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Chesapeake and Ohio Railway: "George Washington's Railroad"

Last revised: November 9, 2024

By: Adam Burns

The Chesapeake and Ohio Railway was one of several Appalachian coal haulers and is perhaps best remembered for its marketing sensation, Chessie the sleeping kitten, as well as its buyout of the Baltimore & Ohio during the early 1960s.  

An icon even outside the rail industry, many people today still recognize the kitten and its association with railroading in some way.  The C&O's earliest history traces back the early 19th century when Virginia was first building railroads.  

It gained its current name in the 1870s upon which time it grew into a coal-hauling juggernaut similar to the nearby Norfolk & Western.  

In addition to excellent management throughout much of the 20th century, the company earned substantial profits even during the industry's turbulent years of the 1960s and '70s.

It thrived on West Virginia and Kentucky coal and was a gateway between Chicago and the ports of Virginia.   Today, much of the remaining C&O network is operated by CSX Transportation.

Photos

Chessie System/C&O B30-7 #8274 leads empties westbound through the yard at Clifton Forge, Virginia in October, 1983. Rob Kitchen photo.

History

While the Chesapeake and Ohio Railway of the 20th century was a highly profitable and successful operation it took many years before reaching that plateau.  

The road's ancestry can be traced all of the way back to the James River Company, a canal operation which opened in 1790 between Richmond and Westham, Virginia. It later became the James River & Kanawha Canal.  Unfortunately, by the time of its renaming canal transportation was fast being replaced by the much more efficient railroad.  

The C&O's earliest such predecessor was the Louisa Railroad, incorporated on February 18, 1836 by the Virginia General Assembly to open a 22-mile route from Frederick's Hall to Taylorsville (today, known as Doswell) where a connection was established with the north-to-south Richmond, Fredericksburg & Potomac Railroad.  

From the start, the system had a relatively strong financial backing and wasted no time completing its charter, opening in December of 1837.

At A Glance

The Virginia Commonwealth of the early 19th century was a forward-thinking state and a big proponent of railroads, realizing their potential in opening trade and economic opportunities not only within its own borders but also beyond.  

Its Piedmont region could support diverse types of agriculture, which persists through today, and the Louisa was utilized by farmers to ship their products to market.  In 1850 the company was renamed the Virginia Central as its promoters eyed expansion across the state and even further west.  

Logo

The Chesapeake & Ohio's classic logo. Author's work.

According to Thomas Dixon, Jr.'s, "Chesapeake & Ohio Railway:  A Concise History And Fact Book," the road's ultimate goal was to reach the Shenandoah Valley and what is today the state of West Virginia (then Western Virginia).

It also saw the potential in a direct link to Richmond, despite protestations from the RF&P, which now viewed the VC as a rival.  The RF&P's efforts were in vain as the VC reached the state capital the same year it acquired its new name.

In 1857 the VC had expanded as far westward as Jackson's River Station near present-day Clifton Forge via Gordonsville, Charlottesville, and Staunton offering it a network of around 192 miles.  

Even before the Louisa Railroad had been renamed the state stepped in to assist its future westward extension by chartering the Blue Ridge Railroad in 1849 to tackle the Blue Ridge Mountains.  

This line's most impressive engineering feature was the Blue Ridge Tunnel (also known as the Crozet Tunnel) designed by engineer Claudius Crozet.  It was located at Rockfish Gap and spanned 4,237 feet, opening for service in 1858.  

The bore became an Historic Civil Engineering Landmark and remained in use until 1942 when the C&O opened a new tunnel to replace the original.  

The Blue Ridge Railroad was leased by the VC in 1858 as it looked to finally reach Covington.  Unfortunately, the Civil War broke out in 1861 and further construction ceased.  

The Virginia Central was a vital asset for the Confederacy during the conflict but was heavily damaged by both sides.  After hostilities ended in May of 1865 crews needed until July 23rd to get the road back in service.

Timetables (1940)

On July 1, 1867 the VC finally reached Covington although the war's devastation meant funds were exhausted to continue further construction.  

Its only other growth during this time was acquiring the assets of the Covington & Ohio, which had partially completed a route to the Ohio River along a stage-coach line originally surveyed by the James River & Kanawha Canal.  

In 1868 the Virginia Central was renamed as the Chesapeake & Ohio Railroad Company to further clarify its intentions of reaching the Ohio River and Chesapeake Bay.  

Enter Collis Huntington, who is best remembered for his work in building the western leg of the Transcontinental Railroad.  In 1869, just after this project was completed, Huntington pumped new life into the C&O by funding its push towards the west.  

The railroad followed the Covington & Ohio's routing, reaching Ronceverte along the banks of the Greenbrier River before turning north from Hinton.  This town lay within the beautiful New River Gorge and rails snaked their way along the waterway until reaching Gauley Bridge where it became the Kanawha River.  

Why, "George Washington's Railroad?"

It is interesting the Chesapeake & Ohio chose to carry a slogan, "George Washington's Railroad" when our nation's first president had no direct ties to the company and died more than three-decades before its first predecessor was ever chartered.  

It all began with the James River Company, envisioned by Washington in 1785 as an efficient transportation artery to connect eastern and western Virginia at the Ohio River.  

He planned the canal system himself, using the James River across much of the state's eastern and central regions before picking up others, such as the Kanawha and New Rivers, to reach the Ohio.  

It opened its first seven miles between Richmond and Westham, Virginia in 1790.  It was built no further during Washington's life but did see a bit of commercial traffic until its acquisition by the state in 1820.  

In 1835 it was reincorporated as  the James River & Kanawha Canal Company, reaching Buchanan by 1851.  This proved the extent of its network due to increasing competition from the railroad.

Before the Chesapeake & Ohio and Baltimore & Ohio merged the two interchanged at Kenova, West Virginia near Huntington where the former's main line met the latter's Ohio River Branch. Here, B&O steamers can be seen to the left while C&O GP9's hustle a coal drag in a scene that probably dates to the 1950s. Author's collection.

In 1878 the right-of-way was sold to the new Richmond & Alleghany Railroad, which began construction in 1880 along the canal's old towpath.  

According to Laura Armitage's article, "Richmond & Alleghany Railroad," it completed a 230.31-mile route between the Chesapeake & Ohio at Richmond to Clifton Forge in 1881, as well as a 19.38-mile branch to Lexington via Balcony Falls.  

The company fell into receivership in 1883 and emerged on May 20, 1889 as the Richmond & Alleghany Railway, upon which time it was acquired by the C&O (the company purchased it outright on January 20, 1890).  

The Chessie had been eyeing a more direct line across the state and got it in the R&A's low-grade route, making it ideal to handle heavy tonnage such as coal.  

In addition, the route's canal history and ties to Washington allowed the C&O, albeit somewhat indirectly, to claim a heritage to our nation's first president.  Today, the corridor remains heavily used by CSX Transportation.

The route continued its way into Charleston, the future capital of West Virginia, before turning away near St. Albans and terminating at the Ohio River near the mouth of the Big Sandy River.  The latter location became the town of Huntington, named for the tycoon, himself.  

It would eventually become the location of the railroad's major locomotive maintenance and repair shops.  The C&O was officially completed at Hawk's Nest, West Virginia along the New River Gorge on January 29, 1873.  

System Map (1946)

An official 1946 system map of the Chesapeake & Ohio Railway. Author's collection.

