Central RR of New Jersey 4-6-2 "Pacific" Type Locomotives

Introduction

The Central Railroad of New Jersey based their pacific design on the Reading's G1s, but with more weight, larger cylinders, and slightly smaller drivers. This resemblance to Reading engines was to decrease as time went on. All of CNJ's pacifics can point to the Reading G1s as an increasingly distant ancestor. The G3s and G4s were based on the G1s, but with additional equipment, such as stokers, mechanical lubricators, feedwater heaters, and a narrower firebox.

These first two classes were hand fired until the 1940s, when stokers were applied. Retirements began in 1948, and the last were retired in 1954.

Class G3s, had Elesco feedwater heaters, stokers, and mechanical lubricators. The firebox was smaller on these engines; 8 feet wide, versus 9 feet wide for the G1s and G2s classes. CNJ was burning more and more soft coal, and these engines reflected that fact. Engines 831-833 were painted in Blue Comet Colors from 1929 to the mid 1930s. Engine 834 was painted a dark green briefly for service on the Bullet. Engine 835 remained black her whole life. Class G3s had what were essentially copies of USRA 10,000 gallon tenders for coal and water; these tenders were a bit larger than the 9,000 gallon tenders that came with the earlier Pacifics. The G3s class was built in 1928, and the last were retired in 1955.

CNJ's last five Pacifics were the G4s class. These engines had smaller drivers for service in the hills and tunnels of eastern Pennsylvania. The G4s class had 13,000 gallon welded tenders. These engines were otherwise similar to the G3s class. The last G4s was retired in 1955.

CNJ changed their locomotive class system several times during the life of these engines. The first change was in 1944, when the small letter s (for superheating) was dropped from locomotive classifications. In 1945, CNJ came up with a new class system. P was for Pacifics, and the two digits were for the tractive effort in thousands of pounds. The G1s and G2s class became P43. The G3s class became class P47, and the G4s class became P52.

Class Details by Steve Llanso

Class G-1 (Locobase 6722)

Data from CNJ 7 - 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See also DeGolyer, Vol 59, pp. 113+. Works numbers were 48992 in June 1918; 49235, 49306, 49362-49363, 49392 in July.

These were the first Pacifics for the CNJ and they set the tone for all that followed. Note the large grate area, which shows the 9-ft-wide Wootten firebox which lay just ahead of the conventional cab. Piston valves measured 13" (330 mm) in diameter. The 1944 book shows several variations of firebox heating surface. In addition to the 198.2 sq ft (18.4 sq m) of the firebox and the 66.9 sq ft (6.2 sq m) afforded by the combustion chamber, other areas included:

Locomotive Syphons area Arch tubes area

820-821 3 91/8.45 3 23.3/2.15 sq m

(this is the variant in the specfications).

823 2 73.5/6.8 3 23.3/2.15 sq m

822, 824, 825 6 46

The 822's configuration matched that of the G-2s (Locobase 3307).

The engines stayed in service until the end of steam, their retirements coming in 1948-1954.

Class G-2 (Locobase 3307)

Data from CNJ 7 - 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See also DeGolyer, Vol 69, pp. 1+. Works numbers were 56311-56315 in March 1923.

This entry matches up with one of the locomotives to which James Partington, Estimating Engineer for Alco, compared his company's #50000 in "Avoidable Waste in Locomotive Operation as Affected by Design", Railway Age, Volume 95, No. 11 (5 November 1921), pp. 673-677. In that article, Partington did not identify the class or even the railroad from which the table entries came, so Locobase set itself the task of uncovering their identities.

The first eleven Pacifics built for the CNJ were identical except that the last six -- the G-2 class -- had Delta trailing trucks. Unlike the G-1, which had several firebox configurations, the 1944 book shows only one for the G-2. Total firebox heating surface included 66.9 sq ft (6.2 sq m) of combustion chamber and 46 sq ft (4.3 sq m) in six arch tubes. Piston valves measured 13" (331 mm) in diameter. Reverse gear was Alco Type E.

