McShane explains that this locomotive was produced "...in order to demonstrate whether an engine of these dimensions and weight would give better results than a compound engine, also whether an engine of this weight in passenger service with cylinders 17x24" and a constant boiler pressure of 180 pounds would not be better than one with 18x24" cylinders, and lagging for steam on heavy grades. It was intended, also, to demonstrate whether such an engine could not be run at a much reduced cost of fuel."
As is often the case with writeups like this, McShane reported that the locomotive had proven to be peerless, being described as having met "... the highest expectations of its designer,Mr. George W. West, Supt. M. P. of the New York, Ontario & Western railway. It has shown a surprisingly good fuel record, as it is run opposite one of their best anthracite coal burners with 18x24" cylinders, and during a test of 14 days when every pound of coal used by both engines was weighed; this engine hauled the same train 2,020 miles at a cost of 3 3/4 cents per engine mile, while the other engine's fuel cost 6 1/4 cents per engine mile: this is considered as near perfect as an engine can be built for burning cheap fuel."
Noting that it is an eight-wheel camelback, McShane adds details: The boiler is supplied by two No. 8 Monitor injectors. The Smith triple expansion exhaust pipe is used, also the Leach track sanding apparatus, and Nathan triple slight feed lubricator."
NB: Tube length is an estimate based on the calculation of tube surface area by subtracting reported firebox heating surface from reported total evaporative heating surface.
RG .noted that the narrow firebox, used for bituminous coal, was something of a departure for the railroad, which typically burned anthracite. But as the engine was to be used on the Norwich-Middletown (New York) section, it would burn the more readily available bituminous coal. That there was a continuing need for this variation is confirmed by the acquisition of 3 more with a few more tubes in 1907-1908; see Locobase 11404.
Both of the 1899 engines were scrapped in December 1932.
See Locobase 3943 for the first 2 locomotives in this small class, which were produced with narrow fireboxes because the Norwich-Middletown service on which they operated had better access to bituminous coal than the usual NYO&W's usual anthracite fuel. The later locomotives had a few more tubes, but were otherwise virtually identical. Note the unusually long stroke for a North American Eight-wheeler.
22-23 were scrapped in the same month -- December 1932. 24 was sold in July 1935 to the M & U as their #6..
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Class||1||A - 1899||A - 1907|
|Railroad||New York, Ontario, & Western||New York, Ontario, & Western||New York, Ontario, & Western|
|Number in Class||3||5||3|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||8.50 / 2.59||8.50 / 2.59||8.50 / 2.59|
|Engine Wheelbase (ft / m)||23.08 / 7.03||23.17 / 7.06||23.17 / 7.06|
|Ratio of driving wheelbase to overall engine wheebase||0.37||0.37||0.37|
|Overall Wheelbase (engine & tender) (ft / m)||27.17 / 8.28|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||76,000 / 34,473||88,000 / 39,916||94,000 / 42,638|
|Engine Weight (lbs / kg)||110,000 / 49,895||133,000 / 60,328||140,000 / 63,503|
|Tender Loaded Weight (lbs / kg)||80,000 / 36,287||82,000 / 37,195|
|Total Engine and Tender Weight (lbs / kg)||190,000 / 86,182||215,000 / 97,523|
|Tender Water Capacity (gals / ML)||3800 / 14.39||3800 / 14.39||5500 / 20.83|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||10 / 9.10||10 / 9.10||9 / 8.20|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||63 / 31.50||73 / 36.50||78 / 39|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||68 / 1727||68 / 1727||68 / 1727|
|Boiler Pressure (psi / kPa)||180 / 12.40||200 / 13.80||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||17" x 24" / 432x610||18" x 28" / 457x711||18" x 28" / 457x711|
|Tractive Effort (lbs / kg)||15,606 / 7078.77||22,680 / 10287.49||22,680 / 10287.49|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.87||3.88||4.14|
|Firebox Area (sq ft / m2)||130 / 12.08||167 / 15.52||167 / 15.52|
|Grate Area (sq ft / m2)||63 / 5.85||24.47 / 2.27||23 / 2.14|
|Evaporative Heating Surface (sq ft / m2)||1273 / 118.26||1863 / 173.14||1878 / 174.54|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1273 / 118.26||1863 / 173.14||1878 / 174.54|
|Evaporative Heating Surface/Cylinder Volume||201.90||225.91||227.73|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||11,340||4894||4600|
|Same as above plus superheater percentage||11,340||4894||4600|
|Same as above but substitute firebox area for grate area||23,400||33,400||33,400|