KnowThyEarlyMohawks_Oct7

Five years later at Wesleyville, PA, No. 2810 is still in great mechanical condition, with no steam leaks.We
suspect that there was at least one overhaul in the intervening time period. Identifiable changes include
boiler top check, large and dome, welded main reservoir, added auxiliary air reservoir, cab air vent,
piping changes, and booster removal.(RFC-TRG)

No. 2816 is hauling a drag freight in this company view from some time before 1948, when
most Mohawks lost their boosters. Actual location and date were not recorded. (NYCSHS)

Road engine 3011 and helper 2818 tackle the 1.05% grade between Lawrenceburg Junction and Sunman on the Indi-
ana Division, and were photographed in the cut at Code, about three miles below the summit. The train is No. 93, the
Sharon to Indianapolis manifest, with 68 cars and 3185 tons. This relatively light train would traverse this 17-mile
uphill slog in about 30 minutes. (NYCSHS-JKT)

L-2C No. 2818 leads a triple header of another L-2 and an L-1 with a small tank on an 8,469-ton coal train
with 95 cars, en route to the Ashtabula coal docks. This image was first published in 1942. (NYCSHS)

Three Mohawks congregated at Wesleyville, PA on June 20, 1948. (RFC-TRG)
94

Mohawk 2822 is in its as-built appearance, at Chicago shortly after delivery. (NYCSHS-WAR-JH)

L-2C Mohawk No. 2828, with an eight-car mail and express, pinch hits for either a Pacific or a Hudson in this
pre-1940 scene at Chicago. The use of early Mohawks in passenger and express assignments when no passenger
power was available set the stage for the dual service modern Mohawks, starting in 1940. The 1946 Locomotive
Classification Book lists thirty-six L-2C Mohawks equipped with steam heat lines, including the 2828. (NYCSHS)

95

Mohawk 2829 charges past the photographer under an impressive smoke plume and a dramatic sky. The
semaphore signals in the distance tell us that this scene was captured in the mid 1940’s. In the steam era
on the New York Central main line, there was usually another train always in sight. (NYCSHS)

With a slight haze at the stack, Mohawk 2834 sits on the outbound roundhouse lead at Elkhart on August 5, 1947.
After seventeen years in service, the engine has changed very little, and still shares premier assignments with mod-
ern Mohawks and early diesels. (NYCSHS-RS)

This image does not in-
clude any information,
but we concluded that
it was a South Shore
fan trip consisting of an
electric locomotive and
two additional pieces of
trolley equipment, and
three cabooses. Most
of the attendees do not
have cameras, but are
waving at fast running
L-2C No. 2835. There
are two persons in the
image who have their
priorities correct, and
are on the lit side of the
NYC train, including
one sitting on the rail.
(NYCSHS)

Except for a missing builder’s plate and
the Sunbeam headlight, this image of
No. 2877 shows the L-2C in its final form.
Changes include a larger sand dome, a
top boiler check, the addition of an auxil-
iary reservoir for emergency air reversal
of the engine, and removal of her booster.
The thick rim of the front truck wheels
indicate that she has recently been over-
hauled. The date is August 12, 1950 at
Bellefontaine, OH. She would be written
off the books in January, 1955.
(NYCSHS-CEH-JH)

97

New L-2D No. 6225 is shown at Alco in November of 1929. At the same time, fifty L-2D’s, road numbers
2450-2499, were being built for the New York Central at Alco, with deliveries continuing into March 1930.
6225 was renumbered to 2925 in 1936. (TRG)

98

The L-2D Mohawk

Road Numbers 2925-2949 (Originally Big Four Num-
bers 6225-6249, renumbered in 1936)

New Big Four L-2D No. 6225 is shown at Alco in November of 1929. At the same time, fifty L-2D’s,
road numbers 2450-2499, were being built for the New York Central at Alco. (TRG)
Road Numbers 2950-2999 (Originally NYC Numbers
2450-2499, renumbered in 1936)

These two locomotives appear identical except for tender lettering, the word “lines” on the Big Four engine
indicating a New York Central subsidiary. (TRG)

