town: Struik. pp. 10–11, 54, 83, 102, 108, 110, 116–117. ISBN 0869772112.
  43. ^ a b c Classification of S.A.R. Engines with Renumbering Lists, issued by the Chief Mechanical Engineer's Office, Pretoria, January 1912, pp. 9, 12, 15, 36-37 (Reprinted in April 1987 by SATS Museum, R.3125-6/9/11-1000)
  44. ^ a b South African Railways and Harbours Locomotive Diagram Book, 2’0" & 3’6" Gauge Steam Locomotives, 15 August 1941, as amended
  45. ^ a b South African Railways and Harbours Narrow Gauge Locomotive Diagram Book, 2’0" Gauge, S.A.R. Mechanical Dept. Drawing Office, Pretoria, 28 November 1932
  46. ^ a b "The International Steam Pages - Steam and the Railways of Sakhalin Island". from the original on 13 December 2013. Retrieved 18 June 2013.
  47. ^ . JSC Russian Railways. 2007. Archived from the original on 4 October 2011. Retrieved 17 June 2010.
  48. ^ The Railways of Thailand / R. Ramaer., White Lotus, 1993
  49. ^ LNER Encyclopedia - The Gresley P1 Mineral 2-8-2 (Mikado) Locomotives - retrieved 26 October 2006. 21 June 2013.
  50. ^ LNER Encyclopedia - The Gresley P2 Passenger 2-8-2 (Mikado) Locomotives - retrieved 26 October 2006
  51. ^ Welcome to the project to build the new Gresley class P2 No. 2007 Prince of Wales (Accessed on 29 September 2016
  52. ^ "2-8-2 "Mikado" Locomotives in the USA". www.steamlocomotive.com. Retrieved 8 January 2021.
  • Carter, Reg (2006). Railways and Motive Power of Argentina. Stamford, Lincs.: Amphion Press. ISBN 978-0-9530320-1-3.

External links

  Media related to 2-8-2 locomotives at Wikimedia Commons

under, whyte, notation, classification, steam, locomotives, represents, wheel, arrangement, leading, wheels, axle, usually, leading, truck, eight, powered, coupled, driving, wheels, four, axles, trailing, wheels, axle, usually, trailing, truck, this, configura. Under the Whyte notation for the classification of steam locomotives 2 8 2 represents the wheel arrangement of two leading wheels on one axle usually in a leading truck eight powered and coupled driving wheels on four axles and two trailing wheels on one axle usually in a trailing truck This configuration of steam locomotive is most often referred to as a Mikado frequently shortened to Mike 2 2 8 2 Mikado USRA Light Mikado No 639 from the Nickel Plate RoadEquivalent classificationsUIC class1D1 1 D1 French class141Turkish class46Swiss class4 6Russian class1 4 1First known tank engine versionFirst use1898CountryUnited States of America 1 LocomotiveAlamogordo and Sacramento Mountain Railway 101RailwayAlamogordo and Sacramento Mountain Railway 1 BuilderBaldwin Locomotive WorksEvolved from2 8 0Evolved to2 8 4BenefitsLarger coal bunker First known tender engine versionFirst use1884CountryUnited States of AmericaLocomotiveCalumetRailwayChicago amp Calumet Terminal RailwayEvolved from2 8 0 2 6 2Evolved to2 8 4 2 10 2BenefitsLarger firebox aft of driversIt was also at times referred to on some railroads in the United States as the McAdoo Mikado and during World War II the MacArthur 3 The notation 2 8 2T indicates a tank locomotive of this wheel arrangement the T suffix indicating a locomotive on which the water is carried in tanks mounted on the engine rather than in an attached tender Contents 1 Overview 2 Usage 2 1 Argentina 2 1 1 1 676 mm 5 ft 6 in broad gauge 2 1 2 Standard gauge 2 1 3 1 000 mm 3 ft 3 3 8 in gauge 2 1 4 750 mm 2 ft 5 1 2 in gauge 2 2 Australia 2 3 Austria 2 4 Belgian Congo 2 5 Canada 2 6 China 2 7 Finland 2 8 France 2 8 1 Tender locomotives 2 8 2 Tank locomotives 2 9 Germany 2 10 India 2 10 1 Broad gauge 2 10 2 Metre gauge 2 10 3 Narrow gauges 2 11 Indonesia 2 12 Italy 2 13 Japan 2 14 New Zealand 2 15 Philippines 2 16 Poland 2 17 South Africa 2 17 1 Cape gauge 2 17 2 Narrow gauge 2 18 South West Africa Namibia 2 19 Soviet Union 2 20 Spain 2 21 Thailand Siam 2 22 United Kingdom 2 23 United States 2 24 Yugoslavia 3 References 4 External linksOverview EditThe 2 8 2 wheel arrangement allowed the locomotive s firebox to be placed behind instead of above the driving wheels thereby allowing a larger firebox that could be both wide and deep This supported a greater rate of combustion and thus a greater capacity for steam generation allowing for more power at higher speeds Allied with the larger driving wheel diameter which was possible when they did not impinge on the firebox it meant that the 2 8 2 was capable of higher speeds than a 2 8 0 with a heavy train These locomotives did not suffer from the imbalance of reciprocating parts as much as did the 2 6 2 or the 2 10 2 because the center of gravity was between the second and third drivers instead of above the centre driver The first 2 8 2 locomotive was built in 1884 It was originally named Calumet by Angus Sinclair in reference to the 2 8 2 engines built for the Chicago amp Calumet Terminal Railway C amp CT However this name did not take hold 4 The wheel arrangement name Mikado originated from a group of Japanese type 9700 2 8 2 locomotives that were built by Baldwin Locomotive Works for the 3 ft 6 in 1 067 mm gauge Nippon Railway of Japan in 1897 In the 19th century the Emperor of Japan was often referred to as the Mikado in English Also the Gilbert and Sullivan opera The Mikado had premiered in 1885 and achieved great popularity in both Britain and America 5 The 2 8 2 was one of the more common configurations in the first half of the 20th century before dieselisation Between 1917 and 1944 nearly 2 200 of this type were constructed by the American Locomotive Company ALCO Lima Locomotive Works and Baldwin based on designs by the United States Railroad Administration USRA It was also known as the McAdoo Mikado in the United States after William Gibbs McAdoo who was appointed as Director General of Railroads when the United States commenced hostilities during the latter part of the First World War and the USRA was established Of all of the USRA designs the Mikado proved to be the most popular The total American production was about 14 000 of which 9 500 were for local customers and the rest exported 6 Mikado remained the type name until the attack on Pearl Harbor in 1941 Seeking a more American name MacArthur came into use to describe the locomotive type in the United States after General Douglas MacArthur After the war the type name Mikado again became the most common for this locomotive type 7 Usage EditLocomotives of this wheel