Bachmann's new model of a Chesapeake & Ohio H-4 2-6-6-2 is notable for not only for being a model of a common C&O locomotive, but this engine can also be the basis of a number of other locomotives that were apparently based on it.
The first of the these engines was a single prototype, numbered 734 (?) (later numbered 1300 after 1924), delivered from Alco in 1911. This engine was notable in having a firebox behind the drivers, a first for a 2-6-6-2, and an outside radial trailing truck, also a first for the wheel arrangement. Earlier Mallets of this type had the firebox partially over the drivers, as illustrated by this New York Central locomotive:
http://www.northeast.railfan.net/images/nyc1933.jpg
C&O's original engine was designed to replace double-headed 2-8-0s on the Allegheny climb between Hinton and Clifton Forge, which, while having a ruling grade of less than 1%, is still against the heaviest tonnage. The design steamed and pulled well, and was almost immediately reordered with a number of improvements, including a superheater and a stoker (the initial prototype was hand-fired!)
Repeat orders followed for H-2 engines. This was followed by a single locomotive in class H-3 that had been picked up second-hand and didn't last very long, followed by the H-4 engines.
In 1919 the C&O also received 20 of the 30 USRA 2-6-6-2s built, placing them in class H-5 (the other 10 went to the Wheeling & Lake Erie, and eventually were inherited by the Nickel Plate), but the C&O wasn't terribly impressed with the design, and reverted to its own design of 2-6-6-2 in class H-6. This engine did incorporate some improvements from the USRA engines, notably piston valve low-pressure cylinders. Later, in 1930 and after the original second-hand H-3 had been retired, the C&O picked up a second class H-3 in a series of engines it inherited in a merger with the Hocking Valley Railway in Ohio; these were built to the same pattern as C&O's own H-4s.
http://www.steamlocomotive.com/2-6-6-2/?page=co
New H-2, ca. 1911
http://www.cohs.org/repository/Archives/cohs/web/cohs-23974.jpg
H-2 photographed during a flood at Clifton Forge, ca. 1913:
http://www.cohs.org/repository/Archives/cohs/web/cohs-24019.jpg
Ex-Hocking Valley H-3:
http://www.cohs.org/repository/Archives/cohs/web/cohs-24228.jpg
http://www.yesteryeardepot.com/CO1276.JPG
http://www.yesteryeardepot.com/CO1285.JPG
H-4 ca. 1920; this is close to how the engines were in as-built configuration, with a bald-looking smokebox and air compressors on the left side:\
http://www.cohs.org/repository/Archives/cohs/web/cohs-687.jpg
This H-4 still had its original tender in 1953:
http://www.cohs.org/repository/Archives/cohs/web/cohs-1697.jpg
Another H-4 after rebuilding in the late 1920s; this is the general configuration of the Bachmann model:
http://www.cohs.org/repository/Archives/cohs/web/cohs-1749.jpg
H-6 as built, with left-mounted air compressor and USRA style tender. Note also piston valve low pressure cylinders, and different crosshead and crosshead guide design.
http://www.cohs.org/repository/Archives/cohs/web/cohs-685.jpg
Rebuilt H-6 with single air compressor:
http://www.cohs.org/repository/Archives/cohs/web/cohs-2288.jpg
More typical early H-6 after rebuilding; except for the crossheads and guides and piston-valve low pressure cylinders, this looks a lot like Bachmann's H-4:
http://www.cohs.org/repository/Archives/cohs/web/cohs-24346.jpg
http://www.yesteryeardepot.com/CO1512.JPG
The C&O went to a large rebuilding and renumbering program in the 1920s, and the rebuilding included changing many main line locomotives to what would be called the "flying pumps" look so associated with drag-era C&O power, including its 4-6-2s, 2-8-2s, 4-8-2s, 2-8-8-2s, and of course, the 2-6-6-2s. This is the configuration of Bachmann's models of the 2-6-6-2s and its C&O version of the USRA 4-8-2. Exceptions were in the inherited Hocking Valley Mallets and 2-8-2s, which came into the fold in 1930, after much of the rebuilding was already done, and never got the flying pumps look.
