Norfolk & Western 4-8-4 "Northern" Locomotives in the USA

Class J (Locobase 271)

Data from 1955 Norfolk & Western locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also John T Rhodes and David Stephenson, "Steam Locomotive Rail Wheel Dynamics Part 1: Precedent Speed of Steam Locomotives", Coalition for Sustainable Rail (2013), last accessed 12 February 2018 at []. Thanks to Chris Hohl for his March 2013 inquiry about the trailing truck booster.)

Firebox heating surface included five arch tubes with a total of 60 sq ft (5.6 sq m) of area. Boiler water temperature was raised by a Worthington Type G5-A feedwater heater, and and a Standard Type HT stoker supplied the coal to the firebox.

The most powerful 4-8-4s to run for any railroad, and one of the finest steam locomotive designs ever produced, the Js combined large cylinders, high steam pressure, and low drivers to generate a high tractive effort. Available power increased when boiler pressure was raised later to 300 psi (20.7 bar), yielding an indicated tractive effort of 80,000 lb. J-class engines 605-610, built in 1943, had to forego the lightweight side rods and roller bearings that had graced the first five engines, but they were refitted with both after World War II. 611-613 emerged from Roanoke in 1950.

Wes Barris of steamlocomotive.com reports: "602 was unique in that it was fitted with a Franklin high speed trailing truck booster which added 12,500 lbs. TE." According to a 12 March 2005 post to Railroad.Net's forum ([]) by "Lehigh Valley Railroad" and signed "Chris", the booster was "removed at a subsequent major shopping as problematical and unnecessary."

Chris adds: "From N&W magazine, June 1950, talking about the 611, 612, 613: 'At normal passenger train operating speeds of from 40 to 60 miles an hour, these coal-burning, steam locomotives develop more tractive power than even giant 6,000 horsepower diesels, a great advantage on the Norfolk and Western which traverses mountainous territory.'A shiny new #611 is shown. Is it possible these locos were dynoed against passenger diesels while testing on the Pennsy? Is "tractive power" really "TE at speed" or "DBHP at speed"? "

Rhodes and Stephenson described in detail the conclusions drawn by the Pennsylvania Railroad after running the 610 at the point of a month of revenue trains between Crestline, Ohio and Chicago, Ill from 5 December 1944 and 3 January 1945. The first big surprise for the Pennsy was how readily the J ran for dozens of miles at speeds over 90 mph (145 kph). Three runs pulling between 11 and 15 cars each hit speeds of 110-111 mph (177-.179 kph).

Other PRR impressions: The J rode more smoothly than any of the PRR's locomotives save the unique S1 6-4-4-6. Relatively low drivers meant less slipping on starts and higher acceleration. Its larger grate allowed it to steamed better, even on poor coal, than the T1. Together with large valves and long travel, the engine's design made it possible "to maintain a uniform steam pressure at high speed."

The Js were famed for their dual-service capability, pulling long freights and running passenger trains at 90 mph. Automatic lubrication at over 200 points and Timken roller bearings everywhere (axles, main & side rods, valve gear, wrist pins) permitted 15,000-mile/month usage and 1 1/2 year intervals between shop visits.

After the Norfolk & Western finally turned to diesels in the late 1950s, the J class was retired. The 611 wound up in the Virginia Museum of Transportation in 1962. In 1982, the N&W returned it to excursion service on which it operated until 1994. In June 2013 the VMT began its Fire Up 611! campaign,which successfully raised enough money to begin the restoration. Undertaken by the North Carolina Museum of Transportation, the target date was mid-2015.

Fundraising continued to provide a maintenance facility to care for the engine for "decades".