arrangement saw service on all six populated continents The 2 8 2 type was particularly popular in North America but was also used extensively in Continental Europe and elsewhere Argentina Edit 1 676 mm 5 ft 6 in broad gauge Edit The Buenos Aires and Pacific Railway bought eighteen 2 8 2T locomotives in three batches of six as their class 701 class The first two batches came from North British Locomotive Company in 1908 and 1912 the third from Henschel amp Son in 1913 8 The BA amp P also bought eight 2 8 2 tender locomotives from Beyer Peacock amp Company in 1928 as their 3001 class 9 The Central Argentine Railway FCCA bought fifteen 2 8 2T locomotives as their class C7 in 1912 they were built by Robert Stephenson amp Company with works numbers 3506 to 3520 10 The FCCA also bought sixty 2 8 2 locomotives twenty class CS8A from Beyer Peacock amp Company in 1926 and another twenty in 1928 from Robert Stephenson amp Company The final twenty to class CS9A were supplied by Vulcan Foundry in 1930 Both classes were cross compound locomotives with one high pressure cylinder with a bore of 21 inches 533 millimetres and one low pressure cylinder with a bore of 31 1 2 inches 800 millimetres with a stroke of 26 inches 660 millimetres The earlier class had coupled wheels with a diameter of 62 inches 1 575 millimetres whereas on the later class they were 55 1 2 inches 1 410 millimetres 11 Standard gauge Edit The East Argentine Railway bought four 2 8 2 locomotives from Baldwin Locomotive Works in 1924 As class X they were numbered 70 to 74 they became General Urquiza Railway 701 to 704 in the 1948 nationalisation 12 Baldwin had classified them as 12 30 1 4 E 1 000 mm 3 ft 3 3 8 in gauge Edit The Province of Buenos Aires Railway bought a single 2 8 2 locomotive from Hanomag of Germany in 1910 Numbered 251 and classified as class E it was the only 2 8 2 on that railway s system 13 The Central Northern Railway FCCN bought seven classes of 2 8 2 locomotives totalling 134 locomotives The first 100 were all bought in 1911 Fifteen from Borsig class C7 numbered 700 714 25 from Henschel amp Sohn class C8 715 739 10 from Hanomag class C9 740 749 and 50 from North British Locomotive class C10 750 799 14 The next 25 came from Baldwin Locomotive Works in 1920 they were Baldwin class 12 30 1 4 E 55 to 79 FCCN class C11 numbered 7000 7024 The last nine new locomotives were built by Henschel between 1928 and 1930 class C13 numbers 7025 7033 and class C13A number 7034 15 In addition the FCCN rebuilt 20 4 8 0 locomotives of classes C6 and C7 into 2 8 2s between 1938 and 1940 16 The Cordoba Central Railway FCCC bought 31 locomotives in four classes The first was a solitary locomotive numbered 800 class C6A built by Alco s Brooks Works in 1910 17 It was nearly a decade before they bought any more with a dozen class C9A locomotives numbered 1451 to 1462 coming from Montreal Locomotive Works half in 1919 and half in 1920 18 MLW delivered another 15 Mikados later that same year as class C10A they were numbered 1463 to 1477 19 FCCC s final three came from Baldwin Locomotive Works in 1925 they were Baldwin class 12 26 1 4 E FCCC numbered them 1501 to 1503 class C11A 19 When the FCCC was taken over by the FCCN in 1939 their new owner changed the classification by adding 20 to the FCCC s old classification the locomotives kept their old numbers except for FCCC 800 which became FCCN 1400 20 750 mm 2 ft 5 1 2 in gauge Edit On the Ferrocarriles Patagonicos 75 locomotives were bought in 1922 Fifty were built by Henschel amp Sohn numbered 101 to 150 and class 75H 25 were built by Baldwin numbered 1 to 25 class 75B with Baldwin classifying then as 12 18 1 4 E 21 Australia Edit Australian gauge convertible X class Possibly the world s first 2 8 2T was the South Maitland Railways 10 Class first delivered in 1911 by Beyer Peacock and spasmodically continuing delivery until 1925 then totaling 14 in the class The requirement for locomotives that could be converted from 5 ft 3 in 1 600 mm to 4 ft 8 1 2 in 1 435 mm standard gauge without major re engineering led to the introduction of Mikado locomotives by the Victorian Railways VR in the 1920s Whereas previous 2 8 0 Consolidation type locomotives featured long narrow fireboxes between the frames that made gauge conversion impractical the N class light lines and X class heavy goods locomotives both featured wide fireboxes positioned behind the coupled wheels and above the frames 22 The South Australian Railways SAR employed four distinct classes of 2 8 2 locomotive the locally designed 700 and 710 class the 740 class that was originally built for China by Clyde Engineering and purchased by the SAR after the order was cancelled in the wake of the Chinese Communist Revolution and the 750 class a group of ten surplus VR N class locomotives 23 To assist with the postwar rebuilding of Australian railways American designed Mikado locomotives were also introduced after the Second World War such as the Baldwin built New South Wales Government Railways NSWGR D59 class and the Queensland Rail QR AC16 class A Mikado was also the last new class of mainline steam locomotive to be introduced in Australia the V class heavy freight locomotive of the Western Australian Government Railways WAGR of 1955 24 Austria Edit The 4 cylinder compound class 470 developed in 1914 by Karl Golsdorf was built for express trains on mountain lines From 1927 some of these locomotives were rebuilt to two cylinder superheated steam locomotives and designated class 670 They were reclassified to class 39 from 1938 and remained in service until 1957 Belgian Congo Edit Katanga Mikado no 201 c 1917 In 1917 24 Mikado type steam locomotives were built for the Compagnie du chemin de fer du bas Congo au Katanga BCK a new line from the Northern Rhodesian border to Port Francqui in the Belgian Congo Since the line was just being completed at the time the full complement of locomotives were not required immediately and four possibly six of them were temporarily leased to the South African Railways to alleviate a wartime shortage of locomotives In South Africa they were known as the Katanga Mikado Six more of these engines were leased to the Beira and Mashonaland and Rhodesia Railways BMR which operated between Umtali in Southern Rhodesia and Beira in Mozambique The locomotives were all forwarded to the Belgian Congo after the war where they were