KnowThyEarlyMohawks_Oct7

191

192

193

194

195

196

197

L-2 Mohawk Changes-Dates 2712 2719 2722 2726 2727 2732 2742 2743 2754 2762 2768
Locomotive Historical Record Card Information 2712 2719 2722 2726 2727 2732 2742 2743 2754 2762 2768
Road No. L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2A
Original Road Number 2/17/26 2/20/26 2/23/26 2/26/26 2/27/26 2/28/26 3/6/26 3/11/26 3/13/26 3/18/26 3/24/26
RR Class 66589 66596 66599 66603 66604 66609 66619 66620 66631 66639 66645
Date Built Freight Freight Freight Freight Freight Freight Freight Freight Freight Freight Freight
Builders Number $80,569.46 $80,569.46 $80,569.46 $80,569.46 $80,569.46 $80,569.46 $80,569.45 $80,569.45 $80,569.45 $80,569.45 $80,569.44
Type of Service
Price Total T-3310 T-3171 T-3535 T-3230 T-3262 T-2973 T-2924 T-3227 T-2945 T-3431 T-3179
T-2949
Tender Plate Number
Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

CHANGES: 8/29 8/29 10/29 8/29 8/29 8/29 8/29 8/29 8/29 9/29 8/29
Windshield Wings 10/29 11/29 10/29 10/29 3/30 1/30 6/30 7/29 10/29 2/30 10/29
Valve Pilot 12/31 12/31 12/31 8/32 12/31 12/31 12/31 12/31 8/37 12/31
Crossover Pipe 7/32 7/32 7/32 7/32 7/32 7/32 6/32 7/32 7/32 7/32 7/32
Condensate Separator 4/34 10/34 6/33 11/32 9/33 1/34 12/32 3/35 11/33 2/33 5/33
Boiler Expansion Pads 4/34 10/34 11/36 2/36 6/35 1/34 7/37 10/38 5/36 9/36
Huron Washout Plugs 4/34 10/34 7/30 6/35 1/34 6/34 3//35 11/33 9/34 1/35
DV-5 Mechanical Lubricator 4/34 11/29 9/29 5/30 3/30 1/30 1/30 9/33 10/29 2/33 2/30
Low Water Alarm 4/34 10/34 1/34 4/34 9/33 1/34 12/33 9/33 11/33 2/34 1/34
Firebar Grates 4/34 10/34 4/34 7/34 4/34 4/34 6/34 4/34 4/34 9/34 4/34
Ashpan Flusher Valve 5/36 9/36 11/36 2/36 10/36 2/37 7/37 7/36 10/36 5/36 9/36
Continuous Blowdown 5/36 9/36 2/36 11/35 11/35 12/35 7/36 11/35 5/36 9/36
Blower Ring 7/37
Timken Roller Brgs applied (Tender) 11/37 6/37 12/37 9/31 9/31 1/39 9/31 9/31 12/38 9/31 9/31
2” Metallic Steam Heat Connection 12/38 1/38 10/40 12/37 12/37 12/37 4/38 12/37 12/37 12/38 2/38
Floating Top Guides 10/39 11/40 8/39 3/39 5/40 8/40 10/39 4/40 9/40 9/39 2/41
Hard Grease Alemite Equipment 10/39 8/39 1/41 8/39 8/39 8/39 8/39 8/39 9/39 8/39
Selkirk Front End 5/41 5/41 10/40 12/40 8/40 2/41 2/41 11/40 1/41 2/41
Alemite fittings to Valve Stem, X-Head, and Guides 5/41 11/40 5/40 5/41 3/41 8/40 9/41 4/40 9/40 10/41 2/41
Forestalling Pencil 5/41 4/40 10/40 8/40 9/41 2/42 4/40 4/40
Sideboards to Tender 5/41 11/40 11/40 2/40 5/40 8/40 10/39 4/40 9/40 9/39 2/41
Prefocused Headlight 5/41 9/42 5/41 9/42 6/42 9/41 2/42 10/41 2/41
New Front End Bed Section 12/41 5/42 5/42
Air Filter for Air Compressor 5/42 9/42 4/43 5/42 6/42 6/42 5/42 5/42 4/43 5/42 5/42
Main Dry Pipe Steam Separator 4/43 4/43 6/43 4/43 4/43 4/43 7/43 4/43 6/43 4/43 5/44
Herron Door Netting 7/43 7/43 7/43 7/43 7/43 7/43 11/43 7/43 6/43
Shatterproof Glass 2/44 2/44
Manual Blowdown Arrangement 2/44 8/44 3/46 2/44 2/44 2/44 2/44 2/44 2/44 2/44
New Design Waterscoop 1/45 5/46 6/45 6/45 11/44
Flange Type Piston Packing 1/45 10/46 3/46 6/45 10/46 7/46 6/45 9/46 4/42 10/42
Brake Pipe Drain Cup 1/45 9/42 3/48 6/45 6/42 6/42 4/42 4/42 7/47 7/47 7/47
Convert Precision F-1 Reverse Gear to F-2 7/47 7/47 6/48 7/47 7/47 12/47 7/47 6/48 8/48 6/47
Cast Steel Generator Bracket 6/48 7/48 8/48 8/48 9/48 7/48 5/48 6/47
Aux. Air Reservoir to Precision Valve Gear 6/50 10/48 10/48 8/48
C-1 Booster Removed 10/48 11/48 10/48 10/48 1/49 10/48 10/50 10/48
C-2 Booster Installed 6/50 10/50 4/50 7/50
C-2 Booster Removed 4/50 12/48 6/50 2/50 9/50 1/49 12/48 10/50 4/50 12/48 8/48
Electric Light under Loco Cab 4/50 11/48 6/50 2/50 9/50 1/49 4/50 4/50 2/48
Additional Deck Light 4/50 11/48 2/50 9/50 1/49 12/47
Cast Steel Steam Pipes 2/37
A-5-A Compressor Governor 6/46 12/36 9/50 10/50 7/50
Top Boiler Check 6/50 8/48 4/50
Air Signal 6/14/35
Steam Heat Equipment Applied 2/50
Steam Heat Equipment Removed
Booster Control Valve 10/46
Air Brake Emergency Valve
Injector Overflow Light 4/24/34 10/16/34 4/15/31 (Wide?) 2/24/36 1/15/34 7/23/37 7/31/36 11/23/33 2/20/30 (Wide?) 9/17/36
Cab Side Ventilators 11/15/48 1/25/49 10/28/50 5/19/36
Coffin Hydraulic Control Valve
Manual Blowdown Recorder installed
Manual Blowdown Recorder removed
Tender Water Level Indicator
3-Pt Shock Absorber Headlight
Electro-Pneum Water Scoop Control Valve
New Firebox
New Firebox (2nd Application)

