KnowThyEarlyMohawks_Oct7

Know Thy Early
Mohawks

by
Thomas R. Gerbracht

Dedication

This book is dedicated to the New York Central crews
who manned the cabs of the Central’s Mohawks for over four decades,

and to their extended families.

2019 by Thomas R. Gerbracht.
All rights reserved.

No part of this book may be reproduced in part or whole,
in any form or means whatsoever, including electronic media, without express
written permission from the publisher, except for brief quotations used in reviews.

Published by
T. R. Gerbracht
4883 Thoroughbred Loop
Erie, PA. 16506
ISBN: 978-0-578-53093-2
Printed in the USA by Jostens Book Manufacturing by
Seaber Turner Associates, www.seaberturner.com
Book Design by mjlipkin.com

Purpose and Acknowledgements

The beginning of my quest to fully document the three great steam designs of the New York Central
Railroad began with “everyone’s favorite locomotive”, the classic New York Central Hudson type. But
there was a triumvirate of Central steam that deserved to be recognized. The second book had as its
subject the most powerful and arguably the best two-cylinder steam locomotive ever built, the New York
Central’s Niagara.

A third book was planned, celebrating the Central’s Mohawk type locomotives. My investigation of the
original Mohawk design, dating from 1916 and continuing through the “L” subclasses, led to a decision to
divide this subject into two volumes. The significant amount of information available as a result of the
operation of Mohawks from 1916 until the very end of steam in 1957, and the fact that there were 600
New York Central Mohawks, were the principal factors that led me to this decision. This became quite
a challenge. For example, the preparation for these two books required a review of 2,662 images of Mo-
hawks for potential publication, and a technical history review that began shortly after the beginning of
the modern New York Central. There were other factors of course, including the high cost of a single very
large book and its associated economics that would be required to do these locomotives justice, and my
goal of including everything of value to our readers and fellow modelers. A mandatory inclusion was a
superb series of mostly unpublished photographs on the highest quality print stock and using the most
advanced stochastic printing methods.

The selection of photographs was made to publish the very best images that would also be a source of
technical information and enjoyment for our readers. Unfortunately, a number of these images lacked
date and location information. I was able to identify a number of locations, and some dates are either
estimated or a date range is used. For any errors in the captions or the narrative, those errors are the
responsibility of the author.

The book that you are holding identifies the environment that led the Central to a 4-8-2 wheel
arrangement, compares the Central’s early Mohawks to their contemporaries, describes the service
experience of these landmark locomotives, and identifies the evolutionary changes that the railroad made
to improve the basic design. The figures in parenthesis that follow text are the reference NYC drawing
numbers that formed the basis of the narrative.

The Central’s early Mohawks, the L-1 and L-2 classes, ruled the Central’s mainline from 1916 until the
1950’s. L-1 and L-2 Mohawks and Hudsons were the two standard steam locomotive designs used by the
railroad during its Golden Age. The original L-1 Mohawk was the initial design that led to a continuous
evolution of Mohawks that lasted through 1943. The last of the modern Mohawks sired the ultimate
steam locomotive, the Central’s Niagara.

This book, like the previous two, is a team effort. I would like to extend my thanks to my fellow
Directors of the NewYork Central System Historical Society for their support. All proceeds from this book,
and the subsequent volume on Late Mohawks, will be donated to the New York Central System
Historical Society.

Several of my fellow Directors must be recognized for their roles in bringing this project to
fruition. I would like to extend my appreciation to President Dave Mackay for his enthusias-
tic support. Vice President Sheldon Lustig provided a critical operational perspective for Line

East train operation during the 1920’s and 1930’s. Fellow Director Jim Suhs shared images
from his extensive photograph collection. Director Emeritus Richard Barrett shared images
and information from his collection of NYC memorabilia. Fellow Director and Manager of Collinwood
Shop, Mike Vescelus, must be recognized and acknowledged for his yeoman work on orders placed with
us via our website. A special thank you to Director and Treasurer Noel Widdifield for handling advertising
for the book, and for his detailed accounting for this project.

My “color coverage” support team, including Art Peterson of Krambles-Peterson archive and
John Szwajkart, promptly responded to my plea for color images of Mohawks. It is my pleasure to include
images from Art’s and John’s collections in this volume. Fellow Director Jim Suhs and Director Emeritus
Dick Barrett also responded with color images from their collections. Thank you to these selfless indi-
viduals for showing us what the NYC at work was really like, and for providing such high-quality images.

In addition, I would like to thank John Szwajkart, who generously provided the two images for the dust
jacket depicting Mohawks in their role as a “workingman’s locomotive”.

Jeremy Taylor, a NYCSHS member and ardent supporter, supplied important information that permitted
me to develop detailed and informative captions for the final period of Mohawk operation on the Big Four.
Jerry’s detailed knowledge of operations in this service area are without peer, and I was delighted to have
him as a part of the informal team that allowed me to capture this information for our readers.

Two New York Central Headquarters volunteers also played a critical role in the development and avail-
ability of this book. Dave Nethery provided a complete series of high-quality scans of the Society’s Mo-
hawk images for the book. Bob Wasko, our shipping expert, continued his role in making sure that the
orders were accurately defined, and that books shipped to our loyal supporters were received by them in
a timely manner and in good condition.

I would also like to thank Gloria for her patience with and wholehearted support of these projects, and
for her help in making the manuscript readable and presentable.

Finally, I would like to thank those who displayed their faith in NYCSHS as an organization by purchasing
the volumes released to date. The income from these efforts has permitted our organization to fulfill its
mission and broaden its reach in the world railfan community. Prior books have all sold out, and it is grati-
fying to me that the affection I have for the Central’s motive power is shared by so many. I am proceeding
on schedule to have the second and final Mohawk book,“Know Thy Late Mohawks”, available in 2020.

I hope that the four volumes that will encompass the New York Central steam triumvirate will find a place
in your library, and that all readers will find the information and images a valuable and continuing refer-
ence to the power that propelled the Golden Age of the New York Central.

Sincerely,

Tom Gerbracht
Erie, PA
June, 2019

PHOTO CREDIT KEY

AP Arthur Peterson (Krambles-Peterson Archive)
CEH Clyde E. Helms
CF Charles Felstead
DTH Donald T. Hayward
GAD George A. Doeright
Gary’s The Gary’s
HLV H. Lansing Vail (NYCSHS Collection)
HS Harold Stirton
JH Jeff Hands (NYCSHS Collection)
JCS James Suhs Collection
JS John Szwajkart
JKT Jeremy Taylor (NYCSHS Collection)
JW Jay Williams Collection
NYCSHS New York Central System Historical Society Collection
RBG Robert B. Graham
RFC Raymond F. Corley
RFS Robert F. Schell (NYCSHS Collection)
RJB Richard J. Barrett Collection
RJF Robert J. Foster
RS Robert Spaugh (NYCSHS Collection)
RT Ray Tobey
TRG Author’s Collection
WAR W.A. Ranke

No. 2995 sits under the Elkhart coal dock in the early 1940’s. The clean lines and comely appearance of 2995 is enhanced
with a Hudson style smokebox front, deck mounted air pumps, a drop coupler pilot, NYC number plate and oval, and
Hudson style tender, making this engine and sister 2998 the best looking of all of the Central’s early Mohawks. (NYCSHS-RS)

Introduction

The first Mohawk type steam locomotive appeared on the newly minted New York Central in July, 1916, less than two years after
the Vanderbilt driven merger of the New York Central and Hudson River Railroad and the Lake Shore and Michigan Southern
Railroad. The first locomotive design with a 4-8-2 wheel arrangement consisted of three locomotives built for the C&O railroad
in 1911 for use hauling passenger trains weighing up to 700 tons over the Allegheny Mountains, hence the name “Mountain”.
The Central was the seventh user of the type. By the time that the Central received its first Mohawks in 1916, Mountain type
locomotives had been built previously for the C&O, Missouri Pacific, Rock Island, Great Northern, Seaboard Air Line, and Canadian
Pacific. The design base for the 4-8-2 type was the widely used 4-6-2 Pacific, with one additional set of driving wheels added to haul
steel passenger stock over mountainous profiles. The Central declined the use of the name “Mountain”, preferring to use the name
“Mohawk”. The Central’s engine was a fast freight design intended for use along its famous“water level route“.