numbered in the BCK range from 201 to 224 25 26 27 Canada Edit Canadian National CN operated a few Mikado locomotives One locomotive in the R 1 class number 3000 Thirty locomotives in the R 2 class numbered 300 to 329 Several locomotives in the S 1 and S 4 classes numbered in the range between 3200 3524 and 3198 3199 and 3525 3599 and 3700 3757 and 3800 3805 Canadian Pacific CP used Mikado locomotives for passenger and freight trains throughout Canada Most worked in the Rocky Mountains where the standard 4 6 2 Pacifics and 4 6 4 Hudsons could not provide enough traction to handle the steep mountain grades The Temiskaming amp Northern Ontario renamed Ontario Northland Railway in 1946 operated seventeen Mikados all ordered from Canadian Locomotive Company in three batches the first six in 1916 second batch of four in 1921 and the final seven in 1923 to 1925 They were scrapped between 1955 and 1957 when the Ontario Northland was completely dieselized except for three wrecked and scrapped in the 1940s The Temiskaming amp Northern Ontario operated its Mikados on both freight and passenger service and were fitted with smoke deflectors In 1946 65 out of 199 Canadian Pacific N2 2 8 0 s were rebuilt and converted to Class P1n 2 8 2 s However all were scrapped around 1955 and 1958 No P1n 2 8 2 s were preserved however CP no 5468 is preservedCP s no 5468 on display in Revelstoke British Columbia And CP s 5361 a Class P2e is preserved Depew New York China Edit Some local industries still actively use Mikados on freight service The last regular Mikado passenger service was ended on 20 November 2015 in Baiyin A few Chinese made locomotives have found their way into the United States including Class SY no 3025 built in 1989 which operated as New Haven no 3025 in honor of Class J1 no 3001 3024 on the Valley Railroad in Connecticut The locomotive now operates on the Belvidere amp Delaware as no 142 It is original to the New York Susquehanna amp Western Railway as no 142 It and two other Chinese 2 8 2s are currently in the United States Finland Edit Class Tr1 no 1088 Finland s sixteen 5 ft 1 524 mm gauge Class Pr1 were 2 8 2T passenger locomotives for use on local trains They were nicknamed Paikku which means local The Class Pr1 was operational from 1924 to 1972 Numbered 761 to 776 they were built by Hanomag in Germany and also by Finnish locomotive builders Tampella and Lokomo The last one no 776 is preserved at the Finnish Railway Museum The Finnish Class Tr1 or R1 tender locomotive was built by Tampella Lokomo and German locomotive builders Arnold Jung from 1940 and remained in service until 1975 They were numbered from 1030 to 1096 and were nicknamed Risto after Finnish President Risto Ryti 1030 1033 1037 1047 1051 1055 1057 1060 1067 1071 1074 1077 1082 1087 1088 1092 1093 1094 1095 and 1096 are preserved France Edit France used a fairly large number of 2 8 2s in both tender and tank configurations designated 141 class from the French classification system of wheel arrangements Tender locomotives Edit Of the pre nationalisation railway companies that existed before the formation of the SNCF the Chemins de fer de Paris a Lyon et a la Mediterranee PLM had the most Mikados Their first twelve were initially numbered from 1001 to 1012 and later renumbered to 141 A 1 to 141 A 12 The PLM s second series numbered from 1013 to 1129 and later renumbered 141 B 1 to 141 B 117 were built by Baldwin Locomotive Works in the United States Their third and largest class was numbered from 141 C 1 to 141 C 680 Of these latter locomotives those fitted with feedwater heaters bore the class letter D The PLM also rebuilt forty four 141 C and 141 D class locomotives to 141 E class The SNCF modified the PLM numbers by adding the regional prefix digit 5 The PLM s 141 A class Mikados were copied by the Chemins de fer du Nord who had fifty numbered from 4 1101 to 4 1150 which became 2 141 A 1 to 2 141 A 50 on the SNCF The Chemins de fer de l Etat also had a class of 250 Mikados numbered from 141 001 to 141 250 These later became the 141 B class on the SNCF and were renumbered 3 141 B 1 to 3 141 B 250 After modifications the 141 B class locomotives became the 141 C class as well as one 141 D class no 141 D 136 and one 141 E class no 141 E 113 No 3 141 C 100 has been preserved and designated a Monument historique SNCF 141P Class The most powerful French Mikado was the SNCF 141 P class At about 3 300 horsepower 2 500 kilowatts these engines were among the most efficient steam locomotives in the world thanks to their compound design 28 They could burn 30 less fuel and use 40 less water than their 141 R class counterparts but could not compete when it came to reliability Every locomotive of this 318 strong class has been scrapped SNCF 141R Class no 568 The most numerous steam locomotive class France had was the American and Canadian built 141 R class Of the 1 340 locomotives ordered however only 1 323 entered service since sixteen engines were lost at sea during a storm off the coast of Newfoundland while being shipped to France while one more was lost in Marseille harbour They were praised for being easy to maintain and proved to be very reliable which may account for the fact that they remained in service until the very end of the steam era in 1975 Twelve of these locomotives have been preserved Tank locomotives Edit The Chemins de fer d Alsace et de Lorraine had a class of forty 2 8 2T locomotives the T 14 class later numbered SNCF 1 141 TA 501 to 1 141 TA 540 They were identical to Germany s Prussian T 14 class locomotive and were built between 1914 and 1918 Also see Germany The Chemins de fer de l Est had two Mikado classes The first was numbered from 4401 to 4512 later renumbered 141 401 to 141 512 and finally SNCF 1 141 TB 401 to 1 141 TB 512 The other was numbered from 141 701 to 141 742 and later SNCF 1 141 TC 701 to 1 141 TC 742 The Chemin de Fer du Nord also had two 2 8 2T classes The first consisting of only two locomotives was numbered 4 1201 and 4 1202 later renumbered 4 1701 and 4 1702 and finally SNCF 2 141 TB 1 and 2 141 TB 2 The second with 72 locomotives was numbered from 4 1201 to 4 1272 and later SNCF 2 141 TC 1 to 2 141 TC 72 The Chemins de Fer de l Etat also had two Mikado classes The first numbered from 42 001 to 42 020 later became the SNCF 141 TC class and were renumbered 3 141 TC 1 to 3 141 TC 20 The second