720:. These were more modern locomotives than the L-1 class with wide boilers, long tenders, and fitted with feedwater heaters (mostly of the Elesco type and generally mounted in front of the smokebox at the top). Later L-2 subclasses, the L-2b and L-2c, had somewhat smoother lines with recessed feedwater heaters. The later L-2 locomotives, from a front-on view, appeared quite similar to the Central's fleet of Hudson passenger locomotives. The L2a's were numbered 2700–2799, the L2b's were numbered 2900–2924, the L2c's were numbered 2800-2899 and the L2d's were numbered 2925-2949 and 2950–2999. Locomotives 2995 and 2998 were modified for high-speed service in 1939.
248:
709:
644:(as well as one on the NYC proper) had open-cycle Worthington SA type units, and one each were furnished with the Elesco coil type (#2503) and the external Coffin variety. The vast majority of Elesco bundle-type equipped L-1s had them installed protruding forward, as seen universally on the L-2a subclass. However, there is evidence of at least one unit (#2568) having the feedwater heater installed in the semi-sunken fashion seen on some of the Central's H-7e
77:
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36:
640:. These engines were built with clean lines and a notable lack of appliances, though they would be modified extensively in the coming years. As with the tenders, the earlier L-1s would later be fitted with feedwater heaters, with the majority sporting Elesco bundle-type and Coffin internal feedwater heaters, though a handful of examples on the subsidiary
614:
675:. An exception would be the few operated by the Peoria and Eastern, which operated in Illinois and Indiana, though again they were largely limited in the scope of their travel. Much like their cousins on the Pennsylvania Division, they would last until the dieselization of the 1950s, and would all be retired by 1957.
736:
The next development of the Mohawk type was that of the dual-service locomotive, capable of working passenger as well as freight trains. Passenger service required the ability to work at 80 mph (130 km/h), as opposed to the 60 mph (97 km/h) required of freight. The NYC's fleet of
663:
When they were introduced in the late 1910's, the L-1s were the preeminent examples of hauling power on the New York
Central, and served extensively on the main line from New York to Chicago. Gradually, as the L-2s rolled off ALCO's production line in the 1920s, many of the L-1s were displaced, with
571:
The L1s and L2s were unstable at higher speeds due to the lack of effective cross-balancing, making the 4-wheel leading truck simply a better distributor of their weight; the L1s and L2s were consequently limited to 60 mph (97 km/h), though this issue was resolved for the L3s and L4s using
748:
on all axles and so forth. The success of these modifications prompted the construction of 65 units of the L-3 class in 1940, 35 of which were built for dual-service and the remaining 30 for freight-only; as a result, the first 35 were equipped with roller bearings on every axle while the remaining
683:
The New York
Central had two L-1 locomotives, numbered 2518 and 2605, rebuilt by ALCO in 1922 with three cylinders to help determine if the arrangement was worthwhile. They were substantially more powerful than the two-cylinder models, but it was debatable if the additional maintenance requirements
659:
185 L-1 locomotives were produced. The L-1a's were numbered 2500–2529, the L-1b's were numbered 2530–2584, the L-1c's were numbered 2585-2639 and the L-1d's were numbered 2640–2684. Interestingly, in the 1936 fleet-wide renumbering, the L-1s would remain untouched, retaining their as-built numbers.
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Only two
Mohawks out of the original 600 built are preserved, and these were "flukes" that accidentally managed to outwit the total anti-preservation philosophy of then-NYC President Alfred E. Perlman. This makes them the only examples of large, modern New York Central steam power extant after the
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One modification to the L-1s made in the 1920s was the installation of mechanical stokers, mostly of the duplex type, which were fitted universally, easing the job of the firemen. Many L-1s would also see their original fabricated Cole trailing trucks replaced with single-piece cast Deltas.
765:
in 1942. None of them had booster engines, although they were built to accommodate them should they ever need to start heavy trains, but were never so modified. The L-4s were versatile locomotives, with 72" drivers, and worked the heaviest freight and passenger trains during
752:
All L-3 locomotives were given axle-spacing that could accommodate 72" drivers, but only one was ever fitted with such. This locomotive, #3000, paved the way for the final class of
Mohawks on the New York Central, the L-4. The other 64 engines received 69" drivers.
749:
30 had roller bearings on every axle except for the drivers. The Class L-3a's were numbered 3000–3034. The Class L-3b's were numbered 3035–3049; the L-3c's 3050–3064. All were built by ALCO, with oval NYC emblems under their smokebox engine number placards.
629:, though they would almost universally later be refitted with more six-axle examples. They would be equipped with the appropriate accouterment of the time; kerosene headlights, straight running boards, full pilots, Cole trailing trucks, and in some cases
782:
drivers. The L4a's and L4b's were numbered 3100-3124 and 3125–3149, respectively, and all were equipped with roller bearings on every axle. All L-4a's bore the above-described NYC "passenger" logo plates underneath their front smokebox number plates.
