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[quote user="YoHo1975"]Also, not directly related...what's the need for 4000+ pony's in the service the Chargers and Spirts are running in?[/quote] Besides HEP as mentioned before the high horsepower is needed to accelerate a specified train to 125 mph. You remember that EMD accused Siemens that the Charger didn't have enough horsepower for 125 mph? Is it necessary? I think it was a political decision. [quote user="YoHo1975"]So, a 12-710G3C-T3 with Aftertreatment what's the axle loading on 4? Not as a rebuild, but as a new locomotive. Monocue construction etc etc? [/quote] The EMD 16-E23 Tier 4, the marine version of the 710 weighs including SCR 49,800 lbs, the 16-710 without aftertreatment 39,700 lbs. The Cummins QSK95 weighs 29,300 lbs without aftertreatment. So a locomotive will get about 10,000 lbs heavier with a 16-710. But that is not more than an estimated guess. Put in a Charger has now 34.25 tons axle load. Add 10,000 lbs and you get 35.5 tons. Additionalle the locomotive would have to get about 7' longer. I would have liked to compare to the Cat C175-20 in the F125 but I only found data for a C175-16 engine. [quote user="YoHo1975"]Circling back to CARB. Regardless of the future of the 1010j. Would not an 8-710G3B-T2 eco with aftertreatment be a viable option in a 4 axle in Yard and local service.[/quote] I'm not sure if this would be suitable. When EMD introduced the GP60 ATSF wanted a cowl version. That exceeded the axle load limits and the stayed with a wide cab unit, the GP60M. When AC traction got introduced the four-axle locomotives disappeared as with the AC equipment the axle load limits were exceeded. I think that is the reason why Progress Rail offers all 4-axle rebuils with Cat high-speed diesels. Gruß, Volker
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