numbered from 42 101 to 42 140 later became the SNCF 141TD class and were renumbered 3 141 TD 1 to 3 141 TD 141 They were copies of the 141 700 series of the Chemins de fer de l Est The Compagnie du chemin de fer de Paris a Orleans PO also had two classes The first was numbered from 5301 to 5490 and later SNCF 4 141 TA 301 to 4 141 TA 490 The second was numbered from 5616 to 5740 and later 4 SNCF 141 TB 616 to 4 141 TB 740 Germany Edit German 2 8 2 tender locomotives were built in both passenger and freight versions An Express service locomotive was the DRG Class 19 Sachsenstolz Pride of Saxony developed by the Royal Saxon State Railways as type XX H displaystyle textstyle mathfrak H V displaystyle textstyle mathfrak V Roman Numeral 20 superheated steam H compound V to provide express service in the Saxonian Bohemian Massif The passenger locomotive was the DRG Class 39 initially the Class P 10 of the Prussian state railways which was built for hauling heavy express trains in the hilly and mountainous terrain of the Mittelgebirge When they were assimilated into the Deutsche Reichsbahn Gesellschaft DRG they were designated as DRG Class 39 DRB Class 41 freight locomotive Although going out of production when the DRB consolidated their production into 2 10 0 1 E DRB Class 52 Kriegslok designs the DRB Class 41 Ochsenlok Oxen Loco was a successful 1 D1 2 8 2 freight locomotive also used for commuter trains They were operated by the Deutsche Reichsbahn DRB and were built from 1937 to 1941 gaining notoriety as the German steam locomotive with the highest efficiency h of 10 Both standard gauge and narrow gauge 1D1 2 8 2 tank locomotive classes were used in Germany The DRG Class 93 0 4 was a German 2 8 2T goods train tank locomotive that was used by the Prussian state railways as well as the French Chemins de fer d Alsace et de Lorraine designated as Class T14 by both railways The Prussian locomotives were later incorporated by the Deutsche Reichsbahn and designated Class 93 0 4 under the DRG renumbering plan Altogether 457 locomotives of this class were built for the Prussian state railways between 1914 and 1918 Also see France Tank locomotives The DRG Class 86 was a standard goods train tank locomotive of the DRG It was intended for duties on branch lines and was manufactured by almost all the locomotive building firms producing for the DRG From 1942 a simplified wartime version was built on which the most obvious changes were the omission of the second side windows in the cab and the solid disc carrying wheels The Molli railway Mollibahn a narrow gauge steam powered railway in Mecklenburg running on 900 mm 2 ft 11 7 16 in gauge track operates three 2 8 2T locomotives built by Orenstein amp Koppel in 1932 29 India Edit Broad gauge Edit On the 5 ft 6 in 1 676 mm gauge the Class XD was the first 2 8 2 in India to be built in quantity Introduced in 1927 78 were built before the Second World War by Vulcan Foundry North British Locomotive Company NBL Armstrong Whitworth and Skoda Works Production resumed after the war and 110 were built by NBL in 1945 and 1946 while Vulcan Foundry built the last six in 1948 30 Montreal Locomotive Works built Class X Dominion Class CWD There was also a Class XE that was built by William Beardmore amp Company and Vulcan Foundry Wartime designs included the Class AWD and Class AWE built by American company Baldwin Locomotive Works and the Class X Dominion later Class CWD built as part of Canada s Mutual Aid program by two Canadian companies the Canadian Locomotive Company and Montreal Locomotive Works 30 Class WG no 9616 9619 at Agra After the war a new design was produced and placed in production in 1950 The Class WG was the main post war broad gauge freight locomotive type of the Indian Railways IR The first order of 200 was split evenly between NBL and Chittaranjan Locomotive Works CLW Apart from Indian manufacture examples were also built in England Scotland Germany Austria the United States Japan and Italy By the time production ceased in 1970 2 450 Class WG locomotives had been built 30 Metre gauge Edit After World War I an Indian Railway Standards IRS 2 8 2 class became the main heavy freight locomotive on the 1 000 mm 3 ft 3 3 8 in metre gauge While two versions were designed the Class YD with a 10 ton axle load and the Class YE with a 12 ton axle load none was built of the latter class 31 During World War II many of the war time United States Army Transportation Corps class S118 locomotives were sent to India and 33 more were ordered after the war 30 The post World War II Mikado design was the Class YG of which 1 074 were built between 1949 and 1972 with nearly half of them being manufactured in India 30 Narrow gauges Edit Two narrow track gauges were in use in India The 2 ft 6 in 762 mm gauge was the more widely used while the 2 ft 610 mm gauge was used by the Darjeeling Himalayan Railway and the Scindia State Railway Mikado type locomotives were used by the following The Bengal Nagpur Railway used a saturated steam B class a superheated BS class and a BC class comprising B class locomotives that had been converted from saturated to superheated The Barsi Light Railway used an F class of thirteen locomotives ten built by Nasmyth Wilson amp Company between 1926 and 1929 and three built by Hunslet Engine Company in 1949 The Great Indian Peninsula Railway used a B 1 class of seven locomotives four built by NBL in 1917 one more by NBL in 1922 and two by Nasmyth Wilson amp Company in 1926 The Scindia State Railway used sixteen locomotives of five classes the Classes NH 1 through NH 5 built between 1914 and 1959 32 The standard narrow gauge 2 8 2 locomotive was the ZE class with 65 engines built by five companies between 1928 and 1954 Nasmyth Wilson built ten in 1928 Hanomag built sixteen in 1931 Corpet Louvet built twelve in 1950 KraussMaffei built fifteen in 1952 and another ten in 1954 and Kawasaki Heavy Industries built ten in 1954 In 1957 and 1958 six ZD class locomotives were also built by Nippon Sharyo in Japan 32 Indonesia Edit D52099 renumbered D52080 preserved in Taman Mini Indonesia Indah now stored in Purwosari Station awaiting restoration Before 1945 the Dutch East Indies Railway Administration Staatspoorwegen SS introduced two types of locomotives with a 2 8 2 wheel arrangement the class 1500 tender engine of 1920 later renumbered as class D51 and the class 1400 