773:
The L-3 and L-4 classes had large tenders riding on two six-wheel trucks that were almost as long as the locomotives hauling them, and were mostly coal space with a capacity of 43 tons; water was taken en route using the tender scoop from
741:, 275 strong though it was, was proving inadequate to handle peak traffic demands, and some dual-purpose power would fix the problem nicely as well as giving the ability to handle express freight and mail services.
700:
were worth the performance boost. In 1924, locomotive 2569 was rebuilt by Alco as a Class L-1b-3 Cylinder. The NYC must have come down on the negative side of that question, for no more were built.
873:
during its 1976 tour with the
American Freedom Train, as well as with the Chessie System Special. It was later damaged in a roundhouse fire in 1979. This water tender is now placed behind
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Two L-2 locomotives were given modifications for dual service work: higher boiler pressure, smaller cylinders, lightweight reciprocating parts, dynamic counterbalancing of the drivers,
671:
By the late 1930s and the introduction of the L-3s, it was a rarity to see an L-1 outside those operating zones, where they served alongside the NE-2s, the NYC's articulated
1139:
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Additionally, those constructed with full pilots would all have them swapped for footboard freight pilots by the 1920s. Some units would be fitted with
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The next development of the Mohawk type for the New York
Central was the L-2, 300 of its various subclasses being built between 1925 and 1930 by the
141:
49:
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The 600 Mohawks delivered were divided into four main classes, plus a few experimental and prototypes that were rebuilt between 1922 and 1939.
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The New York
Central became the largest 4-8-2 user in North America, with 600 locomotives of this type built for its service; only the
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Further orders of L-1 subclasses followed in subsequent years, all built by ALCO except the L-1cs, which would be built by the
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Tenders for two other
Mohawks also still exist. The tender from 2662, a class L-1d, is currently in use behind
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and the associated decline in freight traffic, some were retired permanently or put into long-term storage.
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Preserved L-2d class locomotive Number 2933 at the Museum of
Transportation in St. Louis in August, 1970
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type from first-line service. While other roads obtained much more massive freight power, such as
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L-3c class locomotive number 3060 leads a freight train in
Crestline, Ohio, on August 30, 1952
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and thus the locomotives did not need to have a large on-board water capacity. Some L-4s had
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1021:"Steam Power of the New York Central System: Volume One-Modern Power", by Alvin F. Staufer.
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type on other roads, but the New York Central did not see the name as fitting on its famous
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types and a multitude of articulated designs, the New York Central, with its practically-
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most of them stationed on the Central's Pennsylvania Division. As a consequence of the
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Lima-built L1c #2631 in 1930, after a bundle-type Elesco feedwater heater was added.
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The Mohawk type was the pre-eminent freight power of the network, displacing the
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in 1916; these were purely freighters, with 69-inch drivers and small four axle
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Many L-4 locomotives were fitted with smoke deflectors after delivery in 1942.
1032:
Steam Power of the New York Central System Volume 1 ~ Modern Power ~ 1915-1955
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564:. Instead, it picked the name of one of those rivers its rails followed, the
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L-1 = 190 psi (1.31 MPa) - 200 psi (1.38 MPa)
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656:, an invention of the New York Central's mechanical department.
1089:
Morgan, David P. (1975). "The Mohawk That Refused To Abdicate".
117:
70:
29:
933:
New York Central System Historical Society Research Resources
602:
high-speed riverside lines, needed speed over pulling power.
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The first Mohawks delivered for the NYC were delivered by
1101:
magazine some time between April 1954 and November 1958.
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L3/high speed L2d = 60,077 lbf (267.24 kN)
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The Mohawk That Refused to Abdicate, and Other Tales
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at the National New York Central Railroad Museum in
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were scrapped under Mr. Perlman's order. The first,
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L-1b 3 cylinder = 64,674 lbf (287.68 kN)
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148:. Unsourced material may be challenged and removed.
859:. The tender for L-3b 3042 was converted into a
1145:Standard gauge locomotives of the United States
815:, is a 1929 ALCO-built L-2d and resides at the
8:
64:Learn how and when to remove these messages
1010:https://nycshs.omeka.net/items/show/116780
1006:New York Central System Historical Society
993:https://nycshs.omeka.net/items/show/143882
989:New York Central System Historical Society
976:https://nycshs.omeka.net/items/show/165293
972:New York Central System Historical Society
959:https://nycshs.omeka.net/items/show/178828
955:New York Central System Historical Society
572:data gathered from two experimental L-2s.
484:
431:
313:
258:
829:National New York Central Railroad Museum
568:, to name its newest type of locomotive.
