The first batch of twenty locomotives, designated Class T-1a, arrived in 1928 and had 63" diameter drivers, 27.5" x 30" cylinders, a boiler pressure of 240 psi, they exerted 66,500 pounds of tractive effort and each weighed 390,200 pounds. The last five, designated Class T-1b, were delivered in 1929 and were similar except they had a tractive effort of 68,990 pounds and a weight of 403,000 pounds.
From the beginning, the B&M had problems with their Lima built "Berkshires". The problem was with the trailing four-wheel truck. Because of the large firebox and large ash pan the locomotive had to have an articulated frame. The back end of the firebox had to rest on a moving base and it was subject to buffeting and twisting, resulting in chronic leakage at the mud ring, side sheet stay bolts and the throat sheet, as it tried to wiggle from side to side to follow the motion of the trucks. Also, this arrangement would sometimes cause the rear wheels to derail while backing up.
During the closing months of World War II, the western railroads were in dire need of motive power to handle the shift in material and personnel from the European front to the war in the Pacific. The Boston & Maine was never really satisfied with its Lima built "Berkshires" and jumped at the chance to help the war effort and to unload its "lemons". The B&M sold ten "Berkshires" to the Southern Pacific and seven to the Santa Fe.
There are no surviving B&M 2-8-4 "Berkshire" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
Boiler had Coffin feedwater heater wrapped as a collar around the smokebox, valve motion had limited cutoff. Firebox heating surface included 22 sq ft of arch tubes and 99 sq ft of thermic syphons. T-1b (engine numbers 4020-4024) engine weight was 403,000 lb Indeed, by 1947, engine weight had climbed to 406,900 lb for the whole class. Boston and Albany A1 and Illinois Central #7000 very similar.
Drury (1993) comments that the design of the trailing truck, which encouraged derailments and the lack of adhesion on the drivers, which made them slippery, contributed to the railroad's disenchantment with the class.
Seven of these were sold to the Santa Fe in 1947 as that railroad's 4193 class; the Santa Fe rebuilt them at the Topeka Shops.
|Specifications by Steve Llanso|
|Railroad||Boston & Maine (B&M)|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.40|
|Overall Wheelbase (engine & tender)||80.30'|
|Axle Loading (Maximum Weight per Axle)||65900 lbs|
|Weight on Drivers||261800 lbs|
|Engine Weight||406900 lbs|
|Tender Light Weight|
|Total Engine and Tender Weight|
|Tender Water Capacity||12000 gals|
|Tender Fuel Capacity (oil/coal)||18 tons|
|Minimum weight of rail (calculated) on which locomotive could run||109 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||240 psi|
|Cylinders (dia x stroke)||28" x 30"|
|Tractive Effort||76160 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.44|
|Firebox Area||405 sq. ft|
|Grate Area||100 sq. ft|
|Evaporative Heating Surface||5131 sq. ft|
|Superheating Surface||2135 sq. ft|
|Combined Heating Surface||7266 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||239.99|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||24000|
|Same as above plus superheater percentage||30960|
|Same as above but substitute firebox area for grate area||125388|