tank engine of 1921 22 later renumbered as class D14 The class 1500 was originally used on the Hedjaz Railway but was later diverted to Java prior to the First World War 33 After the independence of Indonesia in 1945 the government of Indonesia nationalised all of the Dutch owned railway companies including the SS whose name was later changed to Djawatan Kereta Api DKA the Departmental Agency of Railway Shortly after the DKA bought 100 new steam locomotives with a Mikado wheel arrangement from Krupp in Germany These locomotives designated the D52 type were the most modern steam locomotive in Indonesia at that time with a large physical appearance and equipped with electric lighting It was similar to the Class 41 locomotive of the Deutsche Reichsbahn In Java the D52 locomotives were placed in passenger service but was occasionally also used as freight locomotives Some people even idolized the D52 because of its loyalty in taking passengers anywhere as happened on the Rapih Dhoho Train from Madiun to Kertosono The D52 was a mainstay for this train until the end of steam operation in Indonesia In contrast to the Java based units Sumatra based D52 locomotives were used for hauling freight trains mainly coal trains from the Tanjung Enim coal mine now owned by the PT Bukit Asam mining company to the coal dumping sites at Kertapati and Tarahan The D52 locomotives were initially coal fired but from mid 1956 28 locomotives numbers D52002 to D52029 were converted to oil burners The work was done in stages over five years by the locomotive repair shop at Madiun One locomotive from this class was written off from service near Linggapura station after a boiler explosion that killed its driver as a result of steam pipe failure The only one of the original 100 locomotives that survived into the 21st century is D52 number D52099 renumbered D52080 which is on display at the Transport Museum in Taman Mini Indonesia Indah Later on the locomotive was moved to Purwosari Station for preservation but it was never finished Italy Edit Italian railways relied primarily on 2 6 2s for fast passenger services while heavy passenger service was assigned to 2 8 0s of the classes 744 and 745 Although Mikado types had little opportunity for development in Italy Ferrovie dello Stato Italiane FS commissioned the 2 8 2 class 746 for heavy passenger service on the Adriatic route To serve local branches and mountain lines where tank locomotives were more suitable FS derived the new class 940 from the 2 8 0 class 740 with the same dimensions but adding a rear Bissel truck to support the coal bunker behind the cab to make it a 2 8 2 Japan Edit D51 498 The Japanese Government Railways JGR built the Class D50 Class D51 and Class D52 Mikado tender locomotives for use on the 3 ft 6 in 1 067 mm gauge lines on the Japanese mainland and in its former colonies Also see Soviet Union Among those the D51 was the most popular with a total of 1 115 units produced the most of any single class of locomotive in Japan 34 A few of the D51s remain in operation for excursion services with many preserved nationwide New Zealand Edit Only one 2 8 2 locomotive ever operated on New Zealand s national rail network and it was not even ordered by the New Zealand Railways Department who ran almost the entire network The locomotive was ordered in 1901 from Baldwin Locomotive Works by the Wellington amp Manawatu Railway Company WMR for use on their main line s steep section between Wellington and Paekakariki It entered service on 10 June 1902 as the WMR s no 17 At the time it was the most powerful locomotive in New Zealand and successfully performed its intended tasks When the WMR was incorporated into the national network in 1908 the Railways Department reclassified no 17 as the solitary member of the BC class no BC 463 and the locomotive continued to operate on the Wellington Paekakariki line until it was withdrawn on 31 March 1927 Philippines Edit Manila Railroad no 889 in the 1940s one of the 45 USATC Class S118s of the agency According to Iowa State University professor Jonathan Smith the Mikado was the most popular wheel arrangement of freight purpose tender locomotives on the Manila Railroad 67 units of the wheel class were delivered between 1927 and 1951 distributed into 4 classes 35 The first 2 8 2 steam locomotive was the Baldwin built Manila Railroad 250 class introduced in 1928 It was the freight version of the 4 6 2 Pacific type 140 class built for passenger rail services in Luzon 36 More classes were ordered after the war The United States Army Transportation Corps class S118 locally referred to as the Manila Railroad 800 class USA in which 45 units were ordered in 1944 These were numbered 851 to 895 with three named locomotives have been named No 865 Huckleberry Finn No 866 Tom Sawyer and No 867 Hanibella Two more locomotives were ordered in 1948 from the War Assets Administration and were numbered the 630 class These were locally assembled at the MRR workshop in Caloocan Lastly 10 JNR Class D51 locomotives were ordered from Nippon Sharyo in 1951 and were numbered the 300 class 37 All of these locomotives were decommissioned in 1956 and were scrapped afterwards 38 Poland Edit Preserved TKt48 on display at Szczecin Preserved Pt31 Preserved Pt47 13 at Skarzysko Kamienna Between 1932 and 1939 Polish industry supplied PKP with 98 Mikados of class Pt31 of own design further 12 were built under German occupation 39 After World War II additional 180 of improved class Pt47 were built until 1951 Both classes were used to run heavy 600 ton long distance passenger trains on main lines They were the most powerful passenger locomotives in Poland Their wheel diameter was 1 85 m power output 2000 hp and speed 110 km h 39 191 TKt48 2 8 2 tank locomotives were delivered to PKP between 1950 and 1957 with additional two built for the industry and six exported to Albania 39 They were used on suburban passenger trains and on goods trains in lower mountain areas South Africa Edit Only six Mikado locomotive classes saw service in South Africa five on Cape gauge and one on narrow gauge The type was rare with only two of these classes built in quantity 40 Cape gauge Edit NGR Havelock c 1888 During 1887 designs for a 2 8 2 Mikado type tank and tender locomotive were prepared by the Natal Government Railways The single locomotive was built in the Durban workshops and entered