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New York Central Class H7 Mikado Locomotives By Ray S. Curl
Among the most interesting steam locomotives operated by the New York Central System were the H7 Class MikadosJ While all of these locomotives were built to a standard design, many of them acquired different tenders and a variety of appliances as they went through their careers. The purpose of this article is to provide an overview of the H7 fleet and to document the modifications made on specific locomotives.
A total of 130 H7's were built for the Lake Shore and Michigan Southern, Michigan Central, and Big Four in five subclasses as follows:
Railroad Class Orig. No's. 1917 Reno. 1936 Reno. Builder Date Built Builders No's. LS&MS H7a 4000-4009 Alco-Brooks 4000,02 12-1912 52536-52545
B-1319 4001,03-09 1-1913 LS&MS H7a 4010-4019 M C 7950-7959 2050-2059 Alco-Brooks 9-1912 40 10-15 52546-52551
B-1319 4016-19 52784-52787 LS& MS H7b 4020-4034 M C 7935-7949 2035-2049 Alco-Brooks 11-1913 54213-54227
B-1349 MC H7c 7900-7924 2000-2024 Alco-Brooks 11-1913 54092-54116
B-1347 MC H7d 7925-7934 2025-2034 Alco-Brooks 7925-28 11-1913 54117-54126
B-1346 7929,30,34 10-1913 7931-33 11-1913
CCC & STLH7e 6150-6199 1950-1999 Alco-Schen. 6150-74, 10-1920 62247-62296 S-1330 6175-99, 11-1920
MC H7e 7960-7969 2060-2069 Alco-Schen. 11-1920 62297-62306 S-1331
The General Specifications when built were:
H7a H7b, c & d H7e Cylinders, Dia. and Stroke 27" X 30" 27" X 30" 27" X 30" Drivers, Dia. 63" 63" 63" Steam Pressure, Lbs. 190 190 200 Grate Area, Sq. Ft. 59.3 59.6 59.6 Heating surface, Tubes & Flues, Sq. Ft. 4494 4490.5 4400 Superheater Surface, Sq. Ft. 1084 1084 1163 Weight on Front Truck, Lbs. 27,500 27,500 26500 Weight on Drivers, Lbs. 245,000 245,000 246,000 Weight on Rear Truck, Lbs. 49,500 49,500 55,500 Total Weight of Locomotive, Lbs. 322,000 322,000 328,000 Weight of Tender, Loaded, Lbs. 162,300 169,000 183,500 Tender Capacity, Water, Gals 7,500* 8000 10,000 Tender C::tpacity, Coal, Tons 12* 14 16 Tractive Effort, Lbs. 56,100 56,100 59,000
*Per Magazine Articles. Early LS & MS Diagrams State 8000 G. and 14 T.
NYC CLASSH7
The first H7's were constructed for the LS & MS to supplant consolidations in classes G5, G6 and G46. They were the first 2-8-2's on the Lake Shore, and were placed in service on the Toledo, the Eastern, and the Franklin Division. Tonnage ratings for each division were established as follows :
Eastern Division - Collinwood - Seneca - Eastbound Eastern Division- Seneca- Collinwood -Westbound Franklin Division - Coalburg-Carson (Youngstown)
H7 4300 Tons 3500 Tons 4300 Tons
G16 3200 Tons 2600 Tons 3400 Tons
(Test runs had an average of 100 cars and 6345 tons between Coalburg and Carson).
Toledo Division- Both Directions 3500 Tons 3000 Tons
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H7e 6183 on a westbound freight near Beech Grove, Indiana, July 21 , 1929. J. H. Westbay
H7a 2057 at Three Rivers, Michigan, L. G. Isaac
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. The design, in general, followed the standards of the builder. The boiler was a cylindrical or straight-top type, 86" O.D. at the first course. The firebox featured a radial stay arrangement with two firedoors. No combustion chamber was provided . A type 'A' superheater was incorporated. To obtain additional strength without increased weight, vanadium steel was used in the main frame~, driving axles, driver springs, tender truck springs, main and side rods, and piston rods. Vanadium cast iron was used in the cylinders . Walscherts valve gear with 16" diameter piston valves was specified.
By 1917, the Lake Shore had 35 H7's in service, No's. 4000-4034. Before the end of the same year, 25, NYC 4010-4034, were sold to the Michigan Central, becoming MC 7950-7959 and MC 7935-7949 . This sale may have been due to the arrival on the former LS & MS of some new Ll class 4-8-2's. These locomotives were better suited to the fast freight schedules on mainline between Toledo, Ohio and Seneca Yard, Buffalo, New York.
