Chesapeake and Ohio classes L-2 and L-2-A

C&O L-2

Type and origin Power type Steam Builder Baldwin Locomotive Works Build date 1941 Total produced 8

Specifications Configuration 4-6-4 UIC class 2′C2′ h2 Gauge 4 ft 8 ^1⁄2 in (1,435 mm) standard gauge Driver diameter 78 in (1.981 m) Length 108 ft 0 in (32.92 m) Adhesive weight 219,500 lb (99,600 kg; 99.6 t) Loco & tender weight 893,000 lb (405,000 kg; 405 t) Fuel type Coal Fuel capacity 60,000 lb (27,000 kg; 27 t) Water cap 21,000 US gallons (79,000 l; 17,000 imp gal) Firebox:  • Firegrate area 90 sq ft (8.4 m^2) Boiler pressure 255 psi (1.76 MPa) Heating surface 4,233 sq ft (393.3 m^2) Superheater:  • Heating area 1,810 sq ft (168.2 m^2) Cylinders Two Cylinder size 25 in × 30 in (635 mm × 762 mm)

Career Operators Chesapeake and Ohio Railway Numbers 300–307 Retired 1953 Disposition All scrapped

C&O L-2-A

Type and origin Only differences from L-2 above are shown Power type Steam Builder Baldwin Locomotive Works Build date 1947 Total produced 5

Specifications

Career Numbers 310–314

The Chesapeake and Ohio Railway's class L-2 comprised eight coal-fired 4-6-4 "Hudson" type steam locomotives numbered #300–307 and built by the Baldwin Locomotive Works of Philadelphia, Pennsylvania in 1941. They had roller bearings on all axles, and the first-built, #300, had roller bearings on its side and main rods too. #300 also bore "Elephant ear" smoke deflectors from 1948.

In 1947, the C&O ordered five additional and very similar locomotives, numbering them #310–314; these were class L-2-A and differed mostly in using Franklin RC poppet valves instead of the Baker valve gear of the L-2s. These were the last express passenger steam locomotives ordered by a United States railroad, and some of the most expensive at $353,346 each, 80% more than the cost of the 8 earlier L-2 locomotives.

Both classes were among the largest 4-6-4s ever built. They were intended to work the C&O's top-flight express trains on level ground; the railroad purchased 4-8-4 "Greenbrier" types for mountain service.

By 1953, C&O passenger services were wholly dieselized, and there was no more work for these locomotives to do. Hudsons were very unsuited to freight work, with such a comparatively small proportion of their weight on the drivers. All were quickly scrapped.

Notes

1. ^ Huddleston, Eugene L. (Jan–Feb 2002). "The outstanding features and many lives of C&O 614". Chesapeake and Ohio Historical Magazine.