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The "Texas" Type On The PRR

How the Pennsy took a C & O locomotive and made it their own

(Based on the original article by Roger L. Keyser)

A Little Background

The Second World War, particularly between 1942 and 1945, brought havoc to the PRR as it did all major carriers. During this time, traffic over the rails of the PRR reached a tremendous, unparalleled height and with it an immediate motive power shortage. Every locomotive on the roster was pressed into its specific service to meet this demand. Even with 4,500 locomotives on the roster, the PRR couldn't strike tune to the pace.

As a result, the first rule instituted was refraining from scrapping any of the PRR's older power. This practice was strictly followed until late 1945. Trying to buy existing power from other roads was impossible and orders placed with locomotive builders would take too long since they were also running behind. The only choice left was for the railroad to build its own but they had to decide which design to use.

The PRR initially borrowed two locomotives: a 2-6-6-4 mallet from the N & W and a 2-10-4 Texas from the C & O. Testing was done on the Pittsburgh Division and the C & O engine was selected for its satisfactory performance in the mountains and well-suitedness for level terrain in the west. The plans for the locomotive were obtained by the PRR and Altoona went to work. In 1942, two weeks after productive efforts were begun, the first unit was assembled and ready for service. The first order of 25 locomotives was completed in February, 1943, assigned road numbers 6450 - 6474 and sent to the St. Louis Division.

Immediately afterwards, an order for another version was begun, Class J1a. Sixty of these were built and were assigned road numbers 6475 - 6498, 6401 - 6434 and 6499 - 6500. The only difference between the J1 and the J1a was that the J1a used carbon boiler plate while the J1 used carbon-silicon boiler plate. Forty additional locomotives were ordered and received road numbers 6435 - 6449 and 6150 - 6174. All J1's and J1a's were built at Altoona.

Other Information

The last J1 was out shopped in October, 1944 for a total of 65 J1's and 60 J1a's.

From a cosmetic standpoint, the "J's" had few PRR characteristics. At least, with keystone-shaped number plates affixed to their smokebox doors, they had some local appeal. The fabricated steel drop-coupler pilot was PRR designed and had already been applied to classes: K4s, M1, M1a and M1b locomotives. The most notable item is the fact that the "Js", being a C & O design, did not have the Belpaire Firebox; they used radial-stay fireboxes instead.

From the outside, there is no way to distinguish a J1 from a J1a, except to memorize their numbering. J1's were numbered 6150 - 6174 and 6435 - 6474; the J1a's were numbered 6401 - 6434 and 6475 - 6500.

The "J's" all received cast iron number and badge plates. Their bells also had a distinctive "junky" sound due to the materials used in wartime. Their headlights were small, with a conic back; however, some "J's" received standard headlights later. Another point worth mentioning is the outside and inside sand delivery pipes. Several J1 and 3 J1a's had outside arrangements; the rest had inside location. The reason is unknown. Finally, there was a distinction in the frames of the J1 and J1a. One group of J1's had bar frames, while the others, including all J1a's, had cast bed frames. All "J's" employed Baker valve gear, which was a departure from the Walschaerts valve gear so widely used by the Pennsy, starting around 1905.

Even though the "J's" were a C & O design, their tenders were of PRR design. Classified 210F84, these tenders were specifically designed for these huge engines. Their water capacity was 29,000 gallons and their coal capacity was 29.9 tons. (Since there were no extra tenders available for the "J's", repairs to the tender would mean taking the engine out of service. Thankfully, this never happened.) As for the locomotive itself, the "J's" had 70' drivers, a tractive effort of 107,750 lbs. (w / booster), and a total engine weight over 286 tons.

In 1958, the PRR retained 25 "J's" as emergency reserves; by 1959, all steam had been dropped from the railroad's roster.