At the sa me time (late 1913) the LS & MS was receiving its H7b's, the Michigan Central was taking delivery of its first 2-8-2's, classes H7c and H7d . By the end of 1917 , the Michigan Central had 60 H?'s on the roster, including the 25 purchased from the LS & MS .
No further orders of H?'s were made until 1920, when 60 H7e 's were built. Ten of these went to the Michigan Central and 50 went to the Big Four, the first H?'s received by that NYC affiliate .
It should be noted that the Pittsburgh a nd Lake Erie and the Pittsburgh, McKeesport and Youghiogheny purchased 10 H8a 2-8-2's in 1916. Essentially the H8 's were identical to the H7's, except that the former had smaller 57" driving wheels. A total of 40 H8 's were built, the last in 1920.
The H7e 's were similar to earlier H7 subclasses, but they were 6,000 pounds heavier. Most of the increase in weight was due to the addition of Dl duplex strokers. Steam pressure was increased by ten pounds, raising tractive effort to 59,000 pounds. The H7e 's developed 51, !50 pound s of drawbar pull when starting. The boiler tube and flue arrangement was modified , and the superheater surface was increased to I ,163 square feet. The tender furnished with the H7e's was the standard USRA light Mikado design with a waterscoop on the Michigan Central locomotive tenders.
The basic design of the H7e 's served as a starting point for the development of Michigan Central- 8000, the first HIO . This locomotive, built in May 1922, was the first of Lima 's famous superpower locomotives.
After obser.ving the successful operation of new H- IO 's on the Big Four in 1922 and 1923, the mechanical engineers at Indianapolis decided to upgrade the H7e fleet in an attempt to obtain better performance and improved fuel and water economy. By 1929 , 34 of the 50 Big Four H7e 's had received feed water hea ters or exhaust steam injectors . CCC & STL 6164 was one of the very few locomotives on all New York Centra l lines to receive a Worthington BL-2 side mounted feedwater heater. Twenty-four H7e 's received Delta trailing trucks with C-1 or C-2 boosters, while two locomotives, CCC & STL 6165 a nd 6175 received Delta trailing trucks without boosters.
In 1926, five H7e's obtained new, larger tenders with sixwheel trucks. These tenders , identical to those applied to the big four H!Oa's a t that time, had a capacity of 15 ,000 gallons of water and carried 18 tons of coal. The locomotives were the 6153,6156,6157,6158 and 6159. Feedwater heaters had been previously a pplied to these five locomotives, before the end of 1924.
Four, No's, 6150 ,6 154,6164, and 6179 also received a pair of front-mounted air compressors. CCC & STL 6165, 6175, and 6196 received single front-mounted compressors, mounted on the left side of the pilot deck.
The 26 H7e 's to receive Delta trailing trucks also acquired 72" long cabs at the same time. This smaller, more compact cab replaced the original90" design. While it is possible that the 72" cabs were new when applied to the H7e's , it is also possible that they may have been removed from H lOa's and H lOb's , which were receiving 82" cabs at approximately the same time.
After the initial rash of modifications in the 1920's, the Big Four did little to change their H?'s until the mid-1940's. The only significant changes befo re tha t time was the removal , before 1936, of the Worthington feedwater heater from the 6164, and the removal of the Elesco and Sellers exhaust stea m injectors from 18 H7e's between 1940 and 1946.
By World War II , the original D-1 stokers were in poor condition. All but six a re believed to have been replaced by HT stokers during the 1940's.
After 1950, many H?'s received ha nd-me-down tenders from scra pped locomotives including Ale's, K5b's, and H IO's, or J I tanks made available when the H udso ns received PT tenders. At the sa me time, the appearance of ma ny H7e's was further modified by the application of lower and larger sa ndboxes. It is not known if these were new or second hand. They may have been removed from J I 's or L2's, which were being equipped with new sand domes.
Except for No. 1994, which was wrecked and scra pped in 1944, all of the Big Four H7e 's remained on the roster until late in 1954. One locomotive , 1977 , had the distinction of being the last operational New York Central steam locomotive . It finished its duties in transfer se rvice on May 2nd, 1957 a t Riverside Yard, Cincinnati. Several H?'s sa t idle for almost two years a nd were not formally retired until 1959.
The ten LS & MS H7a's, 4000-4009 were fairly short-lived. All were off the roster by October, 1933 . The fact tha t they had not been upgraded probably contributed to their ea rly retirement. None received stokers or feedwaters; the only change appears to have been tenders. Existing literature and builder's photos state the tenders were of7,500 gallon, 12-ton capacity. Early LS & MS diagram s show 8,000 gallon, 14-ton tenders.
