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The Union Pacific classMK-1 was a class of 2-8-2 'Mikado' type steam locomotives that were built by the Baldwin Locomotive Works originally for the Oregon Railroad and Navigation Company (OR&N), [4] Oregon Short Line Railroad (OSL) [2] and Union Pacific Railroad (UP) in 1910 and 1911. [2]
In 1910, the Oregon-Washington Railroad and Navigation Company (OWR&N) purchased a 2-8-2 'Mikado' locomotive from the Baldwin Locomotive Works and had this single locomotive numbered 440, [4] this locomotive would be renumbered as 500 in 1911, and renumbered to 2100 in 1915.
In 1911, the OWR&N would order another 40 of these locomotives from Baldwin where they were originally numbered as 501–540, but renumbered as 2101–2140. The Oregon Short Line Railroad (OSL) would order 15 locomotives from Baldwin and numbered them as 1100–1114, but renumbering them to 2000–2014 in 1915. [2] The Union Pacific Railroad (UP) would order 30 locomotives from Baldwin where they numbered them as 500–529, renumbering them to 1900–1929 in 1915
OSL No. 2000 was sold to the Spokane International Railroad (SI) in 1947. [5]
The locomotives were designed from the outset to burn low-quality lignite coal as a fuel. In general they followed typical practice of the day for Baldwin designs and locomotives for Harriman's Associated Lines, but with some changes to the boiler and firebox. [1] The boiler was cylindrical and the firebox was stayed with 400 radial rod stays, rather than girder crown stays. Given the poor quality of the fuel, a larger boiler was needed than usual for the power of the locomotive. The heating surface of 5,559 sq ft considerably exceeded that of the nearest comparable design, with 4,466. [i] The grate bars were arranged as large cast grate sections spanning half the width of the firebox and arranged for rocking to clear ash. Airflow was provided by an unusually great number of narrow slots, to suit lignite. [7] The brick arch was deeper than usual, again to suit lignite, and was supported by four arch tubes. The boiler, as built, was unsuperheated and had 495× 2" tubes. [1]
At the time this was the largest Mikado built, although not quite the most powerful or with the most weight on its drivers. [1] [6]
In 1912, the boiler was rebuilt to provide superheating. Half of the tubes were removed in favour of 36 larger flues containing superheater elements. Total heating area was reduced to 5,118 sq ft, although still large in its class. [i] [2]
Some were later converted to oil firing. [2]
Only one member of the class is in preservation, No. 2005, which is on static display at Ross Park based in Pocatello, Idaho. [2]
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Under the Whyte notation for the classification of steam locomotives, 4-6-2 represents the wheel arrangement of four leading wheels on two axles, six powered and coupled driving wheels on three axles and two trailing wheels on one axle. The 4-6-2 locomotive became almost globally known as a Pacific type after a locomotive built by the Baldwin Locomotive Works in Philadelphia was shipped across the Pacific Ocean to New Zealand.
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Under the Whyte notation for the classification of steam locomotives by wheel arrangement, a 2-6-6-2 is a locomotive with one pair of unpowered leading wheels, followed by two sets of three pairs of powered driving wheels and one pair of trailing wheels. The wheel arrangement was principally used on Mallet-type articulated locomotives, although some tank locomotive examples were also built. A Garratt locomotive or Golwé locomotive with the same wheel arrangement is designated 2-6-0+0-6-2 since both engine units are pivoting.
The NZR Q class was an important steam locomotive class not only in the history of New Zealand's railway network but also in worldwide railways in general. Designed by New Zealand Government Railways' (NZR) Chief Mechanical Engineer A. L. Beattie and ordered from the Baldwin Locomotive Works in 1901, they were the first locomotives in the world to be built with the wheel arrangement of 4-6-2. This wheel arrangement came to be known as the Pacific type after the voyage the completed locomotives made across the Pacific Ocean to New Zealand. A few instances of the 4-6-2 wheel arrangement are known to have existed prior to 1901, but these were all reconstructions of locomotives that were originally built with a different wheel arrangement, thereby making the thirteen members of the Q class the first "true" Pacifics in the world. The Pacific style went on to become arguably the most famous wheel arrangement in the world.
The South African Railways Class 10D 4-6-2 of 1910 was a steam locomotive from the pre-Union era in Transvaal.
The South African Railways Class 10B 4-6-2 of 1910 was a steam locomotive from the pre-Union era in Transvaal.
The South African Railways Class 6Z 2-6-4 of 1901 was a steam locomotive from the pre-Union era in the Cape of Good Hope.
The South African Railways Class 1B 4-8-2 of 1904 was a steam locomotive from the pre-Union era in the Colony of Natal.
The South African Railways Class 2 4-6-2 of 1905 was a steam locomotive from the pre-Union era in the Colony of Natal.
The South African Railways Class 3 4-8-2 of 1909 was a steam locomotive from the pre-Union era in the Colony of Natal.
The South African Railways Class Experimental 5 2-8-2 of 1906 was a steam locomotive from the pre-Union era in the Cape of Good Hope.
The South African Railways Class Experimental 6 4-8-0 of 1906 was a steam locomotive from the pre-Union era in the Cape of Good Hope.
The South African Railways Class NG4 4-6-2T of 1911 was a narrow-gauge steam locomotive from the pre-Union era in the Colony of Natal.
The Cape Government Railways 3rd Class 4-4-0 of 1884 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope.
The Cape Government Railways 3rd Class 4-4-0 of 1903 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope.
The South African Railways Class 16DA 4-6-2 of 1930 is a class of steam locomotives.
The Pennsylvania Railroad's class K29s comprised a single experimental 4-6-2 "Pacific" type steam locomotive. Constructed by Alco-Schenectady, it was given road number 3395. Although only one demonstrator was constructed, the K29s would become the basis for the highly successful K4s Pacifics and L1s Mikados. The lone example spent most of its life on the PRR's Pittsburgh division main line and was retired around 1929.
Spokane, Portland and Seattle Railway No. 539 is the only preserved example of the class O-3 2-8-2 "Mikado" steam locomotive. It was built by the American Locomotive Company in 1917 for the Northern Pacific Railway as engine No. 1762. It was sold to the Spokane, Portland and Seattle Railway and renumbered 539, in August 1944. It was reconfigured and converted to oil burning in January 1946. The locomotive was retired in 1957, and it was displayed in Esther Short Park, Washington, until 1997. That year, it was moved to Battle Ground for a potential restoration that never came to fruition. In 2007, it was acquired by the Grand Canyon Railway and moved to Williams, Arizona for an operational restoration that also never came to fruition. In 2019, No. 539 was purchased again by the Port of Kalama, who moved it back to Washington and put it on static display inside the Port's Interpretive Center that was constructed in 2014.