This one is based on ideas from
@Republic of Michigan.
The Pennsylvania Railroad K6 4-6-2s, L2 2-8-2s, and H11 2-8-0s
After it became a subsidiary of the Pennsylvania Railroad, the Norfolk & Western prepared for the inevitable in several ways. Namely repainting much of its rolling stock, relabelling many of its older engines, and the like.
Meanwhile, the PRR took a good look at its helter-skelter numbering system, and created a new system to install some order in the matter. From then on regarding company papers, the classification placed before the engine's number two letters; one for the type of motive power, and the second of the class. For example, L1 Mikado 520 became SL-520, M1 6726 became SM-6726, and GG1 4899 would become EGG-4899. The list went on, but it did allow for an easier numbering system, at the coast of having to include a few minor details when giving engine crews their orders. In addition, the PRR's executives surveyed many N&W maintenance facilities and used the new knowledge to upgrade their own at Altoona, Columbus, Chicago, and many other key steam operating places on the railroad.
But the N&W also knew if they played its cards right, they could show the men at the PRR how good their engines actually were. With merger imminent, they would want to show the PRR their worthiness, and would send them samples of their A, J and Y6 classes. The J's would be used across the system, but were still not considered the best locomotives for use over Horseshoe Curve. The N&W J class, now the R5, while exceptional, remained only on the PRR Lines West and the N&W proper. Occasionally they would make runs up to Harrisburg and even Philadelphia if needed. But only 6 more, #614-619 were built by the N&W’s shops. The A and Y classes fared better. The A's were used all across the system as well, showing off their 4 cylinder abilities and putting the Q2 duplexes to shame in both power and service range. Both the A and Y6 classes gave an exceptional demonstration on Horseshoe Curve and over the Pennsylvania hills. With just one engine on the front and one on the rear, the Y6s were able to handle trains that would probably require at least three engines, if not two separate trains with two engines each, while still maintaining a decent rate of speed. The As handled passenger trains that would normally require two M1s at the same speed.
The PRR also saw that many of its locomotives were old. While it did have plenty of locomotives on hand, many had been built in the 1910s and early 20s. The railroad had two options. Rebuild the fleet and try to keep them going as long as possible, or retire the oldest ones and replace them with new engines that were capable of receiving modern upgrades. The PRR chose the latter and started construction in 1947.
With both Altoona and Roanoke under their belt, they moved ahead and started preliminary design drafts. Roanoke was assigned the task of taking the K4, L1 and H class designs and redesigning them with modern steam technology that the N&W had used on their engines. Roller bearings, self-lubricating systems, automatic stokers and better steaming capabilities all went into the models. The K6 and L1 types also had twelve-wheeled tenders that were unstreamlined versions of the one used by K4 3768 on the
Broadway Limited in the 1930s. The first new engines; K6 SL-5700, L2 SL-8500 and H11 SH-9200 were released from Roanoke on March 3, 1949.
The K6 and L2s were basically identical to their K4 and L1 predecessors but were reclassed as such to identify that they were newer and modernized versions. The H11 on the other hand incorporated elements from several previous H classes as well as N&W’s practices and was a completely new engine all around. Meanwhile, other locomotives such as the G5, K4 and L1 classes that were retained were rebuilt with the modern equipments that were provided from Roanoke. Eventually, the K4 Pacifics all received the twelve wheel tenders used on the K6s.
The K6 was often seen on secondary passenger trains because most primary passenger trains were run by the T1 Duplexes and R3 4-8-4s. But there were plenty of occasions where they could indeed be seen on the
Broadway Limited or
Jeffersonian. The K6 often doubleheaded with the K4 cousins on fantrips, though the K6 was perfectly capable of longer and heavier loads than the K4. The L2 was likewise essentially the same thing to the L1. They were more capable of stronger and heavier freights trains, sometimes even rivaling the M1 Mountains in terms of ability to haul trains at speed. They were often seen on the line from Cincinnati to Chicago via Logansport, Indiana, often relaying coals trains bought over from the N&W to the Windy City. The H11 was fairly overlooked in comparison to the other engines. Largely because they were mainly used on branchlines and secondary routes. Most notably the lines from Harrisburg to Erie and Buffalo. Also common for them was the famous banchline from Logansport to South Bend.
Today, examples of all three Roanoke-built types, namely K6 5712, L2 8503, and H11 9526, are preserved in Roanoke, alongside the original N&W Big Three of J class 604, A class 1212, and Y6a 2147. Other survivors include K6 5702, H11 9505, and L2 8510 at the Railroad Museum of Pennsylvania in Strasburg. K6s 5714 and 5732 have joined the K4s and other PRR and N&W steamers on numerous fantrips over the PRR.