#2-8-2

[coolthingsguyslike]

[whirligig-girl]

The S282 from the train sim game Derail Valley, interpreted as a prop built in the first two or three seasons of Thomas the Tank Engine & Friends.

I tried to imagine how a prop builder would actually put something like this together on a children's TV series budget. Like the other original props, this one uses kitbashed parts from Marklin model trains as well as plastic card bodies and sculpted faces. The chassis is taken from a Marklin BR55 0-8-0 and the pilot and trailing wheels, and cylinders, modified from a Marklin BR78.

There are some design changes to make it just look more Thomas, like the thomas style headlamp, the flat prominent buffer beam, and the blocky red-sided footplate. The geometry has been simplified as it needed to be made out of folded, bent, and cut plastic card.

More details and alternate versions under the cut:

The actual locomotive as it appears in Derail Valley: Simulator. Note the much larger cylinders. They could have built more proportional cylinders--they did so when they built Murdoch in season 7, but I wanted it to fit in better with Henry and Gordon.

The valve gear shown is accurate to the BR55, not to the BR78 Gordon and Henry use nor the game model (which has much thicker rods)

Other details, like the air pump (not needed on sodor, which seems to use vacuum brakes), bell, and dynamo (again, not used on sodor) have been removed. The ladder detail on the running board has been simplified. A cowcatcher is not needed, but i kept it as more or less the only obviously foreign feature of the engine. The electric headlamp on the top of the S282's smokebox has been replaced with a white

The S282's tender is a four wheel tender on a pair of freight car trucks. The thomas version is a six wheel tender based on Gordon and Henry's.

The livery was changed to make it feel more Sodor. The sides of the running board were painted red, and red lining was added to the boiler bands, cab, and tender. And 282 was given as a number on the tender, in red-lined yellow text. The wheels retain the red paint of the model that contributed their wheels, but dulled a bit by weathering. The game model has black wheels with white walls and red counterweights, but that didn't look right with the small counterweights on most of the wheels and the one single large counterweight on the number three axle.

With so many red accents, the loco bears more than a passing resemblance to Hiro from the cgi series, though this is only a coincidence.

Here's a variant with a game-accurate livery. No striping, and the wheel spokes are black with white walls and red counterweights.

Here are squeaky clean versions of both liveries.

and here are NWR green, blue, and red variants. I actually made a texture pack for the previous major version of Derail Valley, before they updated the model and the UV maps changed. (obviously my texture pack did not go so far as to add faces)

Final variant, the ES&DT version. [sniff sniff] can you hear a guitar riff slowly building tempo?

[hazel-of-sodor]

Presenting the LMS 9MT Royal Navies! These Mikados were the mixed traffic siblings of the Princess Royal pacifics, developing over 43,000lbs of tractive effort. Equally at home on Express passenger or Express Goods, this class served as an answer to the GWR's 47XX Class and the LNER's P1 and P2 Classes.

9901 Diamond- was initially preserved in 1962 as a static display at a Holiday Camp, but these days is owned by The Rose Line.

9902 Defender-Purchased directly from British Railways in 1963 by the group that would later buy and operate The Rose Line.

49905 Fame-Purchased for the Sodor Railway Museum in Suddery upon withdrawal in 1961

49903 Greyhound-was preserved by mere happenstance. She ended her final allocation in 1964 at the sheds eventually purchased by Gywneth Amari to become the London New Eastern Railway. When she was mean to be taken to the scrapyard, it was found her central pistons had seized, and the engine sent to her drag her away could not move the once might beheamoth. She was left in the out of use siding, and largely forgotten. When it came time to hand over the line in 1966, she was rediscovered. Rather than be bother with the removal of the massive engine, British Railway offered her to Gywneth Amari for scrap price. Amari accepted, and had the mighty engine restored.

49900 Griffin-was preserved as part of the National Collection when withdrawn in 1963

49906 Illustrious-purchased by the North Western in 1963, where she remains in service.

9904 Indomitable-under private ownership by the Duke of Sodor, purchased directly from British Railway in 1963.

49908 Harvestor-was bought by John Cameron in 1967 when previous preservation attempt was to fail, Harvestor was overhualed put into service on the Lochty Preservation Railway

9910 Ajax-was purchased straight from British Railways in May 1963 by the Royal Navy Locomotive Society, a off shoot of the Princess Elizabeth locomotive Society.

49911 Erne-When withdrawn in 1961, it was donated to the Krestaen Railway Museum in an attempt to improve relations between the Chester and Holyhead Railway and British Railways.

C9 (9909) Ithuriel-was given to the Denbigh and Wrexham Railway in 1960 as part of a settlement between the railway and British Railways.