99

This front view of 2462 new at Alco. Note that the smokebox of this and other L-2’s was not symmetrical.
Note the painted over front number board numerals. We believe that the numerals were polished
before delivery. (NYCSHS)

100

L-2D No. 2462 is new at Alco in November of 1929. This engine was renumbered to 2962 in the 1936 systemwide
renumbering. (NYCSHS)

Starting in November, 1929, there were a total of seven- ed to footboards after some time with pilots. Those L-2D’s
ty-five L-2D Mohawks under construction at Alco for two equipped with pilots at some time during their lives, based
different parts of the railroad, with two distinct number on photographs, were “2960-2976, and 2990-2996.
series. The first L-2D’s were twenty-five locomotives for
the CCC&STL, also known as the“Big Four”. These engines The tenders used by the CCC&StL engines were not
carried road numbers 6225-6249. Also starting in Novem- equipped with water scoops. Most of the Big Four L-2D’s
ber and continuing through March of 1930, fifty L-2D’s were equipped with steam heat for possible passenger ser-
were being constructed for the parent New York Central, vice, the only exceptions being road numbers 2930, 2931,
carrying road numbers 2450-2499. 2937, and 2942. Many of the New York Central L-2D’s were
equipped with steam heat equipment, except for 2950-
In 1936, the L-2D’s were all renumbered. The Big Four 2956, 2958, 2959, 2975, 2977-2982, and 2984-2989, per the
engines, road numbers 6225-6249, were renumbered to 1946 Locomotive Classification Book. In later years steam
2925-2949.The former New York Central series 2450-2499 heat equipment was removed from most New York Central
also were renumbered, becoming 2950-2999. steam locomotives generally assigned to freight service.
At times during their service lives, a few L-2D Mohawks
There were only minor differences between the twen- were equipped with Hudson “curved coal board” tenders,
ty-five Big Four L-2D’s and the fifty Mainline L-2D’s. All sev- including 2950, 2951, 2954, 2995, and 2998.
enty-five engines were equipped with Elesco feedwater
heaters,with the heater drum countersunk into the front of Evolution of the L-2D
the smokebox. There were minor differences in applianc-
es. The Big Four engines used a Sunbeam turbo-generator, By the time that the L-2D’s were delivered, the Central had
while the mainline engines used Pyle-National equipment, largely evolved the basic L-2 design through its three pre-
with slightly different headlight generator piping. There vious iterations. The Big Four L-2D’s had several changes
were two Central L-2D’s equipped with exhaust steam in- made in the mid 1930’s that made them more like the Cen-
jectors in place of feedwater heating systems, road num- tral’s L-2 fleet. The original carbon-vanadium steel main
bers 2965 and 2966. A number of L-2D’s were equipped rod used on the Big Four L-2D’s was upgraded to manga-
with a “road pilot” that was different than the cast pilot nese vanadium steel at the time that rod weight and ma-
with drop coupler used on the two“converted”L-2D’s, road terial used was increased for the road’s L-2A and L-2C class
numbers 2995 and 2998. Some of these engines revert- (V-29969, V-29970). By March 12, 1932, the main and in-

101

termediate driving wheels used by the Big Four’s L-2B and that Hudson trucks made surplus by this change were ap-
L-2D Mohawks were superseded by a redesign (V-84863, plied to the Central’s L-2D’s, most likely during their con-
V-84865). Originally, there were two different types of rim struction. (X-36351-B, X-36392)
construction offered by Alco, and each required a different
driving wheel tire. The Big Four used rim style #2 and each
driving wheel center had fifteen spokes. The first redesign
standardized the wheel for the tire used by the New York
Central. This redesign was in turn obsoleted by the lat-
er design that standardized the drivers of all the Central’s
fleet of L-2’s.

