In the same year that Baldwin delivered its Y-1 2-8-8-2 locomotives, Alco produced this pair of all-adhesion pushers. The AERJ report notes that the two builders differed in their approaches with these two orders displaying three main areas of differences: "...wheel arrangement, boiler construction and system of compounding."
The absence of a leading truck meant that these would remain unique on the N & W - all of their other large articulateds had at least two auxiliary axles.
Contrasting the two boilers reveals that Baldwin's interest in its own style of large feedwater heater (such as fitted to most Santa Fe articulateds at this time, for example) and Baldwin reheater ahead of the boiler proper stood in stark relief against Schenectady's provision of "...simply and entirely a steam generator." Tube length was 3 feet longer, reaching the maximum extent any articulated would ever deploy. Even with so long a boiler and the lack of a leading truck, the smokebox door opening was above the space between the first and second driving axles.
Schenectady's use of the Mellin compounding system meant the inclusion of an automatic intercepting valve (as opposed to the much simpler, nonadjustable valve used in the Y1s) that admitted steam "...at a reduced pressure to the receiver as soon as the throttle is opened and automatically closes when the exhaust from the high-pressure cylinders builds up the receiver pressure to the proper point."
Locobase observes that both had very small fireboxes for the boiler.
Which design better suited the purpose of moving freight over the road? Well, according to Drury (1993), "Tests showed the X1 was the better performer, but the leading and trailing trucks of the Y1 gave it better riding stability." He also points out that the Y1s were retired first because of their complicated separable boilers, while the N & W superheated the X1s and raised their boiler pressures to 230 psi.
They ended their days as hump switchers before being retired in 1934.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Norfolk & Western (N&W)|
|Number in Class||5|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15.50 / 4.72|
|Engine Wheelbase (ft / m)||41.17 / 12.55|
|Ratio of driving wheelbase to overall engine wheebase||0.38|
|Overall Wheelbase (engine & tender) (ft / m)||72.83 / 22.20|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||49,800 / 22,589|
|Weight on Drivers (lbs / kg)||376,800 / 170,914|
|Engine Weight (lbs / kg)||376,800 / 170,914|
|Tender Loaded Weight (lbs / kg)||167,500 / 75,977|
|Total Engine and Tender Weight (lbs / kg)||544,300 / 246,891|
|Tender Water Capacity (gals / ML)||9000 / 34.09|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||14 / 12.70|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||79 / 39.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56 / 1422|
|Boiler Pressure (psi / kPa)||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||24.5" x 30" / 622x762|
|Low Pressure Cylinders (dia x stroke) (in / mm)||39" x 30" / 991x762|
|Tractive Effort (lbs / kg)||78,394 / 35558.96|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.81|
|Firebox Area (sq ft / m2)||212 / 19.70|
|Grate Area (sq ft / m2)||75.30 / 7|
|Evaporative Heating Surface (sq ft / m2)||5379 / 499.72|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||5379 / 499.72|
|Evaporative Heating Surface/Cylinder Volume||328.60|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||15,060|
|Same as above plus superheater percentage||15,060|
|Same as above but substitute firebox area for grate area||42,400|