Jersey Central 4-8-4

Jersey Central never had 4-8-4's  Biggest thing they had was a Heavy Mikado

I have never heard of the proposed northern, it would have been the CNJs largest loco.

ReadingFan,

 It was actually the 4-8-4 that was built for the DL&W. The classification number eludes me right now.

There were 4 classes of 4-8-4 northern's for the DL&W... here is a note from this web site:

http://www.steamlocomotive.com/northern/?page=dlw

 

 

"The Delaware, Lackawanna & Western designed and purchased five 4-8-4s (road numbers 1501 through 1505) to increase its motive power for the "Lackawanna Limited" and other passenger trains. These locomotives were assigned Class Q-1 and were built by the American Locomotive Company after the Northern Pacific took delivery of the first 4-8-4s in 1927. DL&W wanted its new locomotives to have a distinction of their own and decided to call them "Poconos", for the mountains that the railroad crossed. Designed with passenger service in mind, these locomotives had 73" drivers and a tractive effort of 64,500 pounds.

Starting in 1929, DL&W began to receive thirty new "Poconos" (road numbers 1601 through 1620 Class Q-2 and 1621 through 1630 Class Q-3) from ALCO. These were intended for freight service and had 70" drivers and a tractive force of 71,600 pounds.

In 1934, it purchased 20 more Class Q-4 (road numbers 1631 through 1650) ALCO "super power" 4-8-4s, this time intended for dual service. They were designed to have 74" drivers, a tractive effort of 72,000 pounds and roller bearings on all axles.

There are no survivors"

I believe the G-4's were the largest steam engines on the roster.

 

 

 

nope... here is the heaviest Mikado I have ever seen... and it was on the roster as well...

 

 

 

The Jersey Central must have been hit hard by the Depression as their motive power evolution ceased in the 1920's. By the post WW II period the CRRNJ was a ripe candidate for dieselization. But those camelbacks sure were nice!

Yes, Jersey Central was hit hard by the depression, in that their main commodity hauled was coal from eastern PA. Home heating oil was cutting into that business in the 30s. In New Jersey, their main traffic was commuters, which required a hefty investment in cars that had very little use midday and overnight. The automobile made it easy for casual travelers going to the city for a show or shopping. Why bother with a train's schedule?
The new steam design was probably a push by Reading and Baldwin (as mentioned earlier) and possibly even B&O, since they all shared some CNJ tracks and the Jersey City terminal. Remember, Reading was buying new 4-6-2s after WWII and building the 4-8-4s. They thought steam still had a future. No doubt they were trying to convince their partners that it did.

Reading RR rebuilt some older steam engines they had into the T-1 4-8-4's with help from Baldwin Locomotive works for parts. Reading's T-1 steam engines were one of a kind with 30 being built, # 2100 thru 2129. The weight of a Reading T-1 fully loaded with coal and water was near 404 tons.

At least one of Reading's T-1's, #2101(I think that was the cab #), was leased and re-painted for the Chessie system's anniversery.

Reading and the CNJ were on friendly terms, CNJ ran over some of Reading's tracks near Allentown for a smaller fee then most other railroads.

 

Lee Fritz

The Reading rebuilt I-10a 2-8-0's into the T1 4-8-4's, to be precise.

 

Rusty

Hi Guys,

 

Just checked my Jersey Central Story book by Carleton.  The had 82 2-8-2's on their roster in 1945.

82 Mikes on their roster in 1945 and none of the manufacturers have produced one!! I know that I would be a customer.

Well, none of the manufacturers, i.e MTH, Lionel, Atlas, or WBB that is, have produced ANY heavy Mikados, for ANY railroads!