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[quote]QUOTE: Originally posted by CSSHEGEWISCH Spreading the weight over more axles adds complexity and cost. If you want to stay with conventional four-wheel three-piece trucks, span bolsters would be required. Six-wheel trucks would probably be a Buckeye-type design, with the complexities and additional maintenance required. It is also difficult to imagine that a complete interstate broad-gauge system separate from the existing standard-gauge network would remain beyond the purview of the FRA and STB. [/quote] Your comment on the cost difference between four wheel and six wheel trucks is duly noted. However, if we are comparing the cost of using heavier rail (and subsequent larger wheels and journals) for heavier loads vs the cost of using standard issue rails and wheels in triple or quad axle formations, the former would be much more expensive than the latter simply due to the amount of material required. A broad gauge is already requiring custom designed and manufactured rolling stock, so why add the addtional expense of using heavier rails and larger wheels? If we stick with standard issue materials as much as possible, the only difference between standard gauge freight trucks and broad gauge freight trucks (aside from using triple and quad axle designs for the latter) would be in those materials that must span the distance between the rails, e.g. thicker axles, larger bolsters, et al. We can still use standard issue 33", 36", and 38" wheels, the same side frames, springs, et al. A broad gauge bogie may also need a larger diameter center plate. Regarding the FRA and STB, don't they have a different degree of oversight for those rail lines that do not connect with the interstate rail network? The White Pass & Yukon comes to mind. It may be that separate legislation would be needed to allow the broad gauge network to be free of some of the FRA rules that constrain the standard gauge network.
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