Two LS & MS H7a's , 4000and 4009, were sold in 1930 to the Montour Railroad , becoming their40 and 41 . The remaining 8 were scrapped in 1933.
The Michigan Central was not idle with their 70 H?'s, including the 25 pu.rchased from the LS & MS in 1917. All a re believed to have been assigned to service in the United States, as were the 10 H7e's of 1920. Probably no MC H7's were tra nsferred to Canadian service until the arrival of the MC H IO's between 1922 and 1924. The H IO 's became the mai nstay of Michigan Central freight power in the United States, until the di esels, L2's and L4's pushed them aside in 1953 .
The MC started modernizing their H?'s with feedwater hea ters and stokers at approximately the same time as the big four. Forty-five out of six ty H7a through H7d 's were equipped with Elesco feedwater heaters. Unlike the CCC & STL H7e's , with their Elesco heaters in a sha llow depress ion in the smokebox ahead of the stack the M C H?'s carried their Elesco feedwater hea ters high on the smokesbox front in the manner of the H IO 's. None of the MC H7e's received feedwater hea ters.
Eighteen MC H7a 's through H7d's were equipped with Delta trucks and Franklin C-1 or C-2 booster engines. The 2033 may have received a Delta truck , but photographic evidence has not bee n found. Although all MC H7e's were built with Cole tra iling trucks , at least 8 were later equipped with Delta trailing
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H7a 2059 at South Bend, Indiana, November 8, 1952. S. S. Sutton
H7b 2039 and H10a 2130 on southbound freight at Grayling, Michigan, August 4, 1951. Elmer Treloar
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trucks without boosters. The 2063 was never equipped with a Delta tra iling truck. A 1940-1953 photograph of the 2064 has not been found to date , so no concl usion can be reached concerning the trai ling truck on this locomotive. Unlike the Big Four H7e's with Delta trailing trucks, the MC H7 classes all retained their original 90" cabs.
MC H7 1s in service after 1938 were equipped with Precision reverse gear and standard stokers. The I 0 H7e 's were built with D-1 stokers, but most acquired HT stokers in the 1940's. No. 2068 retained her original stoker, and it is possible that the 2064,2065 and 2066 may have retained D-1 's as well. The older MC H7a, b, c & d classes, which were originally handfired , a ll received HT stokers.
1929 CCC & STL. Locomotive No's. Lead Truck Drivers
6164 BL-2 FWH 28 ,3 10 253 ,020
6 153,6 156,6 157,6158,6159 31,400 250,900 Elesco FWH
6 160-62, 6 169' 617 1' 6177 ' 31,400 250,900 6 187,6 189,6190,6193 , 6 196 Elesco FWH 6 150,6 154, 6179 32,100 244,200 Ex. Steam Injector 6167,6168 , 6170,6180 27,450 245 ,500
The Big Four H7e's with feed water heater and booster we re the heaviest 2-8 -2's on the New York Centra l, outweighing the H lOa's by 600 to I ,200 pounds and the H lOb's by over 6,000 pounds.
The first listing of the rebuilt MC H7's appeared in the
Locomotive No's. Lead Truck Drivers 2003,20 18, 2024,2031 , 2049, 27 ,100 247,700 2050, 205 1' 2055 2004,2005 , 2007,20 13, 20 14, 32,200, 242,300 20 17, 2022,2027,2030 , 2032 , 2034,2036, 2042,2044,2046, 2048,2053,2054,2058 20 16,2026,2043,2052, 32,200 242,300
2000,2015,2033,2057,2059 32,200 242,300 2002,2020, 2023,2038,2047 31 ,400 247,300 Booster Equipped 200 1, 2009,20 10,20 12,20 19 , 31,400 247 ,300 2029, 2035,2037,2039,2040, 204 1, 2045 Booster Equipped 2021 Booster· Equipped 30,200 242,600
2060-2069 , 1951 , 1952, 26,500 246,000 1955, 1963, 1965, 1966, 1970, 1972-1976, 1978, 1980-1986, 1988, 199 1, 1992, 1994, 1995, 1997-1999 1953 , 1956, 1957, 1958 , 1959 3 1,400 250,900
1950, 1954, 1964, 1970, 1979 32,100 244,200
1967, 1968 27,450 245,500
1960, 196 1, 1962, 1969, 1971 , 31,400 250,900 1977, 1987, 1989, 1990, 1993, 1996
Many of the MC H7's traded tenders or received higher coal boards to increase fuel capacity. In later years, many of the locomotives received new, larger sandboxes.
