Data from A Catalogue Descriptive of Simple and Compound Locomotives Built by Brooks Locomotive Works (Buffalo, NY: The Matthews-Northrup Company, 1899), pp. 166-167. See also "Central of New Jersey Twelve-Wheeler", Locomotive Engineering, Volume 12, No. 3 (June 1899), p. 285; and "Locomotive Equipment", Railway Age, Volume xxxi [31], No 16, (19 April 1901), p. 455; and American Locomotive Company, "Class 480-202", Negative No B-335
Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works numbers were 3167-3181, produced in March 1899, 3321-3330 in October 1899, 3540-3554 in May 1900, 3820 in April 1901, 3957-3966 in September 1901.
Original 426-429 were later renumbered 441-444.
Original 441-444 were renumbered 451-454
Original 451-454 were renumbered 466-469
Original 466 was renumbered 480.
Original 467-469 were renumbered 477-479.
Locobase doesn't understand any of this ...
This camelback featured a wide Wooten firebox (123" long by 97" wide/3,124 x 2,464 mm) for burning fine anthracite coal that was stoked by two firemen. Rumary-Lambert indicated that the first 15 used 21" (533 mm) cylinders when delivered. This figure agreed with Brook's 1899 catalogue and a contemporary LE account. As of June 1899, the design took the title of "probably the most powerful locomotive in regular train service." The first reports said that the K-1s were handling 3,000 tons over "a somewhat undulating division". When new steel 50-ton cars (presumably presenting less resistance) were delivered, the railroad expected to haul 4,000 tons.
When delivered, the design's cylinders received steam through slide valves driven by inside Stephenson gear driving the second coupled axle.
But Chris Hohl's 6 November 2024 email flagged a series of inconsistencies in cylinder diameter, which sent Locobase rummaging rhrough a variety of sources including rosters, builder's cards, catalogues, and builder's lists. Disagreements among reputable sources didn't necessarily resolve the issue. The closest to an answer came in the estimable Gene Connelly's Brooks production list crediting the first fifteen with 21", but all later locomotives with 20" (508 mm).
Only when Locobase tested the two diameters to see their effect on the engine's factor of adhesion could he conclude the original F of A of 3.65 generated by the April 1899 batch proved too slippery in service. The next batch, delivered only six months later, came equipped with 20" cylinders as Locobase now shows in the specifications. RA's April 1901 supplies the data for the 36 later K-1s. Calculated factor of adhesion rose to an adequate 4.04. The CNJ converted the first fifteen to 20" in 1903.
As rare in American service as was the Twelve-wheeler, the 4-8-0s in this large proved well-suited the CNJ's hilly profile and anthracite fuel. Later photographs indicate that this class was rebuilt with 11" (279 mm) piston valves and Baker valve gear and almost all of the class was superheated. (See Locobase 6724).
About half were scrapped before World War II, while the other half served into the late 1940s.
Data from CNJ 7 - 1944 Locomotive Diagrams supplied in May 2005 and CNJ 6 - 1935 supplied in May 2021 by Allen Stanley from his extensive Rail Data Exchange collection. [] (Thanks to Chris Hohl for his 30 June 2021 inquiring about the valve gear and correcting or supplementing information about adhesion, engine, and tender weights; and for his 6 November 2024 email correcting the evaporative heating surface area, supplying the original Brooks builder's card, and querying an apparent disagreement in sources concerning the cylinder size..)
The CNJ was sufficiently pleased with its large stud of Twelve-wheelers (See Locobase 1222) to take the considerable trouble of superheating the boiler on the great majority of those still in service. Most of the engines underwent the update between 1920 and 1924.
Compared to the original Brooks specs as spelled out in the 1899 catalogue, the modified boiler supplied a useful increase in power.
