A class and Lightweight rods

[NW Mailing List]

Thank you.

On Mon, Dec 14, 2009 at 9:38 AM, NW Mailing List
<nw-mailing-list at nwhs.org>wrote:


>  John,

>

> This is a follow-on to my earlier reply. In addition to the labor and

> materials, there was a cost to draft the mechanical drawings and to make new

> patterns, etc. at the foundry to cast the new components of the wheels and

> rods. There was some cost associated at the smith shop for the differences

> there to finish the rods compared to the conventional rods.

>

> Otherwise, all eight of these locomotives and tenders were identical.

>

> Bud Jeffries

>

> ----- Original Message -----

> *From:* NW Mailing List <nw-mailing-list at nwhs.org>

> *To:* NW Mailing List <nw-mailing-list at nwhs.org>

> *Sent:* Saturday, December 12, 2009 7:54 PM

> *Subject:* Re: A class and Lightweight rods

>

> Bud,

>

> Thanks.  Other than the increase in labor and materials was the roller rods

> the only cause of the increase in cost?

>

> John Rhodes

>

> On Sat, Dec 12, 2009 at 9:56 AM, NW Mailing List <nw-mailing-list at nwhs.org

> > wrote:

>

>>  John,

>>

>> The railway listed the 1235-37 costing $277,564.00 each; the 1238-42

>> $300,404.00 each.

>>

>> Bud Jeffries

>>

>>  ----- Original Message -----

>> *From:* NW Mailing List <nw-mailing-list at nwhs.org>

>>   *To:* NW Mailing List <nw-mailing-list at nwhs.org>

>> *Sent:* Friday, December 11, 2009 3:32 PM

>> *Subject:* Re: A class and Lightweight rods

>>

>> Bud,

>>

>> Do you know the difference in cost between the last produced roller rod

>> and non-roller rod Class A's?

>>

>> Thanks,

>>

>> John Rhodes

>>

>> On Fri, Dec 11, 2009 at 12:09 PM, NW Mailing List <

>> nw-mailing-list at nwhs.org> wrote:

>>

>>> Matt,

>>>

>>> The last five A's when built, numbers 1238-42, were equipped with the

>>> lightweight rods and reciprocating parts with roller bearing connections to

>>> enhance long distance running. They were very successful and were built

>>> primarly for troop train and passenger service, when needed.

>>>

>>> The Class J's were all equipped with this type of rods and bearings

>>> allowing them to be assigned to Roanoke and dispatched to Norfolk and

>>> Cincinnati on these runs with a minimum of servicing. The five A's could

>>> perform similarly on extended runs on troop and passenger service. Beginning

>>> in 1955 with the inauguration of time freights 77 and 78, these engines ran

>>> to Petersburg and back to Roanoke, and also between Roanoke and Portsmouth,

>>> without engine change.

>>>

>>> Official N&W literature stated that the Timken lightweight reciprocating

>>> parts resulted in a weight reduction of 38 percent from the original type

>>> used. The advantages listed was greater reliability, increased availability,

>>> lower roundhouse maintenance cost, reduction of hammer blow on the rails,

>>> and longer runs without lubrication servicing.

>>>

>>> The only other modification required was the counterweights on the

>>> driving wheels had to be changed. There was an increased cost to build these

>>> five A's when compared to the three A's built at the same time using

>>> conventional rods.

>>>

>>> Bud Jeffries

>>>

>>> ----- Original Message ----- From: "NW Mailing List" <

>>> nw-mailing-list at nwhs.org>

>>> To: "NW Mailing List" <nw-mailing-list at nwhs.org>

>>> Sent: Friday, December 11, 2009 8:40 AM

>>> Subject: A class and Lightweight rods

>>>

>>>

>>> Were the lightweight rods applied to the last A's a successful

>>>> application? How was success measured and what was the business /

>>>> operational reason behind it?

>>>>

>>>> What other changes to the locomotive were required to accomodate the

>>>> rods?

>>>>

>>>> Matt Goodman

>>>> Columbus OH

>>>>

>>>>

>>>>

>>>>

>>>>

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>>>>

>>>

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>>

>>  ------------------------------

>>

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>

>  ------------------------------

>

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