Prior to the advent of the new Mohawk type locomotive, the 2-8-2 Mikado type locomotive was the standard “heavy freight” hauler on
the Central in the years 1913-1916. The relatively long and heavy main rod and the use of relatively small 63-inch driving wheels made
Mikados unsuitable for high speed service.

For service on the water level main line, something different, something faster and better was needed.

During this time in motive power history, the term “high speed service” was a relative term. For example, the Employees Timetable for
the Mohawk Division in September 1929 provided speed limits for various tracks. On tracks one and two, the “high speed” westbound
and eastbound tracks, the speed limit for freight trains was 40 mph. On tracks three through track eight, which were primarily freight,
the speed limit was 35 mph. The speed limit on the West Shore was 25 mph between Harbor (East Utica) and Syracuse. On both routes
there were speed restrictions as low as six mph. There were long sidings, based on 43-ft cars, only on the mainline. These were located
at St. Johnsville, Rome, and Oneida, with capacity of 110 to 200 cars. Train density was high, with about fifty first class trains every twen-
ty-four hours. The challenge for New York Central freight power would be to have the high drawbar pull at speed (horsepower) to haul
a train of approximately 75 to 95 cars weighing 2500 to 3500 tons at track speed, and to develop the excess horsepower to rapidly lift
the train from slowdowns due to speed restrictions. And the locomotive should have axle loadings that, while providing the necessary
adhesion, were also as low as practical to minimize damage to rail and roadbed.

The original Mohawks were followed within a few years by 4-8-2 designs for other railroads, including the Light and the Heavy 4-8-2’s
designed by the United States Railway Administration in 1918 for passenger service. There were four distinct subclasses of L-1 Mohawks
eventually used by the Central, and these 185 locomotives served in front line service until the mid-1920’s.

Motive power development in the early 1920’s prompted the Central to investigate a more advanced locomotive for Line East that would
supplement and eventually displace the L-1. A new design for this application would continue the use of a relatively large 69-inch driving
wheel, the four-wheel lead truck, but would have a higher boiler pressure and smaller cylinders. In order to achieve higher horsepower,
the new design would include a mechanical stoker, and for an increase in efficiency, the combustion chamber would be enlarged. The
new locomotive design included appliances that would further improve performance and efficiency,including a much larger superheater,
a feedwater heater, a booster engine, and a large tender. The emphasis on low individual axle loadings would continue. The first of these
Mohawks, the L-2A class, was introduced in 1925. The design was so successful that 300 L-2 Mohawks were acquired by 1930, in four
subclasses. By the early 1930’s, the L-2 Mohawks were dispersed throughout the entire NYC system.

The L-2A and its further evolved successors had a career on the Central that started in 1925 and ended in 1957. The final steam roster for
the New York Central, dated January 18, 1957, rostered eleven L-2 Mohawks, nine L-2C’s and two L-2D’s.

During the Golden Age of the New York Central, the Hudsons held the glamor assignments. Freight traffic paid most of the bills, however,
and the Central’s engine crews in road service spent a lot more hours, days, weeks, and years in the cabs of L-2 Mohawks than in any
other New York Central steam power, with the possible exception of Class H-5 Mikados and U class switchers. The L-1 and L-2 class rode
well, steamed well, and were fast and reliable. They were very well liked by crews. When they were built, they were the premier freight
locomotive on the premier railroad in the country.

Join me in saluting and celebrating the NewYork Central’s early Mohawks,and to the crews that recognized what a marvelous mechanical
tool they could use to contribute to the success of a great enterprise.

Tom Gerbracht



Know Thy Early
Mohawks

Table of Contents

The L-1 Mohawk......................................................................... 1
The L-2 Mohawk......................................................................... 43
Mohawks in Color...................................................................... 121
The Oddities ............................................................................. 153
Maintaining the Mohawk Fleet................................................... 177
Tenders ............................................................................. 203
The Final Miles........................................................................... 217
Bibliography ............................................................................. 229

L-1A Mohawk No. 2509 is new at Alco in November of 1916. She was a big girl for her time, far larger than the small
Pacific she would replace. Prominent is a large diameter boiler, high drivers, and the clean and simple lines of early
century motive power. The small eight-wheel tender design will not survive early evolutionary changes. (TRG)

The L-1 Mohawk

The History Central. The L-1 Mohawk appeared on the Central in July,
1916. Motive power developments on the Central and in
With the single unique exception of the steam to diesel the industry preceding the first Mohawk provide some
conversion, North American railroads have always clues about parentage. In the early twentieth century,
followed a path to new motive power using an there were a number of improvements in rolling stock,
evolutionary process. The reason for this is that the cost both freight and passenger, that forecasted an increase in
of failure is too high for revolutionary and therefore the size and capability of motive power. For passenger
unproven designs. The challenge in writing about the equipment, the government edict that mandated a change
Central’s L-1 Mohawk must therefore begin with a search in passenger equipment from wood to steel construction
for the Mohawk’s “parents”. resulted in heavier trains. The impact on passenger mo-
tive power resulted in the obsolescence of 4-4-2 Atlantic
The 4-8-2 Mohawk was the logical outgrowth of the 4-6-2 type locomotives, and higher passenger train speeds and
Pacific and the 2-8-2 Mikado type locomotives on the the need for higher horsepower resulted in a 4-6-2 Pacific

K-11E Pacific No. 3162, intended for passenger and freight service, had too little adhesive weight and tractive effort
for dual service after steel rolling stock was introduced. Similarity to the first L-1A Mohawk is apparent when com-
paring builder’s photographs. (TRG)

1

type locomotive replacing both American Standards and have been relatively brief as very few photographs exist of
Ten Wheelers. them in this service. With a relatively low adhesive weight,
69-inch driving wheels, and 38,970 pounds of starting trac-
On the Central, and in response to favorable topography, tive effort, the K-11 class became limited in their ability
the railroad proceeded to develop a “dual service” locomo- to haul heavier freight trains at higher track speed. They
tive, that could be successful in either freight or passenger were not quite fast enough for mainline passenger service,
service. This locomotive, the K-10 Pacific, was delivered in although they served effectively on branch lines and in
December of 1910. With the addition of superheaters to commuter passenger service.
the K-10 design, they were reidentified as Class K-11, and
first appeared in February of 1911. By late 1913,the design Starting in 1912, the Central initiated a program to rebuild
had evolved into the K-11F class. While the Central con- and modify 2-8-0 Consolidation type freight locomotives
tinued to use ever larger and more capable Pacifics in pas- into 2-8-2 Mikado types. The addition of a trailing truck
senger service until the advent of the world’s first Hudson axle to a Consolidation type 2-8-0 locomotive eliminated
type locomotive in 1927, the K-11 Pacifics were soon over- the design restriction that the firebox fit either above or
whelmed in freight service by an increase in train length inside the rear set of driving wheels of a locomotive, and a
and weight. While the K-11’s were designed for a dual ser- locomotive with a considerably deeper firebox and greater
vice role, their appearance on mainline freight trains must furnace volume resulted. The larger firebox and furnace

Mikado No. 3694 was rebuilt and converted from G-5B 2-8-0 Consolidation No. 2438 in March of 1912.
This Class H-5C engine was one of hundreds of H-5’s, many of which lasted until dieselization. (TRG)

2

resulted in greater horsepower,although steam production The Central’s insatiable need for motive power also
and therefore horsepower was still limited by the need to resulted in the appearance of Class H-6 and H-7 Mikados
hand fire. In spite of this limitation, this 2-8-2 Mikado de- in the period from 1912 to 1918. With the advent of the
sign was so successful that the railroad eventually rebuilt United States Railroad Administration, the Toledo and Ohio
461 Class G-5 2-8-0 Consolidations into Mikados. These H-5 Central, a Central affiliate, had accepted a very successful
Mikes ran at 180 psi, and used 63-inch driving wheels, the USRA designed Class H-6 Mikado. The Michigan Central,
“standard” freight locomotive driving wheel size. These another NYC affiliate, began the use of a heavy Class H-7
engines had a calculated starting tractive force of 48,600 Mikado by 1920. All of these Mikado locomotives used
lb with a boiler pressure of 180 psi. They were a great the “standard” driving wheel diameter for a freight en-
success in the annals of NYC motive power, and were so gine, which was 63-inches. The H-6 class was the standard
successful that the Central ordered 179 new H-5 Mikes “USRA Light Mikado”, while the H-7 class was a New York
between 1913 and 1924. They became the standard freight Central design, the first of these appearing in 1912. The
power on the railroad, and the Central owned 640 of them. 179 USRA engines were mostly used on NYC subsidiaries
By the time of the first world war, however, the H-5 had such as the Big Four and the Ohio Central. The H-7 Class
reached its maximum capability. Mikes were assigned exclusively to the Michigan Central
and the Big Four.