49907 Hurricane-ran by her crew onto Chester and Holyhead metals in 1964 despite orders for withdrawl. Eventually, British Railways agreed to allow the C&HR to purchase the engine.

[eltristanexplicitcontent]

20260111 Repaired Mikado Running Well #burntfinger #livesteam #modelrailroad

👍 incredible train in the garden! ❄️ 🚂🚃🚃🚋 Yes, he #burntfinger 🤣

[espee-southernpacifc]

From the May 2015 issue of The Trainmaster, "A wet May in the spring of 1948 created one of the biggest natural disasters in the history of Portland, Oregon. The warm weather caused a rapid snow melt in the Cascade Mountains and the waters of the Columbia River and the Willamette River that both border Portland began to rise significantly ... a 10-foot wall of water rushed out flooding and destroying most of the town of Vanport. ... while the flood waters slowly receded, the rail traffic of the area continued as best it could through the flood waters. Fortunately, steam power was still predominant at the time. Diesel locomotives with their traction motors would never be able to traverse the inundated rail yards. Steam power was still able to make it's way through as shown by the great photo of SP 2-8-2 #3298 doing just that.

With her brakeman and conductor perched safely above the flood waters on the engines tender, the cab crew watches as they plow their own wake through the yards as they deliver their train of cars. The firebox of the big SP Mike appears to be just lightly higher here than the flood waters themselves.

All in a day of steam railroading in 1948!"

[coolfancywitches]

Sandaoling Xinjiang China 21st November 2014 by loose_grip_99 Via Flickr: JS 2-8-2 8366 on the eastern mines branch brings its 20 empty China Rail coal wagons back to Nanzhan yard with the beautiful snow-capped mountains of the Tian Shan behind. A black & white version of an earlier posting.

[intotherailyard]

Probably the most iconic 2-8-2 Mikado steam locomotives to ever come out of Britain were the P2 locomotives designed by Sir Nigel Greasly for the London and North Eastern Railway (LNER), however not many people know of the P2's older brother, the P1.

In 1923 Sir Nigel Greasly submitted the design for what initially was going to be a stronger 2-10-0 version of the class O2 2-8-0's; however this design was changed to a 2-8-2 Mikado type steam engine. The P1's were the most powerful freight locomotives ever designed for a British railway. Only 2 were ever built, the first P1, No. 2393, was completed by Doncaster in June of 1925 and was shown at the Darlington Centenary celebrations in July, with its sister No. 2394 being completed in November 1925. Both were externally rather similar, although No. 2393 had a 32-element superheater while No. 2394 had a larger 62-element 'E' type superheater. They were the first 2-8-2 locomotives to be built in Britain for local use (although not the first designed). Both were allocated to New England shed after completion where they were subjected to regular testing. In service, the P1s could handle 100-wagon coal trains, although these were an operational hazard due to their overhanging track circuits and being too long for many of the passing loops. They were also coal-hungry engines, with a 1926 Locomotive Inspectors Conference Report stating that the engines used 131 pounds per mile of coal. However, they were still thought of highly enough in 1926 that it was proposed to build another four P1s to replace an equivalent number of 0-8-0s. The two P1s were only ever used between New England and Ferme Park, the only route deemed suitable for them by the Operating Department. In practice there were issues with running such large trains with such powerful engines, one of which being hungry for steam requiring even more coal; as a result turns firing the P1s were considered as ones to avoid. It was also found that the heavier trains that the P1s could handle were too long for many of the passing loops resulting in delays to passenger trains. The result was that they were considered uneconomic as they were generally used in hauling trains of less than the 1,000 long tons for which they were built. In 1934 No. 2394 was experimentally tried on the 07:45 AM semi-fast passenger train from Kings Cross to Peterborough as part of the planning stage for P2 class locomotive 2001 Cock o' the North. Although the engine was able to reach a maximum speed of 65 mph, this put too much stress on the fireman who later commented that he was thankful not to have been going beyond Peterborough. In 1942, both engines were overhauled and their original boilers, then in very poor condition, were replaced with A3-type 220 lbf/in2 boilers and their cylinder diameter was reduced to 19 inches, leading to an increased tractive effort of 42,500 lbf. The valve motion was retained in its original short-lap travel configuration. This rebuilding, which took place in November and January of 1942 for engines No. 2393 and No. 2394 respectively, after this they were reclassified as P1/2's. Due to the reduction of heavy freight trains after the Second World War, both engines were withdrawn by Edward Thompson in July of 1945 and both were unfortunate scrapped, and became the first Gresley locomotives to be withdrawn and scrapped by intention.