The Central’s L-2D’s delivered in the early phase of the
Great Depression used an engine truck with an 86-inch
wheelbase that was originally applied to J-1A, J-1B, and J-1C
Hudsons. The Central was in the process of applying roller
bearings to the front trucks of Hudsons, and the implica-
tion from the drawings is that Hudsons received a rede-
signed front truck that could accept roller bearings, and

Photopaster card of L-2D 6225 dated October 1929. These twenty-five locomotives all used Elesco equipment. They
are identical in almost all dimensions to the L-2C class except for a slight increase in weight on drivers of 2000 lb.,
probably due to appliance selection. (TRG)

102

103

104

A Union Web Spoke main driving wheel was approved for class Mohawks purchased by the CCC&StL were most-
application to all L-2 Mohawks on February 10, 1949. A ly confined to the Big Four since their tenders were not
number of L-2B and L-2D Mohawks subsequently used this equipped with water scoops.
driving wheel, as shown in photographs. (X-74889)
Ongoing Technological Improvements
Personal Opinions… The Locomotive Record Cards contain the information that
all of the L-2 class were undergoing continuous improve-
A number of former engineers had the opinion that the ments. Included are items such as lubricators, the Valve
2700 class L-2A’s were the best of the L-2 Mohawks. They Pilot, Automatic Train Control, low water alarm, Firebar
also regarded the 2800 class L-2C’s as “good”. The Big Four grates, floating top guides, Alemite lubrication, improved
Class L-2B’s and L-2D’s were regarded as “only a “so-so” lo- piston rings, Selkirk front ends, manual blowdown, ashpan
comotive”. Some of these opinions might be attributed flusher, shatterproof glass, prefocused headlights, Herron
to provincialism. In particular, the L-2A’s were described door netting, air compressor air filters, compressor gover-
as the best steamers, and steamed best using just the in- nor improvements, and tender sideboards.
jector and minimizing use of the feedwater pump. Oth-
er than material improvements such as cast engine beds The Mohawk’s Contemporaries
beginning with the L-2C’s, all 300 of the L-2 Mohawks are The Chart that follows contains the major specifications
almost identical except for the use of different feedwater of the various iterations of the NYC L-2 Mohawk as well
heaters, stokers, and tenders by each subclass. Of the four as contemporary NYC locomotives. The advantages of
subclasses, the L-2A’s with external Elesco heaters proba- the B&A 2-8-4 become apparent when this locomotive is
bly had the greatest smokebox interior volume, and this compared with the latest NYC Mikado, the H-10B. The A-1
might be one reason for the claim that they steamed better. Berkshire also was significantly heavier than the L-2 Mo-
Steaming was further improved as the L-2 class were prime hawk. They were built for different purposes, the A-1 for
candidates for modification to the “Selkirk” front end draft- climbing grades and the L-2 for high speed level track oper-
ing arrangement, which was performed on all Mohawks as ation. The smaller diameter drivers and increased cylinder
they were shopped.The “Selkirk front end” boiler drafting bore of the A-1 were necessities for hill climbing, while the
arrangement increased boiler evaporation by almost ten higher drivers, shorter main rod and four-wheel lead truck
percent or, conversely, provided a ten percent improve- of the L-2 would result in smoother high-speed operation.
ment in efficiency. The L-2 was a “full cutoff” engine, while the B&A A-1 Berk-
shire used a 60 percent cutoff, a disadvantage in starting
The L-2A Mohawk was recognized by the railroad as a Line trains. The Central voted with their orders. There were
East engine, although photographs exist of individual en- 300 L-2 Mohawks, and fifty-five Class A-1 Berkshires.
gines as far west as Elkhart, Indiana. (A Locomotive Reca-
pitulation dated January 1, 1947 lists 80 L-2A’s assigned to The Chart also permits a comparison of the late 1929 L-2D
Line East, nineteen assigned to Line West, and one assigned Mohawk with contemporary New York Central locomo-
to the Big Four.) With the purchase of the L-2D class of tives, and also two other 4-8-2 designs for “fast freight”.
Mohawks by the CCC&StL in 1930, the Mohawk became The Central’s major eastern competitor, the PRR, also had
the standard freight locomotive on the entire New York a 4-8-2 fast freight locomotive in 1930. The new PRR M-1
Central railroad. While H-5 and H-7 Mikados were assigned class had a slightly larger boiler diameter and one with 250
to local freights and H-10 Mikes were concentrated in drag psi steam pressure vs. the 225 psi of the L-2, and this re-
freight service on the Michigan Central, Toledo and Ohio sulted in increased weight. The PRR could use higher axle
Central, and the Big Four, the bread and butter fast freight loads than permitted on the Central, and the weight on
traffic on the country’s main industrial corridor between drivers of the PRR M-1 was 266,500, or 66,625 lb per driv-
Harmon, New York and Chicago was entrusted largely to a ing axle. The weight on drivers for the L-2D was 247,000 lb
single locomotive type, and that was an L-2 Mohawk! or 61,750 lb per axle. The PRR engine had a larger direct
heating surface of 397 feet vs. the 353 square feet of heat-
There were some restrictions in operating territory due ing surface on the L-2. The combustion chamber length
to specialties, however. For example, the L-2B and L-2D used by the PRR M-1 was 98-inches long, while that of the

