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[quote user="Semper Vaporo"] Here we go again... The "differential effect" of tapered wheels would not occur UNLESS the wheels are sync'd on the same axle.  If they "free wheel" then the taper is totally and completely useless. The car will not "slide sideways" to center itself between the rails because of the taper.  The cars are way too heavy and the taper way too shallow for gravity to pull the metal wheels sideways on the metal rail. Also, in a curve, they will reach an equilibrium point even if the gauge varies.  They will adjust the contact points on both sides until both wheels are traveling the same distance for the given diameter of the wheels.[/quote] My point was that the freewheeling would create the differential effect as an alternative to the tapered wheels.  I was not suggesting that the free wheels be combined with wheel taper.   I agree that wheel taper does not center the cars on the rails.  It simply compensates for the differing running distance for the two rails when negotiating a curve.   I disagree that both wheels will find equilibrium in running distance when negotiating a curve.  An equilibrium effect can only be achieved in a curve where the wheel taper/diameters are in synch with a specific curve radius, while the outside wheel flange fillets are contacting the inside of the outer railhead.  Thus the wheel taper only approximates a differential effect.    Other sources say that the taper keeps the car centered on the rails and that the flanges are only for backup.  I disagree with that.  It is fair to say that most of the flange does not engage the rail unless the flange is badly worn.  Normally, it is only the fillet radius at the base of the flange that contacts the rail.  A worn flange that makes a face contact against the side of the railhead creates lift that can cause the flange to climb over the rail.
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