Its success inspired producer Mike Todd to mount a similar adaptation, The Hot Mikado (1939). There is disagreement over whether or not the production reinforced negative racial stereotypes.Vallillo, Stephen M. "The Battle of the Black Mikados". Black American Literature Forum, vol.
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The SNCF modified the PLM numbers by adding the regional prefix digit "5". The PLM's 141.A class Mikados were copied by the Chemins de Fer du Nord, who had fifty, numbered from 4.1101 to 4.1150, which became 2-141.A.1 to 2-141.
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Apart from these, the SAR had the temporary use on lease of a few Katanga Mikados to alleviate a locomotive shortage during the First World War.Espitalier, T.J.; Day, W.A.J. (1945). The Locomotive in South Africa - A Brief History of Railway Development. Chapter VII - South African Railways (Continued).
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During the steam era, the L&M; operated 2-8-0 steam locomotives (also known as Consolidations) and 2-8-2 steam locomotives (also known as Mikados or Mikes). In the early diesel era, the L&M; operated one Baldwin VO-1000 and three ALCO RS-3s.
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The Pennsylvania Railroad's class L2s was a class of USRA Light Mikados originally purchased (1919) for the subsidiary Grand Rapids and Indiana Railroad. Similar in size to the home-designed and built L1s, the L2s was easily distinguishable by their radial-stay fireboxes and Hodges fabricated trailing trucks.
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Some local industries still actively use Mikados on freight service. The last regular Mikado passenger service was ended on 20 November 2015 in Baiyin. A few Chinese-made locomotives have found their way into the United States, including Class SY no. 3025, built in 1989, which operated as New Haven no.
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In the second half of 1942 the USA started to supply locomotives to the British Middle East Command. By December 1942, 27 USATC S200 Class 2-8-2 Mikados were working the PR and HBT main lines and two USATC S100 Class 0-6-0T switchers were supplementing PR's shunting fleet.
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This tender carried 19 tons of coal and 16,500 gallons of water. It is identifiable by having a six-wheel truck under the coal bunker and a four-wheel truck under the water cistern. In 1934, Lima Locomotive Works delivered 25 22RA tenders to the NKP for Mikados. These tenders were nearly identical to those behind the Berkshires (2-8-4) built by Lima.
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The Pennsylvania Railroad's class K29s comprised 1 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.
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A.50 on the SNCF. The Chemins de Fer de l'État also had a class of 250 Mikados, numbered from 141-001 to 141-250. These later became the 141.B class on the SNCF and were renumbered 3-141.B.1 to 3-141.B.250. After modifications, the 141.B class locomotives became the 141.C class, as well as one 141.
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The design was invented by Lima for the New York Central's Boston and Albany Railroad. The design was invented by Lima's Vice President of Engineering, William Woodard. The first "superpowered" steam locomotive was a 2-8-4 steam locomotive that essentially an expanded 2-8-2 Mikado. The new design called for double the firebox size than the earlier Mikados, thus giving it more grate area.
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Locomotives with a wheel arrangement were used in a number of countries around the world, including those in North America, Western Europe, China, the Soviet Union and Africa. Continental Europe saw a fair number of , although the type was always less popular than Mikados and 2-10-0 Decapods. A large number of European were tank locomotives, taking advantage of the symmetrical nature of the wheel arrangement.
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D&TSL; GP7 46, renumbered 76 for the Bicentennial. In the later days of steam the Shore Line operated with a modest fleet of Mikados, Consolidations, and switchers. It brought its first diesels, EMD SW7 switchers 116-118, in April 1950 and followed them with two EMD GP7s each in January, (41,42) and November (43,44) of 1951. A single SW9 (119) was also added in March 1951.
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OR&L; Mikado #70 stops at Waipahu station for a refill of water. The four mikados on the OR&L; were near-identical cousins to the D&RGW; K-28 locomotives, albeit oil-burning, slightly shorter tender, different compressor location, and different headlamp. By the end of the war most of the rolling stock, right-of- way, and facilities were worn out. The company's executives pondered whether or not to continue operations.