Unfortunately, that year coincided with a severe recession as a result of a financial panic and the C&O struggled to remain solvent.  Huntington had intended to use the railroad as a means of piecing together a true transcontinental railroad but the economic downturn was too great and the C&O fell into receivership in 1878.  

It was soon reorganized as the Chesapeake & Ohio Railway, setting the stage for what became a highly profitable system.  During June of 1879, Huntington formed the Newport News & Mississippi Valley to complete a through route from Ashland to Lexington, Kentucky.  

The NN&MV ran from the C&O at Mount Savage (about 25 miles southwest of Ashland) to a connection with the Elizabethtown, Lexington & Big Sandy Railroad at Mt. Sterling.  The EL&BS continued on into Lexington and was acquired by Huntington.  

Through service between Ashland and Lexington commenced during December of 1881 while trackage rights over the Louisville & Nashville enabled the C&O to reach Louisville.  That same year the C&O pushed rails eastward into Newport News, finally providing it an east coast port.  

Huntington had managed to maintain control of the railroad, even after its bankruptcy, until 1888 when, according to Mike Schafer's, "More Classic American Railroads," he lost out to Cornelius Vanderbilt (of New York Central fame) and J.P. Morgan.

A new ownership was for the best; while Huntington had funded the C&O's continued expansion he had spent little on upgrading the company to modern standards.  A new management team did just that and by the turn of the 20th century it was poised to be a very successful enterprise.  

In the meantime, it spent the rest of the century continuing to grow with a near-limitless cash flow.  On December 25, 1888 the C&O opened service to Cincinnati, Ohio following the southern bank of the Ohio River via Ashland, Augusta, and Covington, Kentucky.  

It blossomed into a major coal carrier at this time, adding branches across southern West Virginia and eastern Kentucky (here, an important connection was also made with the Clinchfield Railroad at Elkhorn City) to tap new mines, a process that continued through 1920.  The road spent heavily to improve bridges, update tunnels, and position itself to handle the increased traffic demands for years to come.  

It constructed shop and/or yard complexes in Charlottesville, Gladstone, and Clifton Forge, Virginia; Handley, West Virginia; and Russell, Kentucky.  In 1891 the C&O obtained trackage rights over the Virginia Midland Railroad between Orange and Washington, D.C. which provided a key connection to the nation's capital.  

The VMRR would soon become a subsidiary of the new Southern Railway system.  Much of the C&O's growth during the 20th century through acquisition and not new construction.

Chessie, in addition to Nip and Tuck.

Chessie, The Famous Kitten

The creator of the sleeping kitten image was an artist by the name of Guido Grenewald who had created the cute feline to promote animal kindness.  

In 1933, Lionel Probert, who headed the C&O's public relations and marketing department, saw Grenewald's piece and was instantly drawn to its potential.  At the time, Probert was looking for a way to showcase the railroad's new air-conditioned sleeping cars while also revitalizing sagging patronage.  

He purchased Grenewald's rendering for $5, came up with the name Chessie (named after the railroad), and added the slogan, "Sleep Like A Kitten And Wake Up Fresh As A Daisy In Air-Conditioned Comfort."

The first advertisement appeared in Fortune Magazine's September, 1933 issue and was an instant success.  By 1934, Chessie, had appeared in more than 40,000 pieces of media, from newspapers to calendars.

"Peake," the father cat to "Chessie," the kitten.

The company's passenger traffic soared and the advertising campaign remains one of the most successful of all time; even today the Chesapeake & Ohio Railway Historical Society continues to sell calendars and other memorabilia featuring Chessie (when the kitten debuted demand was so high that the C&O could not keep merchandise in stock).  

The kitten's success resulted in two additional mascots joining it, named Nip and Tuck, as well as a father cat named Peake.   The three additional felines continued to appear in advertisements through 1948.  

Of course, Chessie’s celebrity status did not end with merchandise and advertising, the kitten became synonymous with the C&O; her celebrity was reignited in the early 1970s when the Chessie System, a holding company for the C&O, B&O, and Western Maryland, overlaid the kitten’s silhouette in the Chessie System "C" adorning the railroads new vermilion, yellow, and blue livery.  

The C&O eyed a connection to Chicago as traffic surged and found it in the Chicago Cincinnati & Louisville Railroad.  The CC&L had entered receivership in 1908 and was acquired by the C&O on June 23.  

This road, covering 284.5 miles between Cincinnati and Hammond, Indiana, gave Chessie direct access into the Windy City thanks to friendly trackage rights with other lines.  

The CC&L, which became the Chesapeake & Ohio Railway of Indiana, ran via Richmond, Muncie, and Peru cutting diagonally across the state.  It allowed coal and the C&O's other diverse freight to flow both east and west while reaching the most important gateway in the country in the process.  

Chesapeake & Ohio steam turbine #500 (M-1) during its trials in 1947. The locomotive was meant to power the streamliner "Chessie," ultimately never launched, in an attempt to prove that advancements in steam technology could still compete against the diesel. It was just over 140 feet in length with a top speed of 100 mph. Unfortunately, Baldwin, Westinghouse, and C&O engineers could never work out the numerous troubleshooting issues and gave up on the design.

Looking beyond Chicago the company's leadership worked its way further into the Midwest; also in 1910 it acquired the Hocking Valley Railway, which stretched from Toledo to Athens, Jackson, Gallipolis, and Pomeroy, Ohio via Columbus.  

At first the C&O required trackage rights over the Norfolk & Western to reach this disconnected subsidiary via Limeville, Kentucky and Valley Crossing, Ohio.  

However, by 1927 it had completed its own connection and now had a through route across the Buckeye State (the railroad formally merged the HV into its network in 1930).

Passenger Trains

Fast Flying Virginian/F.F.V.: (Washington/Newport News - Cincinnati/Louisville)

George Washington: (Washington/Newport News - Cincinnati/Louisville)

The Chessie (Never Launched):  (Washington - Cincinnati)

Pere Marquette: (Detroit-Grand Rapids, Chicago-Grand Rapids/Muskegon, and Detroit-Saginaw)

Resort Special: Originally served Chicago and Petoskey but later connected Washington with White Sulphur Springs, West Virginia.

Sportsman: (Washington/Newport News - Cincinnati/Detroit)

Chesapeake & Ohio 2-6-6-6 #1642 leads empty coal hoppers into the yard at Handley, West Virginia, circa 1955. Photographer unknown. American-Rails.com collection.

During the mid-1920s the C&O was acquired by the Van Sweringen brothers of Cleveland, Ohio who expanded its reach into Michigan and as far east as Buffalo, via Ontario, Canada, thanks to control of the Pere Marquette.  It also maintained authority over the Nickel Plate Road for many years.  

Following the Great Depression Chessie's success only increased: sustained by strong coal earnings it weathered the 1930s rather easily, a decade which saw the birth of Chessie, a marketing sensation.   

Throughout the rest of the C&O’s life it would earn healthy profits and in the early 1960s won a bidding war with the New York Central for control of its much larger northern neighbor, the Baltimore & Ohio.  

The merger was approved by the Interstate Commerce Commission on December 31, 1962.  However, rather than merge the B&O out of existence the railroad chose to gradually combine the two, slowly merging departments and other management areas.