198

2762 2768 2769 2771 2776 2778 2791 2808 2811 2828 2955 2978 2982 2983 2986
2762 2768 2769 2771 2776 2778 2791 2808 2811 2828 2455 2486
L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2C L-2C L-2C L-2D 2478 2482 2483 L-2D
3/18/26 3/24/26 3/30/26 3/31/26 4/8/26 4/9/26 4/20/26 4/26/29 4/28/29 5/11/29 11/11/29
66639 66645 66646 66648 66653 66655 66668 L-2D L-2D L-2D -
Freight Freight Freight Freight Freight Freight Freight - - - - -
80,569.45 $80,569.44 $80,569.44 $80,569.44 $80,569.44 $80,569.44 $80,569.44 - - - - - Feb. 1930 Feb. 1930 -
$85,500.00 $85,500.00 $85,500.00 $86,900.00 -
-- - T-3787

-- - 12/31

- $86,900.00 $86,900.00 3/34
3/33
T-3431 T-3179 T-2909 T-3095 T-2949 T-3417 T-2958 T-3814 T-4076 T-3811 T-3804* T-3773 T-4216 T-3717 8/36
T-2945 *See 5/36

Record Card 4/38
12/1/39 10/39
12/37
Tender from 6/41
2629 applied 10/39
8/41
3/23/44 8/41
Tender from 8/41
10/42
MC 5349 6/43
applied 7/45
5/46
9/29 8/29 8/29 8/29 8/29 8/29 8/29 8/29 8/29 8/29 12/31 12/31 12/31 4/34 5/48
2/30 10/29 4/30 10/29 11/29 11/29 8/29 11/29 10/29 11/29
8/37 12/31 6/32 12/31 12/31 12/31 12/31 12/31 3/34 12/31 5/48
7/32 7/32 7/32 7/32 7/32 7/32 6/32 10/40 3/51
2/33 5/33 11/34 8/33 7/33 5/33 5/49
5/36 9/36 11/34 6/35 9/34 3/35 5/34 9/33 12/33 5/34 5/34 1/33 3/51
9/34 1/35 11/34 6/35 5/35 9/34 3/35 3/33 3/34 10/33 5/33 3/51
2/33 2/30 4/30 9/29 11/29 11/29 8/29 4/36 12/36 11/36 8/36 5/33 9/34 4/34 5/48
2/34 1/34 11/34 3/34 2/34 4/36 5/36 5/36 5/36
9/34 4/34 11/34 4/34 4/34 9/34 4/34 11/36 4/36 12/35 11/36 6/43
5/36 9/36 3/36 11/36 9/36 5/37 8/36 9/31 9/31 11/36
5/36 9/36 3/36 11/35 1/36 8/36 1/40 2/38 9/31 10/39 4/36 12/35 5/35 3/51
6/37 1/40 10/40 1/39 10/39 5/48
9/31 9/31 9/31 6/37 12/37 4/39 9/31 1/39 2/40 4/38 3/39
12/38 2/38 2/38 2/38 11/40 1/38 12/38 2/41 10/40 1/41 8/40 2/39 3/40 7/45
9/39 2/41 8/39 7/40 8/39 10/40 6/40 4/41
9/39 8/39 8/39 8/39 11/40 8/39 8/39 6/37 10/40 10/39 4/41 3/41 3/41
1/41 2/41 2/41 11/40 11/40 1/41 3/41 1/40 4/42 2/40 10/39
10/41 2/41 11/40 12/41 10/40 6/40 12/41 10/40 4/42 11/41 8/40 4/37 11/45
4/40 9/42 12/41 11/40 10/40 6/40 4/42 8/40 3/41 3/40
9/39 2/41 8/39 10/40 8/40 3/41 2/42
10/41 2/41 11/40 11/40 7/42 4/42

5/42 5/42 9/42 5/42 4/43 7/42 5/42 12/41 4/42 4/42 11/41 7/42 3/41 2/42
4/43 5/44 4/43
7/43 6/43 7/43 4/43 4/43 4/43 4/43 4/42

2/44 2/44 8/44 9/43 4/43 7/43 7/43 10/42 12/42 6/43 10/42 7/42 11/42 2/42

4/42 10/42 9/42 10/42
7/47 7/47 7/47
8/48 6/47 7/48 2/44 2/44 2/44 2/44 11/43 4/42 4/42 9/43 7/42 11/42 2/42
6/47
10/48 8/48 9/50 4/43 1/45 5/45 10/45
10/48
7/50 9/50 1/45 3/47 9/46 3/47 8/46 2/47 7/46 12/46
12/48 8/48 9/50
2/48 4/43 1/45 7/42 4/42 12/42 4/42 9/43 7/42 11/42 2/42

