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<DIV><FONT size=2 face=Arial>John,</FONT></DIV>
<DIV><FONT size=2 face=Arial></FONT> </DIV>
<DIV><FONT size=2 face=Arial>The railway listed the 1235-37 costing $277,564.00
each; the 1238-42 $300,404.00 each.</FONT></DIV>
<DIV><FONT size=2 face=Arial></FONT> </DIV>
<DIV><FONT size=2 face=Arial>Bud Jeffries</FONT></DIV>
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style="BORDER-LEFT: #000000 2px solid; PADDING-LEFT: 5px; PADDING-RIGHT: 0px; MARGIN-LEFT: 5px; MARGIN-RIGHT: 0px">
<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="FONT: 10pt arial; BACKGROUND: #e4e4e4; font-color: black"><B>From:</B>
<A title=nw-mailing-list@nwhs.org href="mailto:nw-mailing-list@nwhs.org">NW
Mailing List</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=nw-mailing-list@nwhs.org
href="mailto:nw-mailing-list@nwhs.org">NW Mailing List</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Friday, December 11, 2009 3:32
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: A class and Lightweight
rods</DIV>
<DIV><BR></DIV>Bud,<BR><BR>Do you know the difference in cost between the last
produced roller rod and non-roller rod Class A's?<BR><BR>Thanks,<BR><BR>John
Rhodes<BR><BR>
<DIV class=gmail_quote>On Fri, Dec 11, 2009 at 12:09 PM, NW Mailing List <SPAN
dir=ltr><<A
href="mailto:nw-mailing-list@nwhs.org">nw-mailing-list@nwhs.org</A>></SPAN>
wrote:<BR>
<BLOCKQUOTE
style="BORDER-LEFT: rgb(204,204,204) 1px solid; MARGIN: 0pt 0pt 0pt 0.8ex; PADDING-LEFT: 1ex"
class=gmail_quote>Matt,<BR><BR>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.<BR><BR>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.<BR><BR>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.<BR><BR>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.<BR><BR>Bud
Jeffries<BR><BR>----- Original Message ----- From: "NW Mailing List" <<A
href="mailto:nw-mailing-list@nwhs.org"
target=_blank>nw-mailing-list@nwhs.org</A>><BR>To: "NW Mailing List"
<<A href="mailto:nw-mailing-list@nwhs.org"
target=_blank>nw-mailing-list@nwhs.org</A>><BR>Sent: Friday, December 11,
2009 8:40 AM<BR>Subject: A class and Lightweight rods<BR><BR><BR>
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style="BORDER-LEFT: rgb(204,204,204) 1px solid; MARGIN: 0pt 0pt 0pt 0.8ex; PADDING-LEFT: 1ex"
class=gmail_quote>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?<BR><BR>What other changes to the
locomotive were required to accomodate the rods?<BR><BR>Matt
Goodman<BR>Columbus
OH<BR><BR><BR><BR><BR><BR>________________________________________<BR><A
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