This Class H-5H Mikado was the first H-5 of the Class built new for the railroad. Specifications for this engine and the
converted Consolidation on the preceding page are almost identical, except for the addition of a superheater to No.
3751. (TRG)

3

Beginning in 1916 and continuing through 1920, With this in mind, the Central designed a locomotive that
the railroad also developed an H-8 Mikado with 57-inch would permit higher speeds with heavier trains. This, in
diameter driving wheels for heavy mineral service on the turn, drove the specification for a 69-inch diameter driving
Pittsburgh and Lake Erie, a NYC subsidiary. Beginning in wheel design, and a four-wheel lead truck. The larger driv-
October 1918 and continuing through April 1919,the P&LE ing wheels would keep machinery speeds down and per-
received a total of thirty locomotives which were USRA mit faster schedules. The four-wheel lead truck was well
“Heavy” Mikados. Twenty were built by Alco, and Baldwin proven in high speed passenger service, and would result
Locomotive Works suppled ten locomotives. These were in reduced track and roadbed maintenance. It would re-
classes H-9A through H-9D. With 63-inch diameter driving duce the need for additional driving wheel counterbalance
wheels, these too, were used in mineral service. Neither to keep the locomotive from “nosing”, which is a horizon-
type of Mikado was a high-speed design. tal oscillation as the locomotive traveled down the track.
“Nosing” was usually corrected by adding driving wheel
Despite an influx of well-designed and successful Mikados counterbalance weight in order to permit better tracking
in New York Central mainline freight service, the Mikado at higher speeds. However, the addition of driving wheel
was evidently not “the answer” for Line East. The territory counterbalance weight resulted in greater dynamic aug-
served by the railroad included the rapidly developing in- ment, or “rail pound”.
dustrial corridor from NewYork City to Buffalo,the industri-
al and commerce center of the USA during this time. While The addition of one axle to a Mikado type locomotive, re-
not documented,it is possible that the railroad’s Mechanical sulting in a 4-8-2-wheel arrangement, permitted the Central
Department had not fully reacted to the acquisition by the to use a larger boiler than had been used on their Mikado,
Vanderbilts of the former Lake Shore and Michigan South- while keeping individual axle loads as low as practical. An-
ern Railway, the Vanderbilt controlled route between Buf- other advantage of a locomotive with four driving axles, in
falo and Chicago. The LS&MS was formerly merged with addition to the ability to use a larger boiler, was a one third
Vanderbilt’s New York Central on December 22, 1914, and increase in starting tractive effort and adhesion when com-
in terms of motive power, rolling stock, and improvements pared with a dual service Pacific type with three driving
it was treated as a second-class operation to at least the mid axles and approximately equal driving axle loads.
1920’s. (Until the demise of steam locomotives on the New
York Central, locomotive assignments were segregated into Mikado type locomotives had one additional disadvantage
“Line East” (of Buffalo) and “Line West”, the former New for high speed service, in addition to the relative instability
York Central and Hudson River Railroad,and the Lake Shore of the single axle front truck at high speeds compared with
and Michigan Southern Railroad respectively.) a two-axle front truck in a truck frame casting. The main
rod drove the third driving wheel set, and the main rod was
The first priority of the railroad during this time period was therefore longer and heavier than a main rod that drove a
the development and assignment of the latest and most ad- second driving wheel pair. The Central’s new L-1 Mohawk
vanced motive power to the Harmon to Buffalo territory,an used 69-inch drivers, and a main rod connected to the sec-
almost gradeless speedway where the greatest efficiencies ond driving wheel set. The result was a lighter main rod
in train operation could be accomplished. Comprising this and the use of lighter and better distribution of counter-
territory were four operating divisions of approximately balance weight within the larger diameter driving wheels.
108 to 140 miles each. The three Divisions were alike in
many ways, with crew change points from Harmon at Alba- At this time, the size and weight resting on a single axle
ny (Rensselaer), Syracuse, and Buffalo. These crew change trailing truck was well matched to the furnace size that one
and locomotive change points became a part of union man could hand fire. The invention of the stoker permitted
agreements, and assumed that a day’s work consisted of a an increase in the size and weight of the furnace, and this
maximum of 140 miles and ten hours. Anything that the eventually resulted in the invention of a four-wheel trailing
railroad could do to make this trip faster and would result truck. The four-wheel trailer was still in the future,however,
in a reduction in the total number of locomotives required, so the railroad designed the locomotive with the weight
it would reduce congestion, and it would result in a reduc- on the single axle trailing truck within its guidelines for
tion in the number of crews required and their potential acceptable performance, although the weight on the trail-
overtime. ing truck of the new L-1 was higher than any other freight

4

engine on the railroad. The weight on the L-1 trailing truck the “heavy”. Only two railroads ordered the “heavy” Moun-
was 56,500 lb. The H-5 Mike had a weight on its trailing tain,C&O and N&W. The“light”Mountain was more numer-
truck of 49,000 lb. The figure for the H-7 Mike was 55,500, ous, having been ordered by four railroads, with copies to
and the weight of the smaller K-11 Pacific trailer was only five additional properties.
47,000 lb.
The Table that follows contains information that shows
A part of the increase in weight on the trailing truck was the relative size and weight of the road’s new L-1 class Mo-
due to the use of a 40-7/8-inch long combustion chamber hawk, compared with other locomotives rostered by the
on the new L-1. The addition of this combustion chamber railroad and used in freight service during this period. The
would improve boiler efficiency by allowing time for more new L-1 Mohawk was heavier, faster, and probably easier on
complete combustion before the products of combustion track and roadbed than its contemporaries due to its lower
were exhausted out the stack. The additional benefit of the weight per driving axle and lighter main rods, a recipe for
combustion chamber was that it increased the size of the success on the water level route. Any deficiencies when
furnace and the amount of water exposed to this furnace. they were built were rectified by the addition of modern
Testing had demonstrated that the direct heating surface appliances and upgrades by the early 1920’s,greatly extend-
of a locomotive will generate steam at ten times the steam ing their economic life.
generation rate of the tubes and flues, and this would result
in an increase in horsepower. In spite of these significant From the time of the New York Central amalgamation in
advantages,combustion chambers were problematical with 1914 to the introduction of the L-1 in 1916, the railroad had
the manufacturing methods used in this era, and not many in-service experience with a dual service Pacific and two
locomotives used them. The Central may have been unde- excellent Mikado designs. The resultant Mohawk, from a
cided, as the J-1 Hudsons of 1927 through 1931 were not design viewpoint, seemed to borrow the best design fea-
equipped with combustion chambers, although all NYC tures from these three contemporary locomotives. When
modern steam, beginning with the J-3A Hudsons of 1937, the L-1 Mohawk was compared with two other promi-
had them. nent Mountain designs by the USRA, the L-1 shared some
dimensions and features with the USRA “light” design and
Between 1911 and 1918, six additional railroads purchased the USRA “heavy” design, and was generally between the
locomotives with a 4-8-2-wheel arrangement, including the light and heavy USRA engines in size, weight, and capa-
New York Central. The United States Railway Administra- bility. It is interesting to note that the 1930 Locomotive
tion standardized designs of 1918 included two additional Cyclopedia identified both of the USRA Mountain types as
“Mountain” type locomotive designs, the USRA “light” and designed for passenger service.

Mohawk No. 2500, now equipped with the latest appliances, sits at Youngstown, OH
on May 22, 1947 in this George Doeright image. (NYCSHS-JH)

5

NYC L-1 Mohawk and Contemporaries

New York Central Locomotives Contemporary Mountains

K-11E H-5H H-7D H-10A L-1A Modified L-1 USRA Light USRA Heavy
Pacific Mikado Mikado Mikado Mohawk Mohawk Mountain Mountain
(3 Cyl.)

