Over the next few years many railroads were buying the "Mikado" type locomotives and many improvements were made to the design. By the mid 1920s the C&O decided that its motive power was becoming outdated and started acquiring new 2-8-2s. Between 1924 and 1926 it bought 150 new "Mikados" from ALCO. There were three separate classes; fifty Class K-2, delivered in 1924 and carried road numbers 1160 through1209, fifty, Class K-3, also delivered in 1924, assigned road numbers 1210 through1259 and fifty of the third class, delivered in 1926, designated as Class K-3a and given road numbers 2300 through 2349. All had 63" diameter drivers, Class K-2 had 28" x 30" cylinders, while K-3 and K-3a had 28" x 32" cylinders, all had a 200 psi boiler pressure and the K-2s exerted 63,467 pounds and the K-3 and K-3a locomotives exerted 67,698 pounds. There were some differences between each of these classes including a different specification for tenders in each class. The Class K-2 firebox was 287 square feet. The evaporative heating surface was 4,160 square feet and with the superheater the combined heating surface was 5,333 square feet. The Class 3 and Class 3a firebox was 338 square feet. The evaporative heating surface was 4,160 square feet and with the superheater the combined heating surface was 5,663 square feet.
Through acquisition and merger of motive power there were several other classes of 2-8-2s on the C&O. Eleven ALCO-built Class K road numbers 1089 through 1099 came from Hocking Valley in 1930. These locomotives were similar to the C&O Class K-1. When the Pere Marquette became part of the C&O three new classes of "Mikados" were added to the roster. These new 2-8-2s were; the ten Class K-5, assigned road numbers 1060 through 1069, five Class K-6 which given numbers 1070 through 1074 and the thirty Class K-8 which were assigned road numbers 2350 through 2379.
There are no surviving C&O 2-8-2 "Mikado" type locomotives.
When it became necessary to buy new locomotives the C&O would modify its designs for use by the HV.
In 1912, the Hocking Valley ordered five "Mikado", 2-8-2 locomotives from the Richmond Works of the American Locomotive Company. These locomotives arrived in 1912 and were designated as Class M-1 and given road numbers 180 through184. The following year six more Class M-1 "Mikados" were delivered from ALCO's Richmond Works and they were assigned road numbers 185 through 190. The M-1s had 56" diameter drivers, 29" x 28" cylinders, 170 psi boiler pressure, they exerted 60,762 pounds of tractive effort and each weighed 322,500 pounds. The firebox was 283 square feet, the evaporative heating surface was 4,051 square feet and with the superheater the combined heating surface was 4,896 square feet. The piston valve had a 16" diameter.
In April 1930, the Hocking Valley was merged with the C&O and the M-1s were reclassified as Class K and assigned C&O road numbers 1089 through 1099.
There are no surviving Hocking Valley 2-8-2 "Mikado" type locomotives.
|Class||Qty.||Road Numbers||Later Numbers||From Other RR||Year Acquired||Year Built||Builder||Notes|
|K-1||1||800||1100||1911||ALCO||Number 1100 scrapped by 1953|
|K-1||49||801-849||1101-1149||1912||ALCO||Number 1137 was the last Class K-1 to run on the C&O. Number 1107 scrapped in 1937. All the others scrapped in 1952-1953.|
|K-1||6||850-855||1150-1155||1914||ALCO||Numbers 1150-1155 scrapped between 1950 and 1953.|
|K-2||50||1160-1209||1160-1209||1924||ALCO||Numbers 1160-1209 scrapped in the early 1950s.|
|K-3||50||1210-1259||1210-1259||1924||ALCO||Numbers 1210-1259 scrapped in the early 1950s.|
|K-3a||50||2300-2349||2300-2349||1926||ALCO||Numbers 2300-2349 scrapped in the early 1950s.|
|K||11||HV 180-184||1089-1093||HV||1930||1912||ALCO||Numbers 1089-1099 came from the Hocking Valley in 1930. Ex HV numbers 180-190. Numbers 1093 and 1099 scrapped in 1935. All the others scrapped in 1951-1952.|
|K||6||HV 185-190||1094-1099||HV||1930||1913||ALCO||Numbers 1089-1099 came from the Hocking Valley in 1930. Ex HV numbers 180-190. Numbers 1093 and 1099 scrapped in 1935. All the others scrapped in 1951-1952.|
|K-5||10||PM 1041-1050||1060-1069||PM||1947||1927||ALCO||Numbers 1060-1069 came to the C&O from the Pere Marquette in 1947. Ex PM numbers 1041-1050. All scrapped in 1952.|
|K-6||1||PM 1095||1070||PM||1947||1929||Baldwin||Number 1070 came to the C&O from the PM in 1947. Ex PM numbers 10 Scrapped in 1949.|
|K-6||1||PM 1096||1071||PM||1947||1929||ALCO||Number 1071 came to the C&O from the PM in 1947. Ex PM numbers 1096. Scrapped in 1949.|
