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Plenty of info on Rio Grande diesel paint schemes here: http://utahrails.net/drgw/rg-diesel-paint-schemes.php More on Rio Grande motive power, cabooses, and passenger cars in general: http://utahrails.net/drgw/rg-index.php
Complicated subject, Tom, and we were both writing in late evening, which is not always conducive to the greatest accuracy. I too was still partially mistaken, on the issue of why North American narrowgauge design practices began shifting to the outside counterweights.. "ironrails" Mike is correct that most standard gauge locos had the counterweights on the drive wheel itself. This does remind me of one of the big reasons why narrowgauge locos of more modern design often adopted this practice
The Mikado class locos on the Rio Grande that were standard gauge conversions were the 490s. These were the K-37s, converted from standard gauge C-48 Consolidations. The K-27s were built as narrow-gauge Vauclain compounds in the early 1900s. They were simpled in order to reduce the extra maintenance cost on this otherwise relatively successful design. The K-28 and K-36 locos came later, all built for narrowgauge also. Many of the outside frame locos followed in narrowgauge, mostly for foreign buyers
I would be cautious about 4% grades on an old-time or narrowgauge line. It works for the prototype -- up to a point. However, even short or light trains do not make for a happy run on 4%. I have some 4% on my narrowgauge and wish I didn't, as it really is too much of a limiting factor. The new Blackstone rolling stock has helped, because of their super free-rolling trucks, but I'd still rather have less steep grades. On vertical curves leading into grades, most thorough trackplanning books
I picked up a couple of sets of the 70-tonner HOn3 conversion half-axles. I've got one set installed and expect the second conversion to go more quickly now that I know all the right moves. You end up with a very nice running little piece of motive power for an economical price, DCC included. Someone asked me me if the 70-tonner chassis is the same as the newer version of the Bachmann 44-tonner. I didn't know because mine are the original run with a motor in each truck. Anyone know if the
The best simulation is not weight. Instead of that, get one of those tiny function-only DCC decoders, rig it up to a red LED down inside the throat of the opening, then turn it on so that the red glow is visible looking down on it when you want the car to be "full." This would seem to be a better and more dramatic idea than simply loading it up with weight to simulate it being full of molten metal.
R, The first thing I thought of was Bowser-Stewart, but only Baldwins, no Limas. Perhaps the Baldwins could supply shells that could be used for bashing a Lima switcher? Other than that, maybe in brass? I;'m not close to my old Brown Book, so I'm not sure if that's an option. It's possible that someone does a resin casting of the shell?
Al, Good analysis, but there's a reason why the story may not hold up. If this is a case that depended on a source that the customs or other police want to conceal, they very well would put out a story that sounded very routine, but also seems to not hold up if you think about it. That way, others who might be suspected would not be able to determine for certain the reason why these travelers were detained.
I saw a recent Trains news item about the Algoma Central that track conditions resulted in the Ontario government slapping a speed restriction on the northern 1/3 of the line. from Hawk Junction north to Hearst, freight trains will be restricted to 10 mph and passenger to 15 mph. That's a really long speed restriction, so I'm curious if others know more about this? I also ask because I rode the train from the Soo to Hearst on honeymoon with my wife on May 18 & 19. Admittedly, there are
The 44-tonners were built for a specific reason. In the early days of diesels, the engineers' union negotiated an agreement with the railroad that any diesel under 45 ton would not require a fireman. The 44-tonner was designed specifically to be under this limit, thus requiring only an engineer. 65-tonners -- and other weights also -- were externally identical to the 44-tonners. They were weighted for maximum traction, but this was all "under the skin" so to speak. There was quite a
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