Most of the M C 2-8-2 's sported pilots rather than the usual NYC footboards. The Elesco feed water heater equipped H7's assigned to Canadian service had extra hand holds on the front end of the locomotive . Several were equipped with snowplows in the winter.
Modifications to the H7's created many variations in the weights of the locomotives and tenders . The following tables indicate most of the new weights:
Trailing Truck Locomotive Tender Loaded 62,370 343,700 183 ,500 Orig.
60,770 343,070 276 ,000 15 ,000 G. , 18 T .
60,770 343,070 183,500 Orig.
59 ,600 335 ,900 183,500 Orig.
6 1,900 334,850 183 ,500 Orig.
combined New York Centra l system locomotive class book of Ma rch I , 1939.
Fo llowing table is from that source and includes the Big Four H7e's:
Trailing Truck Locomotive Tender-Loaded 50,500 325 ,300 168,900
56,100 330,600 168,900
56,100 330,600 206,800 56,100 330,600 210,800 59,700 338,400 168,900
59,700 338 ,400 206,800
58 ,600 33 1,400 168 ,900 55 ,500 328 ,000 186,700 Orig.
60,800 343,100 276,000 15 ,000 G, 18 T. 59,600 335 ,900 186,700 Orig. 6 1,900 334,850 186,700 Orig. 60,800 343, 100 186,700 Orig.
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H7b 2047 and H10a 2181 northbound at River Rouge, Michigan, October 17, 1950. GTW 3723 stands in the Detroit & Toledo Shore Line yard. E. L. Novak
H7c 2000 at Three Rivers, Michigan, March 18, 1947 R. S. Curl
- 12-
The next weight change of any consequence occurred in 1948, when locomotives boosters were removed. This brought about a ·slight reduction in locomotive weight as follows:
Class Lead Truck Drivers Big Four H7e 33,000 250,000 Big Four H7e 34,200 244,000 MC H7c 26,600 246,600 MC H7b, c. 31,100 247,400
The Big Four still had the heaviest mikes on the New York Central. The H lOa's, which were the second-heaviest 2-8'2's, were now li sted at 333,500 pounds after removal of boosters. This placed them in third place, as many of the M C H7's a lso weighed more .
The great tender switch, which started about 1950, found the following classes of tenders behind the Big Four H7e's:
Tender Class Loaded Weight Capacity A I c 295,600 21-15,500 Jlb,c 280,700 24-12 ,500 K5b 282,500 20-15,000 HIOa 276,000 18-15,000 Ll 286,000 23-15,000
MC H-7-A, B, C, & D's: Tender Class JIb Original H lOa Original H7 Original K5b Original H6a or H7e .
Loaded Weight 210,800 206,800 168,900 206,800 186,700 or 185,700
Capacity 18,10,000 16-10,000 14-8 ,000 16-10,000
16-10,000
Later assignments of most H7's remained the same as their 1925-1940 duties. Both Michigan Central and Big Four locomotives stayed, in general, on their home roads. There were, however, several exceptions. No. 1972 (ex. Big Four) was found working on the Michigan Central in its last days. MC 2020 and 2040 were reassigned to the Big Four in the mid-1950's. During World War II and shortly thereafter, several MC H7's operated between Gibson, Indiana on the I HB and Lyons Yard near Danville, Illinois on local and turnaround freights. Locomotives 200 I, 2020, 2021, and 2059 were known to be operated in this service. The 28 M C H7's assigned to the Canadian division were 2003, 2004, 2007, 2013, 2014, 2016 , 2017, 2018 , 2022, 2026, 2030 , 2031 , 2032, 2034, 2036, 2042, 2043,2044,2046, 2048 , 2049 , 2050 , 2051,2052,2053,2054,2055 and 2058.
Later operating districts and assignments for the H7's were: MC Canada Division - Mainline freight trains and locals -Windson, Ontario Yard and Suspension Bridge, N.Y. Transfer service at Niagara Frontier area.
MC-US, Detroit, Michigan and West Divisions- Mainline freight train helper, usually with an H 10 2-8-2. Local freights and work trains. - Primary- Freight power on Grand Rapids branch .
Frequently used as helper with an H 10 on the Macinaw City branch freight trains, No's. 209 and 210, north of Saginaw, Michigan. Also transfer service power in Detroit, Michigan.
Passenger train extras, especia lly Notre Dame football trains between Niles, Michigan and Notre Dame, Indiana. May have powered Michigan football specia ls to Ann Arbor.