|K-6||3||PM 1097-1099||1072-1074||PM||1947||1929||Baldwin||Numbers 1072-1074 came to the C&O from the PM in 1947. Ex PM numbers 1097-1099. All scrapped in 1949.|
|K-8||14||PM 1011-1024||2350-2363||PM||1047||1919||Lima||Numbers 2350-2363 came to the C&O from the PM in 1947. Ex PM numbers 1011-1024. All scrapped between 1949 and 1951.|
|K-8||16||PM 1025-1040||2364-2379||PM||1947||1918||ALCO||Numbers 2364-2379 came to the C&O from the PM in 1947. Ex PM numbers 1025-1040. Number 2376 was sold to the Sydney & Louisburg Railway (Nova Scotia, Canada) in 1951 and became number S&L number 102. All the others scrapped between 1949 and 1951.|
|M-1||5||180-184||1912||ALCO||Numbers 180-184 transferred to the C&O and reclassified as Class K and became C&O numbers 1089-1093. C&O number 1093 scrapped in 1935 and the others scrapped in 1951-1952.|
|M-1||6||185-190||1913||ALCO||Numbers 185-190 transferred to the C&O and reclassified as Class K and became C&O numbers 1094-1099. C&O number 1099 scrapped in 1935 and the others scrapped in 1951-1952.|
Glen Jean residents may have remembered the 2-6-2s that pulled their trains, but it was this trio of Mikados that hauled most of the freight. The 302's firebox had 10 sq ft (0.9 sq m) more heating surface area.
Months after the KGJ&E was absorbed by the Chesapeake & Ohio in October 1940, the new owners retired the 300 in July 1941. Five months earlier, they had found a more appropriate home for the 301 on the Kelleys Creek & North Western of Ward, W Va. Connelly is not certain that the 301 later went to the Buffalo Creek & Gauley. Cut loose from the C & O in June 1941, 302 passed through the rosters of two locomotive rebuilders/resellers in a row (first Georgia Car & Locomotive, then Birmingham Rail & Locomotive) before winding up on Aberdeen & Rockfish as their 50. Its sale on 7 December 1941 was overshadowed by the Japanese Navy's attack on Pearl Harbor.
Cylinder horsepower was 2,727 and steam was admitted through capacious 16" diameter piston valves. Eugene L Huddleston, writing in the November 2000 issue of the Chesapeake & Ohio Historical Magazine ("C&O's J-1 & K-1") agrees with Phil Shuster that the K-1 was essentially the J-1 4-8-2 (Locobase 198) with 56" [later 57"] drivers.
The original requirement demanded that these engines be able to handle 4,000 tons up a 0.3% grade at 15 mph. Instead, say the C&O Power authors, K-1s easily moved almost 6,000 tons over a "rolling profile"at 20-30 mph. The authors deride the K-1 appearance, remarking that they "reflected the ungainly, awkward look typical of C&O locomotives in the pre-World War I era." The cab was too big ("hotel sized") and was later replaced by a smaller one that balanced the profile.
Although later supplanted in mainline freight service by the 1920s K-2 and K-3 designs (Locobases 481-482), these first-generation engines were kept in service into the early 1950s and were retired in 1952.
The C&O Power authors tell us that the K-2s and K-3s (Locobase 482) were, "for nearly 20 years" the "mainstay of C&O gradient power." Their design stemmed from a realization that the 1911 K-1 Mikes (Locobase 480) were "technologically outdated" in their cylinder volume, boiler pressure, and driver diameter. The K-2s shown here were delivered with trailing truck boosters, shorter strokes; the authors note that these "light" Mikados actually outweighed the K-3 Heavies by several thousand pounds. Both classes used the same superheater layouts and both used 14" (356 mm) piston valves versus the 16" valve installed in the K-1s.
Cylinder horsepower calculated to be 2,824. Elesco or Worthington feedwater heaters and starting boosters.
All remained in service until dieselization in 1952.
66468-66491 in January 1926, 66492-66505 in February, and 66506-66517 in March.
As noted in Locobase 481, the K-2s (481) and K-3s (this entry) were very successful in updating the Mikado design to reflect the widespread adoption of 6" (152 mm) taller drivers, larger grates, higher boiler pressure, and larger boilers. K-2s were "light" and had trailing truck boosters. These K-3s were "heavies" (although actually weighing less than the K-2s), had longer strokes that raised cylinder volume, and larger boilers. Both classes used the same superheater layouts and 14" (356 mm) piston valves.
Boiler had feedwater heater (Elesco K-40 in K-3, Elesco or Worthington in K-3a). The firebox featured only 36 sq ft (3.44 sq m) arch tubes to supplement the heating surface area. 14" (356 mm) piston valves supplied steam to the cylinders.