This was done for several reasons but two of the most important was to placate the extremely loyal B&O employees (which would not take outright control and dissolution easily) and retain the its tax exempt status within the State of Maryland.  

The original version of Chesapeake & Ohio's, "Chessie," the sleeping kitten.

Chessie System

In 1972 came the largest change for the three railroads (including the B&O-controlled Western Maryland) when a new holding company was created, the Chessie System. Its new livery with the Chess-"C" was an instant hit and remains one of the most  colorful, popular, and dynamic liveries ever applied to a locomotive. 

The new Chessie System would become quite a juggernaut, earning substantial profits throughout the 1970s, one of only a handful to do so during a darkest days of the industry's history.  

The Chessie System, however, would last a mere eight years as an independent company; in 1980 the Chessie roads and those of the Family Lines/Seaboard Coast Line Industries (which was a holding company for a number of southeastern railroads including the Seaboard Coast Line and Louisville & Nashville) formed CSX Corporation on November 1st.

Chessie System (Chesapeake & Ohio) GP40-2's in Chicago; April 28, 1973. American-Rails.com collection.

Diesel Roster

The C&O operated diesels from nearly every major builder including Electro-Motive, Alco, General Electric, and even a few models from Baldwin.  Interestingly, the railroad never purchased any Fairbanks-Morse products.

The C&O's first-generation road power primarily consisted of EMD products while second-generation products included both EMD and General Electric.  The railroad's final new units included a group of SD50s acquired in 1984/1985.

The information presented here provides a complete, all-time Chesapeake & Ohio diesel roster.  The railroad was late to the diesel era thanks to its strong commitment to steam technology as a result of its considerable coal business.

Switchers

Classic Road-Switchers

Contemporary Road-Switchers

Passenger Cab Units

Freight Cab Units

Steam Roster

Switchers

Freight

Passenger

Class F (4-6-2)

Arguably C&O's most famous steam class was its fleet of 4-6-2s. These Pacifics, ranging from the F-15 of 1902 to the powerful F-19 of the mid-1920s, were the mainstay of passenger assignments across its system.

The heavy Pacifics are often touted as the best ever built and remained in service until the C&O retired steam power during the 1950s. Alas, none were prerserved.

However, one example of the railroad's Class L-1 4-6-4s does survive, #490, which was rebuilt from a Class F-19. Today, the locomotive is showcased indoors (after a long-display outside on the parking lot) at the Baltimore & Ohio Railroad Museum in Baltimore, Maryland.

Chesapeake & Ohio 4-6-2 #446 (F-15), a 1907 product of Alco's Richmond Works.

Development

The following is only a brief synopsis of the C&O's Pacifics.  If you are interested in studying these locomotives in much greater detail two resources are strongly suggested.

First and foremost is the authoritative title on the railroad's motive power fleet during much of the 20th century, "C&O Power: Steam And Diesel Locomotives Of The Chesapeake And Ohio Railway, 1900-1965" by authors Philip Shuster, Eugene Huddleston, and Alvin Staufer.

The other is "Chesapeake & Ohio Heavy Pacific Locomotives" by noted C&O historian Karen Parker who has penned a number of publications over the years thoroughly covering the company.  

This book not only offers a fine collection of written information and photos but also features charts, diagrams, and specific aspects of the various Pacific classes.

The C&O's involvement with the 4-6-2 wheel arrangement began in 1902 when it took delivery of its first examples, classed F-15.   Parker notes in her book the Pacifics, products of the American Locomotive Company's Richmond Works, arrived only a few weeks after the Missouri Pacific's first examples making the C&O's the second-ever to enter service.  

They were assigned to passenger trains along the railroad's more rugged territory, the Allegheny (Hinton, West Virginia - Clifton Forge, Virginia) and Mountain (Clifton Forge - Charlottesville, Virginia) Subdivisions.

Specifications

Proving quite adept at this task with drivers of 72 inches and tractive efforts ranging around 32,000 pounds the railroad was quite impressed; it eventually rostered a fleet of 27 examples by 1911, all of which were products of Alco.

However, it wasn't long before the C&O was in need of larger, more powerful designs as car sizes and weight increased.  After testing out the first examples of a 4-8-2 "Mountain" the railroad returned for more Pacifics in 1913, this time from the Baldwin Locomotive Works.  

These 4-6-2s, classed as F-16's, also featured 72-inch drivers but were significantly heavier than the F-15's, offering tractive efforts of nearly 44,000 pounds.  It seems that between 1910 and 1920 the C&O was constantly struggling to find designs powerful and efficient enough to meet needed demands.  

Only a year after the F-16's entered service an even heavier class arrived in 1914; the F-17's.  For this batch the C&O returned to Alco; far heavier than any previous Pacific the railroad operated the F-17's weighed 312,065 pounds, offered tractive efforts of 46,500 pounds, and provided greater steaming capacity.

In all the F-17's totaled six units, #470-475, and proved good, reliable engines which could handle the stiff grades and heavier cars with an ability to maintain 25 mph on inclines of 1.51%.  

However, with drivers of only 69 inches the F-17's couldn't offer the same speeds of earlier Pacifics.  Parker points out their arrival allowed the C&O to transfer fifteen older F-15's for other assignments.  

The F-17's were later rebuilt by shop forces in 1934 into F-17a's with such improvements as 74-inch drivers for higher speeds, greater steaming capacity, slightly more tractive effort, roller bearings, increased boiler pressure (200 psi), and a general cleaner exterior appearance. 

It was not until the mid-1920s that additional 4-6-2s entered service when the F-18's arrived in 1923 from Alco.  These six examples, originally numbered 188-193 (later changed to 480-485 in January of 1925), arrived between June 26th and July 7th that year.

F-15

1902

1906

1911

F-16

F-17

F-17a

Rebuilt from the F-17's in 1934.

F-18

F-18a

Rebuilt in 1931.

F-19

The new power was quite similar to the earlier F-17's but weighed a bit more (321,000 pounds) with tractive efforts of 49,000 pounds, 69-inch drivers (intended for the western grades), and a boiler pressure of 195 psi as opposed to 185 psi.   

From an outward appearance it was tough to differentiate between the two classes although astute observers would note that the F-17's utilized Alligator crossheads while the F-18's featured Laird crossheads.  

During the F-18's 1931, in which they were reclassed as F-18a's, the locomotives received similar upgrades as the F-17's with 74-inch drivers, a boiler pressure increase to 200 psi, Baker Valve Gear, smaller cab, new Duplex stoker, increase in weight (334,420 pounds), and the now-classic "Flying Pumps" situated on the smokebox giving the locomotive's a "beefier" appearance.  

And then there was the most famous class of all, the fabled F-19's.  Once again the C&O stuck with Alco, receiving these latest heavy Pacifics, #490-494, between February 22nd and February 26th, 1926.  

The locomotives weighed 331,500 pounds (the heaviest the C&O ever operated until the F-18's were rebuilt), featured tractive efforts of 46,900 pounds, and 74-inch drivers.  

As a late-era design they were also equipped with some of the latest technologies such as Elesco feedwater heaters and roller bearings.  Their exterior appearance evoked clean lines and an almost streamlined-like appearance with a rounded tender that nearly sat flush with the cab roof-line.  

They also looked powerful sporting the longest wheelbase of any C&O Pacific (more than 36 1/2 feet) and the "Flying Pumps" (air pumps) situated on the smokebox.

