Chesapeake and Ohio classes L-2 and L-2-A
| C&O L-2 |
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| Specifications |
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Configuration:
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| • Whyte |
4-6-4 |
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| • UIC |
2′C2′ h2 |
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| Gauge |
4 ft 8 1⁄2 in (1,435 mm) standard gauge |
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| Driver dia. |
78 in (1.981 m) |
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| Length |
108 ft 0 in (32.92 m) |
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| Adhesive weight |
219,500 lb (99,600 kg; 99.6 t) |
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| Total weight |
893,000 lb (405,000 kg; 405 t) |
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| Fuel type |
Coal |
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| Fuel capacity |
60,000 lb (27,000 kg; 27 t) |
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| Water cap |
21,000 US gallons (79,000 l; 17,000 imp gal) |
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Firebox:
• Firegrate area |
90 sq ft (8.4 m2) |
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| Boiler pressure |
255 psi (1.76 MPa) |
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| Heating surface |
4,233 sq ft (393.3 m2) |
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Superheater:
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| • Heating area |
1,810 sq ft (168.2 m2) |
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| Cylinders |
Two |
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| Cylinder size |
25 in × 30 in (635 mm × 762 mm) |
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| C&O L-2-A |
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| Type and origin |
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Only differences from L-2 above are shown | | Power type |
Steam |
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| Builder |
Baldwin Locomotive Works |
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| Build date |
1947 |
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| Total produced |
5 |
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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
- ^ Huddleston, Eugene L. (Jan–Feb 2002). "The outstanding features and many lives of C&O 614". Chesapeake and Ohio Historical Magazine.