JuniathaUnfortunately I can’t make the drawing’s figures readable , enlarging the picture makes it become blurred : did they keep given lateral distance between main rod center lines as I would expect in view of piston rods given lateral distance ?
The full-size drawings are available from the NWHS; the pictures I posted are just the 'example' scans they put up to 'show off the merchandise'. They're not intended for careful reference, just to show the arrangement of the components.
The short answer to the question is "yes" -- the main-rod end position on the crankpin is determined by two things: the lateral piston-rod spacing, which is very determined by the frame and saddle construction of the cast bed, and the big-end construction including the roller bearings (which I also took to be a 'given' -- although I did not check to be sure).
I'm suffering from impossibly slow Internet tonight, combined with wacky Google-search 'choice' of drawings from NWHS, so I don't have the specific drawing of the rear crankpin arrangement for the single intermediate rod arrangement. But it is not difficult to see what the arrangement on the #4 pin will be from the intermediate pin arrangement. The double-intermediate-rod #4 pin is second:
I'd be very interested to see precisely where the 'extended' #4 pin was exhibiting the cracking failure.
I'm going to try to pull up the two plans that show all the rods together (they exist in the archives, but it may take me a while to find the drawings again).
Thanks again to the NWHS for having made the higher-resolution scans of these drawings available whenever someone orders a copy!
One point that may bear addressing:
In late American practice, at least, the 'fit' of driving boxes with roller bearings had to be very precise over a considerable range of adjustment of the Franklin 'compensating' wedges. That was extra-specially true when Timken (as opposed to SKF) roller-bearing rods were fitted.
The 'datum' face of the pedestals, opposite from the 'wedges', was hardened on both faces (the box liners on that side being made of manganese steel alloy in the case of the class J). On the opposite side, the liner was bronze, and any wear to 'fit' was accommodated on that side. I'd presume the arrangements on the NYC Niagaras, which ran so many miles each month in high-speed service, would be similar. To my knowledge, which is admittedly not extensive, there were no particular issues with wear of the Timken bearings associated with Franklin wedge adjustment (on modern power designed for those bearings) -- and Timken bearings, if I understand the conventional wisdom, are NOT very tolerant of misalignment under load. The spherical mountings in the rod eyes are good for accommodating lateral motion, but I would expect NOT tolerant of fore-and-aft play of more than a few thou.
According to news wire 611 did a ferry back to Spenser with a short freight. Does that mean that an EOT link is installed in 611 ?
blue streak 1 According to news wire 611 did a ferry back to Spenser with a short freight. Does that mean that an EOT link is installed in 611 ?
Don't know about NS rules - on my carrier if train is less than 4000 tons a two way EOT is not required unless the train is being operated in territory with greater than 1% grades for 3 or more consecutive miles. A flashing light EOT is sufficient, however such an EOT will no permit the releasing of track authorities in non-signalled territory until the rear of the train has been observed by the crew or other qualified employee.
Never too old to have a happy childhood!
Firelock76 Question 3: I suspect all that smoke was the head end crew hamming it up for the cameras. Common practice during photo run-bys.
Question 3: I suspect all that smoke was the head end crew hamming it up for the cameras. Common practice during photo run-bys.
PhelpsA few years ago when the Roanoke Chapter of the NRHS was running diesel-powered excursions out of Roanoke to various places, Amtrak aways provided three units. I don't recall what the train lengths were, not the 20 of the recent 611 trips (and about 1/2 were lighter Amfleet cars) but well into the teens.
And the diesels were also manned by one crew. Plus, they could be separated to operate smaller trains, quite unlike a steam locomotive.
Diesels? Hey, that reminds me! When I saw Mighty 611 in Petersburg the weekend before last they didn't have a "panic diesel" in the consist a 'la Union Pacific.
Suppose the NS crew has a lot more confidence in the equipment?
3 4200 HP units is total overkill for an excusion trip. Back in the 1980's the PTMS ran excursions from Pittsburgh to Cumberland, MD (in the fall for the leaf peepers, or the spring for maple syrup festivals), we gave them 1 GP40-2 for 20+ car trains. That was for a trip that went over Sand Patch Grade. If it was a shorter train, maybe 10-12 cars, they got a GP9. Seriously, that's all the power they got from Chessie, even up the east slope of Sand Patch.
Amtrak overpowers their trains for 3 reasons: (1) Unlike an excursion trip that has a dedicated power car to supply electricity, Amtrak trains use some of the nominal traction rating for train electricity. (2) If an engine goes off line, there is extra backup power right there. (3) Their schedules demand fast acceleration from stops and out of speed restrictions. High horsepower = acceleration, there is no way around that. Excursion trains need none of the above, so adding all those units is overkill.
More that likely it has to do with the geography. I would imagine, that in the vastness of the west, if the 844 breaks down, it may be a very long wait for a helper to show up.
Great shots of 611. I wish 611, 4501, and 630 would storm toward Charleston. I could get photos of them going through the tench at St. Matthews, SC. I am gald she is running without diesel help.
Southerngreen1401 Great shots of 611. I wish 611, 4501, and 630 would storm toward Charleston. I could get photos of them going through the tench at St. Matthews, SC. I am gald she is running without diesel help.
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