A class and Lightweight rods

[NW Mailing List]

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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