The OSRR preferred to buy Moguls for its freight operations, at least when it ordered from Baldwin. These were considerably bigger than the pair delivered in 1908 (Locobase 13260).
When the railroad abruptly closed its doors in 1920, the 21 went to the Pacific Lumber Company as their #34 and 22 wound up as #61 on the Arkansas & Louisiana Missouri, itself the successor to the Arkansas & Louisiana Midland. After decades of use on the PLC, that company sold the 34 in April 1942 to the Red River Lumber Company. The A & LM quickly passed the 22 on to the W R Pickerling Lumber Company of Springfield, Mo.
The third pair of Baldwin Moguls delivered to the OSRR split the difference in size and power between the first two sets. Nevertheless, many components were designed to be interchangeable with the earlier locomotives.
When the railroad suddenly filed for abandonment in 1920, the 31 and 32 were purchased by the Fruit Growers Supply Company.
OS RR ordered a total of 16 locomotives locomotives of this basic Mogul design. The first eight had 248 tubes and, most likely, a total heating surfaces of 1,663 sq ft. L S Twombly's notes report that the last four of this batch suffered the effects of the 1893 Depression and were not delivered because of the OS's inability to pay cash.
Baldwin sold the first two of this quartet (13870-13871) in January 1894 to the Cleveland, Akron, and Columbus as their 45-46. The 46 enjoyed a third career after it was sold August 1907 to South & Western. thence to locomotive rebuilder/reseller F M Hicks, which rebuilt the engine and sold it in 1908 to the Carolina, Clinchfield and Ohio as their Class F-1 #20. The 20 was finally scrapped in 1925.
The third locomotive (13861) went to the Little Rock, Hot Springs & Texas as their #1. In August 1896, the 6 was sold to the Galveston, La Porte & Houston (and later the Galveston, Houston & Northern). In 1905, the Texas & New Orleans subsidiary of the Southern Pacific bought the #6 and renumbered it #409 in class M-3. It was retired in 1932 and scrapped in 1905.
Al Weber's number-by-number accounting says that 37 wasn't delivered to the OS and a few months later (May 1894) found its way onto the Sierra Madre Construction Company, possibly as the Sierra Madre & Pacific's #20. Its last owner was the Mexico & North Western, which operated it into the 1940s.
When the OS regained its financial footing, it ordered eight more locomotives from Baldwin that had 16 more small tubes and small differences including fractions of an inch on the firebox length and width. The first four took the cancelled road numbers (34-37) and were joined by four more.
All twelve were taken into the Detroit Southern in 1901 and the Detroit, Toledo & Ironton in 1905. None of them had number changes. 34 was disposed of by 1911, the others by 1918.
The last Baldwin locomotive shipped to the OSRR on the Pacific Coast represented an anomaly. It was considerably smaller than the other Moguls and much less powerful.
The closing of the OSRR in 1920 would lead to the 42's departure for the Yuma Valley Railroad as their #2. The YVRR sold the engine to the Imperial Irrigation, which renumbered the engine 152.
For once an independent railroad got the better of the Octopus known as the Southern Pacific - at least for a while. The Ocean Shore's name accurately described its alignment, a railway perched above the Pacific from San Francisco to Santa Cruz. "This new route," explained the LFM article, "will invade a rich and splendid region heretofore deprived of direct railway transportation. For that reason the project is a most important one, both to San Francisco and Santa Cruz, and the intermediate territory ... It is quite probable that the Southern Pacific will soon construct a road to parallel that of the Ocean Shore, as the territory is too rich to abandon to a rival company."
It was an 83-mile-long electric railroad, but operated steam-powered, oil-fired locomotives as well. These latter engines (which each cost $12,455) were the subject of a 1911 complaint by the Mission Promotion Association which contended that the original charter allowed only for electric operation.
The OSRR's closure in 1920 was prompted by a railway labor board decision to increase the wages of its workers. The railroad felt squeezed between a rapid increase in wages in the past couple of years and San Francisco's refusal to grant a fare increase on the electric railway system without a vote in a general election. The OSRR therefore announced it would accept no more business and would tear up its tracks. See Paul Eliel's report in the National Municipal Review of November 1920 (pp. 722) for a discussion of the then-novel idea of having the City of San Francisco take over operation of ex-OSRR trackage within the city's boundaries.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Ocean Shore||Ocean Shore||Ohio Southern||Ocean Shore||Ocean Shore|
|Number in Class||2||2||12||1||2|
|Road Numbers||21-22||31-32||30-33, 34-41||42||5-6|
|Builder||Baldwin||Baldwin||Burnham, Williams & Co||Baldwin||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13 / 3.96||12 / 3.66||14 / 4.27||12.50 / 3.81||12.67 / 3.86|
|Engine Wheelbase (ft / m)||22 / 6.71||20.33 / 6.20||22 / 6.71||19.75 / 6.02||20.12 / 6.13|
|Ratio of driving wheelbase to overall engine wheebase||0.59||0.59||0.64||0.63||0.63|
|Overall Wheelbase (engine & tender) (ft / m)||51.62 / 15.73||50.19 / 15.30||48.87 / 14.90|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||135,000 / 61,235||120,000 / 54,431||102,000 / 46,266||89,500 / 40,597||109,700 / 49,759|
|Engine Weight (lbs / kg)||153,000 / 69,400||139,000 / 63,049||120,000 / 54,431||102,500 / 46,493||124,000 / 56,246|
|Tender Loaded Weight (lbs / kg)||100,000 / 45,359||100,000 / 45,359||90,000 / 40,823||70,000 / 31,752|
|Total Engine and Tender Weight (lbs / kg)||253,000 / 114,759||239,000 / 108,408||192,500 / 87,316||194,000 / 87,998|
|Tender Water Capacity (gals / ML)||5000 / 18.94||6000 / 22.73||4000 / 15.15||4500 / 17.05||3500 / 13.26|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||2500 / 9.50||3000 / 11.40||7||2000 / 7.60||1000 / 3.80|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||75 / 37.50||67 / 33.50||57 / 28.50||50 / 25||61 / 30.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||57 / 1448||57 / 1448||54 / 1372||54 / 1372||48 / 1219|
|Boiler Pressure (psi / kPa)||200 / 13.80||180 / 12.40||180 / 12.40||180 / 12.40||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||21" x 28" / 533x711||20" x 26" / 508x660||19" x 24" / 483x610||18" x 24" / 457x610||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||36,827 / 16704.47||27,916 / 12662.50||24,548 / 11134.80||22,032 / 9993.56||24,786 / 11242.75|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.67||4.30||4.16||4.06||4.43|
|Firebox Area (sq ft / m2)||165 / 15.33||138 / 12.82||164.18 / 15.26||122 / 11.33||152 / 14.12|
|Grate Area (sq ft / m2)||30.40 / 2.82||26 / 2.42||23.70 / 2.20||26.80 / 2.49||22.70 / 2.11|
|Evaporative Heating Surface (sq ft / m2)||2053 / 190.73||1884 / 175.03||1748 / 162.45||1185 / 110.09||1592 / 147.90|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||2053 / 190.73||1884 / 175.03||1748 / 162.45||1185 / 110.09||1592 / 147.90|
|Evaporative Heating Surface/Cylinder Volume||182.90||199.28||221.95||167.64||225.22|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6080||4680||4266||4824||4086|
|Same as above plus superheater percentage||6080||4680||4266||4824||4086|
|Same as above but substitute firebox area for grate area||33,000||24,840||29,552||21,960||27,360|