This look became a common identifying feature of C&O steam locomotives.  With 74-inch drivers the F-19's were intended for low-grade, high-speed service and they excelled at this quite well.  

Operation

Over the years the C&O rebuilt or overhauled most of their Pacifics, some to a greater degree than others, which has only been briefly covered here.  Thanks to these efforts the railroad never retired any of its 4-6-2s until steam left the roster between 1951 and 1955.  

As for the F-19's, they were rebuilt between 1947 and 1948 into the Class L-1 streamlined Hudsons, meant for service on the new Chessie (Washington - Cincinnati).  This train was ultimately mothballed before ever entering service but the L-1's nonetheless found a variety of assignments to remain on the roster until 1955.

Chesapeake & Ohio 4-6-4 #490 (L-1) at Huntington, West Virginia on April 17, 1971. These streamlined Hudsons (five in all) were rebuilt from F-19 Pacific's during the late 1940s for service on the never-launched "Chessie." John Corns photo.

And finally, there was the class of Pacifics often forgotten, the F-20's.  These locomotives were not actually C&O designs; with passenger traffic still up following World War II the railroad felt it needed additional power to meet demand and so purchased four examples from the Richmond, Fredericksburg & Potomac.  

These locomotives were 1927 products of Baldwin weighing 342,600 pounds with 48,250 pounds of tractive effort and 75-inch drivers.  On the RF&P they were numbered 325-328, which was changed to 486-489 under the C&O and re-classed as F-20's.  

They were certainly capable machines but as Parker points out, externally looked nothing like a C&O Pacific with a high-mounted headlight, no "flying pumps," and a traditional, square tender among other differences.  They usually found assignments between Ashland and Louisville, Kentucky remaining in service until 1951.

Class J (4-8-2)

The C&O was well known for operating successful, powerful, and efficient steam locomotives such as its fleet of 2-8-4 "Kanawhas," 2-6-6-6 "Alleghenies," 4-8-4 "Greenbriers," and 2-10-4 "Texas" types.

It was also a pioneer in the 4-8-2's development, dubbed the "Mountain."  This wheel arrangement was used primarily in passenger service on the C&O.  Ironically, the company wound up with only a few examples of an engine it had helped develop in conjunction with American Locomotive (Alco).

Its fleet were fine locomotives, particularly the USRA-designed Heavy Mountains.  They sported Vanderbilt tenders, carried good lines, a long wheel base, and featured Chessie's classic air pumps on the smoke box.  The railroad acquired its initial five between December, 1918 and June, 1919.

Typical of C&O practice, its Mountains remained in service until the railroad began retiring its steam fleet in the 1950s.  The 4-8-2s were an early victim of this program.  Sadly, no examples were preserved as all were retired and scrapped by 1952.

Chesapeake & Ohio 4-8-2 #545 (J-2) is seen here in company publicity photo. It was built 1918.

By the 20th century the Chesapeake & Ohio was in need of larger, more powerful locomotives to handle its passenger trains.  This was especially true with the introduction of all-steel, "heavyweight" cars, which were far heavier than the wooden/composite equipment that had always previously been used industry-wide. 

Until this time the C&O had relied on a combination of early wheel arrangements dating back to the 19th century such as 4-4-0 Americans, 4-6-0 Ten-Wheelers, and 2-8-0 Consolidations.  

The C&O's original answer was a fleet of new 4-6-2s (Class F-15), the first of which arrived in 1902.  During the succeeding two decades the railroad continued buying or upgrading its fleet of Pacifics, culminating with the famous and powerful Class F-19's manufactured in 1926 by Alco.

During those early years the C&O also experimented with even larger power, creating what became known as the 4-8-2 Mountain in 1911.  The arrangement's name was derived from a railroad subdivision and the Appalachian Mountains.  

That year, in June, two arrived from Alco's Richmond Works, #316 and #317, and given Class J-1.   The following year Alco delivered another, #318.

As C&O historian Karen Parker notes in her book, "Chesapeake & Ohio:  Heavy Pacific Locomotives," they showed incredible promise and were much more powerful than the F-15's and F-16's, capable of swiftly moving heavy passenger consists over the stiff grades of the Allegheny and Mountain Subdivisions.

The locomotive enjoyed tractive efforts of 58,000 pounds; by comparison the F-15's and F-16's exerted only around 32,000 pounds.  However, as the C&O quickly discovered the 4-8-2's bore drawbacks.

Specifications

They sported only 62-inch drivers, rather small for a passenger locomotive, and in conjunction with long, heavy side-rods affording a rather jarring ride.  

This issue also made the Mountains hard on the track and the C&O never followed up for more.  It would eventually rebuild the J-1's, which resolved many of its problems.  However, when the railroad needed additional power it stuck with the Pacific wheel, taking delivery of its F-17's and F-18's during 1913 and 1914.  

In December, 1918 the C&O again tried the Mountain type, acquiring three more (#133-135) from Alco's Brooks Works followed by two more in July, 1919 (#136-137).  They were listed as Class J-2 and much different from the earlier J-1's.  

These latest examples were based from the USRA's standard heavyweight Mountain design; they featured much more appropriate drivers (69 inches), slightly higher boiler pressure (200 psi), and comparable tractive effort.

In terms of power the J-1's and J-2's weren't noticeably different although the USRA designs carried none of the inherent problems of their earlier counterparts.  During July, 1923 the C&O went back to Alco for two more (this time through the Richmond Works), proving as its final examples of this wheel arrangement.  

Produced again at the Richmond Works they were numbered 138-139 and listed as Class J-2a.  Parker points at the "a" sub-classification denoted their use of Walschaerts valve gear while the J-2's sported Baker valve gear.  

Operation

As the newer, heavier power arrived (including newer 4-6-2s), older Pacifics and smaller designs were bumped from the main line and placed in secondary, branch line assignments around the system.

By the 1920s the Mountains were handling most of the high priority passenger trains in the western mountain territory, aided by the newer Pacifics.  In his book, "Chesapeake & Ohio: A Concise History and Fact Book," author Thomas Dixon, Jr. notes the Mountains predominantely operated between Charlottesville-Clifton Forge and Clifton Forge-Hinton, sometimes doubleheading with Pacifics.

They remained the primary power here until displaced by "Super Power" technology following the arrival of the superb 4-8-4 "Greenbriers" in 1935 (more came during the 1940s).  

During World War II the J-1's were requisitioned for freight service, almost surely the result of their low drivers.  C&O historian Eugene Huddleston notes that after their issues were corrected the J-1's served many years on the mountain divisions as their low drivers provided good footing while their large boilers offered ample quantities of steam.  

Retirement

The J-1's returned to passenger assignments after the war for a few years before their retirement in the late 1940s. During the 1930s the J-2's also received an overhaul when C&O shop forces rebuilt the engines with new cabs, Vanderbilt tenders, feedwater heaters, and the classic "flying pumps."

Both the flying pumps and feedwater heaters became a telltale, common feature on many late-era C&O steam locomotives giving them a robust, almost intimidating appearance.  

The J-2's survived only a bit longer than their older counterparts, remaining in service until 1952 when they, too, were retired.  The Chesapeake & Ohio of that era carried a long-standing tradition of preserving steam but alas none of the ten Mountains were saved.