The 2-6-6-2s were bumped from main line service by "Chesapeake" simple-expansion 2-8-8-2s (the first large and successful application of a simple-expansion articulated on the Mallet hinged engine principle), and were found to be ideal for mine-run service, where grades were steep, curves sharp, and clearances often limited. For comparison, these engines had the tractive effort of a later 2-8-4, but a much shorter rigid wheelbase (about 10 feet over the three axles in either front or rear engine), and a power curve with maximum power in the 20 to 25 mph range, just right for mine service. They performed this work so well that, in 1948, as many of the older engines were wearing out, the C&O ordered 25 new copies from Baldwin. Financial problems, partially caused by coal strikes in the late 1940s, lead to the order being reduced to 10 engines, delivered in 1949. These 10 engines would be the last steam locomotives built by Baldwin for a North American railroad, and the last for a common carrier by a commercial builder. The last two, Nos. 1308 and 1309, survive today, the 1308 in Ritter Park in Huntington, W.Va., and the 1309 in the B&O Museum in Baltimore, Md.
http://www.cohs.org/repository/Archives/cohs/web/cohs-28703.jpg
http://www.railpictures.net/viewphoto.php?id=65561&nseq=15
http://www.railpictures.net/viewphoto.php?id=153160&nseq=13
http://www.northeast.railfan.net/images/co1572.jpg
http://www.northeast.railfan.net/images/tr_co1309.jpg
As noted earlier, this locomotive turned out to run very well, and one was borrowed by the Norfolk & Western for some tests on that road. Supposedly, this engine "ran rings around" the N&W's own early Y class 2-8-8-2s. The N&W promptly ordered copies for themselves, with some detail changes they preferred, among them a different cab design and long-frame Baker valve gear. These engines would be classed as Z1 and a number of subclasses. Their primary dimensions and specifications--grate area, cylinder size, driver diameter, wheelbases, trailing truck design, boiler pressure, heating surface, and so on--were virtually identical to those of a C&O H-4.
http://www.steamlocomotive.com/2-6-6-2/?page=nw
http://nwhs.org/archivesdb/listdocs.php?index=rs&id=267&Type=Picture
http://nwhs.org/archivesdb/listdocs.php?index=rs&id=268&Type=Picture
Although not shown here, two of the N&W 2-6-6-2s would later be sold to the Denver & Rio Grande Western in WW II.
Judging from key dimensions--driver diameter and cylinder size, grate area, boiler pressure, wheelbases, and so on--the Buffalo, Rochester & Pittsburgh would also copy the design, in several groups of engines built between 1914 and 1923. These engines would be inherited by the Baltimore & Ohio when the BR&P was merged into the larger road in 1930. At least some were apparently later rebuilt with cast Delta trailing trucks.
http://www.steamlocomotive.com/2-6-6-2/?page=bo
http://www.northeast.railfan.net/images/bo7528s.jpg
http://www.northeast.railfan.net/images/bo7548s.jpg
http://www.northeast.railfan.net/images/bo7517s.jpg
Delta trailer, Southern valve gear, reinforcing brace on low pressure cylinders, and !@#%$!! poles in the way!
http://www.northeast.railfan.net/images/bo7529s.jpg
People wonder why we steam fans have never gotten over the loss of our engines, whether they be superpower, little kettles on short lines, trim passenger power, or old drag engines. This photo helps to explain. Note the effect of cold water in the tender, causing moisture in the air to condense on the sides of the tank, just like it does on your glass of iced tea. Has anyone attempted to duplicate this in model railroading?
http://www.northeast.railfan.net/images/bo7547s.jpg
No photos were locatable, but it looks like the Western Pacific also copied the design, again based on key dimensions:
http://www.steamlocomotive.com/2-6-6-2/?page=wp
Two more such engines ran on the Southern Pacific. These were second-handers, having originally been built for Verde Tunnel & Smelter, and purchased by the SP in the early 1940s. They survived into the early 1950s, the last 2-6-6-2s and the last compounds on the SP.
http://www.steamlocomotive.com/2-6-6-2/?page=vts
Photos courtesy of Division Point Models:
http://www.divisionpoint.com/photos/SP_MM-3s/SP_3930a.gif
http://www.divisionpoint.com/photos/SP_MM-3s/SP_3931.gif
That tender looks familiar.
http://www.divisionpoint.com/photos/SP_MM-3s/SP_3930b.gif
These are just the engines that look, both in general appearance and proportion, and in specification, to be similar to a C&O H-4. There may well be others. In any event, we seem to have the potential to recreate quite a series of locomotives from around the country, and if you have better rebuilding abilities than I have, (primarily in coming up with a new smokebox front and moving air compressors around), you don't have to wait for Bachmann to make them!