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Chicago Burlington and Quincy 4978 is the youngest survivor of the O-1a class mikados. It was retired from service in 1960 and sat idle for five years, until it was donated to the South County Historical Society to be placed on static display at Ottawa, Illinois. In 1997, it was relocated to Mendota Amtrak station in front of an Ex- Burlington Route caboose No. 14451 in Mendota, Illinois, where it remains on display today.
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More than 14,000 were built in the United States, about 9500 of these for North American service, constituting about one-fifth of all locomotives in service there at the time. The heaviest Mikados were the Great Northern's class O-8, with an axle load of . Almost all North American railroads rostered the type, notable exceptions being the Boston and Maine, the Delaware and Hudson, the Cotton Belt and the Norfolk and Western.
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Of the pre-nationalisation railway companies that existed before the formation of the Société Nationale des Chemins de fer Français (SNCF), the Chemins de fer de Paris à Lyon et à la Méditerranée (PLM) had the most Mikados. Their first twelve were initially numbered from 1001 to 1012 and later renumbered to 141.A.1 to 141.A.12. The PLM's second series, numbered from 1013 to 1129 and later renumbered 141.B.1 to 141.
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In 1912, when these locomotives were assimilated into the South African Railways (SAR), they were classified as Class Experimental 4.Classification of S.A.R. Engines with Renumbering Lists, issued by the Chief Mechanical Engineer's Office, Pretoria, January 1912, pp. 9, 12, 15, 36-37 (Reprinted in April 1987 by SATS Museum, R.3125-6/9/11-1000) SAR Class 11 no. 933 In 1904, the Central South African Railways (CSAR) placed 36 Class 11 Mikados in service.
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The Southern added 2-8-0 engines onto the Mikados 4535-4539 and 4576, but they added a 2-6-0 unit to the 4561. They did not produce good enough results, and the tractor units were removed in 1924 and were replaced by standard tenders. An obvious problem with this arrangement is that, similar to the Garratt locomotive and the Triplex, as the tender coal and water ran out, the traction decreased. The locomotives continued service until the early 1950s.
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USRA Light Mikados (Maine Central class S) handled freight trains on the Mountain Division after the last Mallet was retired in 1931; and class O 4-6-0s handled local trains and (often in tandem) provided helper service. EMD F3s and GP7s replaced steam locomotives in 1953.Johnson P.223 Four or five diesel locomotives were typical head-end power for diesel-era freight trains; and a pair of EMD SW7s or non-dynamic-braked GP7s often provided helper service westbound.
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The locomotive was built in April 1912 as Frisco 1321, a 2-8-0 Consolidation type, by the American Locomotive Company at the Schenectady Locomotive Works. Due to the demands of World War II the Frisco railroad needed more heavy power to keep up with the demands in traffic. The War Board at that time would not allow new locomotives to be built, so the Frisco took the task of rebuilding 6 Consolidations into Mikados. In June 1944 #1321 Consolidation was converted into Mikado #1352.
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These locomotives were well suited to the task, as they were slow and capable of massive drawbar traction. The cooperation between the BR&P; and the Erie ended in 1928, when the Erie made sweeping improvements, including introduction of 2-8-4 Berkshires and 2-8-2 Mikados, making the BR&P; helpers/pushers superfluous to requirements. On some runs, the Erie put two engines at the head of the train and a third at the rear. This saved as much as ten to twelve minutes on the hill and enabled longer consists.
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The railroads of the United States were nationalized during World War I, from December, 1917 to March, 1920. As part of this, locomotives built during the period were one of the twelve USRA standard designs, which included the Light Mikado. 4003 was one of 625 built by the USRA; another 641 were built after the USRA era, making it one of the most numerous single locomotive designs of all time. After Frisco received the Mikados, it modified them with boosters on the trailing trucks and raised cab roofs for more headroom.
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The Great Northern O-1 is a class of 145 2-8-2 "Mikado" type steam locomotives built by the Baldwin Locomotive Works between 1911-1919 and used by the Great Northern Railway until the late 1950s. The O-1s, along with other O Class Mikados of the Great Northern, were used system wide to pull freight trains. As of today, only one O-1 has been preserved, No. 3059, from the second batch of O-1s. It was retired in December 1957 and is on display near the Williston depot in Williston, North Dakota.