Class J3a/b (4-8-4)

Chesapeake & Ohio's second roster of "Super Power" engines was its fleet of 4-8-4 "Greenbriers."  The first examples arrived from Lima in 1935 and railroad would eventually roster a fleet of twelve. 

The company became quite fond of Lima's "Super Power" designs after acquiring forty 2-10-4s from the builder in 1929/1930.  The C&O was so pleased with their performance many of its other late-era wheel arrangements - like the Greenbriers - were built by the Ohio manufacturer.

Chessie's 4-8-4s were powerful, graceful machines that often found themselves working passenger assignments in mountainous territory thanks to their high drivers and solid tractive effort.  Today, one example from the class is preserved, J-3a #614.  This fine locomotive became famous for leading excursions during the 1980s and 1990s.

It is perhaps best remembered for the ACE 3000 test trials in 1985 when then-Chessie System allowed Ross Rowland, the locomotive's owner, to test the viability of steam as a renewed source of main line power. 

The big Greenbrier successfully lugged several loads of coal along the Chesapeake & Ohio main line between Huntington and Hinton that cold January day but the experiment ultimately failed to produce the desired results.

Chesapeake & Ohio 4-8-4 #614 departs Parsons Yard in Columbus, Ohio with the "Chessie Safety Express" on May 17, 1981. The big 'Greenbrier' was bound for Russell, Kentucky that day. Roger Beighley photo. American-Rails.com collection.

Development

The C&O's first taste of Super Power steam came in 1929 when it placed an order with Lima Locomotive Works for a batch of forty new 2-10-4 "Texas" type locomotives.  

These machines, numbered 3000-3039 and classed T-1, arrived in 1930 and were a culmination of testing carried out by the Advisory Mechanical Committee (AMC).  

The AMC was an oversight body created in 1929 to improve and standardize steam designs across the Van Sweringen-owned properties which - along with the C&O - included the Erie, Nickel Plate Road, Hocking Valley Railway (a later C&O subsidiary) and Pere Marquette.  

The T-1s were essentially enlarged 2-8-4.  They utilized an additional driving axle and were patterned from Erie's Class S models which had first entered service in 1927.   The 2-10-4's often found themselves handling 160-car heavy freights, usually coal, in the C&O's western territory between Russell, Kentucky and Toledo, Ohio.  

The success of these locomotives immediately sold the railroad on the benefits of Super Power technology.  As a result, virtually all of its future purchases were for such designs - and many came from Lima.   

These included its 4-8-4s, all of which were outshopped by the Ohio manufacturer.   By the mid-1930s the C&O was in need of larger, and more powerful designs, to handle passenger assignments on the rugged mountain grades between Charlottesville, Virginia and Hinton, West Virginia. 

Through the AMC the new 4-8-4 was born, based from the earlier success of the 2-10-4s.  The first arrived between December, 1935 and early January, 1936; listed as Class J-3 they were numbered 600-604.

Operation

While 4-8-4's are often regarded as "Northerns," a name derived from where the wheel arrangement first saw service on the Northern Pacific in 1926, the C&O chose the moniker "Greenbrier."  

This designation referenced a river, as well as a subdivision of the same name, in the Appalachian Mountains of eastern West Virginia.  It also referred to a state county and the regal Mountain State resort, which remains open to the public today.

In addition, the railroad named individual engines after prominent Virginia statesmen, perhaps because the locomotives would be leading the company's most highly regarded trains such as the George Washington and Sportsman (the naming of units included only the J-3's and first batch of J-3a's).  

The Greenbriers were some of the heaviest and largest 4-8-4's ever built; the original J-3's weighed 477,00 pounds (engine only) while the first batch of J-3a's (#605-606) weighed 506,300 pounds.  The second batch of J-3a's (#610-614) weighed in at 482,200 pounds. 

Roster

These weights provided the locomotive's with substantial tractive efforts, above 66,000 pounds, while 74-inch drivers offered high speeds (reaching nearly 80 mph). The ruling grades on the Allegheny and Mountain Subdivisions reached 1.52%.  Nevertheless, the J-3's could pull thirteen heavyweight cars through this territory without difficulty. 

According to Thomas Dixon, Jr.'s book, "Chesapeake & Ohio Railway:   A Concise History And Fact Book," the Greenbriers of 1935 were the first locomotives built by Lima following the Great Depression.  

As late-era designs the J-3's were equipped with several new technologies including trailing truck boosters (increased tractive effort), large tenders capable of handling 22,000 gallons of water and 25 tons of coal, and Timken roller bearings on front and rear trucks (J-3a's).

The C&O's first batch of J-3a's arrived in 1942 and were similar to their earlier counterparts save for the heavier weight as previously mentioned.  Perhaps most surprising is the C&O went back for more after World War II, purchasing a second-batch of J-3a's in 1948.  

Huddleston

It has been argued by some historians the C&O spent far too much time and money on late-era steam technology when it was inevitable diesels were the future in motive power.  As C&O historian Eugene Huddleston notes:

"[It is] simply amazing the expenditure of so much money to produce a 'state of the art' locomotive in the waning days of steam. It seems nothing was sacrificed to equip the new Greenbriers with the latest features and best appliances. Enthusiasm was still the word in 1947, as this writer well recalls from being told about the order for five more Greenbriers from Lima Locomotive Works by locomotive engineer Vince Hiltz."

Nevertheless, Chessie remained a strong proponent of steam well after World War II, even attempting to launch a new streamliner powered by steam turbine technology in the late 1940s, The Chessie. Ultimately, delays in the equipment's arrival and issues with the locomotive shelved the project.

Preservation

Perhaps it is true the company overspent on late-era steam designs although the C&O was wholly-dedicated to the motive power until the end.  As a major coal shipper, just like the Norfolk & Western, Chessie believed fervently that steam was on par, if not better, than diesel technology for main line service.  

The two railroads may have proven this true if given the time but the secondary steam market for parts and supplies rapidly disappeared as diesels took root making it increasingly expensive to continue operating the motive power.  By the early 1950s new models from Electro-Motive began replacing steam on passenger assignments.  

Incredibly, as Mr. Dixon notes in his book, the J-3a's of 1948 saw just three years of service here before they were bumped into secondary roles.  By 1956, all of the Greenbriers had been retired and only one was saved, #614.  It is currently owned by Ross Rowland but is currently not operational.

Class K "Kanawhas" (2-8-4)

The 2-8-4 was a popular wheel arrangement after it first debuted in the 1920s on the Boston & Albany.  The greater power and tractive effort it offered saw several railroads employ at least one example in regular service.

The Chesapeake & Ohio was late to adopt the design although its version went became one of the most powerful ever built.  Since the railroad was located nowhere near New England's Berkshire Mountains it believed naming its 2-8-4s as Berkshires was irrelevant.  

As a result it chose a much more appropriate term for their region of operation, "Kanawhas."  Since the locomotives were manufactured during - or just after - World War II most saw barely a decade of service before retirement. However, thanks to the C&O's efforts a dozen were saved for posterity.

In addition, one is under restoration; #2716.  During the 1990s this locomotive was operational and is once again undergoing overhaul by the Kentucky Steam Heritage Corporation of Ravenna, Kentucky.  This young organization has done a fantastic job preserving Appalachian rail history and is based at the former Louisville & Nashville engine shop located there, donated by CSX Transportation.

