Locomotive Niagara Class 4-
The New York Central Railroad's speedway from New York to Chicago, was in steam days arguably the greatest passenger railway In the world, in terms of speeds run and tonnage moved. By the 1940s these speeds and loads were beginning to be as much as the famous Hudsons could cope with and the Central's chief of motive power, Paul Kiefer, decided to move on a step. He proposed a Niagara Class 4-
The American Locomotive Company at Schenectady proposed what was to be the last really new design of passenger locomotive to be produced in the USA. It owed something to the Union Pacific's "800" class; dimensionally, the two designs were very close and, in addition, the design of the 14-
Origin: New York Central Railroad (NYC), USA.
Type: Express passenger steam locomotive.
Gauge: 4ft 8'/2in (1,435mm).
Propulsion: Coal fire with a grate area of 10sq ft (9.3m2) generating steam at 272psi (19.3kg/m2) in a fire-
Weight: 274,000lb (124t) adhesive, 891,0001b (405t) total.
Axleload: 70,0001b (32t)
Overall length: 115ft 5y2in (35,192mm).
Tractive effort: 61,5701b (27,936kg).
Max speed: 80mph (128km/h).
Service entry: 1945.
Because the NYC structure gauge only allowed rolling stock to be 15ft 2in (4,623mm) high instead of 16ft 2in (4,928mm) as on the UP, the chimney had to be vestigial and the dome little but a manhole cover. There were other differences, such as Baker's valve gear instead of Walschaert's, but in general the adoption of standard American practice led to similarities. The foundation of the design was a cast steel integral locomotive frame-
Although fundamentally of the same design as that fitted to the UP locos, the tender had some interesting differences. The fact that the NYC was one of the very few American railroads equipped with water troughs meant that less water could be carried, leaving more capacity for coal. This enabled the New York-
Allocating the number 6000 to a locomotive whose target was that amount of horsepower as well as that number of miles run per week might seem to be tempting providence, but all was well. The prototype had the sub-
World records are not achieved without extreme efforts, but excellent organisation allowed quick and thorough servicing. The power production part of the locomotives had to be just-
In those days there were 12 daily trains each way just between New York and Chicago-
The "Niagaras" also demonstrated once again that modern well-