Year 1910 1913 1913 1922 1916 1922 1919 1919

Wheel Arrangement 4-6-2 2-8-2 2-8-2 2-8-2 4-8-2 4-8-2 4-8-2-A 4-8-2-B

Intended Service Dual Freight Freight Freight Fast Freight Fast Freight Passenger Passenger

Road Number (Original) 3162 (4562) 3751 7933 (2033) 1 2500 2568 3300 133
(NYNH&H) (C&O)

Maximum Height (ft-in) 14’-9-3/4” 14’-9-5/16” 14’-11-1/2” 14’-10-1/2” 14’-9-3/4” 14’-11-3/4” 15’-0” 14’-10-7/8”

Maximum Engine Weight (lb) 270,000 284,000 322,000 335,000 343,000 368,000 327,000 352,000

Wheel Base-Engine and Tender (ft-in) 66’-4-1/2” 67’-8” 69’-10” 71’-6-1/2” 72’-9” 82’-6” 75’-8-1/2” 75’-8-1/2”

Rigid Wheel Base- Driving Wheels (ft-in) 12’-6” 16’-6” 16’-6” 16’-6” 18’-0” 18’-0” 18’-3” 18’-3”


Boiler Diameter (in) 73” 80” 84-5/16” 86” 80” (ID) 80” (ID) 78” 86”

Boiler Pressure (psi) 180 180 190 210 190 200 200 200

Tube Length (ft-in) 20’-0” 20’-6” 21’-0” 20’-0” 21’-6” 24’-11” 20’-6” 20’-6”

6 Direct Heating Surface-Firebox-
Arch Tubes, (sq-ft)
230.4 230.7 246 291 320 242 348 373

Grate Area (sq-ft) 56.5 56.5 59.6 66.4 66.8 66.8 70.3 76.3


Cylinders-Dia and Stroke (in) 26” x 26” 25” x 32” 27” x 30” 28” x 30” 28” x 28” 25” x 28” 27” x 30” 28” x 30”

Driving Wheel Diameter (in) 69” 63” 63” 63” 69” 69” 69” 69”

Weight per Driving Axle (lb) 58,167 53,750 61,250 62,000 58,500 60,400 56,125 60,750

Max.Tractive Effort excl Booster (lb) 39,000 48,600 56,100 66,700 51,400 64,700 53,900 58,000


Tender Type 8 Wheel 8 Wheel 8 Wheel 8 Wheel 8 Wheel 12 Wheel 8 Wheel 8 Wheel

Tender Capacity-Coal/Water (Tons-Gal) 10/7,500 12/7,500 16/10,000 16/10,000 14/8,000 16/15,000 16/10,000 16/10,000

Note 1 Note 2 Note 3 Note 3 Note 4 Note 4 Note 5 Note 5

Note 1: Table information from Photopaster Card
Note 2: Class H-5H first subclass built new. All previous H-5 subclasses rebuilt from NYC&HRRR G-5 and G-6 Consolidations
Note 3: Michigan Central engine. Photopaster card.
Note 4: Photopaster Card
Note 5: Train Shed Cyclopedia No. 6;“Uncle Sam’s locomotives” - Huddleston

The L-1 Fleet footboards, and they used an 8-wheel tender equipped
with a water scoop. Original tender capacity was 8000
Road Numbers 2500-2529 (L-1A Alco) gallons and fourteen tons of coal. They had two non-lifting
Road Numbers 2530-2584 (L-1B Alco) injectors, and were equipped with two New York #5 du-
Road Numbers 2585-2639 (L-1C Lima) plex air pumps which were located on the fireman’s side
Road Numbers 2640-2684 (L-1D Lima) of the engine between the third and fourth driving wheel
set. The first thirty Alco engines fed boiler water via a “top
The L-1 class,as originally built by Alco and Lima,were very check”, while later Alcos and all Lima engines used two
similar in both appearance and use of various appliances. check valves on the boiler centerline, one each on the left
All had Bradford dome throttles, Woodard designed front and right sides of the boiler. The L-1A’s arrived with turret
trucks, and Cole radial type trailing trucks. The headlight covers. Subsequent orders arrived without turret covers,
used was the oil burning Dressel. They used Walschaerts and they were later removed from some or all L-1A engines
valve gear, activated by Ragonnet reverse gear. The origi- as superfluous. They were hand fired, with two fire doors,
nal 2500 was equipped with a screw reverse gear. They although provision was made for a stoker installation. They
all had fabricated pilots, which were soon replaced with were delivered with 185 psi boiler pressure. All L-1C’s and

Builders photo of the first L-1A Mohawk shows the clean lines and lack of appliances. This engine was equipped with
a screw type power reverse gear, whereas the production engines that followed were equipped with Ragonnet gear.
Other items of note are the cab turret cover, the dome throttle, the Dressel oil headlight, the pilot, the short main rod
and distance between the rear wheel set of the front truck and the first driving wheel, the Cole trailing truck, the
hinged ashpan cover, and the small tender. (TRG)

7

L-1D’s were delivered at 190 psi boiler pressure. The 30
L-1A and 55 L-1B’s were built by Alco. The 55 L-1C’s and 45
L-1D’s were built by Lima. The switch to Lima for the third
and fourth orders may have been due to an unpublicized
war allocation.

Alco Class L-1B Mohawk No. 2582, built in February 1918, differs slightly from the L-1A Class. (NYCSHS)

Lima L-1C No. 2629, turned out in April 1918, looks like an exact copy of the L-1B Alcos previously shipped. (NYCSHS)

8

9

In their prime and while they were still hand fired, an L-1
Mohawk could haul a 95-car freight over the 139-mile Mo-
hawk Division in five to eight hours.

Assignments

The earliest data available regarding assignments is dated
March of 1944, after which a quantity of L-1’s had
already been retired. The following Table lists the 116
L-1’s remaining on the roster by road number. The L-1
fleet had been dispersed throughout the system, with thir-
ty-eight of the 116 assigned to Line West, and ten assigned
to the Big Four.

The Competition

The introduction and sale of 302 H-10 Mikados to the Cen-
tral and its subsidiaries from 1922 through 1924 must have
made Alco concerned that they had not been pursuing
the best technology with respect to locomotive design for
their largest customer. The H-10 was regarded as the most
efficient locomotive on the Central’s roster at the time that
they were built. Alco had shipped over sixty percent of
the H-10’s bought by NYC and its subsidiaries, but it was
not their design. While Alco, and Lima during WWI, had
been evolving a good Mohawk design for Harmon to Buf-
falo operation, Lima obviously had begun to fill a need for
a locomotive that would be suitable for the entire railroad
west of Buffalo! The railroad might have concluded that
the H-10 was not “the answer” for high speed service. Of
the 171 H-10’s built for the Central, sixty-eight had been
leased to the CCC&StL and Michigan Central subsidiaries
by 1930, joining the even 100 H-10’s built specifically for
the Big Four and the M.C. There are no known photos
of H-10’s operating on Line East, Harmon to Buffalo. (A
January 1, 1947 recapitulation of New York Central Loco-
motives confirms that there were no H-10 Mikes assigned
to Line East (of Buffalo), but there were 65 assigned to the
Ohio Central, 37 to Line West, 59 to the Michigan Central,
and 120 to the Big Four.) There were also 21 H-10’s oper-
ating on the P&LE. (Sk-S-2513)

The Dead End

Alco’s response to this threat to their sales resulted in a
proposal to the railroad for a three-cylinder Mohawk, and
two different L-1’s were selected for modification. In 1922,
the railroad returned one L-1 to Alco, with a requested re-
design for greater power and efficiency. Modified number

10

Mohawk 2503 appears to be in the Niagara Frontier area, based on the Lehigh Valley rolling stock and the
high-tension power lines in the background. No. 2503 had a vertical tube type Elesco feedwater heater,
perhaps the only L-1 Mohawk so equipped. (NYCSHS)

Mohawk 2511 has a general freight in hand in this view on the Pennsylvania Division in the late 1940’s.
The station OP waves from the station door. (NYCSHS)

