Bell's Gap Railway, headquartered in Bellwood in western Pennsylvania, was built on the 3-foot gauge and opened in July. In its narrow-gauge years, it attracted riders for its view. One of these commented: ".... very few know that its short route discloses some of the wildest and grandest scenery in America. It twists around short curves and runs over break-neck trestles, and climbs a grade sometimes of one hundred and sixty to two hundred feet to the mile." (Bell's Gap Railroad and Rhododendron Park, archived at http://www.bellwoodantis.net/bellsgaprr.html, last accessed on 7 August 2010.)
Conversion to standard-gauge occurred very soon after the 4 was delivered, so it headed off to support other skinny-gauge operations such as the Painesville & Youngstown Railroad, where it arrived in 1884 as the #6. Two years later, after the P & Y was reorganized as the Painesville, Youngstown & Fairport, 6 went on to the Clarksburg, Weston & Midland for 4 years. It returned to the Pittsburgh & Western section of this confusing railroad and remained there until it was sold to the locomotive rebuilder/reseller Birmingham Rail & Locomotive in 1901.
Unsold for 4 years, the little Mogul went off to W T Smith Lumber Company, and finally to West Lumber of Benford, Tex.
Serving both Bells Gap and its successor Pennsylvania & Northwestern, this Mogul was sold in 1901 to the Winfield Railroad as its #1 The WR later sold it to Ball & Peters of New Park, Arkansas, who disposed of it in 1918 to locomotive rebuilder/reseller Southern Iron & Equipment. SI & E sold it in March 1919 to King Creek Lumber Company.
After its conversion to standard gauge in 1881-1884, the BGRR bought new locomotives. beginning with this Mogul. It remained with the BG RR and its successor, the Pennsylvania & Northwestern until the P&NW was taken over by the Pennsylvania Railroad in February 1902.
The Pennsy sold this little 2-6-0 to the Gideon Anderson Lumber & Mercantile Company in New Madrid County, Missouri.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Bell's Gap||Bell's Gap||Bell's Gap|
|Number in Class||1||1||1|
|Builder||Burnham, Parry, Williams & Co||Burnham, Parry, Williams & Co||Burnham, Parry, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||9.67 / 2.95||11 / 3.35||11 / 3.35|
|Engine Wheelbase (ft / m)||15.67 / 4.78||18.83 / 5.74||18.83 / 5.74|
|Ratio of driving wheelbase to overall engine wheebase||0.62||0.58||0.58|
|Overall Wheelbase (engine & tender) (ft / m)|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||42,000 / 19,051||72,000 / 32,659|
|Engine Weight (lbs / kg)||52,000 / 23,587||86,000 / 39,009|
|Tender Loaded Weight (lbs / kg)|
|Total Engine and Tender Weight (lbs / kg)|
|Tender Water Capacity (gals / ML)||1800 / 6.82||2700 / 10.23||2400 / 9.09|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||23 / 11.50||40 / 20|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||38 / 965||52 / 1321||56 / 1422|
|Boiler Pressure (psi / kPa)||130 / 9||130 / 9||130 / 9|
|High Pressure Cylinders (dia x stroke) (in / mm)||14" x 18" / 356x457||18" x 24" / 457x610||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||10,259 / 4653.41||16,524 / 7495.17||15,344 / 6959.93|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.09||4.36|
|Firebox Area (sq ft / m2)||66 / 6.13||110 / 10.22||105 / 9.76|
|Grate Area (sq ft / m2)||12.50 / 1.16||23 / 2.14||23 / 2.14|
|Evaporative Heating Surface (sq ft / m2)||626 / 58.18||1224 / 113.75||1136 / 105.58|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||626 / 58.18||1224 / 113.75||1136 / 105.58|
|Evaporative Heating Surface/Cylinder Volume||195.20||173.16||160.71|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||1625||2990||2990|
|Same as above plus superheater percentage||1625||2990||2990|
|Same as above but substitute firebox area for grate area||8580||14,300||13,650|