4/48 7/47 7/47 11/47 2/48 4/47 4/48 11/47 1/48 3/47 3/47

8/48 5/48

9/48 9/39 (From 5418)

5/48 8/48 7/48 9/39; 8/48 7/48 8/48 4/48

10/48 4/50 10/48 9/50 9/48 2/48 1/48 1/48 10/50 5/48

3/49 2/49 5/49 10/50 3/49

4/49 4/50 1/50 8/50 9/50 10/50 5/51

4/49 1/50 9/50 9/48 8/50 9/50 9/50 10/50 5/51

4/49 4/50 1/50 9/50 9/48 2/48 10/48 1/48 1/48 10/50 5/48

11/36 12/36

11/36 12/36

9/50 11/48

4/43 10/43 2/43 9/43 5/43 11/43 10/43

6/46 6/46

7/50 9/50 4/49 9/50 9/48 9/50 9/50 10/50 5/51

10/46 9/50 9/50 10/50 5/48
4/49
8/48

9/52

11/45 10/44 10/44 9/44 10/45 10/44 10/44

0/30 (Wide?) 9/17/36 11/28/34 6/7/35 5/14/35 9/10/34 3/27/35
5/19/36 9/22/50 4/19/49 9/29/50

199

L-2 Mohawk Changes-Dates 2712 2719 2722 2726 2727 2732 2742 2743 2754 2762 2768
Locomotive Historical Record Card Information 2712 2719 2722 2726 2727 2732 2742 2743 2754 2762 2768
Road No. L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2A
Original Road Number 2/17/26 2/20/26 2/23/26 2/26/26 2/27/26 2/28/26 3/6/26 3/11/26 3/13/26 3/18/26 3/24/26
RR Class 66589 66596 66599 66603 66604 66609 66619 66620 66631 66639 66645
Date Built Freight Freight Freight Freight Freight Freight Freight Freight Freight Freight Freight
Builders Number
Type of Service West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Alban
8/16/27 10/20/26 6/21/27 9/27/26 11/10/26 10/7/26 10/27/26 3/16/27 9/7/27 12/16/26 11/17/26
SHOPPINGS: 3 5 3 5 5 5 5 3 3 4 5
Location
Date West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Alban
Class of Overhaul 9/14/28 9/20/27 7/27/28 4/18/27 12/21/26 11/12/27 10/20/27 3/22/28 9/29/28 11/15/27 12/14/27
Location 4 3 3 UNC UNC 3 3 3 4 3 3
Date
Class of Overhaul West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Alban
Location 10/21/29 10/3/28 9/10/29 12/12/27 12/19/27 12/14/28 11/23/28 4/10/29 11/8/28 12/19/28 1/24/29
Date 3 4 3 3 3 3 3 3 UNC 3 3
Class of Overhaul
Location West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Albany West Alban
Date 4/24/34 11/15/29 2/5/30 1/18/29 1/25/29 1/29/30 1/11/30 9/2/30 10/30/29 2/20/30 2/28/30
Class of Overhaul 2 3 UNC 3 3 3 3 3 3 2 3
Location Avis
Date West Albany West Albany West Albany West Albany West Albany West Albany 5/15/31 West Albany West Albany West Albany West Alban
Class of Overhaul 5/16/36 7/10/31 4/15/31 5/5/30 3/3/30 1/15/34 4 4/12/32 11/23/33 2/8/33 3/17/31
Location 3 3 UNC 3 3 2 UNC 2 3 3
Date West Albany
Class of Overhaul West Albany West Albany West Albany West Albany West Albany West Albany 12/17/32 West Albany West Albany West Albany West Alban
Location 11/16/37 10/16/34 6/23/33 11/26/32 9/21/33 10/31/35 3 9/30/33 6/13/35 9/20/34 5/19/33
Date 3 2 4 3 3 3 3 3 3 3
Class of Overhaul West Albany
Location West Albany West Albany West Albany West Albany West Albany West Albany 6/11/34 West Albany West Albany West Albany West Alban
Date 10/17/39 9/4/36 1/23/34 7/16/34 6/14/35 2/23/37 3 3/15/35 10/17/36 5/19/36 1/28/35
Class of Overhaul 3 3 UNC 3 2 3 3 3 2 3
Location West Albany
Date West Albany West Albany West Albany West Albany West Albany West Albany 12/7/35 Collinwood West Albany West Albany West Alban
Class of Overhaul 5/5/41 4/3/39 7/15/35 2/24/36 10/26/36 1/16/39 3 7/31/36 12/27/38 9/30/37 9/17/36
Location 4 3 3 2 3 3 2 3 4 2
Date West Albany
Class of Overhaul West Albany West Albany West Albany West Albany West Albany West Albany 7/23/37 West Albany West Albany West Albany West Alban
Location 2/8/43 11/15/40 11/30/36 6/29/37 1/23/39 8/20/40 2 3/2/38 9/25/40 9/25/39 9/28/38
Date 3 3 3 4 3 3 3 3 3 4
Class of Overhaul West Albany
Location West Albany West Albany West Albany West Albany West Albany West Albany 10/26/39 West Albany West Albany West Albany West Alban
Date 1/22/45 9/12/42 1/26/39 3/10/39 5/20/40 6/5/42 4 4/26/40 3/30/42 10/30/41 2/7/39
Class of Overhaul 3 3 3 4 3 3 3 UNC 3 UNC
Location West Albany
Date West Albany West Albany West Albany West Albany West Albany West Albany 9/20/41 West Albany West Albany West Albany West Alban
Class of Overhaul 6/7/47 8/3/44 10/9/40 5/12/41 6/16/42 2/15/44 3 2/27/42 6/25/42 7/23/43 2/12/41
Location 4 3 UNC 3 3 3 3 UNC 3 3
Date West Albany
Class of Overhaul West Albany West Albany West Albany West Albany West Albany West Albany 7/22/43 West Albany Collinwood West Albany Collinwood
Location 4/10/50 10/11/46 10/20/41 1/13/43 4/13/44 7/3/46 3 11/30/43 12/28/42 12/8/45 10/21/42
Date 3 3 4 4 3 3 3 3
Class of Overhaul West Albany 3 3
ASSIGNMENT HISTORY: West Albany West Albany West Albany West Albany West Albany West Albany 6/9/45 West Albany West Albany West Albany West Alban
Permanently Transferred from Line West to Line East 11/15/48 6/18/43 6/19/45 10/3/46 1/25/49 3 9/18/46 2/7/48
Permanently Transferred from Line East to Line West 2 3 3 3 2 3 11/22/44 3 5/3/44
From Line East to Line West West Albany 3 3A
From Line East to Big Four West Albany West Albany West Albany 12/4/47 West Albany West Albany
From Line West to Big Four 3/30/46 3/21/47 9/14/50 3 10/28/50 West Albany 7/19/50 West Alban
From Big Four to Line West 3 3 2 2 5/6/47 4 7/31/46
RETIREMENT DATE: West Albany 3 3
West Albany West Albany 5/22/50
6/8/50 2/6/50 4 West Albany West Alban
3 3 4/21/50 8/17/48
3 3