Have fun!
I never think of the New York Central as having mallets but they did. They also had shays!
i did these.....
(http://i884.photobucket.com/albums/ac49/BaltoOhioRRFanCollection/Website/bo626.jpg)
(http://i884.photobucket.com/albums/ac49/BaltoOhioRRFanCollection/Website/bo626.jpg)
I also did this with a 2-6-6-6...was going to do the C&O 1614 in the B&O Musuem but i didn't have the numbers so i made it a B&O 1614 like the one in the musuem.
(http://i884.photobucket.com/albums/ac49/BaltoOhioRRFanCollection/Website/bo16042.jpg)
Suprised and pleased the subject of changing the smokebox front and air pumps has surfaced ,two quite similar engines were owned by the Southern Pacific purchased from a subsiderary the Verde Tunnel & Smelter RR.
I would love to find a conventional smokebox front to fit this latest version , the airpumps on the firemans side shouldn't be that difficult to arrange.
(http://i293.photobucket.com/albums/mm50/lkemling/SP_3930b.jpg)
(http://i293.photobucket.com/albums/mm50/lkemling/6-3.jpg)
Glad you like what you see, but what's an obvious Great Northern fan doing modeling the SP?
Anyway, thought you might enjoy this material on the Big G:
http://www.gngoat.org/index.htm
http://www.gngoat.org/steam.htm
http://www.gngoat.org/gn2012.jpg
http://www.gngoat.org/gn2555.jpg
Enjoy!
Living in these last 40 years in Arizona I got into Model railroading in the early 70s picking a road from my home state of Minn. Saw a picture of a PFM Great Northern R2 2-8-8-2 with the colorful goat hearld and was hooked.
After joining the Arizona Model Railroading Society in 1985 running on a modular layout it was pretty much a case of run what you brung. In 2002 we began construction of a 3000sf clubhouse at the Adobe Dam Railroad park in northwest Phx. on begining the construction of our layout the SP mainline between PHX. and Tucson was chosen so though I still have my love of the big G had to go with the flow and found this locomotive plus a couple ATSF locos from BLI that will fit the bill!....with a few modifications ;D
Was looking for something else, and came across this--a conversion of a Bachmann 2-6-6-2 to a B&O KK-4 (former BR&P locomotive); work performed by someone using the user name B&O1952 on the Model Railroader forum:
http://farm2.static.flickr.com/1275/4670785838_67bcfb8cae.jpg
Enjoy.
There is a great modeler, named Greg LaRocca, who has written several articles on converting Bachmann Steamers into credible B&O Locomotives. That looks like his work. I have seen his KK-4 in the past. His articles were my inspiration for converting the Spectrum Heavy Mountains into B&O T Class Mountains; and giving the consolidation a facelift to make it look like it belongs on the B&O.
Greg has not attempted to move domes, yet, that I am aware of. That is one of my future projects: to finish the job by puting the domes in the right place. Scary stuff...
Regards,
Jonathan
What a great an unusually informative post this has been so far! I'm a fan of the GN in its electric days - a pal of mine, born in Klamath Falls had BOTH grandpa's as engineers on the GN in the days of big box-cab electrics - in fact, they drove the trains that helped to build the Cascade Tunnels.
Seeing what folks with far smaller fingers than I have have been doing with their H0 models is seriously tempting me into doing the same to my so-far unmangled Aristo-Craft Mallet.
tac
www.ovgrs.org
Having found the parts I needed here's the results so far on my Bachmann 2-6-6-2. it has been pointed out that a oil bunker will need to replace the coal load and that'll be next.
I also removed the numberboards as their location hanging almost over the smokebox front was to C&O....y ;D
(http://i293.photobucket.com/albums/mm50/lkemling/12.jpg)
G.N.