Chesapeake & Ohio 2-8-4 "Kanawha" #2770 leads an eastbound freight through the west end of the yard at Handley, West Virginia, circa 1955. Bill Price photo. American-Rails.com collection.

Advisory Mechanical Committee

During the traffic blitzkrieg of World War II the C&O was in need of new power to keep up with demand and began looking at the 2-8-4 arrangement to fulfill this need.  

The design had been around since 1925 when Lima unveiled the 2-8-4 "Super Power" steam locomotive.  This term, coined by the builder, featured locomotives with larger fireboxes for greater combustion (thus, generating more steam) and modern components such as roller-bearings and feed-water heaters to reduce maintenance.

Interestingly, despite the inherent advantages the 2-8-4 offered it was many years before Chessie adopted the design, and the last in the Van Sweringen empire to do so.  

The brothers owned several railroads at that time which included the C&O, Pere Marquette, Nickel Plate Road, and Erie.  According to Thomas Dixon, Jr.'s book, "Chesapeake & Ohio K-4 Class 2-8-4 Steam Locomotives," one reason for the C&O's hesitation was likely due to a large order of superbly built 2-8-2s it had recently purchased in the mid-1920s (Class K-2 and K-3/a).

The first use of a 2-8-4 on a Van Sweringen property was the Erie's S class.  The first examples had arrived in September, 1927 and the railroad would eventually roster 105 of these engines by 1929.  Over the next decade all of the Van Sweringen railroads, except the C&O, operated what were known as "Van Sweringen Berkshires." 

The brothers created the Advisory Mechanical Committee - or AMC - in 1929 as a means of standardizing locomotive designs across its properties and spent the next several years refining the 2-8-4.  The C&O's first true Super Power design was forty 2-10-4s it received from Lima in 1930.  

Via the AMC's 1929 recommendations these locomotives were modeled after Erie's 2-8-4s and, as Mr. Dixon notes, proved incredibly successful in service.  The C&O liked them so well they purchased most of their future Super Power locomotives from Lima.

Chesapeake & Ohio 2-8-4 #2716, masquerading in Southern Railway colors, leads an excursion southbound through Midland, Virginia in July, 1982. The big Kanawha spent a few years hosting trips during Southern's steam program in the early 1980s. American-Rails.com collection.

The C&O's first 2-8-4's finally arrived in 1943, a batch of fourteen built by the American Locomotive Company (Alco) numbered 2700-2713.  

The railroad came up with the term "Kanawha" for this class for several reasons: firstly, the Kanawha River was an important tributary that its main line closely followed in southern West Virginia; secondly, it was also a subdivision named after this Iroquoian word meaning "water way" or "canoe way."  When the last units entered service in 1947 the railroad had amassed an impressive fleet of 90 examples.

Chesapeake & Ohio 4-8-4 "Greenbrier" #600 (J-3, named the "Thomas Jefferson") and 2-8-4 "Kanawha" #2740 (K-4) power the eastbound "Sportsman" out of Clifton Forge, Virginia in 1947. Robert Le Massena photo.

During the final years of steam the C&O was purchasing a wide variety of other powerful designs such as 4-8-4's and mammoth 2-6-6-6 Alleghenies.  

However, it was the Kanawhas typically seen in regular service; thanks to their 69-inch drivers and 69,350 pounds of starting tractive effort the 2-8-4s powered fast freights along the busy Kanawha Subdivision between Handley, West Virginia and Russell, Kentucky.  In addition, they were often tasked with handling heavy coal drags along one of the many branches in the region. 

They also occasionally showed up on other areas of the C&O's network. The K-4's became so popular with train crews - which referred to them as "Big Mikes" in reference to the equally popular Mikados previously discussed - and versatile in service the railroad often featured them in promotional materials and company timetables.  

Aside from freight duties the Kanawhas found themselves working passenger assignments thanks, in part, to their general good looks and an ability to reach speeds up to 70 mph.  The K-4's were not just leading typical, unnamed consists; they could usually be found ahead of the C&O's top trains such as the Sportsman and Fast Flying Virginian.  

Mr. Dixon's book points out that after October of 1948 their passenger assignments declined with the arrival of new 4-8-4s from Lima.  During nearly the entirety of their careers the K-4's rarely ventured west or north of Cincinnati, Ohio.  Into the 1950s they continued working a variety of assignments, mostly manifest freights or heavy coal drags.   

The C&O believed fervently in steam power and was reluctant to make the switch to diesels.  While the company recognized the efficiency of the new motive power other factors led to the eventual change; most notably the difficulty in finding replacement parts.  As the industry shifted away from steam power, the auxiliary market for components and service also died.

Retirement

The Kanawha's finished their careers in 1956.  However, the C&O understood the importance of saving some of its locomotives for historical posterity and sat aside 13 examples for this purporse; the rest were scrapped by May of 1961.  

Preserved Examples

Today, 12 remain preserved (#2701 sat on display in Buffalo, New York but was severely damaged by vandals and later scrapped) and through the 1990s one remained operational, #2716.  This engine had also once been part of Southern's steam program in the 1980's. 

It is currently owned by the Kentucky Railroad Museum where there has been on-again/off-again hope for its eventual restoration.

Many of the other Kanawha's preserved sit on static display outdoors and in poor condition.  The twelve examples still in existence include #2700, #2705, #2707, #2716, #2727, #2732, #2736, #2755, #2756, #2760, #2776, and #2789.

Class L (4-6-4)

The C&O was a big proponent of steam power due largely to the significant amount of coal it handled from southern West Virginia and eastern Kentucky coal fields along its network.

If given the choice Chessie would have remained an all-steam road and continued to invest in the technology until the late 1940s, culminating with its M-1 steam turbines of 1947.

The railroad utilized many late-era, "Super Power" designs in both passenger and freight assignments, which included the popular 4-6-4 arrangement. 

The first examples entered service during the early 1940s and the last later that decade; some were even rebuilt from older 4-6-2s.  All were retired by during the mid-1950s and today one survives, streamlined #490, originally built for the never-launched "Chessie." 

Chesapeake & Ohio 4-6-4 #490 (L-1) receives attention at the heavy repair shops in Huntington, West Virginia during 1947. Photo colorized by Patty Allison.

The C&O is not as well-remembered for its late-era passenger services.  The company largely did not invest in lightweight equipment during the streamliner era.  

However, that changed under Robert Young who became president in 1942. He believed strongly in this business with intentions of seriously upgrading the railroad's passenger department after World War II.

Believing the C&O should take full advantage of the robust travel business he quickly placed orders for new equipment from the Budd Company and Pullman-Standard.  Its most prominent train was to be called The Chessie, led by the aforementioned steam turbines and even a small group of streamlined 4-6-4s (of which #490 is pictured above).

Development

The C&O's passenger service stars in the steam era included its large fleet of Class F 4-6-2s, examples of which date back to the early 20th century.  These Pacifics roamed the system far and wide leading its most well-known trains; their high drivers offered ample speed while the locomotives were powerful enough to handle the heaviest grades.  

The most famous were the Class F-19 heavy Pacifics introduced during the mid-1920s.  During the late steam-era the C&O sought more powerful types such as 4-8-2s and 4-6-4s, and culiminating with its fine fleet of 4-8-4 Greenbriers.