2/28/51 2/26/51 9/22/50 2/24/51 9/21/50 2/28/51 2/6/51 2/25/51 9/22/50 9/21/50 2/6/51

2/27/53 7/7/52 6/26/53 2/27/53 8/12/53 5/27/52 7/24/53 5/27/52 5/27/52 7/24/53 5/27/52

200

2762 2768 2769 2771 2776 2778 2791 2808 2811 2828 2955 2978 2982 2983 2986
2762 2768 2769 2771 2776 2778 2791 2808 2811 2828 2455 2486
L-2A L-2A L-2A L-2A L-2A L-2A L-2A L-2C L-2C L-2C L-2D 2478 2482 2483 L-2D
3/18/26 3/24/26 3/30/26 3/31/26 4/8/26 4/9/26 4/20/26 4/26/29 4/28/29 5/11/29 11/11/29
66639 66645 66646 66648 66653 66655 66668 L-2D L-2D L-2D -
Freight Freight Freight Freight Freight Freight Freight - - - - -
- - - - - Feb. 1930 Feb. 1930 -

-- -

-- -

est Albany West Albany West Albany West Albany West Albany West Albany West Albany Collinwood Collinwood Collinwood Collinwood Collinwood Collinwood Collinwood Collinwood
12/16/26 11/17/26 1/3/27 7/14/27 8/25/27 10/3/27 5/28/27 11/9/34 3/15/34 3/12/35 12/10/34 4/6/34 11/14/34
5 5 3 3 3 3 3 3 3 11/16/34 9/12/34 3
4 3 3
est Albany West Albany West Albany West Albany West Albany West Albany West Albany Collinwood Collinwood Collinwood Collinwood 33 Collinwood Collinwood
11/15/27 12/14/27 2/17/28 8/20/28 9/26/28 10/8/28 7/9/28 4/6/36 8/15/35 11/28/36 8/7/35
3 3 3 3 3 4 3 3 8/18/36 Collinwood Collinwood 3 8/4/36
3 3 3 3
est Albany West Albany West Albany West Albany West Albany West Albany West Albany Collinwood Collinwood Collinwood 4/20/36 12/14/35 Collinwood
12/19/28 1/24/29 5/25/28 9/21/29 11/13/29 11/30/29 2/16/29 12/17/37 12/24/36 Collinwood 11/9/36 Collinwood
3 UNC 3 3 3 UNC 3/8/38 11/2/37 33 3 12/7/37
3 Collinwood Collinwood 3 3 3 3 3
est Albany West Albany West Albany West Albany 3//11/32 11/30/32 West Albany Collinwood Collinwood Collinwood Collinwood Collinwood
2/20/30 2/28/30 2/20/29 7/15/31 UNC 3 8/14/29 Collinwood Collinwood 2/8/38 Collinwood
3 3 3 3 1/12/40 11/2/38 2/23/40 10/26/39 8/2/37 4/2/37 3 10/28/39
2 West Albany West Albany Avis 3 3 3
est Albany West Albany West Albany West Albany 7/19/33 9/10/34 2/17/31 3 33 Collinwood 3
2/8/33 3/17/31 4//2/30 8/17/33 3 2 3 Collinwood Collinwood Collinwood Collinwood 3/26/40 Collinwood
3 3 3 12/9/41 10/21/40 4/29/42 11/14/41 Collinwood Collinwood 3
3 Collinwood West Albany West Albany 3 3 9/23/41
est Albany West Albany West Albany West Albany 5/14/35 1/17/36 5/4/33 3 3 8/22/40 2/17/39 Collinwood 3
9/20/34 5/19/33 1/27/32 6/7/35 2 3 3 Collinwood Collinwood Collinwood Collinwood 2/20/42
3 3 2 11/3/43 11/27/43 33 3 Collinwood
3 West Albany West Albany West Albany 3 4/15/42 9/8/43 6/18/43
est Albany West Albany West Albany West Albany 9/23/36 5/19/37 3/27/35 NCA 2 3 Collinwood Collinwood Collinwood 3
5/19/36 1/28/35 11/28/34 11/19/36 3 3 2 Collinwood Collinwood 10/23/43
3 2 3 11/8/45 Collinwood 11/12/45 Collinwood 7/22/42 3/28/41 Collinwood
2 West Albany West Albany Collinwood 3 12/7/42 10/16/45 3 7/5/45
est Albany West Albany West Albany West Albany 11/2/38 4/18/39 8/18/36 3 3 33 Collinwood 3
9/30/37 9/17/36 3/13/36 12/5/38 3 4 3 Collinwood West Albany 3 11/20/45
2 3 3 9/21/48 Collinwood West Albany Beech Grove Collinwood West Albany
4 West Albany West Albany West Albany 3 6/6/45 10/13/48 3 5/12/48
est Albany West Albany West Albany West Albany 11/27/40 10/1/40 3/11/38 3 3 1/19/48 9/9/44 11/14/42 West Albany 3
9/25/39 9/28/38 8/13/37 7/22/40 3 4 3 West Albany 3
4 3 UNC 12/6/50 West Albany 33 5/12/48 West Albany
3 West Albany West Albany West Albany 4 2/14/48 West Albany 3 3/14/51
est Albany West Albany West Albany West Albany 3/21/41 7/17/42 6/7/40 3 9/26/50 West Albany Collinwood 3
10/30/41 2/7/39 8/15/39 12/19/41 UNC 3 3 4 West Albany
UNC UNC 3 West Albany 1/29/48 10/20/44 5/8/51
3 West Albany West Albany West Albany 8/31/50 3
est Albany West Albany West Albany West Albany 4//6/43 7/27/44 4/20/42 4 33
7/23/43 2/12/41 11/8/40 9/7/43 3 3 3
3 3 3 West Albany Collinwood
3 West Albany West Albany West Albany
est Albany Collinwood West Albany West Albany 1/18/45 2/15/47 3/9/44 9/15/50 3/15/47
12/8/45 10/21/42 9/4/42 4/19/49 3 3 3
4 2 43
3 3 West Albany West Albany West Albany
est Albany West Albany West Albany 4/26/47 1/9/50 5/10/45 Collinwood
2/7/48 8/15/44 3 3 3
5/3/44 3 10/14/50
3 3A West Albany West Albany
West Albany West Albany 4/13/50 11/7/47 2
West Albany 3/31/47 3 3
7/19/50 7/31/46 3
4 3 West Albany
West Albany 9/29/50
West Albany 9/22/50 2
8/17/48 2
3

