These tank engines were bought for short-haul commuter work in the NY area. In 1894, they were incorporated in the parent New York Central & Hudson River and placed in class D.
Four were scrapped by February 1913. Two others were sold to locomotive rebuilder/reseller Southern Iron & Equipment in June 1910. The SI&E sold ex-42 to the Compania des Phosphates de Florida (Pembroke, Fla) in May 1911.
The SI&E sold ex-44 to Mitchell Mountain Coal & Iron Company headquartered in Atlanta as their #1. MMC&IC didn't hold the 1 for long, selling it in March 1913 to 19-mile (30.6 km) Greene County Railroad. Railga's historian notes that its "name is odd because none of its tracks ever entered Greene County, which lies a few miles east of Apalachee. Perhaps it was the owners' intention to build such an extension, and the railroad was named with that in mind. A possibly relevant fact is the name of the railroad's president, Forest Greene."
The GCRR eventually sold it in November 1919 to locomotive reseller Georgia Car & Locomotive, who found a buyer in Kaul Lumber Company, who renumbered it 16 and operated until it was scrapped in the late 1920s.
The New York Central sold the ex-45 itself, inducing C W Lane to buy the engine in June 1915..
Tank engine for short-haul commuter work in the NY area. The little bobtails were used on the Yonkers branch of the Putnam Division (aka the Getty Branch), which had very light rail. Brooks built ten of these. The first five arrived in July 1910 and generated their steam in saturated-steam boilers. Two years later, Brooks delivered five more "Forneys" with superheaters installed; see Locobase 471.
Two years after the first Forneys from Brooks (see Locobase 6828), that builder supplied five more with superheaters fitted from the beginning. All of these supported service on the Getty Branch in nearby upstate New York.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||New York & Northern (NYC)||New York Central (NYC)||New York Central (NYC)|
|Number in Class||7||5||5|
|Road Numbers||18-24/ 1400-1406/40-46||44-49||37-41|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.23||0.21||0.21|
|Overall Wheelbase (engine & tender)||27'||27.75'||27.75'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||51000 lbs||63900 lbs||62600 lbs|
|Engine Weight||106500 lbs||142700 lbs||140300 lbs|
|Tender Light Weight|
|Total Engine and Tender Weight||106500 lbs||142700 lbs||140300 lbs|
|Tender Water Capacity||1000 gals||1800 gals||1800 gals|
|Tender Fuel Capacity (oil/coal)||3.5 tons||tons||tons|
|Minimum weight of rail (calculated)||43 lb/yard||53 lb/yard||52 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||145 psi||160 psi||160 psi|
|Cylinders (dia x stroke)||14" x 22"||16" x 22"||16" x 22"|
|Tractive Effort||9663 lbs||13438 lbs||13438 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.28||4.76||4.66|
|Firebox Area||89 sq. ft||87 sq. ft||90 sq. ft|
|Grate Area||20.20 sq. ft||22.60 sq. ft||22.60 sq. ft|
|Evaporative Heating Surface||860 sq. ft||1446 sq. ft||955 sq. ft|
|Superheating Surface||177 sq. ft|
|Combined Heating Surface||860 sq. ft||1446 sq. ft||1132 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||219.40||282.44||186.54|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2929||3616||3616|
|Same as above plus superheater percentage||2929||3616||4195|
|Same as above but substitute firebox area for grate area||12905||13920||16704|