service in 1888 named Havelock but was soon rebuilt to a 4 6 2 Pacific configuration The engine Havelock was the first locomotive to be designed and built in South Africa and also the first to have eight coupled wheels 41 In 1903 the Cape Government Railways CGR placed two Cape Class 9 2 8 2 locomotives in service designed by H M Beatty Locomotive Superintendent of the CGR from 1896 to 1910 and built by Kitson amp Company They had bar frames Stephenson s link motion valve gear and used saturated steam In comparison with the Cape Class 8 2 8 0 locomotive of 1901 however it was found that their maintenance costs were much higher without any advantage in terms of efficiency As a result no more of the type were ordered In 1912 when these locomotives were assimilated into the South African Railways SAR they were classified as Class Experimental 4 41 42 43 SAR Class 11 no 933 In 1904 the Central South African Railways CSAR placed 36 Class 11 Mikados in service Built by the North British Locomotive Company NBL it was designed by P A Hyde Chief Locomotive Superintendent of the CSAR from 1902 to 1904 for goods train service on the Witwatersrand It was superheated with a Belpaire firebox Walschaerts valve gear and plate frame The Class 11 designation was retained when the CSAR was amalgamated into the SAR in 1912 26 40 41 42 43 SAR Class Experimental 5 In 1906 the CGR placed a single experimental 2 8 2 in service designed by H M Beatty and built by Kitson It was a larger version of the Cape Class 9 in all respects also with a bar frame Stephenson s link motion valve gear and using saturated steam The locomotive was not classified and was simply referred to as the Mikado On the CGR it was exceeded in size only by the Kitson Meyer 0 6 0 0 6 0 of 1904 At the time it was considered as a big advance in motive power but the design was never repeated and the Cape Mikado remained unique In 1912 it was classified as Class Experimental 5 on the SAR 41 42 43 In 1917 the South African Railways placed at least four possibly six Mikado type steam locomotives in service They had been built for the Chemins de Fer du Bas Congo a Katanga in the Belgian Congo and were obtained on temporary lease to alleviate the critical shortage of locomotives as a result of the First World War s disruption of locomotive production in Europe and the United Kingdom The Katanga Mikados as the locomotives were known on the SAR were all forwarded to the Belgian Congo after the war 26 27 Also see Belgian Congo Narrow gauge Edit SAR Class NG15 crossing the Van Stadens river bridge Between 1931 and 1958 21 2 ft 610 mm narrow gauge Class NG15 Mikados developed from the Class Hd and Class NG5 of South West Africa SWA were acquired for the Otavi Railway in SWA Designed by the SAR it was built by Henschel amp Son and Societe Franco Belge A major improvement on the earlier locomotives was the use of a Krauss Helmholtz bogie with the leading pair of driving wheels linked to the leading pony truck The leading driving wheels had a limited amount of side play while the axle still remained parallel to the other three driving axles at all times thus allowing the locomotive to negotiate sharper curves than its two predecessors When the SWA narrow gauge line was regauged to Cape gauge in 1960 all these locomotives were transferred to the Eastern Cape for further service on the Langkloof narrow gauge line from Port Elizabeth to Avontuur Here they were nicknamed the Kalahari 42 44 Victorias Milling Co 2H is a Henschel built 0 8 0T dated 1927 South West Africa Namibia Edit Two very similar Mikado classes saw service on the 600 mm 1 ft 11 5 8 in narrow gauge Otavi Railway in South West Africa SWA SAR Class NG5 c 1960 In 1912 the German administration in Deutsch Sudwest Afrika acquired three locomotives for use on the line from Swakopmund to Karibib They were built by Henschel amp Son and were designated Class Hd The locomotives were superheated with Heusinger valve gear piston valves and outside plate frames Since they did not have separate bogie trucks the leading and trailing carrying wheels were arranged as radial axles to allow for sideways motion of the wheels with respect to the locomotive frame After the First World War they were taken onto the roster of the South African Railways SAR and later reclassified as Class NG5 along with the similar locomotives of 1922 42 45 In 1922 the SAR placed six Class NG5 locomotives in service on the Otavi branch in SWA also built by Henschel They were built to the same design as the Class Hd but had a different coupled wheel suspension arrangement different boilers and slide valves In service they were operated in a common pool with the Class Hd locomotives until they were all withdrawn from service when the SWA system was regauged to Cape gauge in 1960 42 44 45 Soviet Union Edit JNR Class D51 22 on Sakhalin Island At the end of the Second World War several 3 ft 6 in 1 067 mm gauge Japanese Class D51 2 8 2 locomotives were left behind on Russia s Sakhalin island formerly Karafuto by retreating Japanese forces In addition two Class D51 wrecks were abandoned to the north of the city Until 1979 the serviceable Japanese locomotives were used on the island by the Soviet Railways One was then plinthed outside the Yuzhno Sakhalinsk railway station and another is still in running condition and is kept at the Yuzhno Sakhalinsk railway station 46 The Sakhalin Railway has a connection with the mainland via a train ferry operating between Kholmsk on the island and Vanino on the mainland The Japanese gauge still remains in use on the island although in 2004 conversion began to the Russian 1 520 mm 4 ft 11 27 32 in gauge 46 47 Also see Japan Spain Edit The 1 668 mm 5 ft 5 21 32 in Iberian gauge network of Spain used one Mikado tank locomotive and two versions of tender locomotives The Spanish manufacturer MTM delivered six 2 8 2T locomotives to the Madrid Caceres Portugal line in 1925 A project at MTM in 1942 to build a big 2 8 2 never realised The first tender version was built by two American companies in 1917 fifteen by Brooks Locomotive Works and forty by Schenectady Locomotive Works They were numbered from 4501 to 4555 and were a slightly smaller version of the USRA Light Mikado The locomotives served well in the Norte system where they were nicknamed Chalecos In 1953 RENFE acronym of REd Nacional de los Ferrocarriles Espanoles