9/21/50 2/6/51 2/6/51 2/6/51 2/6/51 2/6/51 2/6/51

7/24/53 5/27/52 7/11/52 5/27/52 8//12/53 1/29/53 5/27/52 7/9/54 10/26/55 4/22/53 4/11/55 10/26/55 7/9/54 10/26/55 7/24/53
Reinstated Reinstated
8/10/54 8/10/54
Retired
Retired 7/15/55
7/15/55

201

Rear of tender for L-2D Mohawk No. 2462 new at Alco in November, 1929. This locomotive would be
renumbered to 2962 in 1936. Note style of script, and position of lettering and numbering, which
would be changed in 1940. (NYCSHS)

Mohawk Tenders

The tenders used with the original L-1 Mohawks of 1916 When the first L-2A prototype locomotive was delivered to
were a small, 8-wheel design that carried 14 tons of coal the railroad in March, 1925, No. 2700 was delivered with a
and 8000 gallons of water. On the Central, water capacity tender with a water capacity of 15,000 gallons and a coal
was always lower than that generally required to make a capacity of 18 tons. When the first of 99 production L-2A’s
trip, as Central tenders were equipped with water scoops were delivered to the railroad beginning in February, 1926,
to replenish water during a trip from track pan installa- tenders with the same water capacity of 15,000 were used,
tions. but coal capacity was increased to 21-tons. The subse-
quent addition of coal boards to the tenders of the 2700’s
By 1922, the increase in locomotive productivity due to increased their coal capacity to 25-tons. Some of the L-2A
faster runs with longer trains resulted in a new tender de- fleet was never modified, and locomotives 2721, 2782,
sign. Three-cylinder Mohawk No. 2568, a test engine, is 2784, 2786, 2789, and 2791 used tenders that retained the
reputed to be the first locomotive on the railroad with a original 21-ton capacity. Conversely, the tender used on
twelve-wheel tender. This tender was much larger in size L-2A No. 2704 had a 9-inch higher side sheet design com-
and capacity, and carried 15,000 gallons of water and six- mon to the L-2C’s, with a tender capacity of 15,000 gallons
teen tons of coal. and an increase in coal capacity to 28 tons.

Evidently, the railroad saw the value of larger tenders, and The 6200-6224 series L-2B’s delivered to the CCC&StL (Big
twelve-wheel tenders appeared with new locomotive de- Four) arrived with another tender design. These Big Four
liveries, including the H-10B Mikados of 1924. These ten- engines, later renumbered to 2900-2925, had tenders with
ders also carried 15,000 gallons of water, and coal capacity no water scoops since there were no track pans on the Big
was increased from 16-tons to 18-tons. Since these Mika- Four. The tender water deck was longer, and the capacity
dos were shipped to the Big Four, these tenders were not of these tenders was 15,000 gallons and 21-tons of coal.
equipped with water scoops. Based on available records, these locomotives retained
their original tenders until retirement.
Beginning in early 1923, the Central embarked on a pro-
gram to improve the performance and productivity of the A different tender appeared with the 100 L-2C Mohawks of
L-1 Mohawk fleet with three major changes: larger tenders, 1929. These tenders were a new design, and differed visu-
application of stokers, and replacing the No. 5 Duplex air ally from all earlier Mohawk tenders. They had a capacity
pumps with two 8-1/2” cross compound air pumps. All of 15,000 gallons of water and 28-tons of coal. They had
of these changes were the result of the need to haul lon- a short water deck and were equipped with water scoops
ger trains, and to reduce the number of stops for water for service everywhere on the Harmon to Chicago main
where track pans were not available. The 12-wheel ten- line and on the Michigan Central.
ders applied to the L-1’s had a water capacity of 15,000
gallons and 18-tons. In the next several years, coal board The original Big Four L-2D’s, original road numbers 6225-
extensions of various styles were installed to provide great- 6249 (2925-2949) as well as the fifty L-2D’s built for the
er coal capacity, and many but not all L-1’s had an official Central were identical in capacity of 15,000 gallons and
coal capacity of up to 23-tons when equipped with these 28 tons. The one principal difference in the Big Four L-2D
tenders. Various Tender Cards for L-1 Mohawks list coal tenders was the elimination of water scoop apparatus.
capacity as either 21-tons, 22-tons, or 23-tons. The L-1’s re- Tenders used with locomotives having Elesco feedwater
tained these tenders for the lives, with minimal changes heaters had an oil skimmer installed on the water deck.
except for the addition of a drinking water closet, a water There were four L-1 Mohawks that received L-2D tenders
level indicator, and an air brake emergency valve. From the that were delivered with the L-2D’s. Mohawks 2533, 2546,
Tender Cards, it appears that train control equipment was 2645, and 2652 operated with L-2D tenders for part of their
installed on these tenders when they replaced the 8-wheel service life.
tenders on the L-1’s.

