Although the 2-8-4 type was introduced in 1925, the C&O did not purchase a locomotive of this type until 19 years later or 1943. This was not so much a reluctance on the C&O's part to accept the new type but more a tribute to the fine fleet of modern Mikados, 150 of which had been placed in service in 1924 and 1926. The 2-8-2's performed well in their time but by the early forties were beginning to fall short in the modern demands for speed, availability, and fuel consumption, and the need for more modern power was evident.
During the intervening years the C&O had watched the development of the 2-8-4 type on the Erie, NKP, and Pere Marquette through the Advisory Mechanical Committee, which was common to all four roads during the Van Sweringen control period. This committee, after exhaustive studies and tests, had used the most favorable ratios, proportions, and characteristics of the Erie 2-8-4 of 1927 and enlarged them into the famous C&O T-1 2-10-4 built by Lima in 1930. In 1934 the process was applied in reverse from the 2-10-4 and the equally famous NKP class S 2-8-4 resulted. The PM's class N 2-8-4s (later C&O class N-3), by Lima in 1937 were, except for larger cylinders and slightly heavier engine weight, virtually duplicates of the NKP design. When it came time for the C&O to place an order for new engines for its low grade territory, it was only natural to pick the proven design of its first cousins, and War Production Board restrictions, limiting orders for new locomotives to existing designs, cinched the deal.
An order was placed with the American Locomotive Company in early 1943 for 40 2-8-4s and 14 of these were delivered by the end of the year; the remaining 26 came in early 1944. Numbered 2700-2739 and designated class K-4, they were called the KANAWHA type by the C&O, honoring the river which they follow for miles.
Mechanically the K-4's followed the NKP design closely but with the addition of refinements unit improved specialties. The boilers were practically identical, the major difference being the reversion of the steam dome to its "normal" location behind the sandbox. The K-4's, as the PM had in 1937, used the 26" bore and 34" stroke (vs. 25" x 34" on the NKP) and, with an engine weight of 460,000 lbs., outweighed the NKP's by some 31,100 lbs. The engines themselves developed a tractive effort of 69,350 lbs. and were equipped with trailer boosters exerting 14,400 lbs. for a total tractive effort of 83,750 lbs. The 2700's also utilized cast steel beds with integral cylinders and had roller bearings on all axles. The tenders were somewhat larger than their predecessors carrying 21,000 gals. of water and 30 tons of coal.
Even though the Kanawhas duplicated the NKP design mechanically, they were to have a "look" of their own. The most visible changes were the reversed steam dome-sandbox arrangement previously mentioned and a revision of the "face". The K-4's "face" followed the style set by the C&O's L-2 Hudsons in 1941 with the headlight set low below the smokebox and an oval number plate centered on the smokebox door. A small cast steel pilot, with footboards (same as used on the H-8's), was used on the K-4's and they were the first C&O series to be delivered from the builders with the illuminated number boards which later become standard on all C&O road power. The flat flanks of the large sandbox provided just enough room for a small CHESAPEAKE & 0HI0.
The big 2-8-4s first saw service between Stevens Yard, near Cincinnati, and Hinton, including the various branch mainlines between, and/or the Clifton Forge-Richmond-Newport News region, the two low-grade ends of the road. They were an immediate hit with both the road and yard crews and the "Big Mikes", as the crews affectionately called them, soon became the Chessie's most versatile performers. At home in any road service, the K-4s were soon lugging coal drags, thundering along with merchandise trains, and speeding heavy passenger runs. The only C&O mainline territory upon which the 2700s were taboo was the Cincinnati-Chicago line where bridge limitations would not permit their use.
With their 69' drivers, the K-4's were certainly not in the racehorse class but given a heavy passenger train and moderate to heavy grades to overcome the Kanawha could move passengers with the best of them. Several regularly supplemented the 4-8-4s between Hinton and Charlottesville, for a time they handled the GEORGE WASHINGTON between Ashland and Lexington, Ky., and were frequently used to supplement or substitute for regular passenger power on other parts of the road during rush seasons or shopping cycles.
