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Steam & Excursion > When They Were Fresh From The Factory They Were Impressive!Date: 03/27/16 03:01 When They Were Fresh From The Factory They Were Impressive! Author: LoggerHogger Few pieces of machinery were as impressive when they were brand new as that of a new steam locomotive. Not only were these giants gleaming works of art when they were factory fresh, they were sent out for delivery so that many people could see them in all their glory.
An example of Baldwin's finest was seen in Fairmont, West Virginia in October, 1939 as she made her way from Pennsylvania to Texas for delivery to the new owner, Southern Pacific. SP #4200 was part of SP's order of AC-8 Class 4-8-8-2 articulated cab-forwards. She has stopped here en route and her messenger has taken this chance to leave the cab and stretch his legs. Baldwin proudly placed it's signage on the new beast so that all who saw here along the way would know what builder had designed and created this steam marvel. What better advertising could any company have? Martin Edited 6 time(s). Last edit at 03/27/16 03:15 by LoggerHogger.  Date: 03/27/16 06:46 Re: When They Were Fresh From The Factory They Were Impressive! Author: OHCR1551 A cab forward in Fairmont. Shoot, if it got that far on the old main it might have come through Moundsville. I never thought about those engines having to get out west somehow.
Rebecca Morgan Jacobsburg, OH Date: 03/27/16 08:17 Re: When They Were Fresh From The Factory They Were Impressive! Author: tomstp Interesting to note that all of its rods are on the engine. Normally the eccentric rod and piston rod are not attached when delivering new engines.
Date: 03/27/16 08:23 Re: When They Were Fresh From The Factory They Were Impressive! Author: HotWater tomstp Wrote:
------------------------------------------------------- > Interesting to note that all of its rods are on > the engine. Normally the eccentric rod and > piston rod are not attached when delivering new > engines. I don't see any main rods. Looks like there might be a weight added behind the eccentric crank. Date: 03/27/16 08:36 Re: When They Were Fresh From The Factory They Were Impressive! Author: MarkMeoff tomstp Wrote:
------------------------------------------------------- > Interesting to note that all of its rods are on > the engine. Normally the eccentric rod and > piston rod are not attached when delivering new > engines. Main rods are off, eccentrics are on so that the mechanical lubricators can run. Date: 03/27/16 09:25 Re: When They Were Fresh From The Factory They Were Impressive! Author: wcamp1472 About this time, there were many & complex 'chassis' lubrication points.
These pivot points were fed by ingenious oil distributing devices, typically they branched off from a central distribution point --- most commonly In a '4-way' distributor. Since the main mechanical lubricators are driven from valve gear, oscillating, arms, the oil is pumped in pulses to the distributors mounted throughout the locos' frames. Many 4-way distributors are mounted throughout the frames of modern locos... Pumped oil, upon reaching the 4-way distributors, moved the internal Pistons to shift with every pulse---- 4 pulses results in single oil squirts fed to each line. The end points are the driving box shoes and wedges, the spring rigging pivot points and the joint related to the articulated frame and its major pivots, sliding components, etc.... EVERY load-bearing pivot point on modern engines is fed by these lubfricarion schemes. Because of the remote distribution devices, the amount of oil is metered out in a very conservative fashion. Being fed from the reciprocating parts of the valve gear the rate of oil being fed is proportional to the machines' track speed. On these large machines there were typically 4 mechanical lubricators ----- 2 feeding dense valve oil to the valve and pistons, and 2 lubricators are used to pump the chassis' pivot points --- using a lubricant commonly used for journal boxes. So... You will see that the pistons and the spool valves are disconnected from the drivers. The eccentric rods and the cranks, are simply driving the chassis lubrication pumps and piping. So, now shipping the engines makes them roll smoothly, you don't have to 'oil around', and when standing, no oil is fed. The 'missing' weight of the main rods is inconsequential and need not be simulated with 'weights' on the crank pins. At the main crankpins, the missing main rods were replaced with wooden blocking to keep the floating brasses of the side rods in place during transport. Driver counterweights were designed with cross-counter balancing, as well as the main weights, and there are siderods remaining in place so that everything rides smoother. Totally counter balancing the reciprocating weights led to massive over-weighting the balance pockets. At higher rotative speeds, the out-sized counter weights DID reduce the end -of-stroke, piston dynamics, but the whirling weights lifted and pounded drivers severely enough to damage the tracks..... Later improvements in driver centers design ( BoxPok &'Disc), better steels for rods and lighter counterweights made it possible to move dead locos with the main rods removed. However, most similar movements were restricted in allowable top speeds, but most freight train speeds, back in the day were well within the safety zone for towing engines, dead, with main rods off.. They knew what they were doing, back then... Wes C. Edited 2 time(s). Last edit at 03/27/16 13:54 by wcamp1472. Date: 03/27/16 10:17 Re: When They Were Fresh From The Factory They Were Impressive! Author: callum_out To Wes' point on the distribution blocks, those are still available to this day through Lincoln, blocks
up to 12 points. Amazing how some things survive even in a modern world. Out Date: 03/27/16 13:50 Re: When They Were Fresh From The Factory They Were Impressive! Author: MojaveBill These engines, which I went to sleep to listening to their air pumps, were ALWAYS impressive!!
Bill Deaver Tehachapi, CA |