203

204

L-2C No. 2820 helps a sister L-2
with a freight, location and date
unknown. No. 2820 was equipped
with steam heat and air signal for
passenger service, as indicated by
the large lagged pipe at the bottom
of the tender side sheet. (NYCSHS)

L-2C No. 2839 posed for pictures
at Alco in May 1929, including
this image of the rear tender sheet.
Conduit leading to class lamps
and conduit for Automatic Train
Control (ATC) are visible. Rear
tender ladders were on the right
rear of NYC tenders, perhaps as
a result of safety considerations
on a multi-track railroad. (TRG)

205

The tender “overflow control” feature on NYC tenders No. 6200, an L-2B Mohawk constructed for the
did not appear until the first PT-3 tenders were built CCC&StL (Big Four) in February of 1929 demon-
by Lima beginning in May 1944, and tenders with strates the high degree of tender standardization
overflow control were never applied to L-1 or L-2 used in construction. An image of the side of this
Mohawks. This image of L-2C No. 2840 over track tender, however, shows that, with no water scoop
pans at an unknown location shows the method used apparatus, these tenders had a longer water deck.
to vent excess tender water on those tenders Note the difference in tender capacity lettering and
not equipped with overflow control. (NYCSHS) location. (NYCSHS)

Converted L-2D Mohawk No. 2998 sits at Wesleyville, PA in this image from 1949. Note the tender has been equipped
with a coal pusher. All axles of this engine and tender were roller bearing equipped, and lightweight rods and needle
bearing valve gear permitted 80-mph operation with 69-inch driving wheels. This engine and sister No. 2995 were
the precursors of the dual service L-3 and L-4 Mohawks. (NYCSHS-HLV)

206

207

208

Based on available photographs, the only two tenders The Tender Record Cards show that most of the tenders
equipped with coal pushers were the tenders used with were “Owned Equipment”, while the Locomotive Record
the two converted L-2D Mohawks, road numbers 2995 and Cards indicate that almost all locomotives were purchased
2998. In addition, these tenders resembled the tenders using an Equipment Trust. Both types of cards also indi-
used with J-1 Hudson type locomotives. This tender de- cate that locomotives and also tenders were“sold”or trans-
sign was also used on a limited number of L-2D Mohawks, ferred permanently to subsidiaries, especially the Big Four
including No. 2954 and several others. A review of photo- (CCC&StL). Some of these sales and transfers were made
graphs is recommended for further investigation. before the retrenchment of steam to the Big Four, and the
reason for these bookkeeping changes might have been
Most of the Mohawks retained their original tenders until financial in nature.
retirement. Very few modifications were made to Mohawk
tenders, and none of any significance, except for the ad-
dition of Automatic Train Control (ATC) equipment added
in July, 1926. We have included a sample of the Tender
Record Cards for various locomotives for which we also
have Locomotive Record Cards. NYCSHS has a quantity of
Tender Record Cards for the L-2A class Mohawks. The rea-
son for this retention may be a proposal to reuse the L-2A
cast steel tender frames to manufacture a quantity of steel
transfer cabooses. This proposal was never implemented.

209

210

211

212

213

214

215

Mohawk No. 2858 is the road engine on this H-5 Mikado assisted L&N coal train in this undated
image.The feather of steam at the pops indicates that the engine is developing its maximum tractive
effort at this speed and cutoff.The fireman is leaning out the cab, watching the stack, alert should the
engine slip. Location is most likely the grade west of Lafayette, IN in the mid 1950’s. (NYCSHS)

The Final Miles

Mainline operations of the NYC east of Cleveland and east Michigan Central – United States
of Detroit were all diesel by the end of September, 1953, Assigned L-2C: 2804, 2819, 2830, 2833, 2858, 2863, 2876,
although there were pockets of live steam in yard and 2894, 2898
transfer service on the Canada Southern. The Locomotive Assigned L-2D: 2967, 2973, 2996
Mileage and Tire Report for the three main districts where
steam road power was still in use, dated December 31, Status: Of these twelve locomotives, three were stored
1954, provides valuable information for various locomo- (2858, 2876, 2898), and three awaited shop (2804, 2863,
tives assigned by locomotive road number, with tire wear 2894). The six remaining locomotives operated 7,084
and mileage for each. miles during the month.

Locomotive Mileage and Tire Report – The report lists 2824 and 2959 retired from service, and
December 31, 1954 2858 and 2876 transferred to the CCC&StL.

