Texas & Pacific 2-8-2 "Mikado" Locomotives in the USA

The Texas and Pacific Railway Company was created by federal charter in 1871 to build a southern transcontinental railroad between Marshall, TX, and San Diego, CA. The railway never reached San Diego. Instead, it met the Southern Pacific at Sierra Blanca, Texas, in 1881. The Missouri Pacific gained majority ownership of the Texas and Pacific Railway's stock in 1928 but allowed it to continue operation as a separate entity until they were eventually merged on October 15, 1976.

The Texas & Pacific Railway decided to skip the 2-8-2-wheel arrangement in favor of the 2-10-2. It ordered forty-four of the "Santa Fe" type locomotives between 1916 and 1919. However, during World War I the T&P was allocated eleven, ALCO built, coal burning "Mikado-Light" locomotives, which were delivered in 1918. This group was designated as Class H-1 and road numbers 550 through 560 were assigned.

In 1919, the USRA was in the process of allocating eleven, Baldwin built, oil-burners to the CRIP and in deference to the T&P, which was almost all oil, transferred the CRIP bound locomotives to the T&P in exchange for the eleven Class H-1 coal-burners. These locomotives were designated as Class H-2 and were assigned road numbers 800 through 810. They had 63" diameter drivers, 26" x 30" cylinders, a 200 psi boiler pressure and they exerted 54,724 pounds of tractive effort and each weighed 290,000 pounds. The firebox was 280 square feet, the evaporative heating surface was 3,283 square feet and with the superheater the combined heating surface was 4.665 square feet. These locomotives were rebuilt in 1936, with an increase of 2,000 pounds and they were equipped with roller bearings.

There are no surviving T&P 2-8-2 "Mikado" type locomotives.


Roster by Richard Duley

ClassQty.Road NumbersYear BuiltBuilderNotes
H-111550-5601918ALCO1
H-211800-8101919Baldwin2
Notes:
  1. The USRA allocated 11, ALCO-built, "Mikado-Light" coal-burning locomotives and they were delivered in 1918. The T&P designated them as Class H-1 and numbered them 550-560. These locomotives only ran a short time on the T&P before the USRA transferred them to the CRIP and they became CRIP #2309-2319.
  2. The USRA allocated 11, Baldwin-built "Mikado-Light" oil-burning locomotives in 1919, in return for the 11 ALCO-built Class H-1 locomotives. These locomotives were rebuilt with roller bearings in 1936 and were reclassified as Class H-2r.

Class Details by Steve Llanso of Sweat House Media

Class H-2-R (Locobase 8509)

Data from T&P 1 - 1922 and T&P 1 - 1950ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for his 10 May 2013 email identifying the valve gear.) Works numbers were 52043-52047, 52072, 52096-52097 in July 1919; 52123-52143, 52144 in August.

These were standard-issue USRA light Mikados that had originally been intended for the Chicago, Rock Island & Pacific. Although accepted by the T & P and operated well into the 1940s, they did not spark a big buying spree for 2-8-2s on the road. By the time the railroad was healthy enough financially to lay out that kind of money, the time for the big 2-10-4s had come; see Locobase 99.

Seven --802, 806-810--were later equipped with two Nicholson thermic syphons that added 72 sq ft (6.7 sq m) to the firebox heating surface. Meanwhile the railroad removed 20 2 1/4" tubes from boilers in the entire class, which resulted in the heating surface areas shown in the specs.

[Note: The T & P had received 11 USRA light Mikes in 1918, classified them H-1 and numbered them 550-560; these were intended for the Chicago & Alton. In 1919, this H-1 class were sent on to the Rock Island ...which seems odd considering the origin of the H-2s.]

Specifications by Steve Llanso of Sweat House Media
ClassH-2-R
Locobase ID8509
RailroadTexas & Pacific (T&P)
CountryUSA
Whyte2-8-2
Number in Class11
Road Numbers800-810
GaugeStd
Number Built11
BuilderBaldwin
Year1919
Valve GearWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)16.75 / 5.11
Engine Wheelbase (ft / m)36.08 / 11
Ratio of driving wheelbase to overall engine wheebase 0.46
Overall Wheelbase (engine & tender) (ft / m)78.19 / 23.83
Axle Loading (Maximum Weight per Axle) (lbs / kg)55,200 / 25,038
Weight on Drivers (lbs / kg)220,000 / 99,790
Engine Weight (lbs / kg)292,000 / 132,449
Tender Loaded Weight (lbs / kg)185,400 / 84,096
Total Engine and Tender Weight (lbs / kg)477,400 / 216,545
Tender Water Capacity (gals / ML)10,000 / 37.88
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)3500 / 13.30
Minimum weight of rail (calculated) (lb/yd)92
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 1600
Boiler Pressure (psi / kPa)200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)26" x 30" / 660x762
Tractive Effort (lbs / kg)54,724 / 24822.42
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.02
Heating Ability
Firebox Area (sq ft / m2)330 / 30.67
Grate Area (sq ft / m2)66.70 / 6.20
Evaporative Heating Surface (sq ft / m2)3604 / 334.94
Superheating Surface (sq ft / m2)882 / 81.97
Combined Heating Surface (sq ft / m2)4486 / 416.91
Evaporative Heating Surface/Cylinder Volume195.50
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation13,340
Same as above plus superheater percentage16,008
Same as above but substitute firebox area for grate area79,200
Power L115,027
Power MT602.34

Photos

Reference