Data from "A Consolidation Locomotive for the New York, Ontario & Western", Railroad Gazette, Volume XXXII, No 12 (23 March 1900), p. 185. Note that the first fourteen had Cooke serials (2509, 2566-2568, 2646-2651, 2710-2713) and the last six were blended into the total Alco count (26242-26244, 29286-29288).
Typical anthracite-burning camelback delivered to the NYO&W at the turn of the 20th century This locomotive was intended for pusher service on coal trains, according to George W. West, Superintendent of Motive Power, who designed it. Classic earmarks of the camelback were the large diameter of the boiler ahead of the full cab, the generous dimensions of the Wootten firebox, and, most noticeably, the tall weatherboard and cab roof over the fireman's footplace behind the firebox.
Ticketed for pusher service on mountain district sections at the back of coal trains, the design was"said to have done its work in a excellent manner." Cooke delivered the class over four years, the last three arriving in March 1904. All of them remained in service until the late 1940s.
See William D. Edson's roster in Railway & Locomotive Historical Society Bulletin 175 for builder's numbers.
Data from NYO&W 1 - 1943 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 3944 describes the original configuration of this camelback Consolidation design. If the superheater area given in the 1943 diagram was correctly recorded, this installation was an unusually potent one.
Virtually the entire class remained in service throughout World War II.
Data from McShane (1899), supplemented by D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
A typical anthracite-road camelback freight engine pair of the turn of the century; although this design - Dickson works #911-912 -- is relatively small. They were delivered as compounds, but didn't stay with the NY, O & W for long.
The D & H diagram book reveals that these engines were sold to the D & H in 1896 and renumbered 93-94 (and later 700-701) as their class E. They were disposed of by 1927.
Data from "Essais comparatifs d'un train anglais et d'un train americain," Bulletin de la Commission internationale du CongrFs des chemins de fer, Volume 8, pp. 736-751. (extracted from Railroad Gazette, 30 March 1894, p.225).
Works numbers were 873-877 in July 1892; 878-882 in August; 883-884 in September; 885-887 in October.
A typical anthracite-road camelback freight engine pair of the turn of the century; although this design -
Data from "Equipment and Supplies: Locomotive Building, Railway Age Gazette, Vol 48 (25 February 1910), p. 433. See William D. Edson's roster in Railway & Locomotive Historical Society Bulletin 175 for builder's numbers. It shows that production of this class began in July 1910 with 48137-48142 and 48355-48363. Six months later, the class resumed with works #49410-49415 and ended in February 1911 with 49704-49709.
After building up a big stud of camelback Consolidations, the NYO&W chose a conventional-firebox design for its last procurement of new 2-8-0s. The axles were made of nickel steel with Cyprus bronze journal bearings, the driving boxes of cast steel holding sectional bronze bearings, wheel centers of cast steel. Locobase reproduces the list of suppliers to this class to preserve the network of names that meant US locomotive building before World War One:
Bell ringer Sanson
Boiler lagging Ehrets sectional magnesia
Brakes American
Brake-beams Kewanee
Brake-shoes IVrfeeto; Am. Brake-Shoe Co.
Couplers Gould pilot
Headlight 18-in. Dressel
Injector No. 10 Simplex
Piston and valve rod packings King
Safety valve Consolidated. 3-ln.
Sanding devices Hanlon
sight-feed lubricators Nathan, No. 9
Springs Railway Steel-Spring Co.
Staying "Tate" and "Hreakless" bolts
Steam gages Ashcroft, 6%-in.
Tires MIdvale, flanged
Tubes Spellerlzed
Valve gear Baker-Pllliod
The tender frame was made of Commonwealth cast steel as well.
Like most of the rest, these came from Alco's Cooke works in Paterson, New Jersey. Mal Houck notes that the "Long Johns" were rough-riders at first "...with small drivers and firebox supported by the fourth driver set, but ride was somewhat improved when these engines were successively shopped and returned to service with 5" thick driver tires that served to increase overall driver size to 58" from the original 56" with 3" thick tires. The thicker tires were called "Balloon Tires" and the additional steel of the larger tires added unsprung weight that could account for at least a marginally improved ride."