The December 31, 1954 includes the following informa- Locomotive Mileage and Tire Report –
tion: December 31, 1955

Line West – Including OCD (Ohio Central) The L-2 fleet was considerably smaller with the December
Assigned: 2808, 2811, 2955, 2978, 2982, 2983 31, 1955 report, as follows:

Status:All Awaiting Shop Line West – Including OCD (Ohio Central)
Assigned: None
CCC&StL
Assigned L-2C: 2800, 2802, 2803, 2815, 2820, 2821, 2825, CCC&StL
2826, 2829, 2831, 2838, 2839, 2844, 2846, 2847, 2848, 2849, Assigned L-2C: 2800, 2802, 2803, 2815, 2821, 2826, 2829,
2861, 2869, 2877, 2878, 2882, 2884, 2886, 2887, 2889, 2890, 2831, 2846, 2849, 2876, 2878, 2886, 2887
2893, 2895 Assigned L-2D: 2921, 2933, 2936, 2945, 2946, 2947, 2954

Assigned L-2B: 2903, 2914, 2921, 2923 Status: Of these twenty-one locomotives, all were in oper-
ation and accumulated a monthly mileage of 71,380 miles.
Assigned L-2D: 2925, 2926, 2932, 2933, 2935, 2936, 2940, The mileage champ was locomotive No. 2936, which op-
2945, 2946, 2947, 2951, 2954, 2960, 2975, 2976, 2985, 2988, erated 5,652 miles in December, followed by 2946, which
2997 operated 5,574 miles.

Status: Of these fifty-one locomotives, twenty-two were Michigan Central – United States
stored, one was awaiting shop, and one was undergoing Assigned L-2C: Locomotive No. 2858, the only L-2 in this
terminal repairs. The twenty-seven locomotives in service District, operated 426 miles during the month.
operated 67,068 miles. The highest monthly mileage was
turned in by 2886 with 5,040 miles. There were two loco- The report lists 2831 and 2887 as transferred to the
motives with over 90,000 miles, 2839 and 2935, and both CCC&StL.
accumulated monthly mileage.

217

Original L-2C No. 2800 was still active at Indianapolis on October 23, 1955. The engine has been reversed, and the
ground man is waiting for a signal. The fireman is occupied near the top of the coal pile. No. 2800 would not be
retired until April 4, 1957. (NYCSHS-JH)

Locomotive Mileage and Tire Report – the roster, and this included 23 Mohawks. Additional infor-
Southern District March 1956 mation identified Cincinnati and Indianapolis as the most
likely locations.
By early 1956, steam power had been concentrated in the
Southern District. The L-2’s assigned were as follows: For the record, the final retirement dates by road number
and subclass for the L-2’s are as follows:
Assigned L-2C: 2800, 2802, 2803, 2815, 2821, 2826, 2829,
2831, 2849, 2858, 2876, 2886, 2887 L-2A: Locomotives 2739 and 2757 were retired on
Assigned L-2D: 2933, 2936, 2945, 2946, 2947, 2954 September 16, 1953

Status: All nineteen L-2’s operated during the month, and L-2B: Locomotive 2921 was retired on February 16, 1956
ran a total of 52,504 miles. The mileage champ was 2803
with 4257 miles. L-2C: Locomotives 2849, 2886, and 2887 were retired on
February 4, 1959
NYC employee Simon Herring kept detailed records re-
garding steam. He recorded that four L-2 Mohawks (2831, L-2D: Locomotive 2954 was retired on February 4, 1959
2858, 2876, 2887) were transferred to the Big Four on Jan-
uary 6, 1956.

All passenger service on the railroad was dieselized in Feb-
ruary, 1956, with a few Hudsons running in freight service,
double headed on ferry moves. Also, in February 1956,
Bellefontaine, OH became all diesel. The west end of the
Indiana Division became fully dieselized on June 28, 1956,
with L-2C No. 2849 running from Kankakee to Indianapolis
on train KI-2 due to a diesel failure.

In June,1956,Herring recorded the following L-2 Mohawks
“remaining”: 2800, 2802, 2803, 2815, 2826, 2831, 2849,
2858, 2876, 2886, 2887, 2933, 2945, 2954

Locomotive Mileage and Tire Report –
Southern District November 1956

At the time the report was issued, the L-2 fleet had dwin-
dled from 300 locomotives to eleven, consisting of nine
L-2C’s and two L-2D’s as follows: 2800, 2802, 2803, 2815,
2849, 2858, 2876, 2886, 2887, 2933, 2954. All eleven L-2’s
ran monthly mileage, and this fleet accumulated 16,779
miles.

In January of 1957, I received a roster of the remaining
New York Central steam locomotives as a result of a letter
to the railroad. The roster was dated January 18th. I was
particularly interested in the quantity and location of Hud-
sons and Niagaras remaining on the railroad. To my great
disappointment, the Hudsons and Niagaras were gone. The
good news was that there were 122 steam engines still on

219

L-2C Mohawk No. 2802 is dead but not yet drained at Indianapolis, IN in October, 1955. A close look at the running
gear shows a bent crosshead link and missing valve gear combination lever. The cylinder cocks are still dripping
water, so the misfortune must have just occurred. (NYCSHS-JH)

Back in service, Mohawk No. 2802 is taking water at an unidentified location on the
Southern District on April 26, 1956. (NYCSHS-JH)

220

No. 2802 has an empty L&N coal train in hand near Lafayette, IN in the final months of steam operation on the Big
Four. (NYCSHS)

Another Mohawk survivor, No. 2803 poses at Shelby St. in Indianapolis in 1955. Former NYC Asssistant Supervisor
Power & Train Operations, Jeremy Taylor advises that crews regarded the L-2’s as snappy, fast runners on manifest
trains of approximately 3000 tons in reasonably level territory. Due to their availability, they were often used as
drag engines in hilly country, a service for which they were not really intended. (NYCSHS-JKT)

221

Extra No. 2803, trailing 35 loads and 19 empties, is on the 1.04 percent grade west of Lafayette, IN.
on NKP rails. This train spurned the normal helper and had worked up to a speed of about 30 mph
at Summit, the site of this image. This is the ruling westbound grade between Indianapolis and
Kankakee. (NYCSHS-JKT)

L-2C Mohawk No. 2815 has the unique distinction of having hauled the last steam powered
through freight on the New York Central. She was retired on April 4, 1957.