11

2568 was returned to the railroad on September 13, 1922 made. Dynamometer car readings of 3400-cylinder horse-
with a new boiler, a Type “E” superheater, no combustion power were recorded, comfortably in excess of the horse-
chamber, and three cylinders. (For some inexplicable rea- power developed by a standard L-1 running at 190 psi.
son, the back of the photopaster card is dated November, After this testing was concluded, the railroad determined
1924, while the sign under the tender on the front of the that the time and effort required to maintain the middle
card is dated September 1922.) cylinder, and the relatively slow over-the-road times made
this configuration unattractive.
The lack of a combustion chamber in the new boiler re-
sulted in an increase in tube length, to 24’-11”, and these The three-cylinder Mohawks were slow. One old engi-
changes resulted in an increase in total heating surface neer, a friend of my father, once told me that he was on
from 4110 sq ft to 4917 sq ft. The engine arrived with 2568 on a trip to Collinwood OH as a traveling engineer.
the first 12-wheel tender on the railroad. The 2568 was The three-cylinder Mohawk was a “smooth runner, but not
placed in service on the Mohawk Division. The engine was nearly as fast as a standard 2500”. When the engine ar-
tested for a year, and during this time frame the railroad rived in Collinwood, as traveling engineer he had to stay
received 200 H-10 Mikados. The Central made a decision with it while it was serviced and assigned to another train.
to have Alco rebuild another L-1, and engine 2569 was They pulled the engine over a pit, and it took one shift to
chosen. The original boiler and frame were modified and lubricate everything. He knew then that a three-cylinder
reused,and this engine was returned on November 1,1924. engine would never be successful on the Central.

The use of Walschaerts valve gear was continued,and mod- L-1 Locomotive Performance
ified Gresley gear timed the middle cylinder. One unusual
feature with the use of three cylinders was that all three A short summary of L-1 performance on four different
cylinders drove the second driver axle. Most three-cylin- trips was described in the New York Central Lines
der locomotives had unequal driving axle spacing to ac- magazine of August, 1925:
commodate the geometry required to drive a different
driver axle than that driven by the outside cylinders. The Trip One
cylinders were reduced in diameter on these two, 3-cylin-
der locomotives, from 28-inches to 25-inches. The middle June 3, Engineman W. J. Sullivan and Fireman P. J. McDer-
cylinder had the same diameter as the two outside cylin- mott handled train extra, engine 2634, from Selkirk to
ders. The middle cylinder was at an 8.5-degree angle from St. Johnsville, left Selkirk yard at 1:45 P.M., arrived at St.
horizontal, and this resulted in a reduction in area at the Johnsville at 6:20 P.M., delayed one hour and forty min-
bottom of the smokebox, so the smokeboxes of both No. utes, actual running time two hours and fifty-five min-
2568 and No. 2569 were increased in length 22-inches to utes, handled 2856 tons with a fuel consumption of 58.2
recover some lost volume as a result of the location of the pounds per 1000 gross ton miles. Average steam pres-
middle (third) cylinder, and to accommodate the larger ex- sure was 192 pounds, rake was used once, and grates
haust volume. were shaken once. This engine is equipped with Booster
and back pressure gauge, and showed a back pressure of
Both engines had Elvin stokers when they were returned from three to five pounds.
by Alco, but 2568 had a Duplex stoker by mid-1926 and the
2569 had a Duplex D-2 by 1930. Both engines had their Trip Two
air pumps relocated to the front pilot deck, perhaps to ob-
tain better balance with the stoker application at the cab On May 5, Engineman J. Murray and Fireman H. N. Bab-
end of the locomotive. Both engines received Delta trail- cock handled train Extra, engine 2633, consisting of 113
ing trucks, a necessity with the use of the boosters which cars, 7142 tons, from Minoa to St. Johnsville 14 tons,
were applied. 76 miles, a fuel consumption of 51.5 pounds per 1000
gross ton miles. This train left Minoa without a helper;
In service on the Mohawk Division, the 2568 outpulled the helper, however overtook the train at Kirkville just
all other motive power, and trip times of five to six hours before stalling. Besides this handicap, a stop was made
with 8,000 to 8,500 tons from DeWitt to West Albany were at Rome for water and slowdown at Utica to pick up one

12

or two air men who were endeavoring to make a train dled train WS-8, engine 2518, from Utica to Selkirk, train
control test. This was an exceptional fuel performance, consisted of 77 cars, 3170 tons, seven tons of coal con-
due to the cooperation of all concerned. sumed en route, or an average of 35.2 pounds per 1000
gross ton miles. The train left the harbor at 12:15 P.M.
Trip Three and arrived at Selkirk Yard 3:20 P. M., train was delayed
ten minutes at East Creek account of an automatic sig-
May 14, Engineman L. T. Powell, Fireman P. Folan, han- nal at Danger due to work train ahead. This engine is

No. 2512 was at Buffalo on July 13, 1951. This was the last L-1retired, in June 1953. (NYCSHS-JH)

No. 2513, now in local service, sits at Wesleyville, PA on June 20, 1948. The engine’s assignment at this time may have
been in helper service between Wesleyville and North East, PA, where it pushed in reverse. This would permit a more
rapid return westbound to Wesleyville, where it would be available to assist other trains. EMD E7 No. 4010 and a
sister head west with a late afternoon passenger train. (RFC-TRG)

13

A close inspection of this image of Mohawk 2515 reveals that she is on the ground, and Hudson 5242 was possibly
sent to assist. The location is Westfield, NY in the northern NY snowbelt. The derailment occurred in the station area
adjacent to the catenary of the Jamestown, Westfield, and North Western trolley line. The date given is Jan. 3, 1950,
but we suspect the date is closer to the stencil date and inspection location on 2515’s Elesco feedwater heater, which
is Collinwood Shop, November 22, 1943. (NYCSHS-JH)

Mohawk 2516 poses with her engineer at DeWitt, NY on July 17, 1950. The broad grin on the engineer’s face tells
us that his assignment is the DeWitt hump, and that he will be home for dinner this evening. (NYCSHS-JH)

14

No. 2516 is nearly new, with a Dressel oil headlight, the standard eight-wheel tender, Cole trailer, and no appliances.
The engineer is confirming the operation of his injector by checking the overflow. Image is undated, but the pilot
of the engine has been replaced with footboards, so a date after 1924 is suggested. (NYCSHS)

Mohawks 2523 and 2525 drag 78 loaded coal cars out of the yard at Corning, NY with aid from L-1 2625 on the rear.
Speed is a tortuous 5 mph, with no running start, since the grade begins immediately at the yard limit. (NYCSHS-JKT)

15

equipped with an Elesco Feed Water Heater and main- head engine, and departed De Witt fast freight yard at
tained a perfect water level of two gauges at all times, 3:30 P.M., running on Track 4 to Little Falls, crossing from
steam pressure did not vary more than ten pounds, safe- Track 4 to Track 2 at Little Falls, and scooping water at
ty valves were not opened en route. This is an excep- Yosts at 6:35 P.M. Continuing on to S. Schenectady, where
tional good fuel performance as well as an operating stop was made for water, then to Karner ice house and to
performance. West Albany yard. About 13 tons of coal was consumed
on the trip. The water run from De Witt engine house to
Trip Four Yosts water pans is quite an unusual performance. Train
was stopped at SS-26, Herkimer, account of light engine
April 26, Engineman H. C.Warren and Fireman P.D.Wood ahead on Track 4, which was crossed to track 3 at that
handled train DM-2, with engine 2534, 71 loads, 2584 point. Slow speed through Little Falls, crossing from track
tons. Full tank of water taken at De Witt engine house 4 to track 2 at SS-24.
at 1:20 P.M. Engine coupled to train at 3:15 P.M., double

This photo of the back head of engine 2580 shows the July, 1928 application of a Duplex stoker. Cab arrangement
had become standardized on the railroad by that date, although butterfly firedoors had replaced most of the clam-
shell firedoor design shown. Other items of note include the throttle, the whistle lever, and the screw reverse wheel.
(NYCSHS)

