When you get right down to it, what difference does it make? She will run, that's what counts.

C&O No. 1309 has friction bearings.

I like the term "plain bearings" as opposed to friction bearings. That sounds like they are made of sand paper.

Keith

LOL. It is kind of an oxymoronic term, isn't it?

I was just interested. The locomotive is practically unchanged from the 1918 design in almost every other aspect, but someone here had posted they understood it had roller bearings. OTOH, a C&O diagram I found on-line listed bearing sizes that corresponded to "plain" bearing dimensions. I guess the diagram was correct.

Yes, absolutely. I think this is one of the most interesting steam locomotives to be overhauled in recent history.

It's a marketing term, thought up by a roller-bearing manufacturer. The correct term is 'solid bearing' I believe.

CD

Her design actually goes back further than 1917--more like to 1911!

The original C&O 2-6-6-2 was part of a three-pronged effort at power development a the time. The other two engines in the works were a large, stoker-fired 2-8-2, and the first American 4-8-2s. At least the 2-8-2 and 4-8-2 were designed with many common parts; among other things, the 4-8-2 had drivers of only 63-inch diameter, and the main rod connecting to the No. 3 axle, rather than the usual No. 2 in this wheel arrangement. All three would be considered "ugly ducklings" compared with the later look of C&O power, with bald smokeboxes with enormous headlights, oversized cabs, smallish tenders, and inside-bearing trailing trucks.

By the way, the C&O H-1 was the first 2-6-6-2 to have the firebox completely behind the drivers and supported by a proper radial trailing truck, leading to an engine that steamed quite well. It ran well enough that N&W essentially copied it for their Z-1 class.

Available photos of C&O H-2 2-6-6-2s, first "production" engines of this design, built just after the prototype in 1911, all courtesy of C&O Historical Society:

http://www.cohs.org/repository/Archives ... s-2066.jpg

http://www.cohs.org/repository/Archives ... -23974.jpg

http://www.cohs.org/repository/Archives ... -23972.jpg

http://www.cohs.org/repository/Archives ... -23973.jpg

http://www.cohs.org/repository/Archives ... s-3198.jpg

http://www.wvrailroads.net/index.php/Ch ... e_Class_K1

http://www.wvrailroads.net/images/a/a2/ ... motive.png

http://www.steamlocomotive.com/mountain/?page=co

http://www.cohs.org/repository/Archives ... -20687.jpg

Both the 2-8-2s and the 4-8-2s would eventually receive the "flying pumps" look used on so many engines of the C&O:

http://www.cohs.org/repository/Archives ... s-2066.jpg

http://www.cohs.org/repository/Archives ... s-1438.jpg

http://www.cohs.org/repository/Archives ... -38587.jpg

http://www.cohs.org/repository/Archives ... -31594.jpg

It might be interesting to contemplate just how huge a jump this was for C&O in locomotive design. The 2-8-2s and 2-6-6-2s were to replace hand-fired 2-8-0s of a size roughly comparable to a PRR H-6; these were engines in C&O's G-7 and G-9 classes.

http://www.cohs.org/repository/Archives ... hs-332.jpg

http://www.cohs.org/repository/Archives ... s-1443.jpg

http://www.cohs.org/repository/Archives ... s-1359.jpg

As they typically looked in later years; G-9s were virtually identical:

http://www.cohs.org/repository/Archives ... s-2082.jpg

http://www.cohs.org/repository/Archives ... s-2080.jpg

A copy of the G-7S (Superheated) survives today--former Buffalo Creek & Gauley No. 13, now preserved in Jerry Jacobson's roundhouse in Sugar Creek, Oh. While in service on the Ohio Central, she carried the classification "G-7S" on her cab side, C&O style.

http://www.ageofsteamroundhouse.com/loco13.html

More from the WMSR Foundation Facebook page:

https://fbcdn-sphotos-b-a.akamaihd.net/ ... 0031f20c3f

https://scontent-a-iad.xx.fbcdn.net/hph ... e=548E3EED

https://scontent-a-iad.xx.fbcdn.net/hph ... e=5498125F

The locomotive has recently gone through a "boiler wash." About this, the WMSR Foundation site administrator said, "The boiler wash went very well! Very little scale came out and the boiler plugs still had grease on them. They came right out. That leads us to believe after only operating the locomotive for 7 years the C&O did a boiler wash before they retired the locomotive."

Yesterday, the WMSR hosted a private tour of their shop facilities for members of the Baltimore and Ohio Railroad Historical Society. The tour was part of the activities with the B&OHS annual convention held this year in Cumberland, MD.

John Hankey, along with Dan Pluta, and Jody Shaw from the WMSR gave insight to the projects ongoing at the shops.

As a WMSRF volunteer at the tour, I have to be judicious about what I post.

Right now, the #1309 is a very large 4-6-2....... The front engine is inside shop.

23 September 2014 - Crews took #1309 to the Wye at MD Junction to turn the locomotive in proper orientation for stripping the interior of the boiler.

After the locomotive was turned, crews then turned the front engine. During the moves only one trailing truck bearing gave any concern.

Thanks for posting the photos, YeOldeEnjine! So many of us are watching this one, and hoping for the best for railroad and locomotive!

Wouldn't it be nice if this "home road" locomotive from a CSX predecessor could somehow have a hand in thawing out CSX? Not holding my breath for it, but holding out a bit of hope. . .