We have just completed two new main rods, and a new piston rod, as well as modifications to one piston, and repairs to one combination lever for the Western Maryland #734.

The original main rods for #734 were of the strap and split brass big end style, which had been modified into a floating bushing big end style by bolting new big ends onto the rods. One of these new big ends broke several years ago resulting in serious damage to the machinery on that side. The engine has been running since then with parts on loan from the Illinois Railroad Museum.

Dan Pluta from the Western Maryland contacted us last year to see about repair or replacement of the damaged parts so those borrowed from Illinois could be returned. Stress analysis revealed that the area where the new big end broke was a weak design, and exceeded the stress limits covered in the Baldwin Standard Practice, breaking right where Baldwin said it would.

We agreed that new rods of one piece design would be the surest route to avoiding another failure. In order to ovoid disturbing the counterbalance of the engine, Dan specified that the new rods have the same weight and center of gravity as the old ones. Since one piece rods are more efficient than built up rods, this meant that we had to add about 200 pounds of steel to the basic design in order to make these weigh as much as the old ones, about 1100 pounds each. We use a CAD program in design work, which can forecast the weight of any odd shaped part to within 0.5%. We used a big end design in the 1930 Locomotive Cyclopedia as a basis for the new big end design, with the extra metal around the grease fitting adding needed weight.

They measure 141" long x 18" tall x 5" thick. 1045 steel was specified, and delivered by the steel supplier already annealed, and ultrasonically tested for internal flaws.

There is a machine shop nearby equipped with a CNC mill large enough to machine the entire length of these rods in one setup. We contacted them, and they quoted a reasonable price, completing the machine work in about one month.

Back at Strasburg, we drilled the holes for the grease fittings, and pressed in the iron outer bushings for the big ends. We made a new piston rod (the old one was bent), with some modifications in the crosshead and piston fits, where calculations had shown some weakness in the old design. A new piston rod key was also made. We then modified the old piston to WMSR specs for a different design of piston rings, and mounted it on the new rod.

See more pics at http://www.strasburgrailroad.com/wmsr/

Strasburg Rail Road

kelly@strasburgrailroad.com

Kelly;

This is fantastic stuff. I am very impressed with what some groups in the USA are doing with steam.

I really enjoy these kinds of postings - keep them coming!

Thanks;

John Stewart
Ottawa, Canada.

> We have just completed two new main rods,
> and a new piston rod, as well as
> modifications to one piston, and repairs to
> one combination lever for the Western
> Maryland #734.

>

Ottawa CMST Shay
freewrl-1@rogers.com

> The original main rods for #734 were of the
> strap and split brass big end style, which
> had been modified into a floating bushing

> They measure 141" long x 18" tall
> x 5" thick. 1045 steel was specified,
> and delivered by the steel supplier already
> annealed, and ultrasonically tested for
> internal flaws.

> There is a machine shop nearby equipped with
> a CNC mill large enough to machine the
> entire length of these rods in one setup. We
> contacted them, and they quoted a reasonable
> price, completing the machine work in about
> one month.

I thought that all locomotive builders rough forged and then finished machined rods to increase strength and reduce the chance of failures. I remember something about forming the grain of the metal as opposed to cutting through it.


jasonsobczynski@yahoo.com

Kelly,

Wow! Being an inexperienced helper on the K4 project at Steamtown, I am starting to gain an appreciation for what's involved in some of this work. This is impressive! Have you guys ever considered building a new full size Pennsy T1? Ok. Maybe that's a little large for your shop. How about a Reading G3?

Thanks for sharing.

Dave Pfeiffer

dpfeiffr@voicenet.com

> I thought that all locomotive builders rough
> forged and then finished machined rods to
> increase strength and reduce the chance of
> failures. I remember something about forming
> the grain of the metal as opposed to cutting
> through it.

That is why the alloy steel 1045 was specified, and also why it was delivered preannealed and non destructive tested. Kelly can problably give you the exact delta between old Baldwin spec forgings and the annealed 1045, but I suspect the 1045 is more than equivalent in strength.

Steve Zuiderveen


SZuidervee@aol.com

> Kelly,

> Wow! Being an inexperienced helper on the K4
> project at Steamtown, I am starting to gain
> an appreciation for what's involved in some
> of this work. This is impressive! Have you
> guys ever considered building a new full
> size Pennsy T1? Ok. Maybe that's a little
> large for your shop. How about a Reading G3?

> Thanks for sharing.

> Dave Pfeiffer
Dave i am sure that if you spend the money there will get right on it,,,,just kidding Pat,,,yes it doses take alot just to maintain justto maintain steam for what is left,,,luckly Strasburg Shops are one of the best,,in the U.S.

cprh1b@attbi.com

There are a number of reasons plate was chosen over forging:

Many old railroad standards make the same statement as the Union Pacific, “Main and side rods to be forged at Main Shop, from authorized material only exercising extreme care to insure proper heating and hammering as developed from experience over a period of years”. Since there is no one extant who has years of experience custom forging locomotive rods, the potential of getting a botched job is understandably high.

Mention is made in the ICS book “Wheel, Rod, & Pin Work” as well as other railroad standards that suggest that railroads were beginning to use flame cutting as part of the manufacturing process towards the end of steam.