The Not Young, Old & Weary moved the air pumps to the front pilot decks to reduce the adhesion weight below the automatic-stoker minimum of 190,000 lb on the drivers on all but six of the class (According to the NYO &W historical website, the locomotives so modified were 302-311, 313, 315, and 319-326). An unlooked for result of doing so, according to Houck, was that "...the equalization was so altered that they frequently derailed while backing with any load coupled to the rear."
The class was superheated in the 1920s; see Locobase 9009.
Data from NYO&W 1 - 1943 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
As noted in Locobase 11360, the Ws had issues with ride quality and tracking. But for two reasons (The NYO &W was not a wealthy road and these were powerful and relatively new Consolidations), the class was superheated in the 1920s.
The result was a still more powerful locomotive with a high superheat ratio that created t hot, dry steam.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | P | P - superheated | S | S | W / W-2 |
Locobase ID | 3944 | 9005 | 3150 | 11382 | 11360 |
Railroad | New York, Ontario, & Western | New York, Ontario, & Western | New York, Ontario & Western | New York, Ontario & Western | New York, Ontario, & Western |
Country | USA | USA | USA | USA | USA |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 20 | 20 | 2 | 15 | 26 |
Road Numbers | 201-220 | 201-220 | 191-192 | 166-180 | 301-326 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 20 | 2 | 15 | 26 | |
Builder | Cooke | NYO&W | Dickson | Dickson | Alco-Cooke |
Year | 1900 | 1920 | 1893 | 1892 | 1910 |
Valve Gear | Stephenson | Baker | Stephenson | Stephenson | Baker |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15.42 / 4.70 | 15.42 / 4.70 | 14.75 / 4.50 | 14.75 / 4.50 | |
Engine Wheelbase (ft / m) | 23.75 / 7.24 | 22.92 / 6.99 | 22.92 / 6.99 | / 7.11 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.65 | 0.64 | 0.64 | ||
Overall Wheelbase (engine & tender) (ft / m) | 59.77 / 18.22 | 49.09 / 14.96 | 49.08 / 14.96 | / 16.01 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 45,000 / 20,412 | ||||
Weight on Drivers (lbs / kg) | 170,200 / 77,202 | 180,000 / 81,647 | 111,000 / 50,349 | 109,000 / 49,442 | 182,000 / 82,554 |
Engine Weight (lbs / kg) | 198,130 / 89,870 | 202,000 / 91,626 | 135,000 / 61,235 | 126,000 / 57,153 | 205,000 / 92,987 |
Tender Loaded Weight (lbs / kg) | 98,000 / 44,452 | 132,000 / 59,874 | |||
Total Engine and Tender Weight (lbs / kg) | 296,130 / 134,322 | 334,000 / 151,500 | |||
Tender Water Capacity (gals / ML) | 4500 / 17.05 | 7000 / 26.52 | 3000 / 11.36 | 4319 / 16.36 | 7000 / 26.52 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 10 / 9 | 12.70 / 12 | 11 / 10 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 71 / 35.50 | 75 / 37.50 | 46 / 23 | 45 / 22.50 | 76 / 38 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 55 / 1397 | 55 / 1397 | 50 / 1270 | 50 / 1270 | 55 / 1397 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 185 / 1280 | 160 / 1100 | 160 / 1100 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 21" x 32" / 533x813 | 22" x 32" / 559x813 | 20" x 24" / 508x610 | 20" x 24" / 508x610 | 21" x 32" / 533x813 |