K-1s updats retained the Stephenson valve gear and the use of 12" (305 mm) piston valves when superheated. On a 1923 roster, these were shown to be 435-436, 439-441, 445-446, 448, 450-451, 457, 466, 469, 473, 475-476. Of these, 440, 445-446, 450-451, 475 later appeared in the 1944 books as K-1as engines with 11" piston valves and Baker gear.
All superheated K-1s trailed tenders carrying 7,000 gallons and 14 tons of coal. When a tender was fitted with coal boards (which increased available bunker depth), the tender carried 16 tons (14.5 metric tons) and weighed 145,800 lb (66,134 kg)..
All K-1as were refitted with 11" (279 mm) piston valves. Although some sources say the retrofit included Walschaert valve gear, both the 1935 and 1944 books show Baker gear.
Many were sold in the 1930s, but a significant number served the CNJ throughout World War Two. Those still in service were redesignated TW-40. Withdrawals followed quickly in 1945-1947 with one engine, 465, sold for scrap in November 1948.
Principal Dimensions by Steve Llanso of Middle Run Media | ||
---|---|---|
Class | K-1 | K-1s, K-1as/TW40 - superheated |
Locobase ID | 1222 | 6724 |
Railroad | Central RR of New Jersey | Central RR of New Jersey |
Country | USA | USA |
Whyte | 4-8-0 | 4-8-0 |
Number in Class | 51 | 45 |
Road Numbers | 430-480 | 430-440, 445-450, 455-480 |
Gauge | Std | Std |
Number Built | 51 | |
Builder | Brooks | CNJ |
Year | 1899 | 1918 |
Valve Gear | Stephenson | Baker or Stephenson |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | 15 / 4.57 | 15 / 4.57 |
Engine Wheelbase (ft / m) | 25.75 / 7.85 | 25.75 / 7.85 |
Ratio of driving wheelbase to overall engine wheelbase | 0.58 | 0.58 |
Overall Wheelbase (engine & tender) (ft / m) | 53.19 / 16.21 | 53.90 / 16.43 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||
Weight on Drivers (lbs / kg) | 160,000 / 72,575 | 172,000 / 78,018 |
Engine Weight (lbs / kg) | 202,000 / 91,626 | 217,000 / 98,430 |
Tender Loaded Weight (lbs / kg) | 130,000 / 58,967 | 141,800 / 64,319 |
Total Engine and Tender Weight (lbs / kg) | 332,000 / 150,593 | 358,800 / 162,749 |
Tender Water Capacity (gals / ML) | 7000 / 26.52 | 7000 / 26.52 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 10 / 9.10 | 14 / 13 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 67 / 33.50 | 72 / 36 |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 55 / 1397 | 55 / 1397 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 32" / 508x813 | 20" x 32" / 508x813 |
Tractive Effort (lbs / kg) | 39,564 / 17945.95 | 39,564 / 17945.95 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.04 | 4.35 |
Heating Ability | ||
Tubes (number - dia) (in / mm) | 410 - 2" / 51 | 227 - 2" / 51 |
Flues (number - dia) (in / mm) | 30 - 5.375" / 137 | |
Flue/Tube length (ft / m) | 13.85 / 4.22 | 13.85 / 4.22 |
Firebox Area (sq ft / m2) | 187 / 17.37 | 201.30 / 18.70 |
Grate Area (sq ft / m2) | 82.90 / 7.70 | 81.63 / 7.58 |
Evaporative Heating Surface (sq ft / m2) | 3137 / 291.43 | 2414 / 224.27 |
Superheating Surface (sq ft / m2) | 474 / 44.04 | |
Combined Heating Surface (sq ft / m2) | 3137 / 291.43 | 2888 / 268.31 |
Evaporative Heating Surface/Cylinder Volume | 269.50 | 207.39 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 16,580 | 16,326 |
Same as above plus superheater percentage | 16,580 | 18,938 |
Same as above but substitute firebox area for grate area | 37,400 | 46,702 |
Power L1 | 6414 | 12,106 |
Power MT | 353.51 | 620.68 |