Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
QUOTE: Originally posted by PNWRMNM Leon,
QUOTE: At low speeds about the best you can get on dry jointed rail is .25, add sand and you could get .33. Wet rail is about .18 wet and wet rail with sand maybe you can get back to .25. Mac
QUOTE: Originally posted by cmawdsley Anyone have any thoughts on the Fairbanks-Morse CPA-16-5 (and CPA-20-5). These 5 axle units were trucked a B - A1A. I always assumed it was to carry the extra weight of the steam generator, which was in the rear. As far as I know, only New York Central and Canadian National ran them.
QUOTE: Originally posted by beaulieu The A1A truck is not only needed for carrying the heavier weight of the passenger locomotive but also had less tendency to hunt at high speeds. All EMD E-units were built with 36 inch wheels, while all F-units were built with 40 inch wheels. This alone gives the F- units more TE from the greater leverage of the larger diameter. The lowest gear ratio installed on a E- unit from EMD is the same as the highest ratio installed on a F- unit. A few E- units (notably those of E-L) later received freight gearing and larger wheels.
QUOTE: Originally posted by jchnhtfd [I believe you are correct on that. On the FL-9s, the A-1-A rear truck was there to carry the extra weight of the transformer and control equipment for the electric running.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
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