PRR superpower generation 2

UPDATE: Will add sone new M3 numbers to go wih the new R3 numbers

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As the 1930s loomed, the Pennsylvania railroad realized that things were going to have to change if they wanted its locomotive fleet to be strong enough to handle the traffic. Their solution was to hire Italian engineer Augusto Lombardi. Who was immediately commissioned to analyze the current steam engine fleet, and declare what the new power should be. Lombardi eventually became the Andre Chapelon of North America. Creating engines that were efficient, powerful, and fast. Though some never got past the prototypes due to war or other factors. They started out as simply pre-existing PRR engines with larger trailing trucks and larger fireboxes. But they soon developed into original designs with the latest steam technology.  With some even bearing larger fireboxes that required 6-wheel trailing trucks.

The second generation consisted of the three steam engines listed here. These engines continued the new concept of numbering PRR engines in blocks. Which was begun with the M1 Mountain class. 

The R3 4-8-4 (Passenger): The first of Lombardi's truly original designs. He envisioned the 4-8-4s as being destined to become the ultimate in PRR steam engine design. While most 8 coupled stem engines on the PRR were put to work on freight, the R3s were used as the true successor to the K4 Pacific. This class had a staggering 300 examples built in the years from 1933 until 1940, after which the US entered WW2 in 1941. (Since Japan was colonized by Portugal in this timeline, Spain would instead send its air force after Us territories once part of the Spanish empire, which here includes Cuba). Becoming the largest amount of any PRR engine other than the K4 Pacifics. These 4-8-4s, known as "Keystones," were the ultimate PRR engine. They were powerful, fast, cheap to build, and easy to upgrade and experiment upon, essentially making them to American railroads the Black 5 was to British railroads. Lasting well into the millennium even, along with many other high quality American steam engine types. As said, they mainly worked as the long sought successor to the K4. Pulling the fastest trains in the PRR passenger fleet. They soon went on the inspire the J class 4-8-4s, the most prized engine of PRR subsidiary Norfolk and Western. Other steam engines it went on to inspire were the South African Railways 25NC. 

The M3 2-8-4 (Freight): The second 2-8-4 steam engines. Lombardi was inspired by the 2-8-4s built by Lima for the railroads own by the Van Sweringen Brothers, such as the Nickel Plate, Erie, and C&O. Lombardi worked with both Lima and Baldwin in 1938 to develop some 2-8-4s built to PRR design. The first of these engines, number 7350, rolled out November 1940, just in time to dodge restrictions on new steam engine design. They soon proved themselves capable of high speeds and extreme power for the railroad. As a result, these 2-8-4s, christened "Juniatas." Have lasted well into the millennium. Just like virtually every PRR steam engine really.

The FG1 2-6-6-4 (Mixed Traffic, but mainly Freight): The PRR's first attempt at an articulated for use as little more than shunting in hump yards. This class got is name from combining those of the F (2-6-0) class, and the G (4-6-0) class. These engines. known as "Altoonas," were truly giants. They were sent to haul the heaviest coal drags on the PRR. But they could haul a fast freight from Harrisburg all the way to St. Louis with only one stop for fuel at Columbus, OH. Much like the R3 4-8-4 before hand, the FG1 provided the inspiration for another engine of PRR subsidiary Norfolk and Western. That engine being the class A, the most famous of which is 1218 for its involvement in fan trips on both railroads, as well as the Southern, Santa Fe, and Illinois Central.