It didn't take long for the road to realize that it could use more of these "Big Mikes" and Lima captured the order for ten more. 2740-2749, in 1945. These were virtual duplicates of the preceding group except that the air reservoirs were integrally cast within the mainframe and they were 8,900 lbs. heavier. Other noticeable changes placed the whistle near the stack rather than on the steam dome and the tender brake cylinders were truck mounted rather than having one main cylinder.
The third order for 10 move K-4s, 2750-2759, also went to Lima in 1946 for early 1947 delivery and the final order for 30, 2760-2789, was built by ALCO later in 1947. These were all identical to the 1945 group except that the last five, 2785-2789, were equipped with welded boilers.
Although the K-4's served well at every task, their careers were extremely short by steam locomotive standards. By mid-1952 enough EMD F-7s had been received to dieselize everything west of Russell and the proud Kanawhas began joining the ever growing lines of silent steamers as serviceable miles were run out. The 2767 had the dubious distinction of being the first to "go", being retired in May 1951, possibly as a result of a collision, and the others followed a few at a time thereafter. The class was completely retired in 1957 but quite a few remained on the property with numbers lined out and deteriorating rapidly in open storage until the last large lot was sold for scrap in May 1961. At the time of this writing, 12 Kanawhas have been donated to various city parks for preservation, two (2770 & 2781) remain to be given away, and the 2705 is being kept by the C&O for its own 5-engine historical collection. The K-4s may very well serve longer as monuments than they did in active service.
The PM put the big Berks to work hauling merchandise runs on the mainline Detroit-Chicago and Toledo-Saginaw routes. It had always been the PM's policy to handle short, fast trains on fast schedules and the 1200's met this need handily. Many an old PM engineer still likes to recall, with a sparkle in his eye, how a 1200 could "move out" with 3500 tons over the rolling Michigan terrain. Many stories have been written about how the Super-Power Berkshires changed the fate of the NKP but the new 2-8-4's performed equally well for their Pere Marquette masters.
Although they could easily make 50 mph or over on freight runs, the 1200's were never used in passenger service. Weight restrictions kept them off of the viaduct serving the Fort Street Depot in Detroit, clearance limitations kept them out of Chicago's Grand Central terminal and light rail and bridges kept them off the branch line locals. That just about covered the range of PM passenger trains so the Berks were never even equipped with steam or signal lines.
A second set of 12 2-8-4s, classed N-1, was purchased from Lima in 1941, nos. 1216-1227, and these were duplicates of the earlier batch except for slightly heavier engine weights. The final group of 12, nos. 1228-1239, class N-2, was purchased in 1944, again from Lima and again with slightly heavier engine weights. The steam dome on thin final group was placed behind the sandbox, breaking away from the "standard" set by the C&O T-1, and this class used cast steel mainframes. The last five N.2s. 1235-1239, were also equipped with trailer boosters. None of the 39 Berks were roller bearing equipped.
On June 6, 1947 the Pere Marquette was merged into the C&O and former PM equipment soon began to carry the new name. A renumbering schedule was worked out for the 2-8-4s as follows:
But the rush of dieselization could not be stopped and one by one the various PM District divisions went all-diesel. First the Canadian Division in 1950, then the Saginaw, and finally the Grand Rapids Division, In late 1951, dropped the fires in their steamers and the big Berks were out of a job. In March 1951 five 2-8-4s were transferred to the Chesapeake District, followed by six more in April 1952, to run out their serviceable miles. Those transferred were N-3's 2693 thru 2698, N-1's 1218, 1222, and 1226 and N-2s 1230 and 1235. These were used at various locations, notably out of Columbus, Russell, and Clifton Forge and all were retired by April 1953.
Of the 28 remaining on the PM District, the N-3s were retired and sent to scrap about 1954, the remainder were retired In 1956 and 1957. Thirteen evaded the torch and were stored at New Buffalo, Mich. for many years finally being sent to scrap in the spring of 1961. In the meantime two locos, the 1223 and 1225, were granted a stay of execution and after a brief shopping were donated to posterity as park exhibits. The 1225 can now be seen on the Michigan State University campus and the 1223 is located on the State Fair Grounds at Detroit. Although each retained its old Pere Marquette number, both are lettered for the Chesapeake & Ohio.