Mohawk No. 2849 was photographed on Train KI-2, which removed this final steam engine from the “Chi West”, the
Indiana Division between Indianapolis and Kankakee, on June 28, 1956. The train is shown on the “Belt” around
Indianapolis. The trailing Baldwin diesels were afflicted with continuous wheel slip and were of little help east of
Lafayette. (NYCSHS-JKT)

223

Two of the Central’s best pose at Kankakee, IL on July 15, 1953. Big Four Hudson J-1E No. 5395
would be retired in April, 1954, while Mohawk No. 2849 would remain on the roster until February
4, 1959. (NYCSHS-JH)

L-2C No. 2858, mechanically sound and recently painted, works a general freight at an unidentified location. In De-
cember of 1955, No. 2858 was the only L-2 Mohawk assigned to the Michigan Central District, where we believe this
photograph was made. (NYCSHS)

Mohawk 2886, having lost her cab-to-caboose radio antenna, was at Riverside Yard in Cincinnati, OH on December
27, 1956. (Gary’s-TRG)

225

A pair of Big Four assigned L-2’s, led by No. 2887, work a coal train in this undated image with no
location identified. The fully exposed front mounted air compressor strainers indicate a mid-1950’s
date for this photograph. (NYCSHS)

A “Workingman’s Locomotive”

A friend and I had often talked about a “great circle trip” They were the first L-2’s that I had ever seen, and I recalled
to photograph the last remaining steam locomotives in the my father’s characterization of the L-2 class as a “working-
east. Due to school and other activities, we were unable man’s locomotive”. To many and perhaps most employees
to make this trip in 1957, so we contented ourselves with of the railroad, the Hudsons and Niagaras were not as fa-
photographing NKP and CNR steam. My dad brought home miliar, as they were assigned to passenger and mail and ex-
the Headlight magazine that announced the Central was press trains that paused momentarily at stations, but were
officially all diesel as of May 3, 1957. By July 1, 1958, the otherwise off to some distant place at speeds that made de-
NKP became all diesel. We made a few trips to Canada to tailed inspections difficult or impossible. But my dad and
photograph the Canadian National,but our first interest was his friends all knew Mohawks, especially the L-2’s. There
U.S. steam power, and the thought that perhaps a Hudson was always more than one around a yard or roundhouse.
or a Niagara was still stored or derelict on NYC property Most NYC crews cut their teeth being on,around,and under
fascinated me. Mohawks, and they were regarded as familiar old friends,
although some were more highly regarded than others. The
So late on a Sunday afternoon, August 17, 1958, I entered Central considered them the “standard freight engine” on
Riverside roundhouse in Cincinnati, OH. This was the west- the railroad in the steam age,a high compliment indeed,and
ernmost point of our great circle trip,having visited the PRR one richly deserved.
in Columbus, OH that morning. There were four Mohawks
at Riverside that day, all L-2’s, and I was able to photograph
them with the limited equipment and skill possessed by
a fifteen-year old. I remembered them as larger than their
photographs indicated, and recognized their existence as
an anomaly, since the railroad had announced that they had
completely dieselized fifteen months earlier. I don’t remem-
ber lingering,as the dead line was long,and the thought per-
sisted that perhaps “the other two of the triumvirate” were
just outside.

227



Bibliography

L-1 Mohawks
The Mountains.............................................................................................................. Farrell, Jack W.
and Pearsall, Mike
Uncle Sam’s Locomotives............................................................................................. Huddleston, Eugene L.
Central Headlight magazine, 2Q1987,“Class L1 4-8-2 Type Mohawk Locomotives”..... Curl, Ray

L-2 Mohawks

New York Central Lines magazine................................................................................ April 1926
Railway Age................................................................................................................... Jan. 30, 1926
Railway Mechanical Engineer....................................................................................... Feb. 1926
Locomotive Cyclopedia................................................................................................ 1938

Other Information Sources
New York Central System Mechanical Drawing Files................................................... NYCSHS
Mohawk Photopaster Cards......................................................................................... Gerbracht,Thomas R;
NYCSHS
Central Headlight magazine, 2Q1981,“The Kaye-Elevens”........................................... F. Ray McKnight
New York Central’s Later Power................................................................................... Staufer,Alvin
LIMA - The History........................................................................................................ Hirsimaki, Eric
Train Shed Cyclopedia No. 6........................................................................................ Gregg, Newton K.
Train Shed Cyclopedia No. 50...................................................................................... Gregg, Newton K.
Steam Locomotives of the New York Central Lines,Vols. 1 and 2................................ Edson,William D.
and Vail, H. L. Jr.
William D. Edson Motive Power records...................................................................... Edson,William D.
Dimensions and Classification of Locomotives of the
New York Central System-1946.................................................................................... Gerbracht,Thomas R.
Memories of New York Central Steam.......................................................................... Haas,Arnold

Stokers in Service, New York Central System, Standard Stoker, 3/1/1944.................... Gerbracht,Thomas R.
Recapitulation of N.Y.C. System Loco’s -SK-S-2513 – 1/1/1947.................................... Gerbracht,Thomas R.
Dawn of the Diesel Age................................................................................................ Kirkland, John F.
Baltimore and Ohio Railroad Steam and Electric Locomotive Diagrams...................... Staufer,Alvin
Steam Locomotive Diagrams of the Chesapeake & Ohio Railroad............................... Staufer,Alvin

229