. Railway mechanical engineer . on these loco-nictives is an integral part of the rod, no bolts being neces-sary, and the arrangement of steel liushing and bronze linerbeing the same as in Fig. 1. The sectional brasses ordinajily applied to main rod backends are very heavy, and with the high cost of brass, to-gether with the cost of machining and fitting the brasses,liners and keys, the job becomes very expensive. The bushing can be turned, bored, and fitted in aboutone-fourth the time required to fit up the sectional amount of brass is materially less, and the floating orrevolving
. Railway mechanical engineer . on these loco-nictives is an integral part of the rod, no bolts being neces-sary, and the arrangement of steel liushing and bronze linerbeing the same as in Fig. 1. The sectional brasses ordinajily applied to main rod backends are very heavy, and with the high cost of brass, to-gether with the cost of machining and fitting the brasses,liners and keys, the job becomes very expensive. The bushing can be turned, bored, and fitted in aboutone-fourth the time required to fit up the sectional amount of brass is materially less, and the floating orrevolving action of the liner, or bushing, prevents excessivewear. These bushings average about 40,000 miles for pas-senger engines and 44,000 miles for freight. The idea wasderived from a similar design of main rod in use on theChesapeake & Ohio, and illustrated in the Railway AgeGazette, Mechanical Edition, of April, 1915. Experiments have also been made on the main rod frontend stub. When necessary to renew a main rod, instead of. Washer and Tape milling out the front stub for the sectional brasses, liner andkey, it- has been bored out % in. larger in diameter than thewrist pin and fitted with a l)ronze bushing Y^ in. to Yi Unnecessary adjustments by roundhouse men, engine in-spectors, and engineers is thus eliminated, and galling ofthe rod in the cross-head is prevented. If excessive wearflevelops, it is an inexpensive operation to remove the bush-ing and replace it with a new one. The lateral strain in side rod connections has been re-lieved by tapering the rod jaw and tongue, as .shown inFig. 2. Knuckle pin and wrist pin washers and double nuts havebeen replaced by washers and taper keys similar to the one 463 RAILWAY MECHANICAL ENGINEER Vol. 92. No. 8 illu.^trated in Fig. .>. This urrangement has given no troublewliatever, and is believed to possess important advantagesover the older method because of decreased cost and of maintenance. THE SHORTAGE OF TI
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