Class G-3 (Locobase 138)

Data from tables in 1930 Locomotive Cyclopedia. See also DeGolyer, Vol 77, pp. 402+ and CNJ 7 - 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 60296-60300 in December 1927.

While not over-endowed with superheater area and fitted with relatively small 13" (331 mm) piston valves, these five Pacifics had boilers with lots of aids to heating water. The design's firebox had combustion chamber contributing 64 sq ft (5.95 sq m) to the direct heating surface area along with 90 sq ft (8.35 sq m) from two thermic syphons in the firebox and one in the combustion chamber, and 23 sq ft (2.15 sq m) from the arch tubes. The boiler received its water through an Elesco K-39 feed water heater.

Three were painted blue to match the railroad's Blue Comet varnish express in 1929. Later reclassified P47. Retired in 1950-1955.

Class G-4s (Locobase 139)

Data from Railway Age 21 February 1931l; see also DeGolyer, Vol 82, pp. 15+. Works numbers were 61507-61508 in September 1930, 61513-61515 in October.

Firebox heating surface included 64 sq ft (5.95 sq m) in the combustion chamber, 86 sq ft (8 sq m) of thermic syphons, and 23 sq ft (2.1 sq m) in arch tubes. Five big superheated Pacifics that ran on CNJ's Pennsylvania lines. Fitted with Elesco feedwater heaters. Railway Age explains that the loading gauge for these engines was limited by size of the Lansford Tunnel. Also , heavy grades and heavy suburban trains meant that driver diameter could be no larger than 74".

Later reclassified P52 and retired in 1954-1955.


Specifications by Steve Llanso
ClassG-1G-2G-3G-4s
Locobase ID6722 3307 138 139
RailroadCentral RR of New JerseyCentral RR of New JerseyCentral RR of New JerseyCentral RR of New Jersey
Whyte4-6-24-6-24-6-24-6-2
Road Numbers820-825826-830831-835810-814
GaugeStdStdStdStd
BuilderBaldwinBaldwinBaldwinBaldwin
Year1918192319271930
Valve GearWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase13.83'13.83'13.83'13.83'
Engine Wheelbase35.67'36.50'36.67'36.75'
Ratio of driving wheelbase to overall engine wheebase 0.39 0.38 0.38 0.38
Overall Wheelbase (engine & tender)72.01'72.01'72.17'78.20'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers180390 lbs196000 lbs197660 lbs205900 lbs
Engine Weight306330 lbs306000 lbs326470 lbs333830 lbs
Tender Light Weight169000 lbs169000 lbs217000 lbs253900 lbs
Total Engine and Tender Weight475330 lbs475000 lbs543470 lbs587730 lbs
Tender Water Capacity8000 gals8000 gals10000 gals13500 gals
Tender Fuel Capacity (oil/coal)15 tons12 tons15 tons15 tons
Minimum weight of rail (calculated) on which locomotive could run100 lb/yard109 lb/yard110 lb/yard114 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter79"79"79"74"
Boiler Pressure210 psi210 psi230 psi240 psi
Cylinders (dia x stroke)26" x 28"26" x 28"26" x 28"26" x 28"
Tractive Effort42768 lbs42768 lbs46841 lbs52180 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.22 4.58 4.22 3.95
Heating Ability
Firebox Area303 sq. ft311.10 sq. ft405 sq. ft401 sq. ft
Grate Area94.81 sq. ft94.81 sq. ft84.30 sq. ft84.30 sq. ft
Evaporative Heating Surface3757 sq. ft3760 sq. ft3849 sq. ft3591 sq. ft
Superheating Surface816 sq. ft791 sq. ft791 sq. ft1000 sq. ft
Combined Heating Surface4573 sq. ft4551 sq. ft4640 sq. ft4591 sq. ft
Evaporative Heating Surface/Cylinder Volume218.35218.53223.70208.71
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation19910199101938920232
Same as above plus superheater percentage23494232952268524683
Same as above but substitute firebox area for grate area7508376437108986117413
Power L120274199822286825110
Power MT743.33674.28765.18806.58

Photos

Credits

Introduction and roster provided by Richard Duley. Class details and specifications provided by Steve Llanso of Sweat House Media.