Modern steel mill practice is to “cross roll” plate which leaves it essentially without grain, and equally strong in all directions.

Modern quality control of steel hadnÂ’t been invented yet in the heyday of steam. Forging (if done right) allows you to improve the ability of a mediocre piece of steel to do a specific job, and anyone with experience maintaining a steam locomotive knows that material quality wasnÂ’t high on the builders list of priorities. I have magnafluxed many old forgings, and it is more common to find laminations and minor defects, than not. When starting with quality plate of the proper alloy, especially one that has undergone ultrasonic testing for defects, you are assured of having a homogeneous part when finished.

Strasburg Rail Road
kelly@strasburgrailroad.com

Really nice work!!!

How's the new boiler coming along for the Frick traction engine?

> Mention is made in the ICS book “Wheel, Rod,
> & Pin Work” as well as other railroad
> standards that suggest that railroads were
> beginning to use flame cutting as part of
> the manufacturing process towards the end of
> steam.

Gee, that reminds me, I need to get the copy of "Wheel, Rod, and Pin Work" that I lent to Western Maryland Scenic back!

Seriously, that was one of the references the WMSR consulted when determining their course of action in remanufacturing the side rods.

Steve

SZuidervee@aol.com

It's coming along on a fill-in basis. The barrel, wrapper, throat sheet, and backhead (with braces) are finish welded. The firebox and mudring are tacked together. The x-ray people were here today, and the outside inspector is due Friday for his mid-way inspection.

Kelly,

That is a great piece of work. Isn't it fun and challenging to apply 21st century knowledge, materials, and technology to a steam locomotive?

Keep up the good work!

G. Mark
TVRM

TVRM Shop Updates by Steve Freer
aw90@comcast.net

> There are a number of reasons plate was
> chosen over forging:

Kelly,
I may be making a pair of eccentric rods from stock bar or plate in the near future.
Could 1045 plate be used in place of 4140 annealed bar for rods? How does 1045 cut compared to 4140. 4140 tends to be "stringy" and unless the cutters are sharp, the material tears and smears. Thanks.

Bruce

My Livesteam Model Railroad Homepage
trainhead@mymail.emcyber.com

IMHO, Kelly Anderson is one of the best running gear specialists in the country. I know not of another man in this country who is better skilled at fixing and maintaining steam locomotive running gear than him. Kudos to the Strasburg for having a man of his calibre on their staff. It attests to the high quality and craftsmanship of their work.

> We have just completed two new main rods,
> and a new piston rod, as well as
> modifications to one piston, and repairs to
> one combination lever for the Western
> Maryland #734.

> The original main rods for #734 were of the
> strap and split brass big end style, which
> had been modified into a floating bushing
> big end style by bolting new big ends onto
> the rods. One of these new big ends broke
> several years ago resulting in serious
> damage to the machinery on that side. The
> engine has been running since then with
> parts on loan from the Illinois Railroad
> Museum.

> Dan Pluta from the Western Maryland
> contacted us last year to see about repair
> or replacement of the damaged parts so those
> borrowed from Illinois could be returned.
> Stress analysis revealed that the area where
> the new big end broke was a weak design, and
> exceeded the stress limits covered in the
> Baldwin Standard Practice, breaking right
> where Baldwin said it would.

> We agreed that new rods of one piece design
> would be the surest route to avoiding
> another failure. In order to ovoid
> disturbing the counterbalance of the engine,
> Dan specified that the new rods have the
> same weight and center of gravity as the old
> ones. Since one piece rods are more
> efficient than built up rods, this meant
> that we had to add about 200 pounds of steel
> to the basic design in order to make these
> weigh as much as the old ones, about 1100
> pounds each. We use a CAD program in design
> work, which can forecast the weight of any
> odd shaped part to within 0.5%. We used a
> big end design in the 1930 Locomotive
> Cyclopedia as a basis for the new big end
> design, with the extra metal around the
> grease fitting adding needed weight.

> They measure 141" long x 18" tall
> x 5" thick. 1045 steel was specified,
> and delivered by the steel supplier already
> annealed, and ultrasonically tested for
> internal flaws.

> There is a machine shop nearby equipped with
> a CNC mill large enough to machine the
> entire length of these rods in one setup. We
> contacted them, and they quoted a reasonable
> price, completing the machine work in about
> one month.

> Back at Strasburg, we drilled the holes for
> the grease fittings, and pressed in the iron
> outer bushings for the big ends. We made a
> new piston rod (the old one was bent), with
> some modifications in the crosshead and
> piston fits, where calculations had shown
> some weakness in the old design. A new
> piston rod key was also made. We then
> modified the old piston to WMSR specs for a
> different design of piston rings, and
> mounted it on the new rod.

> See more pics at
> http://www.strasburgrailroad.com/wmsr/

What is the very latest shop info on Strasburg's own locomotives and rolling stock. What coaches are nearing completion?

Paul

pcalpin@sunsetmortgage.com

1045 is certainly suitable for eccentric rods, but as far as machinability goes, it is a subjective standard with many variables. "Engineering Properties of Steel" doesn't have machinability ratings per se, but it does advise a higher cutting speed for 1045 vs 4140.



Strasburg Rail Road
kelly@strasburgrailroad.com