Little difference between the two classes. K-3 (1210-1259, 1924) put a little less weight on the drivers (271,500 vs 274,500), but had a larger tender (376,340 vs 300,000 lb); K-3a (2300-2349, 1925-1926) tender capacity was 16,000 gal water, 20 tons of coal.
S Kip Farrington regarded these as "the finest 2-8-2 type he has ever ridden." All remained in service until dieselization in 1952.
Similar to the Chesapeake & Ohio K-1s (see Locobase 480), this 11-locomotive set was delivered in two batches. The first five came in 1912, the rest in 1913. Like the K-1s, the HV Mikes had large-bore, 16" (406 mm) piston valves. The M-1s operated at 170 psi (vs the K-1 setting of 185 psi). Otherwise, the two classes shared many attributes including identical tube/flue layouts and "oversquare" cylinders in which the diameter was greater than a relatively short stroke.
When the Hocking Valley was taken over by the C & O, these became K-class engines.
|Specifications by Steve Llanso of Sweat House Media|
|Class||300 / M-4||K-1||K-2||K-3, K-3a||M1|
|Railroad||Kanawha, Glen Jean & Eastern (C&O)||Chesapeake & Ohio (C&O)||Chesapeake & Ohio (C&O)||Chesapeake & Ohio (C&O)||Hocking Valley (C&O)|
|Number in Class||2||56||50||100||11|
|Road Numbers||300-302||800-855/900-955, 1100-1155||1160-1209||1210-1259, 2300-2349||180-190|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14 / 4.27||16.80 / 5.12||16.75 / 5.11||16.80 / 5.12||16.50 / 5.03|
|Engine Wheelbase (ft / m)||31.08 / 9.47||34.83 / 10.62||49.33 / 15.04||37.30 / 11.37||34.83 / 10.62|
|Ratio of driving wheelbase to overall engine wheebase||0.45||0.48||0.34||0.45||0.47|
|Overall Wheelbase (engine & tender) (ft / m)||58.04 / 17.69||76.33 / 23.27||88.29 / 26.91||85.35 / 26.01||75.13 / 22.90|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||69,000 / 31,298||68,700 / 31,162|
|Weight on Drivers (lbs / kg)||174,400 / 79,107||244,500 / 110,903||268,000 / 121,563||270,000 / 122,470||244,500 / 110,903|
|Engine Weight (lbs / kg)||217,300 / 98,566||322,500 / 146,284||358,000 / 162,386||353,000 / 160,118||322,500 / 146,284|
|Tender Loaded Weight (lbs / kg)||100,000 / 45,359||345,180 / 156,571||219,100 / 99,382||376,340 / 170,705||168,900 / 76,612|
|Total Engine and Tender Weight (lbs / kg)||317,300 / 143,925||667,680 / 302,855||577,100 / 261,768||729,340 / 330,823||491,400 / 222,896|
|Tender Water Capacity (gals / ML)||5000 / 18.94||16,000 / 60.61||16,000 / 60.61||21,000 / 79.55||9000 / 34.09|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||8 / 7.30||20 / 18.20||20 / 18.20||25 / 22.70||15 / 13.60|
|Minimum weight of rail (calculated) (lb/yd)||73||102||112||113||102|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||50 / 1270||57 / 1448||63 / 1600||63 / 1600||56 / 1422|
|Boiler Pressure (psi / kPa)||200 / 13.80||170 / 11.70||200 / 13.80||200 / 13.80||170 / 11.70|
|High Pressure Cylinders (dia x stroke) (in / mm)||22" x 28" / 559x711||29" x 28" / 737x711||28" x 30" / 711x762||28" x 32" / 711x813||29" x 28" / 737x711|
|Tractive Effort (lbs / kg)||46,077 / 20900.20||59,696 / 27077.68||63,467 / 28788.18||67,698 / 30707.33||60,762 / 27561.21|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.78||4.10||4.22||3.99||4.02|
|Firebox Area (sq ft / m2)||160 / 14.86||313 / 29.08||287 / 26.66||338 / 31.40||283 / 26.30|
|Grate Area (sq ft / m2)||51 / 4.74||67.10 / 6.23||76.80 / 7.13||80.30 / 7.46||66 / 6.13|
|Evaporative Heating Surface (sq ft / m2)||3414 / 317.17||4050 / 376.25||4160 / 386.47||4461 / 414.44||4051 / 376.49|
|Superheating Surface (sq ft / m2)||832 / 77.29||1173 / 108.97||1173 / 108.97||845 / 78.53|
|Combined Heating Surface (sq ft / m2)||3414 / 317.17||4882 / 453.54||5333 / 495.44||5634 / 523.41||4896 / 455.02|
|Evaporative Heating Surface/Cylinder Volume||277.13||189.20||194.57||195.61||189.25|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||10,200||11,407||15,360||16,060||11,220|
|Same as above plus superheater percentage||10,200||13,346||18,739||19,433||13,127|
|Same as above but substitute firebox area for grate area||32,000||62,256||70,028||81,796||56,289|