Roster

Interestingly, the C&O's first order of Hudsons, a batch of eight acquired from Baldwin in 1941-1942 (#300-307), were actually delivered a few years after its first 4-8-4 Greenbriers.

According to Thomas Dixon, Jr.'s book, "Chesapeake & Ohio Passenger Service: 1847-1971," the Class L-2's were the most powerful and heaviest Hudsons ever built with tractive effort ratings above 50,000 pounds and weighing 631,000 pounds (engine and tender). They could also cruise at high speed with their large, 78-inch drivers!

Given the time period in which they were manufactured the Hudsons utilized a number of contemporary features such as roller bearings on all axles.  In addition, #300, was equipped with roller bearings on its side and main rods.

Operation

In 1948 the C&O went back to Baldwin for five more, numbered 310-314 and sub-classed L-2-a.  These engines were the last passenger service steam locomotives ever built (by a manufacturer) for an American railroad.  While this distinction seems noteworthy it's not terribly surprising given the C&O's affinity to steam.  

Chessie - along with neighbor Norfolk & Western - remained Class 1 holdouts of steam into the 1950s when both ran into an unexpected problem.  As the diesel market took hold the auxiliary steam market faded away. 

As a result, it became increasingly difficult, and expensive, to maintain traditional side rod steam locomotives and eventually forced both to make the switch.

As Mr. Dixon notes in his book the Hudsons were often assigned west of Hinton, as far as Cincinnati and Detroit, where they powered such trains as the:

• Sportsman (Washington/Newport News - Cincinnati/Detroit)

• Fast Flying Virginian/F.F.V. (Washington/Newport News - Cincinnati/Louisville)

• George Washington (Washington/Newport News - Cincinnati/Louisville)

The C&O's most interesting class of Hudsons included a group of streamlined examples intended to power its new streamliner, The Chessie.  In 1947 the railroad took steps to rebuild its five, widely-regarded Class F-19's into 4-6-4s for this purpose.

This train was the brainchild of new C&O president Robert R. Young who believed the railroad should have a robust and expansive passenger department.  The Chessie was lauded as the most luxurious all-coach train ever launched and was designed to be all-steam powered.  To do this, streamlined locomotives would also be needed.  

The train's primary power was a trio of radical new, streamlined steam turbines listed as Class M-1.  The new Hudsons were given Class L-1 and numbered 490-494.  While regarded as overhauled F-19's, noted C&O historian Karen Parker points out that in reality the L-1's were virtually new utilizing only the fireboxes from the older locomotives.  

In some respects these Hudsons were even more advanced than the L-2's with roller bearings on all axles and rods although they featured slightly smaller drivers (74 inches) and less tractive effort. Their streamlining was beautifully carried out and somewhat resembled the New York Central's legendary Class J-3a's, styled by Henry Dreyfuss, which powered the 20th Century Limited.  

Retirement and Preservation

The L-1's were adorned in fluted, stainless-steel skirting with a forward angled nose.  This shrouding gave the engines the appearance of moving even when standing still.

The nose, and preceding boiler jacket were both painted what the C&O termed "Federal Yellow," ending as a stripe under the cab and along the trailing tender.  

Finally, narrow, stainless-steel shrouding sat above the boiler running from the cab and tapering away at the nose to provide a clean roofline.  Because of their yellow paint the locomotives were referred to as "Yellowbellies" by C&O crews. 

Ultimately, The Chessie was never launched due to sagging postwar ridership and equipment delays from Pullman. However, the L-1's were not discarded and spent a few years in service before the first pair was retired in April, 1953.

The remainder were subsequently sidelined 1955.  While no L-2's were preserved, thanks to the C&O's efforts, one L-1 was saved.  Today, #490 is on display at the B&O Railroad Museum.

M-1 Steam Turbine

The M-1 steam turbines were the embodiment of daring and visionary engineering that emerged during steam era's zenith in an attempt to provide one final, competitive edge against the diesel.

These locomotives were similar to diesels in that an electric traction motor was used to provide power.  However, instead of a diesel engine, turbines were utilized.  A few railroads experimented with the concept, one of which was the C&O.  

The C&O, Norfolk & Western, and Baldwin Locomotive Works all spent a great deal of money in research and development on this concept. 

Interestingly, the C&O's application was somewhat unique; it intended to use these locomotives in high-speed passenger service via a new streamliner known as The Chessie.  Alas, the train never made it into service and the M-1's were never reliable. 

Due to numerous mechanical problems they were scrapped just three years following their completion.  Nevertheless, it is truly fascinating to ponder what may have become of steam turbines had the design proven a success. 

One of Chesapeake & Ohio's M-1 steam turbine's, #500, is seen here in May, 1948. The locomotive, along with two others, was built to handle the railroad's postwar streamliner, "The Chessie," which ultimately never entered service.

The late 1940s were a transition period for American railways, moving from steam power to diesel.  Following the introduction of Electro-Motive's revolutionary FT diesel-electric in 1939 it was clear this motive power was the future. 

However, some railroads still believed strongly in steam power including the C&O and Norfolk & Western.   These two lines derived a large percentage of their freight revenues from the movement of southern Appalachian coal; as a result they maintained a strong allegiance to steam through the 1950s.

They also maintained a steady and near limitless supply of cheap fuel. Around the time of World War II the steam turbine was born and appeared as if it might challenge the diesel. Baldwin was a major proponent of the concept, backed financially by railroads like the N&W and C&O.

The first to test the concept was Union Pacific in 1938, using a streamlined pair for passenger service, followed by the Pennsylvania in 1944. Then, just after the war, the C&O jumped on the bandwagon.

The M-1s were unique, and at the time, revolutionary.  Under the new leadership of Robert Young since 1942, who believed fervently in high quality and efficient passenger service, the C&O wished to use steam turbines on a new service between Washington, D.C. and Cincinnati, Ohio.  

The train, named The Chessie, was lauded by Young as the most luxurious all-coach service in the country.  To further enhance its appeal, and keep in accordance with the C&O's coal roots, Young felt steam turbine locomotives should power The Chessie.

Specifications

The C&O, working with the Baldwin Locomotive Works, Westinghouse, and General Electric outshopped what was known as the Class M-1 in 1947.  

The locomotive, given #500, carried a 2-C1+2-C1-B wheel arrangement.  Or, using the Whyte Notation was a 4-8-0-4-8-4.

The locomotive was 106 feet long, weighed 428 tons (856,000 pounds), and boasted 6,000 horsepower.  It was an impressive and imposing machine featuring a shrouded, streamlined carbody with a pleasing livery of grey, Federal Yellow, and deep blue. 

Following #500, two more would arrive in 1948 and given #501 and #502. According to Thomas Dixon, Jr.'s book, "Chesapeake & Ohio Railway:  A Concise History And Fact Book," the Class M-1's functioned by employing a standard boiler, fed by coal, to power electrified traction motors on the axles thus propelling the locomotive forward.  

In essence the M-1 was a combination of steam and diesel locomotive using a boiler and traction motors but lacking a diesel engine.   Departing from traditional steam designs, the M-1's boiler was situated to the rear while a coal tender, streamlined as part of the entire locomotive, was located ahead of the cab.

Visually, the M-1s were distinctive. They were perhaps the most streamlined steam locomotives ever built, featuring a sleek and aerodynamic design characteristic of the 'streamline moderne' style of the 1940s. This was not merely aesthetic; it was - to an extent - also intended to reduce drag at high speeds.

