The New York, Ontario & Western Railway bought twelve "Santa Fe" locomotives from the American Locomotive Company, which were delivered in 1915. They were designated as Class X and given road numbers 351 through 362. These locomotives had 57" diameter drivers, 28" x 32" cylinders, a 190 psi boiler pressure, they exerted 71,083 pounds of tractive effort and each weighed 352,500 pounds.
There are no surviving NYO&W 2-10-2 "Santa Fe" type locomotives.
|Class.||Qty.||Road Numbers||Year Built||Builder||Notes|
|X||12||351-362||1915||ALCO||Numbers 351-362 were scrapped by the end of steam on the MP|
Although described by Wes Barris in http://www.steamlocomotive.com/mountain/nyow.html (visited 17 Feb 2003) as "hard to maintain and hard to run -- they required two firemen", these Santa Fes nevertheless carried on until the 1940s. Known as the Bullmoose, the design had relatively small and short tubes and flues for the period. Perhaps the narrowness and shortness of the boiler choked the immense firebox grate.
The Loco Magazine article goes into great detail about the lateral-motion assemblies and the hopes for improving the engine's ride. Success seems to have eluded the designers, however. In the February 2009 Mountaineer (http://www.nyow.org/Newsletter_Feb09.pdf), Mal Houck refers to the "...cramped and rough riding Class X "Bullmoose" 2-10-2Æs (and with ride quality not at all aided by the lesser unsprung weight and running dynamics of engines with small drivers) in his "Ontario & Western Ramblings No. 4".
Houck then notes the putative value of the trailing truck in freight designs: "Aside from supporting the fireboxes, bigger- and later-built locomotives with trailing trucks had an easier, if not softer (were such a thing possible in a machine of 200+ tons running steel on steel!) ride. Engines without trailer trucks rode hard due to the need for the suspension springing and qualization to be hard and stiff in order to provide support for the firebox."
Then Houck identifies the X-class's problem: "Although the "Bullmoose" 2-10-2 locomotives had their peculiar inside-bearing two-wheeled trailer truck, the firebox was really supported by the last driver set(s) with the similar hard spring support as with locomotives lacking a trailer truck. The Class X "Bullmooses" had radial stay trailing trucks that were intended, not for support of the firebox, but for added stability in backing (well-needed for the long rigid tencoupled wheelbase, and the "Bullmooses" were well known to be difficult and cantankerous tracking machines often prone to minor derailments; great care had to be exercised when negotiating crossovers and when turning then on the wyes at Poyntelle as they "cut off" from the pusher duties to which they so often assigned)."
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||New York, Ontario & Western|
|Number in Class||12|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.54|
|Overall Wheelbase (engine & tender)||66.83'|
|Axle Loading (Maximum Weight per Axle)||61000 lbs|
|Weight on Drivers||293000 lbs|
|Engine Weight||352500 lbs|
|Tender Light Weight||168700 lbs|
|Total Engine and Tender Weight||521200 lbs|
|Tender Water Capacity||9000 gals|
|Tender Fuel Capacity (oil/coal)||15 tons|
|Minimum weight of rail (calculated)||98 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||190 psi|
|Cylinders (dia x stroke)||28" x 32"|
|Tractive Effort||71083 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.12|
|Firebox Area||325 sq. ft|
|Grate Area||100 sq. ft|
|Evaporative Heating Surface||4498 sq. ft|
|Superheating Surface||1007 sq. ft|
|Combined Heating Surface||5505 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||197.23|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||19000|
|Same as above plus superheater percentage||22420|
|Same as above but substitute firebox area for grate area||72865|