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.
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.
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.
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.
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 of Sweat House Media|
|Railroad||Central RR of New Jersey||Central RR of New Jersey||Central RR of New Jersey||Central RR of New Jersey|
|Number in Class||6||5||5||5|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13.83 / 4.22||13.83 / 4.22||13.83 / 4.22||13.83 / 4.22|
|Engine Wheelbase (ft / m)||35.67 / 10.87||36.50 / 11.13||36.67 / 11.18||36.75 / 11.20|
|Ratio of driving wheelbase to overall engine wheebase||0.39||0.38||0.38||0.38|
|Overall Wheelbase (engine & tender) (ft / m)||72.01 / 21.95||72.01 / 21.95||72.17 / 22||78.20 / 23.84|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||180,390 / 81,824||196,000 / 88,904||197,660 / 89,657||205,900 / 93,395|
|Engine Weight (lbs / kg)||306,330 / 138,949||306,000 / 138,799||326,470 / 148,084||333,830 / 151,423|
|Tender Loaded Weight (lbs / kg)||169,000 / 76,657||169,000 / 76,657||217,000 / 98,430||253,900 / 115,167|
|Total Engine and Tender Weight (lbs / kg)||475,330 / 215,606||475,000 / 215,456||543,470 / 246,514||587,730 / 266,590|
|Tender Water Capacity (gals / ML)||8000 / 30.30||8000 / 30.30||10,000 / 37.88||13,500 / 51.14|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||15 / 13.60||12 / 10.90||15 / 13.60||15 / 13.60|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||100 / 50||109 / 54.50||110 / 55||114 / 57|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||79 / 2007||79 / 2007||79 / 2007||74 / 1880|
|Boiler Pressure (psi / kPa)||210 / 14.50||210 / 14.50||230.60 / 15.90||239.30 / 16.50|
|High Pressure Cylinders (dia x stroke) (in / mm)||26" x 28" / 660x711||26" x 28" / 660x711||26" x 28" / 660x711||26" x 28" / 660x711|
|Tractive Effort (lbs / kg)||42,768 / 19399.26||42,768 / 19399.26||46,963 / 21302.08||52,028 / 23599.53|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.22||4.58||4.21||3.96|
|Firebox Area (sq ft / m2)||303 / 28.15||311.10 / 28.91||405 / 37.63||401 / 37.25|
|Grate Area (sq ft / m2)||94.81 / 8.81||94.81 / 8.81||84.30 / 7.83||84.30 / 7.83|
|Evaporative Heating Surface (sq ft / m2)||3757 / 349.03||3760 / 349.44||3849 / 357.58||3591 / 333.61|
|Superheating Surface (sq ft / m2)||816 / 75.81||791 / 73.51||791 / 73.49||1000 / 92.90|
|Combined Heating Surface (sq ft / m2)||4573 / 424.84||4551 / 422.95||4640 / 431.07||4591 / 426.51|
|Evaporative Heating Surface/Cylinder Volume||218.35||218.53||223.70||208.71|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||19,910||19,910||19,440||20,173|
|Same as above plus superheater percentage||23,494||23,295||22,744||24,611|
|Same as above but substitute firebox area for grate area||75,083||76,437||109,270||117,070|