Mechanical Issues

Unfortunately, the design was also mechanically complex.  During initial tests in 1947 the #500 experienced a variety of problems.  Part of the issue was the turbines themselves which, while practical in marine applications, could not tolerate the jarring action - and heavy beating - experienced in standard service on a railroad.  There was also the problem of dirt, dust, and other particles fouling equipment, including the traction motors.  

Despite claims by its builders the M-1 would require less maintenance via fewer moving parts and greater fuel savings, the C&O was unable to operate the locomotives from Washington to Cincinnati without mechanical issues.

In 1948 the railroad promoted the new Chessie by parading an exhibition train, led by an M-1, around the entire C&O system.  This public relations endeavor allowed folks to tour the equipment during stops at various towns and cities. 

Unfortunately, the train never entered service despite millions spent on the new locomotives and cars.   Young had wanted The Chessie running by 1946 but a large backlog of postwar orders delayed the cars from arriving for two years at which point declining ridership forced the C&O to end the concept. 

Legacy

Ultimately, much of the large order C&O had placed with Pullman was either sold or used for the railroad's other services.  The unsuccessful M-1's continued to run for a few years and were eventually sent back to Baldwin.  They were finally scrapped in 1950.  

Although the M-1s did not deliver on their promised operational efficiency, they remain a significant chapter in American railway history, representing a step towards technological advancement and innovation. The locomotives continue to generate interest and spur conversations among railway aficionados. 

Class T-1 (2-10-4)

The C&O's T-1's included a fleet of forty 2-10-4 "Texas" types, which entered service just after the country entered the Great Depression.  The success of these locomotives in heavy freight service sold the C&O on "Super Power" steam technology.  

What was essentially an enlarged Berkshire, the 2-10-4's could handle well over 100-car trains in the rugged western territory with an ability to cruise at-speed.  

Following the arrival of these engines virtually all future steam locomotives the railroad purchased were of the "Super Power" variety including such wheel arrangements as the 4-6-4, 4-8-4 Greenbriers, and of course the 2-8-4 Kanawhas.  Sadly, no examples of these historic locomotives are preserved.

In this Chesapeake & Ohio publicity photo 2-10-4 #3023 (T-1) has just left the Chicago main line as it hustles westbound/northbound across the Sciotoville Bridge spanning the mighty Ohio River with loads of coal destined for Columbus and Toledo in 1943.

The C&O used a wide variety of wheel arrangements, from the massive 2-6-6-6 "Allegheny" to the small 2-8-0.  These locomotives could be found in service until the end of steam. 

In fact, as Tom Dixon notes in "Chesapeake and Ohio Railway: A Concise History and Fact Book," Chessie is said to have had more wheel arrangements in service (18) at the same time than any other railroad except the Santa Fe.

The C&O also employed big steam for fast freight operations, such as the 2-8-4 and the 2-10-4.  These locomotive could high-step their way at over 30 mph lugging either heavy coal drags or merchandise trains.  

The Texas Types introduced the Chesapeake & Ohio to the age of "Super Power" steam and was the first which its Advisory Mechanical Committee (AMC) took credit in designing.  The AMC was an oversight body formed shortly after the Van Sweringen brothers gained control of the C&O in 1923.  

Its purpose was to improve and standardize, among other initiatives, motive power across the Van Sweringen-owned properties, which at that time included the C&O, Erie, Nickel Plate, Pere Marquette and Hocking Valley Railway. 

As Mr. Dixon points out the AMC, in addition to its research and development department, also held authority over mechanical decisions for each railroad.

The 2-10-4 was spawned from AMC's original interest in Super Power technology.  This term chronicles late era steam locomotives which featured large, expanded fireboxes (requiring two trailing axles) that could produce near infinite quantities of steam. 

Development

The C&O's 2-10-4's were born from the 2-8-4 Berkshire (or "Kanawhas" on the Chessie), the original Super Power design.  This wheel arrangement had first been tested on New York Central's Boston & Albany subsidiary in northwestern Massachusetts during the spring of 1925. 

Specifications

It appears the Van Sweringens' quickly recognized the inherent advantages of the 2-8-4 and were immediately impressed with Lima's "Super Power" concept. As Mr. Dixon notes only a few years later, in 1929, the brothers had formed the Advisory Mechanical Committee.  

Over the next two decades the AMC refined a range of powerful new locomotives, perhaps the best remembered of which were the so-called 2-8-4 "Van Sweringen Berkshires" found on all of their railroads.  The C&O's 2-10-4's rolled out within a year of the committee's formation, working with Lima in doing so.

In creating the T-1's, AMC and Lima based the design from Erie's successful Class S 2-8-4's, essentially stretching the locomotive by including an additional driving axle.  

Per the AMC's recommendations the C&O ordered 40 2-10-4's from Lima in 1930, numbered 3000-3039.  Not only were these locomotives powerful - able to exert tractive efforts of nearly 94,000 pounds - but with 69-inch drivers could lead a train of empty coal hoppers at 50 mph.

Both the railroad and its employees were very impressed with the 2-10-4's.  As C&O historian Eugene L. Huddleston notes, "This was truly one of the greatest locomotives ever built." Mr. Dixon points out that the T-1's were the largest and most powerful non-articulated locomotives ever manufactured when they first entered service in 1930.   

The C&O normally assigned them west of the Ohio River where they generally operated between Russell, Kentucky and Toledo, Ohio via Columbus.  The engines could regularly handle 14,000-ton, 160-car coal drags to the Lake Erie docks and other points across Ohio. 

Sometimes they would also venture east but this was relatively rare.  The T-1's operated without major changes or upgrades throughout most of their careers although they did see an increase in boiler pressure to 265 psi, which slightly increased tractive effort. 

Retirement

The locomotives were not particularly old by steam standards when their retirement came in 1952-1953.  As a major shipper of coal the C&O was a staunch proponent of steam power, so much so that it continued acquiring new locomotives through the late 1940s.  

It also took the bold step of testing experimental steam-turbine technology, which ultimately proved unsuccessful.  As the secondary steam market faded away the C&O realized diesels were the future and began retiring steam by the mid-1950s.  While the company preserved many examples of various wheel arrangements none of the 2-10-4's were saved.

CSX Transportation

The creation of CSX entered the C&O into its last of many long and storied chapters; eventually a new subsidiary known as CSX Transportation was formed to operate the company's railroad assets.  

According to Trains Magazine, the Western Maryland was the first to disappear, merged into the B&O on May 1, 1983.  The B&O survived until April 30, 1987 when it disappeared into the C&O.  Finally, the C&O was formally dissolved as a corporate entity on August 31, 1987.  

Today, large segments of the old C&O remain in use, including its main line from Newport News to Cincinnati as well as segments into northern Ohio via Columbus and Toledo.  

Unfortunately, most of its route to Chicago has been abandoned in favor of the B&O's line and the segment to Lexington is no longer part of its network.  In addition, most of ex-Pere Marquette trackage has either been sold or abandoned.  

The Chesapeake & Ohio Railway will always be remembered for the excellent railroad it operated throughout much of the 20th century and Chessie the kitten remains beloved by millions, decades since the railroad has disappeared.

Public Timetables (August, 1952)