Another six 2-8-2s of the same design came from ALCO in 1915, and were followed by six more from ALCO in 1916 and four more in 1918. These 16 Class S "Mikados" were assigned road numbers 604-620.
The USRA assigned the MEC six USRA "Mikado-Light" locomotives in 1919. They were of a slightly different design from the MEC designed 2-8-2s, but were designated as Class S and given road numbers 621-626.
In 1924, the MEC bought six more 2-8-2s of the same design as the 1914-1918 "Mikados". This last group was designated as Class S and was assigned road numbers 627-632.
There are no surviving Maine Central 2-8-2 "Mikado" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
|S||6||621-626||1919||ALCO||USRA allocated "Mikado-Light" locomotives|
These were built in batches over a few years. Drury (1993) notes that Mikes were rare in New England. This was the largest single class of 2-8-2s east of the New York Central. Retirements began in 1936 and continued over the next 16 years.
Dolores E. Ham, in her Northeastern Vermont Railroads (2004), says the Mikes that worked near St Johnsbury, Vermont were known as "Big Mickeys".
Part of the sizable clutch of Mikados built to the USRA's design, this sextet was delivered in 1919. Arch tubes contributed 27 sq ft to the firebox's 280 sq ft of direct heating surface at the time of their first MEC service. Later the firebox was altered to eliminate 2 of the arch tubes (leaving 14 sq ft of arch tubes) and add 74 sq ft of Nicholson thermic syphons, which increased the direct heating surface to 341 sq ft and gave a similar boost to total evaporative heating surface.
Withdrawals began in the early 1950s, with 626 being scrapped in January 1951, 624 in August 1952, and 623 & 625 in January 1956.
|Specifications by Steve Llanso of Sweat House Media|
|Class||S||S - USRA|
|Railroad||Maine Central (MEC)||Maine Central (MEC)|
|Number in Class||20||6|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||16.50 / 5.03||16.50 / 5.03|
|Engine Wheelbase (ft / m)||34.75 / 10.59||34.75 / 10.59|
|Ratio of driving wheelbase to overall engine wheebase||0.47||0.47|
|Overall Wheelbase (engine & tender) (ft / m)||69.12 / 21.07||69.12 / 21.07|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||213,500 / 96,842||213,500 / 96,842|
|Engine Weight (lbs / kg)||275,000 / 124,738||275,000 / 124,738|
|Tender Loaded Weight (lbs / kg)||156,000 / 70,760||156,000 / 70,760|
|Total Engine and Tender Weight (lbs / kg)||431,000 / 195,498||431,000 / 195,498|
|Tender Water Capacity (gals / ML)||8000 / 30.30||8000 / 30.30|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||14 / 12.70||14 / 12.70|
|Minimum weight of rail (calculated) (lb/yd)||89||89|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||63 / 1600||63 / 1600|
|Boiler Pressure (psi / kPa)||180 / 12.40||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||26.5" x 30" / 673x762||26" x 30" / 660x762|
|Tractive Effort (lbs / kg)||51,164 / 23207.63||49,251 / 22339.90|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.17||4.33|
|Firebox Area (sq ft / m2)||273.30 / 25.40||341 / 31.69|
|Grate Area (sq ft / m2)||56.50 / 5.25||66.70 / 6.20|
|Evaporative Heating Surface (sq ft / m2)||3106 / 288.66||3838 / 356.69|
|Superheating Surface (sq ft / m2)||636 / 59.11||882 / 81.97|
|Combined Heating Surface (sq ft / m2)||3742 / 347.77||4720 / 438.66|
|Evaporative Heating Surface/Cylinder Volume||162.19||208.19|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||10,170||12,006|
|Same as above plus superheater percentage||11,899||14,287|
|Same as above but substitute firebox area for grate area||57,557||73,042|