105

L-2 Mohawk was 51-inches in length. The Central Mohawk horsepower at the tender drawbar using the Davis resis-
had a slightly larger grate area but, as indicated above, the tance equations is 4036 DBHP at 42.2 mph. The PRR en-
size of the grate does not directly correspond to the size or gine weighed 23,000 lb more than the Central’s L-2, and it
volume of the direct heating surface. was six inches higher and ran at a higher boiler pressure.
The PRR Test Plant also used the best coal available, which
The measured performance of the converted L-2D using a had a 5.7% higher heat value than the coal used by the
dynamometer car in over-the-road testing was 3800-cylin- Central. With the Selkirk drafting arrangement, the Cen-
der horsepower at 45 mph, and 3640 Drawbar Horsepow- tral’s L-2 Mohawk and the PRR M-1a are almost equal in
er at 43 mph. terms of drawbar horsepower.

In terms of performance, the PRR engine developed about Another “fast freight” locomotive of 1930 was the Wabash
ten percent greater horsepower at the rear tender draw- 4-8-2. The height and weight of this locomotive exceeded
bar. The PRR tested its engines on stationary rollers at the that of the PRR M-1. The engine ran at slightly lower boiler
Altoona Test Plant. The PRR M-1a recorded 4180 horse- pressure than the PRR engine. The Wabash engine had a
power at 42.2 mph. During this test, the horsepower was significantly larger direct heating surface and a significant-
measured at the engine’s drawbar, since the Altoona plant ly larger grate area than either the NYC Mohawk or the
did not include the locomotive’s tender when testing was PRR M-1. There have been no published records of the
conducted. The horsepower would have been reduced by power of these locomotives, but based on their specifica-
the weight and flange friction of the tender, and the air tions they must have been in the same horsepower range
resistance of the engine and tender had the test been con- as their contemporaries.
ducted using a dynamometer car. The corrected drawbar

106

NYC L-2 Mohawk, Contemporaries and Immediate Predecessors



New York Central Locomotives Other Railroads

Immediate Mohawk Predecessors L-2 4-8-2 Mohawks Contemporary 4-8-2’s

H-10A H-10B A-1A L-2A L-2A L-2B L-2C L-2D PRR Wabash

Mikado Mikado Berkshire 2700 2701-99 Mohawk Mohawk Mohawk M-1 Class M-1

Year 9-1922 7-1924 2-1926 3-1925 3-1926 2-1929 4-1929 10-1929 1930 1930

Wheel Arrangement 2-8-2 2-8-2 2-8-4 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2

Intended Service Freight Freight Freight Fast Freight Fast Freight Fast Freight Fast Freight Fast Freight Fast Freight Fast Freight

Road Number (Original) 1 213 1400 2700 2743 6200 2800 6225 6700-99 2806

Originally Built for Demonstrator CCC&STL B&A Spec. Loco. NYC CCC&STL NYC CCC&STL PRR Wabash



Maximum Height (ft-in) 14’-10-1/2” 14’-10-1/2” 14’-10-1/2” 15’-0-1/16” 15’-0-1/16” 15’-0-1/16” 15’-0-1/16” 15’-0-1/16” 15’-6” 15’-11”

Maximum Engine Weight (lb) 335,000 334,500 389,000 364,000 362,500 364,000 365,000 367,000 390,000 406,400

