In 1948, Reading Shops built Class G3 (no more "s", just as on the Pennsy)) 210-219. Basically, these were developments of a later version of 124, class G2sa. They had higher boiler pressure, and such details as a Worthington SA feedwater heater and cast steel engine beds. Under the combined onslaught of diesels and the debilitating effect of declining passenger traffic, they were all gone within nine years. One of the places where they worked was on the Pennsylvania- Reading Seashore Line, during the summer rush. Actually, on PRSL runs which served PRR 30th Street, they may well have been the last steam locomotives to haul passenger trains in Philadelphia.
First Pacifics (five in the order) bought by the Philadelphia and Reading. RA's report commented that the valve gear and reciprocating parts had been made as light as possible to "reduce the ill effects from the counterbalancing." The piston load per pound of reciprocating parts was 79 lb (35.8 kg) and 65% of the reciprocating parts was balanced. The result was a dynamic augment of 41.5% of the static weight at 80 mph (129 kmh). Inside-admission piston valves measured 12" (306 mm) in diameter.
Used on the Boardwalk Flyer between Philadelphia and Atlantic City. Reading built 25, Baldwin the last five in a batch (works #57756-57760) in April 1924. Baldwin built another five in 1925 with 74" drivers; see Locobase 9411.
Locobase 445 shows the lion's share of this design, the version that rolled on 80" (2,032 mm) drivers. To finish the class in 1925, the Reading bought five from Baldwin with smaller drivers. Otherwise they were repeats of the G1-sa down to the 12" (305 mm) inside-admission piston valves.
Built 10 years after the first Pacifics on the Reading (Locobase 445), these Baldwins (works 59226, 59254-59258) differed only in small details. They were fitted with the large Wootten firebox fitted to most Reading engines. Westcott (1960) says these engines "were carefully designed so they could run as fast as the Reading's Atlantics". Used on the Boardwalk Flyer between Philadelphia and Atlantic City.
|Specifications by Steve Llanso|
|Railroad||Philadelphia & Reading||Philadelphia & Reading||Philadelphia & Reading|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.39||0.39||0.39|
|Overall Wheelbase (engine & tender)||67.98'||67.98'||72.20'|
|Axle Loading (Maximum Weight per Axle)||61000 lbs||59120 lbs||64860 lbs|
|Weight on Drivers||176900 lbs||177210 lbs||192540 lbs|
|Engine Weight||273600 lbs||288120 lbs||306360 lbs|
|Tender Light Weight||160000 lbs||183000 lbs||154000 lbs|
|Total Engine and Tender Weight||433600 lbs||471120 lbs||460360 lbs|
|Tender Water Capacity||8000 gals||9000 gals||9000 gals|
|Tender Fuel Capacity (oil/coal)||12.9 tons||16 tons||15 tons|
|Minimum weight of rail (calculated) on which locomotive could run||98 lb/yard||98 lb/yard||107 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||220 psi||220 psi||230 psi|
|Cylinders (dia x stroke)||25" x 28"||25" x 28"||25" x 28"|
|Tractive Effort||40906 lbs||44223 lbs||42766 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.32||4.01||4.50|
|Firebox Area||282 sq. ft||282 sq. ft||314 sq. ft|
|Grate Area||94.50 sq. ft||94.50 sq. ft||95 sq. ft|
|Evaporative Heating Surface||2926 sq. ft||2926 sq. ft||3045 sq. ft|
|Superheating Surface||652 sq. ft||652 sq. ft||745 sq. ft|
|Combined Heating Surface||3578 sq. ft||3578 sq. ft||3790 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||183.93||183.93||191.41|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||20790||20790||21850|
|Same as above plus superheater percentage||24532||24532||26220|
|Same as above but substitute firebox area for grate area||73207||73207||86664|