2-6-6-2 pivot pins

[nw-mailing-list at nwhs.org]

Jim - UP purchased no 2-6-6-2s from N&W, or anybody else.  They purchased Y-3s 2013, 2020, 2025, 2030 and 2041, which became UP 3674, 3671, 3672, 3670 and 3673 respectively.  

Bill Kratville's book THE WAR ENGINES covers the 2-8-8-2s UP bought from C&O and N&W.  Kratville makes no mention of pivot pins cracking, although some frames broke due to high speed operation.

A crack in a pivot pin doesn't seem like a likely problem; for one thing, it'd be hard to detect before it broke completely, which did happen but very rarely.  It certainly wasn't a common problem on N&W.

Ed King
  ----- Original Message ----- 
  From: nw-mailing-list at nwhs.org 
  To: N&W Mailing List 
  Sent: Sunday, April 02, 2006 11:49 AM
  Subject: 2-6-6-2 pivot pins


  I have been reading Tennessee Central Railway, History, Locomotives and Cars by Cliff Downey, TLC 2005.

  The TC purchased four 2-6-6-2's from N&W in 1943-44 being N&W 1341, 1385, 1390 and 1396.  The author indicates that TC experienced problems with these locomotives and proffers the problem was due to cracks in the pivot pins that connected the two sets of drivers.  He also indicates that Union Pacific experienced similar problems with 2-6-6-2 locomotives it purchased from N&W during WWII.

  Was this a common problem on the Z class?  If so, what was N&W's solution to it? 

  Jim Brewer



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