M636CThe D&RG Mountains had the same valve gear as 60000
http://digitalcollections.smu.edu/cdm/ref/collection/rwy/id/634
http://www.cwrr.com/Lounge/Reference/baldwin/fig13.gif
pajrr Shop men from Baldwin actually changed out the bearings on the 60,000 at the museum years ago. As you stated, the limited movement made the original bearings egg-shaped. I don't know if they have been changed again, but I do know that they have been changed out at least once due to the wear and tear of "museum service".
Shop men from Baldwin actually changed out the bearings on the 60,000 at the museum years ago. As you stated, the limited movement made the original bearings egg-shaped. I don't know if they have been changed again, but I do know that they have been changed out at least once due to the wear and tear of "museum service".
That must have been quite a few years ago, no later than 1970 or so (If I remember correctly Baldwin closed its doors in 1972).
When did the 60000 go on display and start rolling? Her bearings are likely going or have gone bad again.
-S. Connor
I'm surprised nothing has been said about the seven 3-cylinder 4-6-2s rostered by the Mexican Railway (FCM) which lasted in service until the early 1960s. They were wonderful to see and to listen to in regular passenger service. Before the FCM was absorbed by the NdeM these engines were well maintained and proudly cared for by their engine crews. They were assigned to daily passenger trains between Mexico City and Esperanza, with tight schedules requiring speeds of up to 100kph. I was privileged to two cab rides in 1960 on these beauties. The first four, numbers 130 through 133 were built as simple three cylinder engines with Gresley gear by Alco-Schenectady in 1928. Three more, 134 thriough 136 were built in 1938 by Montreal Locomotive Works to the same specs. Unfortunately, NdeM, while still heavy in steam in the early 1960s, they shoved the FCM Pacifics off to local freight service to run out their service life before scrapping them.
S. Kistler
M636C The D&RG Mountains had the same valve gear as 60000
The DRGW 4-8-2s had two ecc cranks and rods on the right side-- BLW 60000 had one set
See what happens when you rely on memory. I haven't been to Philadelphia in more than twenty years.....
I'd never seen that drawing, of course... I've got copies of the photo of 60000 but never checked them closely. Enlarging that at the link to 100% is quite helpful.
60000 has three valve gears, but two of them are driven from the same eccentic crank.
Does that mean that the HP cylinder was 180 degrees ahead of the right hand LP cylinder, and the left cylinder 90 degrees behind that?
60000 has no conjugating gear, since the centre cylinder's valve has no connection to the left valve gear, only the right valve gear...
The link and crank visible on the right side of the locomotive look very similar to the drive for the Henschel conjugating gear, so the drawing is very important in showing what is actually there... The rocking shaft is a bit too far forward for the Henschel conjugating gear to fit there anyway....
Note that there are separate lifting links for the right and centre valve gears, suggesting that the cut off might be varied separately for the high and low pressure cylinders, although how this might be done isn't clear to me...
M636C
M636CNote that there are separate lifting links for the right and centre valve gears, suggesting that the cut off might be varied separately for the high and low pressure cylinders, although how this might be done isn't clear to me...
I would expect that a Smith compound setup like the one on 60000 would need separate HP cutoff, if for no other reason than the fixed expansion ratio will not be ideal. This would be best addressed by trimming cutoff and throttle opening on the HP vs. cutoff on the LP to best use the available 'exhaust'. I would suspect that a four-cylinder de Glehn-du Bousquet would have its HP and LP cutoff manipulated in analogous fashion.
I do not know how the control was arranged on 60000; perhaps Mike (wanswheel) can find something definitive. My naive idea would be to have a 'trim' control on the center cylinder that would allow it to be adjusted separately from the LP cylinders, but then have all the gears worked running by the same power reverse. Fortunately the engine still exists and someone doing research could at least in theory gain full access to the cab and running gear, and watch the result of adjusting the controls that are there, with HR video running to observe the valve spindle motion outside and inside, to see how the trick is done.
Who's going to Philadelphia next?
Several French compound 3- and 4-cylinder designs also drove the lead driving axle, including a class of PLM 4-8-2's built in the 1920's and early 1930's.
M636CDoes that mean that the [BLW 60000's] HP cylinder was 180 degrees ahead of the right hand LP cylinder, and the left cylinder 90 degrees behind that?
S. ConnorThis is probably more than you wanted to know
Not at all. Good post.
(Now come the nit pickers.)
ChuckAllen, TX
M636C Does that mean that the [BLW 60000's] HP cylinder was 180 degrees ahead of the right hand LP cylinder, and the left cylinder 90 degrees behind that?
The outside cylinders were 90 deg to each other-- the center cyl was 135 deg, plus or minus its inclination.
The Franklin Institute acquired Baldwin 60,000 in 1932
Never have tried to figure out BLW 60000's valve gear-- try
http://cwrr.com/Lounge/Reference/baldwin/baldwin.html
There's a side view drawing, which you'll have a hard time deciphering. Maybe the text will explain.
I had experience with Baldwin built 4-6-2s in Thailand in the '70s when they were in service. Originally they were used on the premier passenger trains. By the time I saw them they were working local service due to the introduction of newer engines. They had equal size cylinders with the steam chest to the left of the middle cylinder. There were two sets of Walschearts motion on the left side. The chug was heard in a synchopated beat. They must have been successful because all other locomotives purchased about the same time were long retired.
21. Walschaerts valve gear is used, with an independent motion for each cylinder, but all controlled by one type B Ragonnet power reverse gear. The valve for the left-hand cylinder is operated from the left-hand main pin and crosshead in the usual way. The right-hand valve receives its lead from the right-hand cross-head, but the link for this cylinder is operated through a transverse shaft, by means of a connection to the left-hand crosshead. The return crank on the right-hand main pin is set to operate the valve for the inside cylinder, and this valve is given lead through a connection with the inside crosshead. The arrangement of the links, arms and rockers through which these connections are made, is shown in the accompanying drawings. The valve motion bearer is a single steel casting supporting practically the entire valve gear.
Reading this in conjunction with the side view of the valve gear Fig 13a at the link Timz provided above:
So my interpretation is:
ACY The center cylinder is cranked to a driving axle, with the connection located between the frame members. It is angled in order to provide clearance. There were simple, as well as compound versions of this arrangement, but the compounds generally proved impractical in North American use. All survivors in this country are simple engines, as far as I know. Surviving examples include Alton & Southern 0-8-0 no. 12 in Kirkwood, MO; Baldwin 4-10-2 no. 60,000 in Philadelphia; Southern Pacific 4-10-2 5021 in Pomona, CA; and Union Pacific 4-12-2 9000, also in Pomona.
The center cylinder is cranked to a driving axle, with the connection located between the frame members. It is angled in order to provide clearance. There were simple, as well as compound versions of this arrangement, but the compounds generally proved impractical in North American use. All survivors in this country are simple engines, as far as I know.
Surviving examples include Alton & Southern 0-8-0 no. 12 in Kirkwood, MO; Baldwin 4-10-2 no. 60,000 in Philadelphia; Southern Pacific 4-10-2 5021 in Pomona, CA; and Union Pacific 4-12-2 9000, also in Pomona.
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