In 1915, thirty-five more "Mikados" came from ALCO. This group was designated as Class L-2-a and was giver road numbers 801-835. These 2-8-2s had 61" drivers, 28" x 30" cylinders, a 195 psi boiler pressure and a tractive effort of 63,900 pounds. The last group to be built by ALCO followed this group in 1918. This group of 25 locomotives was designated as Class L-2-b and assigned road numbers 836-860. They were very similar to the L-2-a class expect they had a larger grate area. The 35 Class L-2-a locomotives had a tendency to be rough riding and they were poor steamers and were scrapped in 1934. The Class L-2-b locomotives were very similar but performed very well and lasted to the end of steam on the M-K-T.
In the early 1920s The Lima Locomotive Works built 60 "Mikados" for the M-K-T. Twenty were delivered in 1920 (Class L-2-c, road numbers 861-880) and the others came in 1923 (Class L-2-d, road numbers 881-920). These locomotives had 61" drivers, 28" x 30" cylinders, a 195 psi boiler pressure and they exerted 63,900 pounds of tractive effort. All but six of the Class L-2-c locomotives were built as oil burners and all had trailing truck boosters.
There are no surviving Katy 2-8-2 "Mikado" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
Sixty engines in the L-1a class delivered 1913-1914, 10 more in 1914. All fitted with Walschaert valve gear except for the last 10 -- 761-770 -- which had Baker gear.
The Railway Age's brief description including a list of suppliers of "special equipment", component manufacturers that give a snapshot of the complex of industries that supported US steam locomotive manufacture at its height. A comparison with a typical Baldwin list would suggest which suppliers might have been "captives" of one major builder or another and which served the industry in general. The latter group extractred from this list includes Westinghouse, American brick arch, Janney, Pyle-National, Nathan, and possibly Worth Brothers Steel.
Bell ringer Gollmar
Brake beams Waycott
Brake shoes Streeter
Brick arch American
Driving boxes Cast steel
Headlight Pyle-National Electric
Journal bearings Hewitt
Safety valve CoaIe
Sanding devices Handlan
Sight-feed lubricators Nathan
Springs Railway Steel Spring Co
Staying Tate, Rome Special
Steam gages' American
Tires Railway Steel Spring Co
Tubes Worth Bros
Valve gear Walschaert
These engines had a reputation for slipperiness and a rough ride. Consequently, they were scrapped early in 1934. One suspects the relatively high ratio of boiler to grate may have had something to do with their unpopularity; the similar L-2bs, which had a larger firebox, lasted until the 1950s.
Although apparently similar to the L-2a, these engines had a larger firebox. It's likely that Alco heard an earful about the L-2a's bad riding qualities and fixed them because the L-2bs lasted until the 1950s.
Follow-ons to the successful L-2bs that were virtually identical, but put 5 more tons total on the lead and traling trucks. Like the earlier locomotives, these had 14" (356 mm) piston valves.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Missouri-Kansas-Texas (MKT)||Missouri-Kansas-Texas (MKT)||Missouri-Kansas-Texas (MKT)||Missouri-Kansas-Texas (MKT)|
|Number in Class||70||35||25||60|
|Valve Gear||Baker or Walschaert||Baker||Walschaert||Walschaert|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||16.50 / 5.03||16.50 / 5.03||16.50 / 5.03||16.50 / 5.03|
|Engine Wheelbase (ft / m)||35.08 / 10.69||34.83 / 10.62||35.67 / 10.87||36.42 / 11.10|
|Ratio of driving wheelbase to overall engine wheebase||0.47||0.47||0.46||0.45|
|Overall Wheelbase (engine & tender) (ft / m)||70.61 / 21.52||69.90 / 21.31||72.49 / 22.09||72.50 / 22.10|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||214,500 / 97,296||233,500 / 105,914||234,000 / 106,141||234,000 / 106,141|
|Engine Weight (lbs / kg)||287,500 / 130,408||314,000 / 142,428||315,000 / 142,882||324,000 / 146,964|
|Tender Loaded Weight (lbs / kg)||168,000 / 76,204||165,100 / 74,888||174,500 / 79,152||192,600 / 87,362|
|Total Engine and Tender Weight (lbs / kg)||455,500 / 206,612||479,100 / 217,316||489,500 / 222,034||516,600 / 234,326|
|Tender Water Capacity (gals / ML)||8000 / 30.30||8000 / 30.30||10,000 / 37.88||10,000 / 37.88|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||2990 / 11.30||12.50 / 11.40||4000 / 15.20||4000 / 15.20|
|Minimum weight of rail (calculated) (lb/yd)||89||97||98||98|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||61 / 1549||61 / 1549||61 / 1549||61 / 1549|
|Boiler Pressure (psi / kPa)||195 / 13.40||185 / 12.80||195 / 13.40||195 / 13.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||26.5" x 30" / 673x762||28" x 30" / 711x762||28" x 30" / 711x762||28" x 30" / 711x762|
|Tractive Effort (lbs / kg)||57,245 / 25965.93||60,631 / 27501.79||63,909 / 28988.67||63,909 / 28988.67|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.75||3.85||3.66||3.66|
|Firebox Area (sq ft / m2)||250 / 23.23||247 / 22.96||249 / 23.14||254 / 23.61|
|Grate Area (sq ft / m2)||57.50 / 5.34||62.70 / 5.83||70.40 / 6.54||70.40 / 6.54|
|Evaporative Heating Surface (sq ft / m2)||3628 / 337.17||4341 / 403.44||4179 / 388.38||4191 / 389.50|
|Superheating Surface (sq ft / m2)||887 / 82.43||1025 / 95.26||1112 / 103.35||1055 / 98.05|
|Combined Heating Surface (sq ft / m2)||4515 / 419.60||5366 / 498.70||5291 / 491.73||5246 / 487.55|
|Evaporative Heating Surface/Cylinder Volume||189.44||203.04||195.46||196.02|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||11,213||11,600||13,728||13,728|
|Same as above plus superheater percentage||13,455||13,803||16,611||16,474|
|Same as above but substitute firebox area for grate area||58,500||54,377||58,752||59,436|