Tractive Effort (lbs / kg) | 43,619 / 19785.27 | 44,282 / 20086.00 | 26,112 / 11844.22 | 26,112 / 11844.22 | 43,619 / 19785.27 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.90 | 4.06 | 4.25 | 4.17 | 4.17 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 362 - 2.25" / 57 | 195 - 2" / 51 | 248 - 2" / 51 | 248 - 2" / 51 | 398 - 2" / 51 |
Flues (number - dia) (in / mm) | 34 - 5.375" / 137 | ||||
Flue/Tube length (ft / m) | 14.75 / 4.50 | 14.33 / 4.37 | 11.33 / 3.45 | 11.33 / 3.45 | 14.54 / 4.43 |
Firebox Area (sq ft / m2) | 194 / 18.03 | 200 / 18.59 | 201.93 / 18.77 | 147 / 13.66 | 205 / 19.05 |
Grate Area (sq ft / m2) | 87.40 / 8.12 | 87.50 / 8.13 | 80 / 7.43 | 80 / 7.43 | 49.80 / 4.63 |
Evaporative Heating Surface (sq ft / m2) | 3289 / 305.67 | 2348 / 218.22 | 1887 / 175.37 | 1628 / 151.34 | 3218 / 299.07 |
Superheating Surface (sq ft / m2) | 726 / 67.47 | ||||
Combined Heating Surface (sq ft / m2) | 3289 / 305.67 | 3074 / 285.69 | 1887 / 175.37 | 1628 / 151.34 | 3218 / 299.07 |
Evaporative Heating Surface/Cylinder Volume | 256.35 | 166.76 | 216.15 | 186.48 | 250.82 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 17,480 | 16,188 | 12,800 | 12,800 | 9960 |
Same as above plus superheater percentage | 17,480 | 20,073 | 12,800 | 12,800 | 9960 |
Same as above but substitute firebox area for grate area | 38,800 | 45,880 | 32,309 | 23,520 | 41,000 |
Power L1 | 6086 | 11,902 | 4424 | 3609 | 6063 |
Power MT | 315.33 | 583.10 | 351.47 | 291.98 | 293.77 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | W/W-2 |
Locobase ID | 9009 |
Railroad | New York, Ontario, & Western |
Country | USA |
Whyte | 2-8-0 |
Number in Class | 26 |
Road Numbers | 301-326 |
Gauge | Std |
Number Built | |
Builder | NYO&W |
Year | 1920 |
Valve Gear | Baker |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 16 / 4.88 |
Engine Wheelbase (ft / m) | 24.75 / 7.54 |
Ratio of driving wheelbase to overall engine wheelbase | 0.65 |
Overall Wheelbase (engine & tender) (ft / m) | 60.81 / 18.53 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 47,950 / 21,750 |
Weight on Drivers (lbs / kg) | 191,500 / 86,863 |
Engine Weight (lbs / kg) | 215,900 / 97,931 |
Tender Loaded Weight (lbs / kg) | 172,500 / 78,245 |
Total Engine and Tender Weight (lbs / kg) | 388,400 / 176,176 |
Tender Water Capacity (gals / ML) | 8000 / 30.30 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 16 / 15 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 80 / 40 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 52 / 1321 |
Boiler Pressure (psi / kPa) | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 22" x 32" / 559x813 |
Tractive Effort (lbs / kg) | 48,102 / 21818.73 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.98 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 224 - 2" / 51 |
Flues (number - dia) (in / mm) | 32 - 5.375" / 137 |
Flue/Tube length (ft / m) | 14.54 / 4.43 |
Firebox Area (sq ft / m2) | 205 / 19.05 |
Grate Area (sq ft / m2) | 50 / 4.65 |
Evaporative Heating Surface (sq ft / m2) | 2566 / 238.48 |
Superheating Surface (sq ft / m2) | 682 / 63.38 |
Combined Heating Surface (sq ft / m2) | 3248 / 301.86 |
Evaporative Heating Surface/Cylinder Volume | 182.24 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 9500 |
Same as above plus superheater percentage | 11,495 |
Same as above but substitute firebox area for grate area | 47,130 |
Power L1 | 11,378 |
Power MT | 523.95 |