226:Learn how and when to remove this message
208:Learn how and when to remove this message
926:"Making of a Legend - The Niagara Story"
761:50 L-4 locomotives were produced by the
916:
467:L-1 = 51,380 lbf (228.55 kN)
362:L-1/2/3 :69 in (1,752.60 mm)
1140:Railway locomotives introduced in 1916
1135:Steam locomotives of the United States
1048:Cyclopedia Volume 1: Steam Locomotives
471:L2 = 60,618 lbf (269.64 kN)
237:
1130:New York Central Railroad locomotives
475:L4 = 59,854 lbf (266.24 kN)
7:
847:Lake Superior and Ishpeming Railroad
455:L-3a: 4,120 hp (3,070 kW)
453:L-2d: 3,300 hp (2,500 kW)
445:L-3/L-4: 80 mph (129 km/h)
443:L-1/L-2: 60 mph (97 km/h)
394:L-3/4 = 250 psi (1.72 MPa)
146:adding citations to reliable sources
827:, is a 1940 ALCO-built L-3a at the
457:L-4a: 4,290 hp (3,200 kW)
392:L-2 = 225 psi (1.55 MPa)
364:L-4 = 72 in (1,828.80 mm)
799:, along with subsidiary companies
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924:Gebracht, Thomas (January 2015).
817:National Museum of Transportation
530:Two preserved, remainder scrapped
88:to comply with Knowledge (XXG)'s
45:This article has multiple issues.
840:Western Maryland Scenic Railroad
654:booster-equipped trailing trucks
246:
122:
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34:
903:, a dual mode "mountain" type
374:18 ft (L-4s and L-3s : 19)
133:needs additional citations for
53:or discuss these issues on the
987:“4-8-2 #2503 at Corning, NY,”
27:Class of NYC 4-8-2 locomotives
1:
1004:“4-8-2 #2568 at Solvay, NY,”
1095:Reprinted from an issue of
1008:, accessed March 28, 2023,
991:, accessed March 28, 2023,
974:, accessed March 28, 2023,
957:, accessed March 28, 2023,
718:American Locomotive Company
556:type. It was known as the
279:American Locomotive Company
1161:
1071:"New York Central Mohawks"
1043:Westcott, L., ed. (1960).
1030:Staufer, Alvin F. (1961).
897:'s version of the Mohawks
679:Experimental 3-cylindered
542:New York Central Railroad
483:
430:
312:
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157:"New York Central Mohawk"
101:may contain suggestions.
86:may need to be rewritten
1093:. Milwaukee: Kalmbach.
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895:Pennsylvania Railroad
763:Lima Locomotive Works
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638:Lima Locomotive Works
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579:came close, with 301
577:Pennsylvania Railroad
252:New York Central 3001
857:Cumberland, Maryland
684:of a third, central
642:Peoria & Eastern
142:improve this article
1075:SteamLocomotive.com
821:St. Louis, Missouri
522:) on static display
435:Performance figures
863:and was used with
823:while the second,
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382:around 646.200 ibs
1125:4-8-2 locomotives
633:boiler jackets.
562:Water Level Route
544:(NYC) called the
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666:Great Depression
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198:December 2021
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159: –
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153:Find sources:
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131:This article
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107:December 2021
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1078:. Retrieved
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1054:: Kalmbach.
1052:Waukesha, WI
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937:. Retrieved
935:. p. 13
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795:Hudsons and
793:
790:Preservation
785:
780:Scullin Disc
772:
768:World War II
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566:Mohawk River
557:
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450:Power output
379:Total weight
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140:Please help
135:verification
132:
104:
95:You can help
85:
61:
54:
48:
47:Please help
44:
1069:Barris, W.
881:, Indiana.
865:Reading T-1
631:Russia iron
527:Disposition
1109:Categories
1080:January 7,
1038:: Staufer.
1036:Medina, OH
911:References
809:Berkshires
776:track pans
724:L-3a, b, c
698:crank axle
690:valve gear
416:Valve gear
285:Build date
267:Power type
241:NYC Mohawk
168:newspapers
50:improve it
18:NYC Mohawk
757:L-4a, b’s
600:gradeless
511:Preserved
506:1936-1957
493:Operators
404:Elesco =
370:Wheelbase
294:L-4: 1942
292:L-3: 1940
290:L-2: 1925
288:L-1: 1916
99:talk page
56:talk page
939:28 March
885:See also
875:L3a 3001
801:P&LE
797:Niagaras
694:main rod
686:cylinder
673:2-6-6-2s
558:Mountain
548:type of
326:
879:Elkhart
861:canteen
805:B&A
803:’s and
739:Hudsons
646:Mikados
627:tenders
592:2-10-0s
503:Retired
350:1435 mm
275:Builder
182:scholar
1098:Trains
1058:
893:, The
891:PRR M1
596:2-10-4
554:Mohawk
488:Career
357:Driver
184:
177:
170:
163:
155:
97:. The
929:(PDF)
901:4-8-2
868:4-8-4
855:) in
850:2-8-0
825:#3001
813:#2933
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