16

Evolution of the L-1 time, L-1’s with mechanical stokers had their boiler pres-
sure increased to 200 psi. Prior to this change, a dynamom-
The Central tested the original Lima H-10 Mikado No. 8000 eter test was conducted on an L-1 in January, 1918, prob-
by mid-1922. The Mike’s efficiency was attributed to the ably with a stoker equipped engine and using the higher
new appliances with which the locomotive was equipped. boiler pressure. Maximum drawbar horsepower was 2685
In the 1923-24 period, the railroad identified three areas at 33 mph, with 54,000 lb drawbar pull at 4.5 mph, 48,000
for improvement in the performance of the L-1 fleet, in- lb at 15 mph, and 33,500 lb at 30 mph.
cluding the use of two cross compound 8-1/2” air pumps,
the application of D-1 or D-2 stokers, and the use of much By mid-1920, 87 of the locomotives were equipped with
larger tenders with 15,000 gal water capacity. In late 1923 mechanical stokers, resulting in a weight increase to
the railroad started the program to apply Duplex stokers, 348,000 lb. By 1921, trouble with the DuPont-Simplex
install boosters, raise steam pressure to 200 psi, and apply stoker caused some to be removed. Some engines reverted
larger capacity 12-wheel tenders to the L-1’s. During this to hand firing, while others had Elvin stokers applied. The
time the air pumps were moved to the front deck with pro- Elvin stokers were troublesome, so by 1924 a Duplex D-1
tective shields. In 1928, probably during overhauls, many or D-2 stoker from the Locomotive Stoker Company was
of the L-1’s received either Coffin or Worthington feedwa- used. Most of the L-1’s retained their Duplex D-2 stokers
ter heaters. All of these changes increased the total loco- until retirement, although there were more modern stok-
motive weight to approximately 364,500 lb, although the ers on some of the Peoria and Eastern L-1’s.
engines fell into three different weight groups, depending
on auxiliaries. Larger Tenders
The change to larger tenders for the L-1’s is documented
Stokers by a tender drawing with greater coal and water capacity,
The original L-1 Mohawks were designed with two fire to 15,000 gal and eighteen tons, on September 14, 1923.
doors and hand firing in an age prior to the advent of the (K-29400) By late 1924, sixty-four locomotives had larger
automatic stoker, although the engines were arranged for a tenders, with the original eight-wheel tenders applied to
stoker application. Stoker firing would not occur for a few K-11 Pacifics and H-5 Mikados.
years after the L-1’s were delivered. During the first quarter
of 1918, there were trial applications of Dupont-Simplex Front Deck Mounted Air Pumps
mechanical stokers to four locomotives, including road At the same time that stokers were applied,engines had their
numbers 2539, 2547, and 2575. By mid-1920, eighty-seven Duplex air pumps replaced with 8-1/2” cross compound air
L-1’s had been equipped with mechanical stokers. At this pumps. The original air pump application was made to the

Engine 2527 awaits her crew at DeWitt on July 17, 1950. (NYCSHS-JH)
17

18

fireman’s side of the locomotive below the running board Pilot Replacement with Footboards
and in the area of the third and fourth driving wheel set. The pilots that the L-1’s were equipped with were replaced
The new air pumps were mounted on the front deck of the with footboards, as specified by Front Bumper Beam Draw-
locomotive, in an effort to balance the increased weight of ing V-29674 dated November 15, 1924. (V-29674)
the stoker at the rear of the engine. (Central Headlight Mag-
azine 2Q87-Curl) Main Rod Change
The most interesting change identified by a drawing is a
Additional Evolutionary Changes change in the length of the Main Rod from 98-inches to
106-inches. Original Locomotive Elevation drawing V-26420
The railroad continued to evolve the L-1 design with numer- documents the use of a 98-inch main rod on L-1’s. Drawing
ous other improvements, identified below from available V-35565, dated June 25, 1926, changes main rod material to
drawings. steel and identifies a 106-inch main rod to be applied under
“The authority of the G.S.M.P. & R.S” (General Superinten-
Electric Headlights dent of Motive Power and Rolling Stock). There is no doc-
The appearance of the L-1 changed with the conversion in umentation that the locomotive wheelbase changed, which
1919 of the Dressel oil burning headlight to electric. By the would be required with a lengthened main rod. There are
mid 1920’s, Sunbeam electric headlights had replaced the no indications that the cylinder saddle was moved forward,
Dressel equipment, and many L-1’s kept Sunbeam lights un- and from photographs and locomotive elevation drawings
til retirement. Locomotive Data Card Records indicate that contained in the Locomotive Classification Book there is no
35 L-1’s were subsequently equipped with Pyle-National change in length between the rear front truck wheel cen-
cast case headlights during their careers,with the remaining terline and the first driving wheel centerline. It is therefore
engines retaining Sunbeam equipment. There were thirty doubtful that this change ever took place. It does, however,
engines for which no headlight type is identified. (Central highlight a shortcoming in the design of the L-1’s running
Headlight Magazine 2Q87-Curl) gear. The more extreme arc of a shorter main rod on an
engine with a 28-inch stroke may have made adequate lubri-
Reverse Gear cation difficult,and prompted additional changes. (V-26420,
By reviewing available drawings, we were able to deter- V-35565)
mine approximate dates for the various modifications and
improvements to the L-1 class. Drawing V-28678 dated De-
cember 18,1922 documents the application of Precision Re-
verse Gear with a cab handwheel to all of the L-1’s.

Redesigned Main and Side Rods
The first redesign of main and side rods was made, speci-
fying a different bushing design for the driving wheel pins,
on March 27, 1924, per Drawing T-26211-E. During that
time, Lima had developed a tandem main rod arrangement
that significantly reduced the high stress levels on the main
pin using a conventional side rod arrangement. The Lima
tandem rod arrangement distributed the stress more even-
ly among all four pins, and this rod arrangement became a
standard on new locomotives. The side rod drawing below
contains the notation “Woodard Tandem Rod on ? and 2543,
see Lima drawing 728-F-3”. (T-26211-E)

19

20

Train Control Equipment Cab Redesign
During July 1926, intermittent inductive train control equip- A cab redesign to an 80-inch cab was specified on January
ment from General Railway Signal was applied to L-1’s. 18,1927,and this modification also applied to H-10 Mikados.
(X-35682)
Floating Bushings
The main and side rods were redesigned to permit the use
of floating bushings on June 25, 1926, along with a change
in rod material to steel. The new drawing replaced two pre-
vious drawings, which were obsoleted. (V-26236, T-29964,
V-35565)

Applications of Elesco, Coffin, and Worthington Drawing T-36834, Revision “E”, was issued on June 1, 1947
Feedwater Heaters which identified applications of Elesco, Coffin, and Worth-
Starting in 1928, the railroad began to apply Coffin and ington feedwater heaters to NYC and subsidiary Lines loco-
Worthington feedwater heaters, with forty-two locomotives motives. At that time there were 1289 feedwater heaters in
receiving Coffins and fourteen locomotives receiving Worth- service on the railroad, consisting of 838 Elesco, 259 Coffin,
ington equipment. There were eighty-five Elesco equipped and 192 Worthington heaters. The L-1 fleet had 75 Elesco
L-1’s, and one L-1, No. 2684, received an exhaust steam injec- heaters, 40 Coffin, and 13 Worthington heaters. (T-36834)
tor in place of a heater. (Curl)

21

Cab Toe Hold and Grab Iron modification increased the coal capacity to 23 tons after
A cab toe-hold and external roof mounted grab iron is de- 1950. (Curl)
scribed by Drawing V-29215, which is dated March 1, 1928.
(V-29215) Lubricator Application
Lubricators may have been applied to the L-1’s as early as
Cast Delta Trailing Truck and Booster November 20, 1929, as specified by Drawing T-36161. The
Piping Drawing M-36000, dated March 28, 1929, documents use of Detroit Lubricators was documented by Drawing
the change from the Cole trailing truck to a Cast Delta trail- T-36311 on June 30, 1930. (T-36161,T36311)
ing truck with a booster engine. The drawing describes the
piping on L-1B, L-1C, and L-1D locomotives equipped with Continuous Blowdown
Worthington feedwater heaters and the Duplex D-2 stoker. Equipment to permit continuous blowdown was approved
(M-36000,V-26207,V-29579, X-26208) for the L-1’s in drawing documentation dated February 7,
1938. (T-35457)
Tender Changes and Modifications
At least four extra tenders were purchased with the pur- Cab Roof Wind Deflector
chase of L-2D Mohawks. These tenders had a capacity of The L-1’s were not delivered with cab roof wind deflectors.
15,000 gal and an increase in coal capacity from 18 to 21 The L-1’s were added to this drawing on April 28, 1939. (T-
tons, and were applied to L-1’s Nos. 2533, 2546, 2645, and 29392)
2652. Over a considerable period of time, existing L-1 ten-
ders had their coal capacity increased with various styles
of coal board extensions from 18 tons to 21 tons, and one

