Conventional Ten-wheelers with passenger-sized drivers, this quartet served the cash-strapped NYO & W until the late 1940s with 225 & 228 scrapped first in February 1947 and 227 in May 1948.
Locobase 9002 shows the original camelback Moguls delivered by Cooke and Baldwin. In the late 'teens, the shops took the first 6 in hand and modified them considerably as conventional-cab 4-6-0s. Grate area plummeted now that the engines used bituminous coal and a superheater was added.
So altered, the class served until 1940 (4) and 1948 (2 - 33 and 35).
As noted in Locobase 4120, 6 of the camelback Moguls put into service on the NYO & W were converted into Ten-wheelers. According to Ronald J. Stanulevich's vivid article -- Called Home to Glory: The Disaster at Chiloway Switch -- published on http://nyow.org/glory.html (viewed 23 Feb 2004) -- #249 gained a reputation as a free-steaming locomotive. "A fine runner", she earned her curious nickname of "Ostrich" in honor of "her good speed and easy gait" and her ability "to really stretch out and run". One factor in such high performance were her relatively tall drivers, although such height must have affected her ability to start a heavy train. Conversion from a Bissell to a front bogie truck undoubtedly contributed to #249's grace as well.
Altogether 9 were converted to a 4-6-0 arrangement (Class U-1) in 1916 (251), 1917 (244, 246, 249, 256), 1919 (250), 1920 (241), 1923 (253), and 1924 (245). In the process, boiler pressure was increased to 200 psi (boosting tractive effort to 30,400 lb), and total engine weight to 184,000 lb.After that, the class was superheated ans supplied with Baker radial valve gear.
| Specifications | |||
|---|---|---|---|
| Class | E | I-1 | U-1 - superheated |
| Locobase ID | 9003 | 9004 | 9007 |
| Railroad | New York, Ontario, & Western | New York, Ontario, & Western | New York, Ontario, & Western |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 |
| Road Numbers | 225-228 | 30-35 | |
| Gauge | Std | Std | Std |
| Builder | Alco-Brooks | NYO&W | NYO&W |
| Year | 1911 | 1919 | 1916 |
| Valve Gear | Baker | Baker | Baker |
| Locomotive Length and Weight | |||
| Driver Wheelbase | 14.25' | 14.17' | 13.75' |
| Engine Wheelbase | 24.08' | 26.23' | 24.83' |
| Ratio of driving wheelbase to overall engine wheebase | 0.59 | 0.54 | 0.55 |
| Overall Wheelbase (engine & tender) | 55.33' | 62.81' | 55.67' |
| Axle Loading (Maximum Weight per Axle) | 46700 lbs | 51800 lbs | 47000 lbs |
| Weight on Drivers | 134500 lbs | 154000 lbs | 141000 lbs |
| Engine Weight | 181500 lbs | 192000 lbs | 184000 lbs |
| Tender Light Weight | 116000 lbs | 130000 lbs | 120000 lbs |
| Total Engine and Tender Weight | 297500 lbs | 322000 lbs | 304000 lbs |
| Tender Water Capacity | 6000 gals | 7000 gals | 6000 gals |
| Tender Fuel Capacity (oil/coal) | 11 tons | 12 tons | 12 tons |
| Minimum weight per yard of rail on which locomotive could run | 74.72 lb rail | 85.56 lb rail | 78.33 lb rail |
| Geometry Relating to Tractive Effort | |||
| Driver Diameter | 68" | 63" | 69" |
| Boiler Pressure | 190 psi | 190 psi | 200 psi |
| Cylinders (dia x stroke) | 21" x 26" | 21" x 26" | 21" x 28" |
| Tractive Effort | 27232 lbs | 29393 lbs | 30423 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.94 | 5.24 | 4.63 |
| Heating Ability | |||
| Firebox Area | 160 sq. ft | 192 sq. ft | 164 sq. ft |
| Grate Area | 47 sq. ft | 30.50 sq. ft | 80 sq. ft |
| Evaporative Heating Surface | 1786 | 2220 | 1730 |
| Superheating Surface | 462 | 560 | 441 |
| Combined Heating Surface | 2248 | 2780 | 2171 |
| Evaporative Heating Surface/Cylinder Volume | 171.35 | 212.99 | 154.13 |
| Computations Relating to Power Output (More Information) | |||
| Robert LeMassena's Power Computation | 8930 | 5795 | 16000 |
| Same as above plus superheater percentage | 10765.26 | 6962.34 | 19250.12 |
| Same as above but substitute firebox area for grate area | 36647.69 | 43828.49 | 39462.74 |
| Power L1 | 13932.88 | 15733.55 | 13357.83 |
| Power MT | 685.13 | 675.71 | 626.57 |
| This page last modified: . | [Contact] | All material © 1999-2008 SteamLocomotive.com |