C & O 1309

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C & O 1309

Postby tj48 » Fri Jul 18, 2014 9:33 am

This seems like a huge undertaking. How can a tourist railroad afford to restore and operate something as big as a 2-6-6-2? Or is this a partnership between the museum and the WSMR?
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Re: C & O 1309

Postby mmi16 » Thu Jul 24, 2014 8:12 pm

Engine was moved from Baltimore to Cumberland on 7/23 - loaded on freight cars.
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Re: C & O 1309

Postby Pneudyne » Fri Aug 15, 2014 1:01 am

I recall having a close look at this locomotive in the Baltimore museum 20 something years ago. What really surprised me was that it had a single-plane articulation joint of the kind used on some late and big articulateds. Clearly someone thought that this was a worthwhile design change for the final batch of what was basically a pre-WWI design. Even more surprising though is that this joint mechanism was attached to bar-type rather than cast-type frames; not that the retention of bar frames in and of itself was odd, just the combination. I could not help thinking that the preload on that joint might have been better handled by cast frames if long-term durability was a concern (although it probably wasn’t in 1949).

I am not sure of the exact history of the single-plane articulation joint, but as best I can determine it was used on the following locomotives: N&W 2-6-6-4, D&H (& CCO) 4-6-6-4; C&O (& VGN) 2-6-6-6; N&W Y6b iteration 2-8-8-2; UP 4-8-8-4; UP “big” 4-6-6-4, B&O 2-8-8-4; C&O “late” 2-6-6-2. So Baldwin was the late adopter; e.g. the SP 4-8-8-2 and DM&IR 2-8-8-4 had used conventional two-plane joints.

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