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Beginning in the early 1910s, the Chicago Burlington and Quincy ordered 388 2-8-2 Mikados from Baldwin Locomotive Works to replace their aging 2-6-2 Prairies in heavy freight work. The first class O-1s were delivered in 1910, and from that point, the O-1s to O-4s just kept rolling out of the factory, until 1923, when the last of the O-1as were completed, including No. 4960. These locomotives were mainly used for hauling heavy freight trains for more than 30 years, but then diesels began to take over, and by 1957, all were withdrawn from revenue service.
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The L-1 class were used for powering time freights system wide on both the Minneapolis, St. Paul and Sault Ste. Marie, and Wisconsin Central. They were assisted in that role by the 1920 arrival of the 25 L-2 and L-20 class Mikados in 1920, but were bumped into lesser roles with the arrival of the 21 N-20 class 4-8-2 Mountains in 1926–1930. The 1938 delivery of four O-20 class 4-8-4 Northern made little difference to the L-1 class since the former were restricted to the Chicago–Twin Cities route.
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In 1912, it was classified as Class Experimental 5 on the SAR. In 1917, the South African Railways placed at least four, possibly six, Mikado type steam locomotives in service. They had been built for the Chemins de Fer du Bas Congo á Katanga in the Belgian Congo and were obtained on temporary lease, to alleviate the critical shortage of locomotives as a result of the First World War's disruption of locomotive production in Europe and the United Kingdom. The Katanga Mikados, as the locomotives were known on the SAR, were all forwarded to the Belgian Congo after the war.
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1950 In 1927, the SAR placed ten Class HF Modified Fairlie Double Mikados in service, followed by an eleventh one in 1928. The locomotive was designed by the SAR under the direction of Colonel F.R. Collins DSO, SAR Chief Mechanical Engineer from 1922 to 1929, and was built by Henschel & Son in 1926 and 1927, hence the designation of Class HF for "Henschel Fairlie". Designed for mainline work, it was the Modified Fairlie equivalent of the Class GE Garratt which was similar in both size and mechanical respects. It had Walschaerts valve gear, a bar frame and was superheated, with a round-topped firebox.
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Axel S. Vogt (January 19, 1849 – November 11, 1921) was the Pennsylvania Railroad's Chief Mechanical Engineer between March 1, 1887 and February 1, 1919. He was succeeded by William Frederic Kiesel, Jr. After retiring from the PRR, Vogt continued to consult for the Baldwin Locomotive Works until his death. Among his accomplishments was the creation of the world's first static locomotive test facility at the Pennsylvania Railroad's Altoona Works, enabling locomotives to be exhaustively and repeatably tested under load – essentially, a locomotive version of the chassis dynamometer. Under his supervision, the PRR designed and produced many noteworthy steam locomotive designs, such as the E6 Atlantics, K4s Pacifics and L1s Mikados.
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SAR Class NG15 crossing the Van Stadens river bridge Between 1931 and 1958, 21 narrow gauge Class NG15 Mikados, developed from the Class Hd and Class NG5 of South West Africa (SWA), were acquired for the Otavi Railway in SWA. Designed by the SAR, it was built by Henschel & Son and Société Franco- Belge. A major improvement on the earlier locomotives was the use of a Krauss- Helmholtz bogie, with the leading pair of driving wheels linked to the leading pony truck. The leading driving wheels had a limited amount of sideplay while the axle still remained parallel to the other three driving axles at all times, thus allowing the locomotive to negotiate sharper curves than its two predecessors.
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Built by the Baldwin Locomotive Works of Philadelphia, Pennsylvania in May 1938 (serial number 62234), this locomotive was the first of 4 Baldwin class 12-28 1/4 E class Mikados bought by the White Pass from 1938 - 1947. It is one of Dollywood's most famous ride vehicles, and burns two tons of coal each day. #70 operated on the White Pass until 1963 when the WP&YR; was replacing their steam locomotives with diesels. After retirement, #70 and the other WP&YR; steamers were left on a siding to rust until it and its younger sibling, #71, was sold to Silver Dollar City TN in 1977, and became known as Cinderella and put on display at Dollywood.