I love the way you've changed your engine, even the front cylinders!! I would like to know how you constructed it ;)
Quote from: GN.2-6-8-0 on September 23, 2011, 12:11:05 PM
Having found the parts I needed here's the results so far on my Bachmann 2-6-6-2. it has been pointed out that a oil bunker will need to replace the coal load and that'll be next.
I also removed the numberboards as their location hanging almost over the smokebox front was to C&O....y ;D
(http://i293.photobucket.com/albums/mm50/lkemling/12.jpg)
I bet a tutorial on this project would be a welcome discussion. You could also submit it to the Model Railroad Hobbyist eZine. They are looking for stuff like this.
http://model-railroad-hobbyist.com/submission_guildelines
Rich
While i did not change the front cylinders the slide valve style cylinders which came stock with this engine are incorrect for the SP MM-3 class 2-6-6-2. I am merely attempting to get capture the flavor of that engine not produce an exact replica.
As to how it was done I merely had to get pass the thought that i was going to start cutting the front off a brand new engine ;D
Knowing I had a razor saw with a sharp fine toothed blade eased that somewhat.also seeing the cross compound air pumps had really nice delicate detail to them and they also could be utilised helped. below are some pictures i took along the way have to admit it was not as daulting a project as i thought it might be....so long as the 1st cut was straight and correct.
(http://i293.photobucket.com/albums/mm50/lkemling/SP3937/001-3.jpg)
(http://i293.photobucket.com/albums/mm50/lkemling/SP3937/010.jpg)
(http://i293.photobucket.com/albums/mm50/lkemling/SP3937/012.jpg)
(http://i293.photobucket.com/albums/mm50/lkemling/SP3937/006.jpg)
(http://i293.photobucket.com/albums/mm50/lkemling/SP3937/006.jpg)
(http://i293.photobucket.com/albums/mm50/lkemling/SP3937/014.jpg)
(http://i293.photobucket.com/albums/mm50/lkemling/SP3937/008-1.jpg)
(http://i293.photobucket.com/albums/mm50/lkemling/SP3937/002.jpg)
Great work on your 2-6-6-2! Looks like the shell is not that difficult to remove. I hope the new EM-1 is put together in a similar way.
Impressive!
Regards,
Jonathan
Well its been some time now since SP-3937 came back from the shops after her conversion and was put to work doing what she does best.....pulling tonnage at drag freight speed.
In this video clip shot in the Tucson yards looks like a visit to the wash rack to clean the running gear will soon be in order ;D
http://youtu.be/w2XG2IM25e8
Well, it looks like you might be able to do more with a 2-6-6-2 in the future, like ride behind one. . .
http://www.movingfullsteamahead.com/news/view/restore_and_operate_c_o_1309_2_6_6_2
I wonder if Bachmann will be interested in another variation on this. . .
Even the supposed "experts" can get it wrong sometimes. Here's quote from the new Railway Age article on the C&O 1309: "The 217-ton locomotive will fit the existing turntable at Frostburg. A wye will be used to turn the engine at Cumberland.
The Allegheny joins three other "super power" generation steam locomotives currently under restoration for main line operation. Union Pacific's Big Boy 4014, built in 1941, has arrived at UP's steam shop in Cheyenne, Wyoming, where it will be rebuilt to join UP 4-6-6-4 Challenger 3985 and 4-8-4 Northern 844 in active excursion service."
The writer has obviously confused the 2-6-6-2 with the C&O's huge H-8 2-6-6-6's, which were definitely Superpower locos. The 1309 was built to essentially the same blueprints as the original USRA design from WWII. The only real difference is the use of piston valves on both engine sets.
ebt-
Don't forget the other super-power loco in the works: Santa Fe Northern (2925, I think), currently under active restoration in Albuquerque. I saw it last June and it's coming right along. They're mostly on the steam parts now, the appliance parts being mostly complete. They had the stack extender sitting on the ground and I was quite impressed with its size, like five feet tall!.
-- D
Doneldon: It will be great to have another big 4-8-4 on the loose. Can't wait for the second rebirth of N&W 611. I note I have a typo in my comments. The 1309 is from the USRA design of World War I, not II.