Wheel Base-Engine and Tender (ft-in) 71’-6-1/2” 78’-5” 75’-8-1/2” 84’-7” 84’-7” 84’-7” 84’-7” 84’-8” 79’-3-7/8” 83’-10”

Rigid Wheel Base- Driving Wheels (ft-in) 16’-6” 16’-6” 16’-6” 18’-0” 18’-0” 18’-0” 18’-0” 18’-0” 18’-10’ 18’-3”



Boiler Diameter (in) 86” 85-11/16” 88” 82-7/16” (ID) 82-7/16” (ID) 82-7/16” (ID) 82-7/16” 82-7/16” 84-1/2” 82-1/2” (ID)

107 Boiler Pressure (psi) 210 200 240 225 225 225 225 225 250 235

Tube Length (ft-in) 20’-0” 20’-0” 20’-0” 20’-6” 20-6” 20’-6” 20’-6” 20’-6” 19’-1” 20’-0”

Direct Heating Surface-Firebox-

Arch Tubes, etc. (sq-ft) 291 253 337 354 354 353 353 353 397 441

Grate Area (sq-ft) 66.4 66.4 100 75.3 75.3 75.3 75.3 75.3 69.9 84.2



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

Driving Wheel Diameter (in) 63” 63” 63” 69” 69” 69” 69” 69” 72” 70

Weight per Driving Axle (lb) 62,000 61,150 62,375 61,000 60,500 61,000 61,250 61,750 66,625 67,600

Maximum Tractive Effort

excluding booster (if used)(lb) 66,700 63,500 69,400 60,000 60,000 60,620 60,620 60,620 64,550 66,570



Factor of Adhesion 3.72 3.85 3.60 4.07 4.03 4.03 4.04 4.07 4.13 4.06

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

Tender Capacity-Coal/Water (Tons-Gal) 16/10,000 18/15,000 16/10,000 18/15,000 21/15,000 21/15,000 28/15,000 28/15,000 17-1/2/12,075 18/15,000

Note 1 Note 1 Note 2 Note 1 Note 1 Notes 2 and 3 Note 1 Note 1 Notes 2, 3 Notes 3, 4

Note 1: Photopaster Card

Note 2: Train Shed Cyclopedia No. 6

Note 3: 1938 Locomotive Cyclopedia;

Note 4: Locomotive Cyclopedia Vol. II-Hundman

L-2D Mohawk No. 2453, which would be renumbered to 2953 in 1936, sits at Toledo, OH in this image dated July 17,
1933. Note the early style Baker valve gear yoke, and an early use of a cast case headlight. At this time the Central’s
use of front classification lamps was common. (NYCSHS-RBG-JH)

Mainline L-2D No. 2495 runs the track pans at an undisclosed location in the mid 1930’s. This slightly out of
focus image does give us a view of the blue and lunar white lights indicating the start and ends of the water
pickup area, and the construction of the track pans and drainage tile. Mohawk 2495 would become famous
in 1939 after being renumbered to 2995, and receiving modifications that evolved the L-2D design into a
modern Mohawk, the L-3A. (NYCSHS)

108

Mohawk 2928 is paused at the tower at Toledo, OH on September 25, 1949, waiting for yard clearance.
The L-2D is showing the effects of bad water, and the steam leak at the base of the steam dome forecasts
an upcoming overhaul, during which its booster will be removed. It looks like a pleasant Fall day. The
engineer has opened the wooden door at the front of the cab for ventilation. (NYCSHS-RJF-JH)

Mohawk 2939 is shown
at an unknown lo-
cation. Unusual are
the two recesses in the
tender side sheet, the
purpose of these is
unknown. The image is
not dated, but the sten-
cil on the air reservoir
shows a date of July 7,
1953. This engine was
retired in August, 1954.
(NYCSHS)

No. 2943 rolls through
an unidentified loca-
tion with a sizeable
train of box cars.
Since this engine has
the larger sand dome
but no booster, we
suspect that the photo
was taken in the
1949-52 time period.
(NYCSHS)

