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First a little introduction on the issue, this is copied from W&H Main Yards site "When a train goes around a curve, the outside wheels have further to travel than the inside wheels. This is the same event that occurs in automobiles which requires a differential rather than a solid axle. In the case of railroads a solid axle is necessary for stregnth and simplicity, so another solution was applied. The treads of a railroad wheel are not flat, but beveled into a hyperbole with the smaller diameter toward the outside and the curve leading into the flange. The distance between the inside faces of the railheads is slightly larger than the distance between the outside faces of the wheel flanges by about an inch. So as one wheel rides up its rail, the other wheel rides down its rail. The different diameters in contact with the rail have different circumfrances, which compensates for the different distances of travel. [img]http://www.spikesys.com/Bin/Diag/rw_cross.gif[/img] Now here's the question - how does NMRA RP-25 address this ? Does it at all ? Depending on the answer we can now understand if it is worth the effort reducing friction in the axels. Because if RP-25 wheels on the curve are behaving as if they were flat then the friction there is a lot more than friction in the axels [oops]
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