Thanks for all the info. What the heck, it probably happened at least once
and if not, oh well! We'll see if it is indeed under my Christmas tree as I
am heading out beautiful (not) Iraq. Again, thanks for the answers.
Rick Keil
>From: "bigbearoak" <jonathanharris@earthlink.net>
>Reply-To: CBQ@yahoogroups.com
>To: CBQ@yahoogroups.com
>Subject: [CBQ] Re: Broadway Limited 2-8-2
>Date: Fri, 26 Dec 2003 22:08:13 -0000
>
>Sorry about that. I had trouble sending the message to this new
>address for some reason. Here it is.
>
>Hi Rick --
>
>As a wheel arrangement, the 2-8-2 was THE general-purpose
>freight engine on the Burlington (i.e., used in both through and
>way freight service). Also the most numerous. The CB&Q, C&S
>and FW&D together had more than 500 in service.
>
>The 0-1s were the earliest and most common of the Burlington's
>mikes and were to be found all over the system. They were light
>enough for some branch-line work, and many also ended up in
>switching and transfer service. Very occasionally, you would even
>see one as a substitute passenger engine.
>
>The bigger, beefier O-2s and O-3s were mainline drag-freight
>engines, too heavy for much branchline track, and too slow for
>manifest freight work.
>
>The O-4s -- which is what Broadway Ltd. is importing -- were the
>smallest class (only 20 engines -- 15 for the CB&Q, 5 for the
>FW&D). They were standard USRA-design heavy freight engines.
>They started out on the Lines East, many in the coal fields of
>southern Illinois, where they proved too slippery for moving heavy
>coal drags, and by the end of the 1920s the entire class had
>been sent west to work on the Sheridan, Casper, and Alliance
>divisions, for which the whole lot of them were converted to burn
>oil. They seem to have been pretty successful out west, working
>mostly in mainline freight service. A good number of them were
>leased to the C&S and FW&D (which, as noted, had 5 of its own),
>and a half-dozen actually were bought outright by the C&S from
>the parent company in the late 1950s and re-lettered and
>re-numbered for the C&S. On the two subsidiary roads, they
>lasted until (almost) 1960 and were indeed some of the last
>steam engines operated on the Burlington system. I don't know
>about their doing any passenger service, but it's possible
>(though certainly rare). But they did almost everything else. From
>your point of view, what's nice is that you can use them plausibly
>in the company of your first-generation diesels -- as a switcher or
>transfer engine, as a helper or double-headed with an SD-9 in
>mainline service, or as an independent part of your
>general-service pool. They even got out onto some branch line
>trackage (e.g., for the sugar beet harvest).
>
>The only caveats, if you're a stickler for "authenticity," are that
>-- at
>least after about 1930 -- (1) these were exclusively Lines West
>engines; (2) they were oil burners; and (3) the CB&Q engines all
>had feedwater heating systems (the FW&D engines didn't,
>though). I can't be sure, but my impression is that Broadway is
>importing them more-or-less "as built" (i.e., as coal burners with
>only injectors), so you may need to invest a little time in updating
>them. Other than that, they look like thoroughly neat models.
>
>Good luck to you in Iraq. I hope you are home soon.
>Jonathan
>
> >
> >All, greetings from northern Iraq. In anticipaton of getting a
>Broadway
> >Limited 2-8-2 for a (late) Christmas present, how were the
>2-8-2s used by
> >the Q? I normally model the various diesels but have decided to
>branch out
> >a bit. Did the Q ever use this engine type for passenger
>operations as it
> >might look nice with the new Branchline heavyweight cars.
>Thanks and Happy
> >New Year.
> >
> >Rick Keil
> >
> >
>
>
>
>
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