22

Change from Bradford Dome Throttle to Front End Cab Side Ventilators
Throttle A Cab Side Ventilator Drawing was prepared on November
At least two locomotives sold to the Peoria and Eastern, a 14, 1944, to add this feature to a large quantity of different
New York Central subsidiary, were equipped with throttles locomotive classes, including L-1’s. (T-72450,V-72451)
located in the superheater header. Photos of these two lo-
comotives, road numbers 46 and 47, confirm this modifica- Reverse Gear Change
tion. There are no drawings in Society files that describe this Most of the L-1’s had their Ragonnet reverse gear replaced
change, and there are no photographs of L-1’s rostered by with Precision gear. This change occurred over a long time
the Central that include this change. span and most of these replacements probably occurred af-
ter the War. No documentation exists to date this change.
Smoke Stack Design Change (Curl)
Drawing V-70635 was issued on June 27, 1940 that modified
the smoke stack and its method of manufacture. On this Elesco Feedwater Heater Air Vent
drawing, this stack for L-1’s is labeled “Experimental”. (V- Additional pipes were added to locomotives equipped with
70635) externally mounted Elesco feedwater heaters on December
4, 1946, per Drawing V-73699. (V-73699)

23

Booster Applications and Removals engine out of full forward gear after starting.)
The locomotive booster was a small two-cylinder steam
engine that was mounted on the trailing truck (usually) By the late 1940’s, dieselization was in progress and the
or tender (in a few instances) of a locomotive to aid in L-1 Mohawks and in fact much of the Central’s inven-
starting a train, and for use on ruling grades with maximum tory of steam freight power was assigned to non-crit-
tonnage. The booster was invented by a New York Central ical roles. The superiority of the diesel-electric, with its
official, Howard L. Ingersoll, prior to 1920, and patented on high starting tractive effort, was most likely a factor that
November 1, 1921. The New York Central favored the use led to the removal of boosters from steam freight pow-
of boosters as an alternative to operating and maintaining a er. The L-1 Locomotive Data Cards did not record the
locomotive with more than three driving axles. The advent application of boosters to 56 of the 185 (later 130) L-1
of heavier trains resulted in the use of boosters on loco- Mohawks. After 1949, a NYC Mohawk equipped with a
motives with four driving axles, including the Central’s L-1 booster was somewhat unusual.
Mohawk.
The Peoria and Eastern Fleet
During the 1920’s, the railroad improved the performance
of the L-1 fleet with the application of a Delta Cast frame The P&E, which was controlled by the New York Central,
trailing truck and a booster engine, which added approx- purchased two NYC L-1’s in 1931, and three additional
imately 11,000 lb of starting tractive effort. This small L-1’s in 1932. In 1936, they purchased four additional L-1’s.
two-cylinder steam engine, was intended for intermittent By the time that the Central was renumbering their roster,
use, and the initial versions of the booster would cut out or the P&E renumbered their first nine L-1’s in March, 1937.
disengage at a speed of approximately ten miles per hour. Evidently finding them suitable for the intended service,
(Later versions of the booster had higher speed capability the P&E purchased five additional L-1’s at the start of World
and were designed to cut out at speeds as high as 35 mph. War II. Each of the P&E L-1’s had a distinctive appearance
These later boosters were applied to Hudsons, where the due to the application (or removal) of various locomotive
booster automatically cut out when the cab handwheel appliances, as shown by the following Table.
was first rotated to“hook up”the engine, that is, to take the

Peoria & Eastern L-1 Mohawks



NYC Engine
Road
Number P & E Weight Trailing

Road NYC Acquired (lb.) Feedwater Feedwater Steps or Truck

Number Class Builder by P&E (1946) Heater Throttle Stoker Air Pump Pump Ladders Type

2506 40 L-1A Alco 1931 348,000 Worthington Dome HT Left Side Front Deck Steps Cole

2519 41 L-1A Alco 1931 348,000 Worthington Dome LT 2 Left Side Front Deck Ladders Cole

2550 42 L-1B Alco 1932 348,000 Worthington Dome LT 3 Left Side Front Deck Steps Cole

2632 45 L-1C Lima 1932 348,000 Worthington Dome HT Left Side Front Deck Ladders Cole

2680 48 L-1D Lima 1932 348,000 Worthington D2 Left Side Front Deck Ladders Cole

2570 43 L-1B Alco 1936 348,000 Worthington D2 Left Side Front Deck Ladders Cole

2614 44 L-1C Lima 1936 348,000 Worthington Dome HT Left Side Front Deck Steps Cole

2666 46 L-1D Lima 1936 348,000 Worthington Front End D2 Left Side Front Deck Steps Cole

2670 47 L-1D Lima 1936 348,000 Worthington Front End D2 Left Side Front Deck Steps Cole

2596 49 L-1C Lima 1940 356,200 Elesco Dome D2 Left Side Left Side Ladders Delta

2560 39 L-1B Alco 1940 356,200 Elesco Dome HT Front Deck Left Side Ladders Delta

2615 50 L-1C Lima 1941 356,200 Elesco Dome D2 Front Deck Left Side Ladders Delta

2671 51 L-1D Lima 1941 356,200 Elesco Dome HT Front Deck Left Side Ladders Delta

2633 52 L-1C Lima 1941 356,200 Coffin Dome HT Front Deck Left Side Ladders Delta

24

Alco built No. 39, originally NYC L-1B No. 2560, was acquired by the P&E in 1940, and was photographed at
Peoria, IL on August 17, 1947. The engine was modernized with a delta trailing truck but has retained its
Walschaert valve gear. (NYCSHS-JH)

L-1A No. 40, ex-NYC No. 2506, and acquired by the P&E in 1931, has retained its Cole trailer but has a Worthington
feedwater heater. Location is most likely Peoria, IL. Image is undated. (NYCSHS-JH)

Lima built No. 46, ex-NYC 2666, was acquired in 1936 and has retained the original serif lettering
in this image. The only nod to modernization is the Worthington feedwater heater. (NYCSHS)

L-1B No. 43, ex-NYC 2570,
is shown at Peoria on May
3, 1947. This engine has
its original Cole trailing
truck and has retained its
original air pump location
on the fireman’s side of the
boiler. (NYCSHS-JH)

Ex-NYC 2596 has its fire
built up in anticipation
of a run in this image at
Peoria, IL on October 22,
1950. For operation on
the P&E, 12-wheel tenders
were used with addition-
al water capacity, since
there were no track pans
for scooping water on the
P&E. (NYCSHS-JH)

P&E No. 50, ex-NYC
2615, shows off her
94-inch boiler and
overall length of just
over 95 feet in this
almost broadside
view. No. 50 was
obtained by the
P&E in 1941.
(NYCSHS)

28

Lima L-1C No. 52, the highest numbered P&E Mohawk and ex-NYC 2633, was obtained by the P&E in 1941. This engine suffered a crown sheet
failure and, in the rebuild, received a new boiler with no combustion chamber. This engine was retired on January 17, 1951. (NYCSHS)

