The principal shops were in Angelica, New York and St. Marys, Pennsylvania. The Angelica Shops were used mostly as car repairs and maintenance of way work with some repairs on motive power. Locomotives were maintained and repaired in St. Marys.
The same officers that put together the PS&N started building a route toward Pittsburgh, Pennsylvania. It was to operate from Brockway PA to Freeport, PA and was first known as the Brookville and Mahoning but the name was changed to the Pittsburg & Shawmut Railroad. It was under lease to the PS&N from 1906 to 1916. After 1916, the lease was terminated and the two companies operated separately.
The Pittsburg and Shawmut Railroad was also known as the Shawmut Line, operating passenger and freight service on its 88 miles of track until 2004.when it began operating as part of the Buffalo and Pittsburgh Railroad, which is owned by Genesee & Wyoming Inc.
There are no surviving P&S 2-8-2 "Mikado" type locomotives.
|Class||Qty.||Road Numbers||From Other RR||Year Acquired||Year Built||Builder||Notes|
|J-4||9||570-575, 577 & 579||Monon||1947-1949||1929||ALCO||3|
Data from DeGolyer, Vol 71, pp.141+. Works number was 57201 in September 1923.Compare this straightforward oil-burning Mikado to P&SW's much more unusual 2-6-6-2 Mallet (Locobase 4059) and notice how close the weights, heating surface, and grate areas are to each other. In 1910, the P&SW adopted an exotic layout that remained unchanged for as long as the engine remained in service with successor roads. The 17 was sold to Clark & Wilson Lumber in Goble, Ore, from which it was sold in 1947 to the Valley & Siletz. Under that herald, the 17 operated another decade before being scrapped in 1957.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 80, pp. 156+. Works number was 58419 in May 1925.Using a standard superheated logging Mikado design, Baldwin would fulfill orders for side tanks, such as the present #6 ordered by the Clark & Wilson Lumber Company, or saddle tanks. The 6 operated on rails weighing 56 or 60 lb/yard (28 or 30 kg/metre) that ran over a profile that had tight 35 degree curves and precipitous 9% grades. Like the other tanks, the 6 used 8" (203 mm) piston valves.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University , Volume 47, p. 56. Works numbers were 40589-40592, 40612-40617 in September 1913 and 212-217 in August 1914.The Shawmut Line was a subsidiary of the Pittsburg, Shawmut & Northern. According to the PS&N Railroad History site (http://www.psnrrhs.org/psnrrabout.html, last accessed 29 April 2012), the new line, which was based in Brookville, Pa and was physically separate from the PS&N, was built as the Brookville & Mahoning. To avoid confusion with the Boston & Maine, the new railroad was renamed P&S. (Note that this was the Pittsburgh, not the Pittsburg as in the PS&N). The PS&N leased the P&S from 1906-1916, when the latter road ended the lease. During that period, the Shawmut Line acquired these ten Mikados, which had large saturated boilers. The history site says that the P&S was always the more (or only) profitable part of the PS&N and after its separation, the PS&N died a lingering death. On the other hand, says the site "Although the Shawmut was not prosperous, it had its halcyon days, and despite bankruptcy, new tracks were laid to handle increasing mountains of coal, and a fleet of modern steam locomotives with the Shawmut trademark burnished the rails for nearly 50 years." Two of the class--205, 211--were scrapped in 1938, but the others all served through World War II with the 203 being scrapped in December 1948 and 214-215 and 217 being scrapped in December 1953.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Portland & Southwestern||Portland & Southwestern||Pittsburg & Shawmut|
|Number in Class||1||1||16|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13.08 / 3.99||11.50 / 3.51||14.50 / 4.42|
|Engine Wheelbase (ft / m)||27.08 / 8.25||25.92 / 7.90||32.33 / 9.85|
|Ratio of driving wheelbase to overall engine wheebase||0.48||0.44||0.45|
|Overall Wheelbase (engine & tender) (ft / m)||55.44 / 16.90||25.92 / 7.90||62.33 / 19|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||141,000 / 63,957||130,000 / 58,967||181,000 / 82,100|
|Engine Weight (lbs / kg)||179,000 / 81,193||169,000 / 76,657||228,000 / 103,419|
|Tender Loaded Weight (lbs / kg)||99,000 / 44,906||130,000 / 58,967|
|Total Engine and Tender Weight (lbs / kg)||278,000 / 126,099||169,000||358,000 / 162,386|
|Tender Water Capacity (gals / ML)||4500 / 17.05||2000 / 7.58||7000 / 26.52|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||2000 / 7.60||800 / 3||14 / 12.70|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||59 / 29.50||54 / 27||75 / 37.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||48 / 1219||42 / 1067||51 / 1295|
|Boiler Pressure (psi / kPa)||180 / 12.40||185 / 12.80||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||20.5" x 28" / 521x711||18" x 24" / 457x610||22" x 28" / 559x711|
|Tractive Effort (lbs / kg)||37,507 / 17012.91||29,114 / 13205.90||45,173 / 20490.15|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.76||4.47||4.01|
|Firebox Area (sq ft / m2)||154 / 14.31||100 / 9.29||190 / 17.65|
|Grate Area (sq ft / m2)||41.30 / 3.84||27.70 / 2.57||57 / 5.30|
|Evaporative Heating Surface (sq ft / m2)||2476 / 230.03||1156 / 107.40||3656 / 339.65|
|Superheating Surface (sq ft / m2)||553 / 51.37||242 / 22.48|
|Combined Heating Surface (sq ft / m2)||3029 / 281.40||1398 / 129.88||3656 / 339.65|
|Evaporative Heating Surface/Cylinder Volume||231.48||163.54||296.77|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||7434||5125||11,400|
|Same as above plus superheater percentage||8772||5996||11,400|
|Same as above but substitute firebox area for grate area||32,710||21,645||38,000|