Locobase 5295 describes the original K-series that introduced the 4-6-2 arrangement to the New York Central in 1903. Only the 1946 book (that is, not the 1917, 1926, and 1930 editions) shows the Kj/Kl/Km superheated version of the K series that was produced for the B&A in 1911-1914.

The NYC&HR 4-4-2 was a remarkable locomotive. All were equipped with superheaters during their career, and were very close in capability to the much larger Pennsylvania E6s Atlantic. But, the continued growth in the length of passenger trains, as well as the universal use of all steel cars, caused train weights to exceed the capacity of any two ...

Interesting anomaly of a quartet of Atlantics that the Big Four did not superheat (at least not by 1914); tthe trend toward hotting up the 4-4-2 had passed on the New York Central system in favor of buying dozens of 4-6-2 Pacifics.

With 28 scheduled and 12 conditional stops, plus numerous meets with freight trains on its single track main line, there was no way the Nickel Plate could compete with the parallel four-track mainline of the mighty New York Central.

The First Hudson, New York Central No. 5200. On January 1, 1926, when Paul Kiefer took over as Chief Mechanical Engineer of Motive Power and Rolling Stock of the New York Central System, the NYC was the nations largest railroad.

Express Pacifics for the New York, New Haven & Hartford that headed the varnish between New York and Boston. For some very long trains (as many as 23 cars, e.g.), the New Haven would double up on I-4 power.

To determine if a Mallet was the answer, the New York Central ordered this prototype. The AERJ writer noted that the relatively small grate was chosen to better fit the demands of slow-speed service in compounds burning bituminous coal.

These engines, built for the New York Central subsidiary by Alco-Schenectady (1st 10) and Lima (last 10), were virtually identical to the NYC J-series Hudsons. Boiler had Coffin feedwater heater, valve motion limited cutoff of 14" (356 mm) piston valves.

4-4-2 "Atlantic" Locomotives in the USA In 1887 the New York, Providence & Boston added a trailing axle to a 4-4-0 in order to spread its weight over more axles. That same year Hinkley built an experimental center-cab 4-4-2.

The Central's extensive track pan network meant an L-4 could trail a tender carrying enough coal to make it halfway from New York to Chicago and enough water to make it to the next track pan. An enormous vessel, the six-axle tender measured 48 ft 2 in (14.68 m) long.