the nationalised railway company acquired twenty five locomotives of the second tender version from North British Locomotive Company NBL of Glasgow Spanish builders MTM MACOSA and Euskalduna and the American Babcock amp Wilcox built 213 more between 1953 and 1960 with only minor detail differences such as double chimneys Llubera sanders ACFI feedwater heaters and oil burning Their empty weight was 94 tonnes 92 5 long tons 103 6 short tons and they had 1 560 millimetres 61 42 inches diameter coupled wheels They performed well in both freight and passenger service and lasted until the official end of steam in common service in 1975 One Norte and eighteen RENFE locomotives are preserved three of them in good working condition Thailand Siam Edit Mikado 950 imported to Thailand 1950 on exhibition before the old Bangkok Thonburi Station The first Mikado locomotives of the Royal State Railways of Siam RSR the predecessor of the State Railway of Thailand SRT were acquired from 1923 as standard locomotives for express and mixed trains to supersede the E Class locomotives which had been commissioned between 1915 and 1921 The first Siamese Mikado class was built by Baldwin Locomotive Works in 1923 Nasmyth Wilson amp Company in 1924 and Batignolles Chatillon France in 1925 However it was not until the first batch of eight of Thailand s second class of 2 8 2 locomotives numbers 351 to 358 was imported from Japan in 1936 that Mikado locomotives really became successful in Thailand The RSR imported more Mikado standard locomotives to meet railways as well as military demands between 1938 and 1945 After the Second World War in 1946 the RSR imported fifty used United States Army Transportation Corps class S118 locomotives the so called MacArthur Locomotives Another eighteen new engines of the same Class were purchased around 1948 1949 to meet the post war demand The last type of Mikado steam locomotives for Thailand were seventy engines imported by SRT from Japan between 1949 and 1951 numbered 901 to 970 Of these only Mikado no 953 is still serviceable and runs passenger trains on special occasions 48 United Kingdom Edit The 2 8 2 wheel arrangement was rarely but successfully used on British rails Nigel Gresley of the London amp North Eastern Railway LNER designed two Mikado types of note The Class P1 was a freight derivative of his famed Class A1 4 6 2 inspired by the Pennsylvania Railroad s twin K4s 4 6 2 and L1s 2 8 2 locomotives Two were built but there was never really much call for their ability and they remained under utilised throughout their short existence 49 Gresley s other class of Mikados was his Class P2 These were express passenger locomotives rather more inspired by European influences than American They were built to haul heavy express trains in hilly terrain north of Edinburgh where Gresley thought the additional adhesion possible with a 2 8 2 might serve well Unfortunately poor self centering on the leading truck meant that the leading driving wheels wore against the rails on tighter curves being hard on both track and wheels Gresley s successor Edward Thompson converted the Class P2s into 4 6 2 Pacifics 50 In June 2014 a new Class P2 Mikado locomotive 2007 The Prince of Wales intended to work both on mainline and preserved railways was under construction by the P2 Steam Locomotive Company 51 The Great Western Railway GWR operated a class of 54 2 8 2T engines that had been rebuilt from 2 8 0T locomotives by Charles Collett chief mechanical engineer of the GWR As early as 1906 the chief mechanical engineer at the time George Churchward planned a class of Mikado tank engines to handle heavy coal trains in South Wales The plan was abandoned however as it was feared they would be unable to handle the sharp curves present on Welsh mineral branches Instead Churchward designed the 4200 Class of 2 8 0 tank engines of which nearly 200 were built Collett 7200 Class no 7221 In the 1930s coal traffic declined with the result that many of these engines stood idle since their limited operating range prevented them from being allocated to other mainline duties Collett as Churchward s successor decided to rebuild some of the 4200 Class engines as 2 8 2Ts The addition of a trailing axle increased the engine s operating range by allowing an increased coal and water storage capacity Altogether 54 locomotives were modified in this manner The 7200 Class tank engines as they were known remained in service until the end of steam in Britain in the early 1960s The designer of the BR Standard Class 9F locomotive as well as the rest of the BR standard classes as Chief Mechanical Engineer of British Railways Robert Riddles originally designed the aforementioned locomotive to be a 2 8 2 using the boiler from one of the 4 6 2 passenger locomotive standard classes However he later decided to use a 2 10 0 wheel arrangement with a new boiler design as it offered more tractive effort and better weight distribution United States Edit USRA Heavy Mikado The 2 8 2 saw great success in the United States mostly as a freight locomotive In the 1910s it largely replaced the 2 8 0 Consolidation as the main heavy freight locomotive type Its tractive effort was similar to that of the best 2 8 0s but a developing requirement for higher speed freight trains drove the shift to the 2 8 2 wheel arrangement Pennsylvania Railroad class L1s no 520 at the Pennsylvania Railroad Museum Strasburg Pennsylvania The Mikado type was in turn ousted from the top flight trains by larger freight locomotive wheel arrangements such as the 2 8 4 2 10 2 2 10 4 and articulated locomotives but no successor type became ubiquitous and the Mike remained the most common road freight locomotive with most railroads until the end of steam More than 14 000 were built in the United States about 9500 of these for North American service constituting about one fifth of all locomotives in service there at the time The heaviest Mikados were the Great Northern s class O 8 with an axle load of 81 250 pounds 36 854 kilograms Southern Railway 4501 at the Tennessee Valley Railroad Museum Almost all North American railroads rostered the type notable exceptions being the Richmond Fredericksburg amp Potomac the Boston amp Maine the Delaware amp Hudson the Western Maryland the Cotton Belt and the Norfolk amp Western The largest users included the New York Central with 715 locomotives