The C&O bought two 4-8-2s from the American Locomotive Company and designated them Class J-1. They were assigned road numbers 316 and 317 and were put to test in June, 1911. Another one, road number 318, was ordered and delivered from ALCO in 1912. All three worked well in passenger service.
In 1918, three "Mountains" (road numbers 133 through 135) with 69" drivers were received from ALCO and two (road numbers 136 and 137) came from the Baldwin Locomotive Works. These five locomotives were built according to USRA specifications and were of the Heavy Mountain design and were designated Class J-2 by the C&O.
In June of 1923, a final two of the Class J-2 locomotives (road numbers 138 and 139) were delivered by ALCO. By 1924, all ten of the C&O "Mountains" were renumbered 540 through 549.
The C&O had a locomotive modernization program in the 1930s and the seven Class J-2 "Mountains received new cabs, new feedwater heaters, the flying-pump front ends, a general overhaul and Vanderbilt tenders.
All ten of the "Mountains" were retired and scrapped by 1952.
The firebox heating surface included 28 sq ft (2.6 sq m) of arch tubes.
These are considered to be the first of the Mountain type, originally built for the C&O to handle 700 tons over the Clifton Forge Division in the Allegheny Mountains.
Eugene L Huddleston, writing in the November 2000 issue of the Chesapeake & Ohio Historical Magazine ("C&O's J-1 & K-1"), notes that the J-1s could hit the desired speeds with a heavy train (10 cars). Yet, the design had "ridiculously low drivers" and "extremely long main rods." In addition to the effects accompanying the high rpm of such small drivers at high speeds, driving the set on the third axle increased the dynamic augment and hence the stress on the tracks. (Most Mountains, says Huddleston, were driven on the second axle.) A late-1920s solution involved lengthening the piston rod and supporting the longer Alligator crosshead guide with a second yoke.
That the design had power was undeniable -- combustion chamber, superheater, huge boiler, automatic smoker. The trio enjoyed a long career on the two mountain divisions on which they ran because the large boiler meant plenty of steam and the low drivers were less of a liability.
USRA heavy Mountain. Only 15 "Heavy" mountains entered service under the USRA, of which five (Alco-Brooks works numbers were 59810-59812 in December 1918 and Baldwin works numbers 51869-51881 in June 1919 ) went to the Chesapeake and Ohio. Richmond delivered two more sisters in 1923 (works numbers were 64216-64217 in July 1923.).
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Chesapeake & Ohio (C&O)||Chesapeake & Ohio (C&O)|
|Number in Class||3||7|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.44||0.46|
|Overall Wheelbase (engine & tender)||76.11'||75.70'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||238000 lbs||246850 lbs|
|Engine Weight||330000 lbs||363550 lbs|
|Tender Light Weight||219100 lbs||300000 lbs|
|Total Engine and Tender Weight||549100 lbs||663550 lbs|
|Tender Water Capacity||12000 gals||16000 gals|
|Tender Fuel Capacity (oil/coal)||15 tons||2016 gals|
|Minimum weight of rail (calculated)||99 lb/yard||103 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||200 psi|
|Cylinders (dia x stroke)||29" x 28"||28" x 30"|
|Tractive Effort||58110 lbs||57948 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.10||4.26|
|Firebox Area||338 sq. ft||438 sq. ft|
|Grate Area||66.50 sq. ft||76.20 sq. ft|
|Evaporative Heating Surface||4108 sq. ft||4727 sq. ft|
|Superheating Surface||850 sq. ft||1085 sq. ft|
|Combined Heating Surface||4958 sq. ft||5812 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||191.91||221.09|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||11970||15240|
|Same as above plus superheater percentage||14005||18136|
|Same as above but substitute firebox area for grate area||71183||104244|