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"Rowe, Billy. "Difference Between 'Hot' and 'Swing' Mikados – Billy Rowe Gives Courier Readers The Real Low Down", Pittsburgh Courier, May 20, 1939, p. 20 It follows both the story line of The Mikado and the spectacle of the original and was noted for its wild costuming. "Rosa Brown's outfit, a winged dress with train and a gigantic hat, weighed thirty-five pounds." The spectacle and jazzed-up score received enthusiastic reviews and drew audiences; "critic George Jean Nathan presented it as the 'best all-around musical show', named Nat Karson 'the season’s best costumer', and hailed two performers, Rosa Brown as 'best blues singer' and, to no one's surprise, Bill 'Bojangles' Robinson as 'best hoofer.
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Within two years, the CSAR would be transformed by P.A. Hyde, its first Chief Locomotive Superintendent, who introduced these 4-6-2 Pacifics with an adhesive weight of 39 tons and a tractive effort of , the Class 10 4-6-2 Pacifics with an adhesive weight of 46 tons and a tractive effort of and the Class 11 2-8-2 Mikados with an adhesive weight of 62 tons and a tractive effort of . These designs by Hyde were cutting edge technology at the time. For the express passenger service between Johannesburg and Pretoria and long-distance passenger services to Cape Town, the CSAR also introduced passenger coaches with closed vestibules, concertina connections and Gould knuckle couplers. This automatic coupling system would only begin to be implemented on the South African Railways (SAR) in 1927.
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The Bevier and Southern Railroad was a United States railroad that existed from September 28, 1914, when the Missouri and Louisiana Railroad divided (the Missouri portion of it becoming the BVS), until 1982 when the railroad went out of business and was abandoned. The railroad was measured 9.18 miles and ran from a connection with the Chicago, Burlington and Quincy Railroad, which was Burlington Northern at the time B&S; abandoned in 1982, just west of Bevier, Missouri and ran south to Binkley, Missouri. Primary traffic along the line was outbound coal from coal mines in the area and the railroad's slogan was "Have Train Will Haul". In 1961 the railroad still relied exclusively on steam locomotives (2 Moguls 2-6-0 and 2 Mikados 2-8-2) to haul coal hoppers to its mainline connection.
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Class L1s on the Pennsylvania Railroad comprised 574 2-8-2 "Mikado" type steam locomotives constructed between 1914 and 1919 by the railroad's own Juniata Shops (344 examples) as well as the Baldwin Locomotive Works (205) and the Lima Locomotive Works (25). It was the largest class of 2-8-2 locomotives anywhere, although other railroads had more Mikados in total. The L1s shared the boiler and many other components with the K4s 4-6-2 "Pacific" type, giving a total of 425 locomotives with many standard parts. Although the L1s type was quite successful, it was very much eclipsed in PRR service by the larger and more powerful I1s/I1sa 2-10-0 "Decapods", which arrived in service only two years after the L1s and were very suited to the PRR's mountain grades and heavy coal and mineral trains, and by the 1923 introduction of the M1 4-8-2 "Mountains" which took on the best high-speed freight runs.
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One of the DM&IR;'s 2-8-8-4 locomotives preserved in Two Harbors, Minnesota Caboose C-74, built in 1924, operating in train service at Mid- Continent Railway Museum. By July 1938, the two railways merged to form the DM&IR.; The two operating divisions, the Missabe and the Iron Range, were based upon the predecessor roads. As the United States began to prepare for the Second World War, the iron ore tonnage moving over the Missabe Road accelerated from a little over 8 million tons in 1938, past 18 million tons in 1939, then to almost 28 million tons in 1940 and past 37 million tons in 1941. The first eight of DM&IR;'s class M 2-8-8-4 Yellowstone locomotives were delivered by Baldwin Locomotive Works in spring 1941. As well as the Yellowstones, the DM&IR; had heavy 2-8-8-2 articulated's (also Class M), 2-8-2 Mikados, 2-10-2 Santa Fe's and eventually 2-10-4 Texas types from B&LE.
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