109

L-2D freighter No. 2945 assists two ailing Geeps on a passenger assignment. The location is Lafayette, IN
on June 17, 1956. There is no question that this occurred as a result of a road failure, as all New York
Central passenger service had been dieselized by March of 1956. (NYCSHS-HS-JCS)

First of the mainline L-2D’s, and formerly No. 2450, is at Elkhart, IN in the 1930’s, with her original
Serif lettering and a Big Four tender. (NYCSHS)

Buffalo is almost four main line Divisions east of this photo, taken at Waterloo, IN in the late 1940’s. No. 2952 is
headed west with a general freight. The ambience of this scene makes it a visual delight. (NYCSHS)

111

Mohawk No. 2954 was one of the last six L-2’s on the roster, and ended her days in the Cincinnati, OH area in early 1959.
Here we see her a decade earlier, sporting a Hudson style tender, and ready for an assignment at Elkhart, IN. There is no
date on the negative sleeve, but a close look at the stencil on the Elesco heater drum tells us that she had maintenance at
Airline Junction in Toledo, OH on October 11, 1948. (NYCSHS-RS)

Mohawk 2958 shares trackage near the Elkhart coal dock with H-6A No. 1862 and U-2D No. 7352, in
this scene from the 1940’s. The railroad’s steam facilities were neglected after the war, as exemplified
by the condition of the coal dock. (NYCSHS-RS)

Several L-2D Mohawks were equipped with a pilot in lieu of footboards, and these ap-
plications consisted of a steel pilot that did not include a drop coupler. No. 2962, shown
here at Weehawken, NJ on June 18, 1950 is one such example. (NYCSHS-JH)

Sister engine 2967, also with a pilot, was at Harmon, NY on June 25, 1950. (NYCSHS-JH)

A multiple of Mohawks occupied the engine leads of Shelby Street in Indianapolis, IN in this scene. The image is
undated, but is prior to December of 1954 when L-2D No. 2969 was retired. The two other attendees on this day
were L-4B’s No. 3125 on the left, and 3137 with Scullin drivers. (NYCSHS-JKT)

115

Certainly not the cleanest Mohawk, but still capable of a full day’s work, No. 2976 poses at DeWitt, NY on
July 17, 1950. Her loaded tender included considerable “slack” coal, and assured the crew of a smoky trip.
She would last until December of 1955. (NYCSHS-DTH-JH)

Unusually clean L-2D No. 2982 rests at the Elkhart coal dock in the company of Mohawk 3011.
Image is undated but is most likely post 1948, since 2982 has no booster. (NYCSHS-RS)

Missing her main rod but still with her bell, Mohawk 2983 was evidently serving as a source of
steam on a project in the Bronx, NY on March, 1955. This may have been a relatively long-term
project, since she was retired in October, 1955. (NYCSHS-JH)

This image of L-2D No. 2987 is at Elkhart, IN. There is no date on the file, but the stencil on the Elesco heater drum
tells us that maintenance was performed at “RT”, which was Elkhart, on November 15, 1941. After eleven years of
service, the Mohawk appearance is largely “as-delivered”, except for the lettering and numbering style. (NYCSHS-RS)

118

Beautifully turned out Mohawk 2992, with a pilot and not footboards, takes a train of
box cars by the GE Locomotive Plant in Erie, PA. on August 28, 1948. (RFC-TRG)

No. 2992, reversed to take slack, pauses at the entrance to Wesleyville Yard on August 28, 1948.
At this late date for L-2 upgrades, No. 2992 still has her small sand dome and sunbeam head-
light, although her booster has been removed. (RFC-TRG)

Long lived Lima L-1C Mohawk No. 2631 displays her modernized appearance in this rare image from about
1948, at Center St. in Youngstown, OH. This engine, which was retired in August of 1949, enjoyed a 31-year
career. (Krambles-Peterson Archive)

L-2A Mohawk No. 2797 and H-6 Mike 1873 wait for space at West Albany to undergo
Class repairs, in this scene from an NMRA tour on April 12, 1947. Sharp eyed view-
ers will note a Dreyfuss Hudson in the background. (RJB)

