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.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
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|
|Railroad||Texas & Pacific (T&P)|
|Number in Class||11|
|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 / kg/m)||92 / 46|
|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|
|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 Volume||195.50|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||13,340|
|Same as above plus superheater percentage||16,008|
|Same as above but substitute firebox area for grate area||79,200|