The last major change in the L-1 class was most likely the When the buildup began in 1939 that led to WWII, fif-
removal of their boosters in 1948. ty-nine L-1’s had been scrapped. The remaining 126 would
be used in various roles through the War, with the final
The Depression and Early Retirements L-1’s scrapped in July, 1953. The longest-lived L-1’s had sur-
vived for thirty-seven years, through two world wars, one
The L-1 class played an increasingly minor role as newer Depression, the Korean conflict, and the diesel onslaught.
and more capable power, the L-2’s, arrived in the 1926- Not too bad for a 1916 design!
1930 time period. With the onset of the Depression, many
L-1’s were stored, along with much newer L-2’s. The early Latter Day Assignments
and mid-1930’s were Depression years, and low traffic lev-
els and the arrival of the L-2 Mohawks may have made L-1 Although 185 L-1 Mohawks were built between 1916 and
retirements more economically attractive to the railroad 1918, the fleet size as of March 1, 1944 was 130, with 55
than overhauling locomotives that had been eclipsed by previously retired. Of those 130, 67 were assigned to Line
later power. The railroad rostered 185 of the L-1 Mohawks East (of Buffalo), 39 to Line West, 10 to the CCC&StL (Big
between 1916 and 1918, and this roster size extended Four), and 14 to the Peoria & Eastern. There were no L-1’s
their use over the entire New York Central mainline. The assigned to the Ohio Central, Michigan Central, Indiana
modernization of this fleet extended their capability until Harbor Belt, Pittsburgh and Lake Erie, or the Boston & Al-
their successor, the L-2 Mohawk, first appeared in 1925. By bany.
1930, the railroad had 300 L-2 Mohawks, but the Depres-
sion caused the storage of almost half of the entire steam A Recapitulation dated 1/1/1947 summarizes the assigned
roster of the railroad, including L-2 Mohawks that were less territory for the remaining 128 L-1 Mohawks. Sixty-six
than five years old. were assigned to line East, 39 to Line West, ten to the Big
Four, and 13 to the Peoria & Eastern. (Sk-S-2513)
Author John Kirkland provided some insight regarding the
depths of the Depression and the effect on the Central. In By 1950, the remaining L-1’s were concentrated in the
“Dawn of the Diesel Age”, Kirkland advised that the NYC Cleveland-Ashtabula area on Line West, and as helpers
rostered 2,470 steam locomotives as of December, 1928. and drag freight power eastbound from Buffalo to DeWitt,
By May of 1931, the Central had 1,251 steam locomotives and as primary road power on the Pennsylvania Division.
stored out of service, approximately half of which were Coal traffic on the Pennsylvania Division was brought up
less than five years old. These stored locomotives consti- to the mainline at Syracuse, New York. At this time L-1’s
tuted 46% of the railroad’s total ownership at that time of were not dispatched over the mainline either east or west
2,703 locomotives. Railroad shops were closed and when of Syracuse. The Locomotive Tire and Mileage Report for
cars and locomotives that remained in service required the month ending January 31, 1950 confirms eight L-1
heavy repairs, they were simply set aside and equipment Mohawks assigned to Line West (R/Nos. 2501, 2515, 2546,
that was stored serviceable was reactivated to take their 2561, 2571, 2598, 2616, 2645). All except 2515 had accu-
place. mulated mileage, and this engine was held for terminal re-
pairs.
The Class L-1 Mohawks started to disappear from the ros-
ter in 1934 in significant quantities, when twenty locomo- A number of L-1 Mohawks would survive in special and
tives were retired. Twenty-nine more were retired in 1936, non-critical service until the last ones were retired in July,
including former single retirements, the first of which was 1953. An L-1 was used on the hump at DeWitt yard. An-
2518 in 1925, and sixty L-1’s were retired by 1940 when other L-1 was used as a rear end helper, running backward,
the first late Mohawks arrived on the property. Notable to push heavy freights up the 0.3 percent mainline grade
in the 1936 retirements were the two, three-cylinder Mo- from Wesleyville, PA to North East, PA. The engine was cut
hawks rostered by the Central, Road numbers 2568 and off at North East, and would cross over and run forward to
2569. By 1934,the oldest L-1’s were eighteen years old,not return to Wesleyville to await another freight.
old by historical steam locomotive standards.

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The rapid onset of dieselization made them superfluous mance probably convinced the railroad that a locomotive
by the early 1950’s, and they were all gone by June, 1953, with a 4-8-2-wheel arrangement, properly developed, would
when No. 2512 was retired. They are an important part in be an excellent choice for fast freight and, perhaps even a
New York Central’s motive power history, and their perfor- true dual service passenger and freight locomotive.

The direction of the exhaust and the steam from the cold-water pump confirm that hardy and capable
Mohawk 2533 is pushing a freight from Wesleyville, PA to North East, PA. The usual operation called for
the helper to push the train while operating in reverse, cutting off at North East, PA, and returning to
Wesleyville on either track one or track three, depending on other traffic and the whim of the dispatcher.
Two crew members from H-5P Mikado 1315 have performed a roll-by inspection and are returning to their
engine, possibly another helper. Most likely date of this image is 1949, when photographer Vail was mak-
ing trips to Erie as part of his Civil Engineering duties. (NYCSHS-HLV)

Lantern jawed L-1B Mohawk 2544 leads a tripleheader that includes two L-2 Mohawks on a mixed freight in
this great industrial scene, probably photographed during the war years. Exact location is unknown, but the
presence of the B&O switcher in the industrial background might point to Youngstown, OH. (JW-TRG)

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L-1 Mohawk 2558 is ducking under the signal bridge about one mile west of the DeWitt yard throat, with a mixed
freight off the Pennsylvania Division. The power indicates the origin of the train, since L-1’s were not used on other
runs out of East Syracuse. Both the engine and the train crews have come through from Corning, NY, but the train is
a pickup run, and some of its 51 cars were added at Geneva. (NYCSHS-JKT)

Mohawk 2572 hauls an oil train and a new Louisville and Nashville Berkshire in this scene photographed
at Osborn, OH on October 1, 1942. The 2562 was on the Big Four from 1941 to 1949. (NYCSHS)

Mohawk helpers 2561 and 2572, both with small tanks, assist H-10 Mikado road engine 2174 with a limestone train
at Youngstown, OH on September 4, 1942. (NYCSHS)

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Mohawk 2573 poses at DeWitt, NY in July, 1950. Formerly a Line West engine, she was transferred to Line East in
January of 1950. Her true operating region is shown by the stencil on her air reservoir. It is stenciled “AV” for Avis, PA,
and the inspection date is May 4, 1950. She would last until February 16, 1953. (NYCSHS-JH)

L-1B Mohawk 2587 has just exited a monthly inspection at Cherry Tree, PA on May 31, 1947, as evidenced by the “CY”
stencil and date on the main reservoir. (NYCSHS-JH)

Mohawk 2592 was in Bellefontaine, OH on July 21, 1946, in this excellent roster photo by Clyde Helms.
The engine was reassigned from Line West to the Big Four in June, 1942. (NYCSHS-JH)

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West End assigned L-1C No. 2592 poses for a perfect “rods down” image at Elkhart, IN. Suggested date is late 1930’s,
prior to the change in lettering and numbering of New York Central locomotives, which began in 1940 when the
Roman serif lettering shown here was eliminated in favor of the modern “Sans Serif” style. (NYCSHS-RS)

Time was running out for the L-1 Class and for 2593 when she was photographed at Avis, PA 0n July 2, 1952.
She was sold for scrap February 6, 1953. (NYCSHS-JH)

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Mohawk 2596 poses at Elkhart in the mid or late 1930’s. Notice the tender coal board extensions applied, in
various forms, to many or all L-1’s equipped with twelve-wheel tenders. This engine would become Peoria
& Eastern No. 49 in 1940. (NYCSHS-RS)

Mohawks 2607 and 2756 are at Himrod Junction with a southbound train of approximately 80 cars. (NYCSHS-JKT)

The second Lima L-1D, No. 2641, was photographed at an unknown location, most likely shortly after delivery in
December of 1917. She was big and simple and appliance free, with vestiges of early steam locomotive technology,
including an oil headlight, a fabricated pilot, a dome throttle, a Cole trailing truck, and a small tender. The
appearance of the L-1’s would change markedly by 1926. (NYCSHS)

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Fireman’s side of No. 2647 shows the location of the air pumps before they were moved to the pilot deck with the
addition of stokers in the mid 1920’s. This locomotive still has its pilot, an indication that this photo was taken
shortly after delivery. (NYCSHS)

Mohawk 2651 hustles a mixed freight in this fine scene from the company photographer,
most likely from the mid 1940’s. (NYCSHS)

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Mohawk 2654 was photographed at Elkhart, IN. The date was not recorded, but the clean cab curtain and the
maintenance date on the end of the Elesco heater confirms maintenance was completed on November 11, 1939
at “AX”, or Airline Junction (Toledo). It is unfortunate that they didn’t lubricate the bell yoke. The rebuilt hopper
in the background has a rebuild date of September, 1939. (NYCSHS-RS)

Mohawk 2654 has a string of Big Four and P&LE hoppers in hand, in the snow, on the western or southwestern
end of the railroad. It is impossible to positively identify the site, since 2654 was a real boomer, and operated on
Line West in the 1930’s and early 1940’s, then to the Big Four in 1942, back to Line West in March 1945, then to
Line East in 1949. (NYCSHS)

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