The depleted coal pile tells us that L-2C No. 2800 has just completed a trip. The engine is in reverse and the fireman is poised to
confirm the switch alignments to the roundhouse. The first five 2800’s were equipped with steam heat capability for passenger
service, as indicated by the thick insulated pipe at the bottom of the tender. Location and date are unknown, but the absence
of a booster and existence of a cab side ventilator indicate a date after 1950. (Krambles-Peterson Archive)

Extra 2800, with a westbound loaded L&N metallurgical coal train for U.S. Steel at Gary, has passed
Altamont Tower and is now on NKP trackage. This train will receive an H-5 rear end helper for the
grade from Lafayette to Templeton on NKP. A Danville crew will take this train to Hartsdale
for interchange with the EJ&E. Date of this image is most likely the summer of 1956. Engine
2800 was retired in April of 1957. (Krambles-Peterson Archive)

Operating with a short cutoff and a pristine stack, the original L-2C No. 2800 drifts through rural Thornton, IN
with a southbound freight in this summer of 1955 scene. (Krambles-Peterson Archive)

The original L-2C Mohawk, No. 2800, was in storage at Riverside Yard in Cincinnati, OH on August 5, 1956. (Szwajkart)

Mohawk No. 2814 rolls by the Mobilgas station and Porter Hardware in Porter, Indiana with a drag
freight in an early ‘50’s scene. The fireman has done his job well, with a clean stack and two pops
lifting. The Mohawk would be retired in August, 1953. (Krambles-Peterson Archives)

Mohawk 2826 “shows ‘em how it’s done” with a freight near Lafayette, Indiana in late
1955 or early 1956. (Krambles-Peterson Archive)

Mohawk 2826 has been called from the house for a run from Kankakee on a cold
Sunday, February 5, 1956. Retirement would come on July 18th. (Szwajkart)

L-2C No. 2886 was one of four survivors, and is shown at Riverside roundhouse
on August 17, 1958, fifteen months after the New York Central was dieselized.
She would be written off the books on February 4, 1959. (TRG)

Still carrying freshly laundered extra flags, No. 2876 was in storage at Riverside, OH
on August 5, 1956. This Mohawk was retired on March 4, 1957. (Szwajkart)

Mohawk 2884 was at Englewood, IL on August 21, 1953. There was significant steam
activity on the west end of the railroad at this time, with complete dieselization less than
four years in the future. This L-2C would last until March 17, 1955. (Szwajkart)

On April 9, 1955, L-2C No. 2886 was at Kankakee, IL with a two-car local that included a flat carrying farm equip-
ment and a typical Big Four caboose. The head brakeman is talking to the crew, while another crewman’s attention
is directed to something under the flat car. The locomotive-to-caboose radio aerial is visible at the top of the locomo-
tive. No. 2886 and 2837 were the only two Mohawks so equipped. (Szwajkart)

L-2C No. 2886 was dead inside the Riverside, OH roundhouse on August 17, 1958. (TRG)

Patrician appearing in spite of the footboards, L-2C No. 2887 sat silent in the Riverside, OH
roundhouse on August 17, 1958. Locomotives assigned to the Big Four generally retained
classification lamps.(TRG)

Mohawk 2887, with her cylinder exposed for maintenance that would never
occur, sits in the roundhouse at Riverside on August 17, 1958. (TRG)

Another visitor to Englewood on August 21, 1953 was L-2B Mohawk No. 2914. This Big
Four Mohawk, originally road number 6214, still has her original tender with no water
scoop, as evidenced by the long water deck. (Szwajkart)

Mohawk No. 2933 is shown in service at Kankakee, IL on April 9, 1955. This Mohawk,
one of two preserved, now resides at the St. Louis Museum of Transport. (Szwajkart)

On a winter day too miserable to contemplate, L-2D No. 2944 sits on the outbound track
at Kankakee, IL, ready to pick up an extra freight. She would be retired in November,
1953. (Krambles-Peterson Archive)

One of the last four Mohawks on the railroad and the only remaining L-2D,
Road Number 2954 was in storage at Riverside Yard in Cincinnati on August
5, 1956. (Szwajkart)