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Using newly constructed tracks and the route of a former subsidiary line (the HockingValley), the Chesapeake & Ohio started moving West Virginia and Kentucky coal westward to new markets in the late 1920's. Toledo was the western terminus for this coal and as the demand for this high quality coal increased, the railroad had to develop new motive power to cope with the traffic. Simple 2-8-8-2's and Mikados were found to be too slow or lacking in power. Borrowing a 2-8-4 from affiliated Erie for testing, the C&O used many of the concepts developed in that design for a 2-10-4, which theoretically was capable of moving more cars than the articulateds at higher speeds than the Class K-2 and K-3 2-8-2's.

A contract was awarded to the Lima Locomotive Works, and in 1930 40 new 2-10-4's were built. Assigned road numbers 3000-3039 and class T-1, the new locomotives included a number of innovative and new features. These were the first locomotives delivered to the C&O with four-wheel trailing trucks, the first with outside bearing lead trucks, front end throttles and Worthington front end type feedwater heaters. Up to this time new C&O power had been characterized by "flying pump" front ends, but the 2-10-4's greatly resembled the Erie 2-8-4 by using a plain boiler front with a centered Pyle-National hooded headlight, a bell hung over the top center of the boiler and air pumps mounted on the pilot beam behind shields.

The T-1's were huge locomotives and were equipped with a total grate area that was second only to the later 2-6-6-6's. As it turned out, the C&O 2-10-4's were among the most powerful two cylinder locomotives ever built, with a total tractive effort of 93,350 lbs., plus a trailing truck booster. The tenders on the new T-1's were also a departure from previous C&O practice. In the past the road had used Vanderbilt tenders for large power, but the T-1's used a class 23-RA tender of rectangular design, capable of carrying 30-tons of coal and 23,500-gallons of water.

The 2-10-4's soon went into service hauling 160-car trains of coal north from Russell, Kentucky through Ohio to the northern terminal at Walbridge, Ohio. At certain points, helpers were necessary but the new T-1's were fully capable of replacing the mikes and articulateds that preceded them. In this duty the 2-10-4's were very successful, and it is likely that additional orders would have been placed with Lima, but for the onset of the great depression. The C&O tested a T-1 on routes east of Russellville and a number of tunnels and routes were modified to accommodate their size and weight. As it turned out, when additional large locomotives were needed, the road bought 2-6-6-6's and the 2-10-4's were not duplicated. The T-1's remained in service until 1948 when the last of the 2-6-6-6's and new diesels were delivered. In the spring of 1952 the route on which the T-1's ran was dieselized and a few were sent east to run on the Peninsula Division where they hauled coal to Newport News. Twenty-five of the T-1's were scrapped in 1952 with the rest following in 1953. None were preserved.

When the Pennsylvania Railroad needed additional power during World War Two, the War Production Board forced the road to use an existing locomotive design. After borrowing a C&O T-1 for testing, the PRR built a total of 125 near duplicates for heavy freight traffic and were considered by many to be the finest heavy freight locomotives the road ever owned.

Drivers: 69"                                                Cylinders: 29" X 34"

Total Engine Weight: 566,000 Lbs.             Weight on Drivers: 373,000 Lbs.

Boiler Pressure: 265 Lbs.

Tractive Effort: 93,350 Lbs. Plus 15,275 Lbs. Trailing truck booster.

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