Big Four- Illinois Division East Alton, Ill. to Hillsboro, Ill. Branch, Terre Haute , Indiana (Duane Yard) to Petersburg, Indiana and Petersburg to Evansville, Indiana via the Evansville and Indianapolis branch .
Trailing Truck Locomotive 58,400 341 ,400 55 ,900 334,100 50,800 324,000 50 ,900 329,400
Notes Was 343,100 lbs.
Was 335,900 & 334,850 Was 331,400 Was 338,400
Occasionally used on Cairo branch between Lyons Yard, near Danville, Ill. to Cairo, Ill. , a lso from Mt. Carmel, Ill. to Evansville infrequently.
In World War II , several were operated between Lyons Yard and Norris City, Ill. pulling oil trains.
Indiana Division -Used as later day helpers on Guilford Hill- Lawrenceburg Jet. To Brow on the Cincinnati, Ohio, Indianapolis , Ind. line.
Occasionally used as road freight power- Cincinnati-Indianapolis .
Jeffersonville, Ind .- Elkhart, Ind.- Michigan District- used infrequently.
Hump locomotive at Hill Yard , Indianapolis. Seldom used on Lafayette District- Indianapolis- Sheff, lnd, or Kankakee, Ill.
Ohio Division -Springfield, Ohio to Indianapolis , Ind . Radio equipped H7's were assigned to this district, after a severe storm knocked out the telephone pole line in the late 1940's.
Cincinnati , Ohio to Jackson, Michigan on Cincinnati Northern. Teamed with H6a (USRA light) Mikados to handle freight trains.
Mainline helper at Galion and Bellefontaine, Ohio. Mainline locals at times and when required, handled mainline freight trains.
Cincinnati Terminal-Primary transfer locomotive. Hump locomotive at Sharonvi lle Yard. Often doubleheaded with a U3 class 0-8-0
NYC Line West-Western Division-Infrequently used on Danville sub-d ivision for local power. Rare on through road freights .
The H7's may have operated regularly on other parts of the Michigan Central and Big Four, but the author is unaware of further assignments. These locomotives were among the oldest steam power in service on the NYC during the 1950's. No doubt the economica l performance and ease of maintenance kept them in operation long after newer power had been retired.
It is hoped that this article will shed a little light on the careers of these interesting locmotives. Members of the society and their friends are encouraged to search for additional photographs and records of these locomotives. Employees who operated and worked on the H-7's are welcome to share their memories and experiences.
-13-
H7c 2001 Robert A. Hadley
H7e 2003 on westbound freight at Weiland, Ontario, August 1953. Ray Tobey
- 14-
H7c 2013 and L2d 2963 on westbound freight at St. Thomas, Ontario, Winter of 1940. Ray Tobey
H7c 2021 R. 5. Curl
- 15-
. H7c 2023 at Detroit, Michigan, April 11 , 1948. Jim Scott
H7d 2029 at Three Rivers, Michigan, May 28, 1948 R. S. Curl
- 16-
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H7e 2062 at West Detroit, Michigan, August 5, 1954. Enrnest L Novak
- 18-
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H7e 2069 at West Detroit, Michigan, May 16, 1954. Ernest l. Novak
H7e 1953 at Petersburg, Indiana, July 29, 1953. R. S. Curl
- 20-
NEW YORK CENTRAL H 7 CLASS 2-8-2 LOCOMOTIVES 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033
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-21 -
H7e 1956 on northbound coal train at Worthington, Indiana, 1952. Ray Tobey
(21) H7e 1974 at Sharonville, Ohio, August 23, 1953. William C. Pletz
- 22-
NEW YORK CENTRAL H 7 CLASS 2-8-2 LOCOMOTIVES 2051 2052 2053 2054 2055 2058 2057 2058 2059 2060 2061 2062 2063 2064 2065 2006 2067
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-23-
H7e 1980 at Sharonville, Ohio, August 23, 1953. William C. Pletz
H7e 1981 on southbound freight at Washington , Indiana, 1952. Note pyramid support for radio antenna to rear of stack. Ray Tobey
- 24-
H7e 1981 at Mt. Carmel, Illinois with northbound oil train from Norris City, April1943. Ed Novak.
H7e 1983 westbound on Washington St., Springfield, Ohio, 4:05P.M., May 17, 1947. Richard J. Cook
-25-
H7e 1991 and L2d 2945 with 100 cars at Greensburg, Indiana, April1 , 1956. R. S. Curl
H7e 1997 at Terre Haute, Indiana, May 30, 1952. R. S. Curl
- 26-