Conventional Ten-wheelers with passenger-sized drivers, this quartet was nicknamed the "Teakettles" in recognition of their easy-steaming qualities. Mal Houck ("Ontario & Western Ramblings No. 4", February 2009 Mountaineer, http://www.nyow.org/Newsletter_Feb09.pdf) describes their varied service obligations:
"On Northern Division milk trains, on the "Long Milk" (Trains 9 and 10) these engines could keep a tight schedule, and then with the seasonal travel to the Borscht Belt the "Teakettles" could be found on the head end of any of the O&W scheduled passenger trains. There are photos taken in which these engines were pressed into pusher duties during the off-season as needed."
The four served the cash-strapped NYO & W until the late 1940s with 225 & 228 scrapped first in February 1947 and 227 in May 1948.
Locobase 9002 shows the original camelback Moguls delivered by Cooke and Baldwin. In the late 'teens, the shops took the first 6 in hand and modified them considerably as conventional-cab 4-6-0s. Grate area plummeted now that the engines used bituminous coal and a superheater was added.
So altered, the class served until 1940 (4) and 1948 (2 - 33 and 35).
As noted in Locobase 4120, 6 of the camelback Moguls put into service on the NYO & W were converted into Ten-wheelers. According to Ronald J. Stanulevich's vivid article -- Called Home to Glory: The Disaster at Chiloway Switch -- published on http://nyow.org/glory.html (viewed 23 Feb 2004) -- #249 gained a reputation as a free-steaming locomotive. "A fine runner", she earned her curious nickname of "Ostrich" in honor of "her good speed and easy gait" and her ability "to really stretch out and run". One factor in such high performance were her relatively tall drivers, although such height must have affected her ability to start a heavy train. Conversion from a Bissell to a front bogie truck undoubtedly contributed to #249's grace as well.
Altogether 9 were converted to a 4-6-0 arrangement (Class U-1) in 1916 (251), 1917 (244, 246, 249, 256), 1919 (250), 1920 (241), 1923 (253), and 1924 (245). In the process, boiler pressure was increased to 200 psi (boosting tractive effort to 30,400 lb), and total engine weight to 184,000 lb.After that, the class was superheated ans supplied with Baker radial valve gear.
|Specifications by Steve Llanso of Sweat House Media|
|Class||E||I-1||U-1 - superheated|
|Railroad||New York, Ontario, & Western||New York, Ontario, & Western||New York, Ontario, & Western|
|Number in Class||4||6||9|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.59||0.54||0.55|
|Overall Wheelbase (engine & tender)||55.33'||62.81'||55.67'|
|Axle Loading (Maximum Weight per Axle)||46700 lbs||51800 lbs||47000 lbs|
|Weight on Drivers||134500 lbs||154000 lbs||141000 lbs|
|Engine Weight||181500 lbs||192000 lbs||184000 lbs|
|Tender Light Weight||116000 lbs||130000 lbs||120000 lbs|
|Total Engine and Tender Weight||297500 lbs||322000 lbs||304000 lbs|
|Tender Water Capacity||6000 gals||7000 gals||6000 gals|
|Tender Fuel Capacity (oil/coal)||11 tons||12 tons||12 tons|
|Minimum weight of rail (calculated)||75 lb/yard||86 lb/yard||78 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||190 psi||190 psi||200 psi|
|Cylinders (dia x stroke)||21" x 26"||21" x 26"||21" x 28"|
|Tractive Effort||27232 lbs||29393 lbs||30423 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.94||5.24||4.63|
|Firebox Area||160 sq. ft||192 sq. ft||164 sq. ft|
|Grate Area||47 sq. ft||30.50 sq. ft||80 sq. ft|
|Evaporative Heating Surface||1786 sq. ft||2220 sq. ft||1730 sq. ft|
|Superheating Surface||462 sq. ft||560 sq. ft||441 sq. ft|
|Combined Heating Surface||2248 sq. ft||2780 sq. ft||2171 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||171.35||212.99||154.13|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||8930||5795||16000|
|Same as above plus superheater percentage||10805||6954||19200|
|Same as above but substitute firebox area for grate area||36784||43776||39360|