Detroit, Toledo & Ironton 2-8-2 "Mikado" Locomotives in the USA

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The Detroit Toledo and Ironton Railroad began as a local coal and iron-hauling railroad whose promoters envisioned a lengthy narrow gauge line from southeastern Ohio's rich Jackson County mineral lands to Springfield, Ohio, Fort Wayne, Indiana and even on to Chicago.

The DT&I in modern time its reason for existence was to move products originating from the automobile factories in the Detroit area southward from Toledo through Lima, OH and Springfield, OH to Ironton, OH on the Ohio River. In 1929, the Ford Motor Company brought the DT&I and improvements were made. After Ford sold the line to the PRR, in 1929, things began to deteriorate. . .

The Detroit, Toledo & Ironton unlike most railroads had passed over the 2-8-2 wheel arrangement and bought fifteen "Decapods in 1918. A short time after the PRR bought the DT&I it sent it a few locomotives, which for a time satisfied its needs for motive power. In the mid 1930s, six 2-8-4 were added to the roster and they did very well but were judged to be more locomotive than was called for on the DT&I. When additional locomotives were needed in the early 1940s the 2-8-2 was deemed to be the right choice and twelve were bought from the Lima Locomotive Works.

The twelve "Mikao" type locomotives were built by the Lima Locomotive Works and delivered in groups of four each in 1940, 1941 and 1944. They were assigned road numbers 800 through 811. These locomotives had 63" diameter drivers, 23" x 30" cylinders, a 200 psi boiler pressure, they exerted 55,671 pounds of tractive effort and each weighed 369,500 pounds. The fire box was 290 square feet, the evaporative heating surface was 4,009 square feet and with the superheater the combined heating surface was 5,824 square feet.

There were two other "Mikados" that were added to the roster in 1948. These two locomotives were second-hand PRR Class L1 2-8-2s. One was PRR number 1642 and the other was number 3642.

There are no surviving DT&I 2-8-2 "Mikado" type locomotives.


Roster by Richard Duley

Qty.Road NumbersFrom Other RRYear AcquiredYear BuiltBuilderNotes
4800-8031940Lima1
4804-8071941Lima2
4808-8111944Lima3
1315PRR19481916PRR4
1317PRR19481916Baldwin5
Notes:
  1. Numbers 800-803 had 8 wheel tenders. All scrapped between 1953 and 1956.
  2. Numbers 804-807 had 8 wheel tenders. All scrapped between 1953 and 1956.
  3. Numbers 808-811 had 8 wheel tenders. All scrapped between 1953 and 1956.
  4. Number 315 came from the PRR. Ex PRR number 1642 scrapped by 1956.
  5. Number 317 came from the PRR. Ex PRR number 3642 scrapped by 1956

Class Details by Steve Llanso of Sweat House Media

Class 800 (Locobase 14)

Data from tables in 1947 Locomotive Cyclopedia and DT&I 7-1955 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 7794-7797 in November 1940, 7844-7847 in July 1941, and 8469-8472 in May 1944.

Drury (1993) explains this late Mikado purchase as a response to the DT & I's realization that their Berkshires (Locobase 57) were perhaps a bit too much of a good thing. Thus, they went back to Lima for more power almost as soon as they took delivery of the last two 2-8-4s on the eve of World War II.

In 1940, DT & I received four Super Mikes (works #7794-7797). A year later, 804-807 arrived and the class finished off with 808-811 in 1944.

One of the few classes of 2-8-2s to have a Type E superheater, the 800s had a smaller grate than the Berks, but were otherwise almost as large and proved more than equal to the task of hauling fast freights. Their direct heating surface area included 60 sq ft (5.55 sq m) of circulators. The 12" (305 mm) piston valves had 8" (203 mm) of travel with a lap of 1 7/16" (36 mm) and lead of 7/16" (11 mm).

Specifications by Steve Llanso of Sweat House Media
Class800
Locobase ID14
RailroadDetroit, Toledo & Ironton (DT&I)
CountryUSA
Whyte2-8-2
Number in Class12
Road Numbers800-811
GaugeStd
Number Built12
BuilderLima
Year1940
Valve GearWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)16.75 / 5.11
Engine Wheelbase (ft / m)37.25 / 11.35
Ratio of driving wheelbase to overall engine wheebase 0.45
Overall Wheelbase (engine & tender) (ft / m)75.02 / 22.87
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)248,500 / 112,718
Engine Weight (lbs / kg)369,500 / 167,603
Tender Loaded Weight (lbs / kg)245,700 / 111,448
Total Engine and Tender Weight (lbs / kg)615,200 / 279,051
Tender Water Capacity (gals / ML)14,300 / 54.17
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)18 / 16.40
Minimum weight of rail (calculated) (lb/yd / kg/m)104 / 52
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 1600
Boiler Pressure (psi / kPa)259.60 / 17.90
High Pressure Cylinders (dia x stroke) (in / mm)23" x 30" / 584x762
Tractive Effort (lbs / kg)55,585 / 25212.96
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.47
Heating Ability
Firebox Area (sq ft / m2)290 / 26.94
Grate Area (sq ft / m2)66.80 / 6.21
Evaporative Heating Surface (sq ft / m2)4009 / 372.58
Superheating Surface (sq ft / m2)1815 / 168.68
Combined Heating Surface (sq ft / m2)5824 / 541.26
Evaporative Heating Surface/Cylinder Volume277.90
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation17,341
Same as above plus superheater percentage22,717
Same as above but substitute firebox area for grate area98,622
Power L141,179
Power MT1461.31

Photos

Reference