Following its first 2-8-2 the C&O ultimately wound up with sixty examples of K-1's from Alco's Richmond Works (#1100-1159). At the time they offered ample power for the task at hand providing more than 63,000 pounds of tractive effort, 185 psi boiler pressure, weight of 315,000 pounds, and 57-inch drivers. Noted C&O historian Eugene Huddleston makes the point that the K-1's were very similar to the railroad's J-1 Mountains without, of course, the additional lead axle and slightly larger drivers (56 inches). The Mikados performed their jobs well although with ever-increasing demand by the 1920s the C&O was interested in more and placed an order for additional 2-8-2s in 1924.
These considerably larger and more powerful examples were listed as Class K-2 and K-3; once again the C&O stuck with Alco's Richmond Works for the order. They continued in sequential numbering for the K-2's (#1160-1209) and K-3's (#1210-1259) while the K-3a's were numbered 2300-2349; the new units, not considerably different from one another, slowly arrived on the C&O's property through 1926. According to Thomas Dixon, Jr.'s book, "Chesapeake & Ohio Railway: A Concise History And Fact Book," the new Mikados offered increased tractive efforts of 67,000 pounds, weighed considerably more (358,000 pounds), and their larger 63-inch drivers provided higher speeds. The arrival of these 2-8-2s proved to be some of the final non-articulated, non-Super Power designs the C&O purchased as the company opted for ever-larger, more powerful models to handle heavier trains.
Aside from new Mikados the C&O also acquired a batch of units from predecessors; three came from the Kanawha, Glen Jean & Eastern (Class M-4, #300-302), a short line located in West Virginia while eleven others came from the Hocking Valley (another small system based in Ohio), #180-190 (Class M-1). These Mikes arrived on their respective railroads between 1910 and 1912; the KGJ&E's were very light weighing only 217,300 pounds with tractive efforts of just 46,000 pounds while the HV's were similar to the K-1's providing around 60,000 pounds of tractive effort. Once folded into the C&O roster the units were renumbered into the K class along with their other counterparts. Finally, there was a large batch of 2-8-2s that arrived from much larger predecessor Pere Marquette during 1947.
The PM was a rather significant road serving its home state of Michigan and owned a substantial number of Mikados totaling fifty units, #1101-1150, acquired between 1913 and 1927. These steamers were built by Baldwin and Alco while the rest of is roster came second-hand from the Wasbash, Erie Railroad, New York Central, and Indiana Harbor Belt. None were as powerful as the Class K models with tractive efforts hovering around 55,00 pounds. Under the C&O the units were listed as Class K-5 through K-8. Most of these were retired or scrapped a few years after World War II while most of the C&O's other 2-8-2s continued in service until the early 1950s when diesels began arriving.
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