The ten class I-5 Consolidations were delivered by ALCO-Brooks in 1903. For burning anthracite culm they were given a Wootten firebox with an 82 square foot grate and Camelback design. In the 1920s, all were superheated, with one locomotive keeping the cylinder diameter of 20 inches and the remaining getting 21 inch diameter cylinders. The former were designated I-5s while the rest became I-6s. The tender capacity was increased by a ton by installing boards. The last four members of the class remained in service until 1947.

The B-7 was a class of five 0-6-0 shunters built by ALCO in 1923. For use in the anthracite mining areas, they had a Wootten firebox with a grate area of 70 square feet. Under the new class scheme of 1945 they were designated 6S46. This represented a switcher with six wheels and a pulling power of 46,000 pounds. 

Number 113 is the only operational steam locomotive of the Central Railroad of New Jersey today. It was used there until 1951 and then by the Reading Anthracite Co. until 1960. It has been refurbished since 1999 and has been used again by the Reading Blue Mountain & Northern Railroad for excursions since 2013.

The Pacifics of the Central Railroad of New Jersey were loosely based on the Reading class G1, so they had a Wootten firebox. The first classes consisted of six G-1s built in 1918 and five G-2s from 1923. Like the later classes, they had been built by Baldwin.

When the CNJ got access to more soft coal, five G-3s were built in 1927. These had a narrower firebox with a width of eight instead of nine feet. Other improvements included a stoker, a mechanic lubricator, a feedwater heater and a larger tender. Five G-4s followed in 1930 which had smaller drivers and a smaller loading gauge for working through the tunnels in eastern Pennsylvania.

In 1945, the CNJ adopted a new class scheme. They now got the prefix P for “Pacific” and a number that denoted the tractive effort in thousands of pounds. So the G-1s and G-2s became the P-43, the G-3s became the P-47 and the G-4s became the P-52. The last ones were retired in 1955.

After the classes L-3 to L-5, the ten L-6a built in 1910 were the next Camelback ten-wheelers for commuter service in the roster of the Central Railroad of New Jersey. They still had 69-inch drivers, but were somewhat heavier than their predecessors and had larger cylinders. With their massive Wootten firebox and no full cab behind it, they had a very compact appearance and looked relatively short.

In 1912, ten superheated L-7s followed with cylinders of 23 instead of 22 inches. Between 1928 and 1941, all L-6a were also rebuilt to the L-7s standard by adding a superheated boiler and larger cylinders. The L-7as was created by widening the grate and again a total of ten were built in 1913 and 1914. 1918 saw the introduction of the L-8s, of which again ten were built. These were very similar to the L-7as, but had a higher boiler pressure.

All of these had been built by Baldwin and they got consecutive numbers between 750 and 789. In the new class scheme, the L-7a and L-7as became class T-38, where the “T” stood for the 4-6-0 wheel arrangement (Ten-wheelers) and the 38 stood for a starting tractive effort of 38,000 pounds. In the same way, the L-8s became class T-40. All reached the end of steam, with their retirements only occurring between 1950 and 1954.