the Baltimore amp Ohio with 610 the Pennsylvania Railroad with 579 the Illinois Central with 565 the Milwaukee Road with 500 the Southern with 435 and the Chicago Burlington amp Quincy with 388 52 A number of North American 2 8 2s have been preserved as either static display pieces or steam excursion stars These include Baltimore and Ohio 4500 Nickel Plate Road 587 Grand Trunk Western 4070 Southern Railway 4501 Grand Canyon Railway 4960 Spokane Portland and Seattle 539 Southern Pacific 745 Tremont and Gulf 30 Duluth and Northern Minnesota 14 Soo Line 1003 McCloud Railway 18 McCloud Railway 19 and Pennsylvania Railroad 520 Yugoslavia Edit Borsig built 2 8 2s were delivered to the railway of the Kingdom of Yugoslavia in 1930 These became the JDZ class 06 of which a few remain in the former Yugoslav nations References Edit a b Bernat Andrew January February 2004 The Alamogordo and Sacramento Mountain Railway A Standard Gauge Cloud Climber Narrow Gauge amp Short Line Gazette pp 47 52 Steam Locomotive Glossary Railway Technical Web Pages 28 June 2007 Archived from the original on 17 May 2013 Retrieved 8 February 2008 Ask Trains for August 2006 Kalmbach Publishing Retrieved 29 January 2008 LeMassena Robert 1993 America s Workhorse Locomotive the 2 8 2 Quadrant Press Inc p 6 ISBN 0 915276 54 2 Japan Railway amp Transport Review No 29 retrieved 26 October 2006 Archived 21 June 2013 Bruce Alfred 1952 The Steam Locomotive in America Its Development in the Twentieth Century W W Norton pp 296 298 Steam Locomotive dot com 2 8 2 Mikado Type Locomotives retrieved 26 October 2006 Archived 21 June 2013 Carter 2006 p 90 Carter 2006 p 101 Carter 2006 p 160 Carter 2006 pp 158 159 Carter 2006 p 285 Carter 2006 p 481 Carter 2006 pp 204 206 Carter 2006 pp 218 219 Carter 2006 p 219 Carter 2006 p 180 Carter 2006 p 181 a b Carter 2006 p 182 Carter 2006 pp 180 182 Carter 2006 pp 472 473 Pearce et al 1980 Newport Railway Museum Melbourne ARHS p 14 ISBN 0 85849 018 8 National Railway Museum Port Adelaide page 752 retrieved 21 October 2006 John Hurst Railway Pages retrieved 26 October 2006 Archived 21 June 2013 C F du Bas Congo a Katanga 2 8 2 Locomotives of Congo Class Details by Steve Llanso of Sweat House Media Class 201 Locobase 15020 Accessed on 16 April 2016 a b c Holland D F 1972 Steam Locomotives of the South African Railways Vol 2 1910 1955 1st ed Newton Abbott England David amp Charles p 32 33 47 ISBN 978 0 7153 5427 8 a b Espitalier T J Day W A J 1945 The Locomotive in South Africa A Brief History of Railway Development Chapter VII South African Railways Continued South African Railways amp Harbours MagazineSeptember 1945 p 673 Westwood J N 1977 Locomotive designers in the age of steam Garvin Brian Fox Peter 2004 European Handbook No 2B GERMAN RAILWAYS part 2 Private Railways amp Museums 1st ed Sheffield UK Platform 5 ISBN 1 902336 37 2 a b c d e Hughes Hugh 1996 Indian Locomotives Part 4 1941 1990 Harrow Middlesex Continental Railway Circle pp 19 20 24 ISBN 0 9521655 1 1 Hughes Hugh 1992 Indian Locomotives Part 2 Metre Gauge 1872 1940 Harrow Middlesex Continental Railway Circle p 19 ISBN 0 9503469 9 3 a b Hughes Hugh amp Jux Frank 1980 Steam Locomotives in India Part 1 Narrow Gauge Harrow Middlesex Continental Railway Circle p 29 ISBN 0 9503469 5 0 Durrant A E 1972 PNKA Power Parade Harrow Middlesex Railway Continental Circle p 44 Hirota Naotaka January 1972 Steam Locomotives of Japan Kodansha America Inc p 74 amp 78 ISBN 978 0870111853 Smith Jonathan Manila Railroad steam locomotives Iowa State University Retrieved 22 January 2021 Motive Power and Rolling Stock Report of Survey of the Manila Railroad Company and the Preliminary Survey of Railroads for Mindanao Report De Leuw Cather and Company Manila Railroad Company July 1952 Retrieved 13 April 2021 Locomotive Engineers Journal 90 Brotherhood of Locomotive Engineers and Trainmen 1956 a href Template Cite journal html title Template Cite journal cite journal a Cite journal requires journal help The Passing of the Steam Engine This Week 12 August 1956 Retrieved 22 January 2021 a b c Bogdan Pokropinski 2007 Parowozy normalnotorowe produkcji polskiej Normal gauge steam locomotives of Polish manufacture in Polish Warsaw Wydawnictwa Komunikacji i Lacznosci pp 98 150 154 254 255 ISBN 978 83 206 1617 0 a b Durrant AE 1989 Twilight of South African Steam 1st ed Newton Abbott David amp Charles p 58 ISBN 0715386387 a b c d Holland D F 1971 Steam Locomotives of the South African Railways Vol 1 1859 1910 1st ed Newton Abbott England David amp Charles pp 68 69 72 90 91 130 131 ISBN 978 0 7153 5382 0 a b c d e f Paxton Leith Bourne David 1985 Locomotives of the South African Railways 1st ed Cape Town Struik pp 10 11 54 83 102 108 110 116 117 ISBN 0869772112 a b c Classification of S A R Engines with Renumbering Lists issued by the Chief Mechanical Engineer s Office Pretoria January 1912 pp 9 12 15 36 37 Reprinted in April 1987 by SATS Museum R 3125 6 9 11 1000 a b South African Railways and Harbours Locomotive Diagram Book 2 0 amp 3 6 Gauge Steam Locomotives 15 August 1941 as amended a b South African Railways and Harbours Narrow Gauge Locomotive Diagram Book 2 0 Gauge S A R Mechanical Dept Drawing Office Pretoria 28 November 1932 a b The International Steam Pages Steam and the Railways of Sakhalin Island Archived from the original on 13 December 2013 Retrieved 18 June 2013 Sakhalin Railways JSC Russian Railways 2007 Archived from the original on 4 October 2011 Retrieved 17 June 2010 The Railways of Thailand R Ramaer White Lotus 1993 LNER Encyclopedia The Gresley P1 Mineral 2 8 2 Mikado Locomotives retrieved 26 October 2006 Archived 21 June 2013 LNER Encyclopedia The Gresley P2 Passenger 2 8 2 Mikado Locomotives retrieved 26 October 2006 Welcome to the project to build the new Gresley class P2 No 2007 Prince of Wales Accessed on 29 September 2016 2 8 2 Mikado Locomotives in the USA www steamlocomotive com Retrieved 8 January 2021 Carter Reg 2006 Railways and Motive Power of Argentina Stamford Lincs Amphion Press ISBN 978 0 9530320 1 3 External links Edit Media related to 2 8 2 locomotives at Wikimedia Commons Retrieved from https en wikipedia org w index php title 2 8 2 amp oldid 1134865253, wikipedia, wiki, book, books, library,

article

, read, download, free, free download, mp3, video, mp4, 3gp, jpg, jpeg, gif, png, picture, music, song, movie, book, game, games.