The CB&Q 'E' unit fleet was geared for 117 mph(E5 & early E7 order), Following E7, E8 & E9's were geared for 98 mph. I rode in the cab of these units several times. At speed, they were very smooth riding, I suspect good track, no freight slack action, and even acceleration reduces the 'pounding' from nose suspended traction motors. Keeping the HP to trailing tonnage high will reduce this issue. If your proposal is going to use exsisting trackage, or even new trackage laid next to an existing freight line - the grade crossings and curves are going to limit your speed. I sort of doubt an average speed of 125 mph. The engines should be able to peak out at 125 mph on short sprints if there is enough tangent trackage.
Jim
Modeling BNSF and Milwaukee Road in SW Wisconsin
The E units on one carrier I am familiar with were delivered with 120 MPH gearing in the 1940's. I was in the cab of one and observed 118 being indicated. What modern power can be designed for is in the hand of the engineers.
Never too old to have a happy childhood!
I would think that 125 MPH would be possible. The Pioneer Zephyr exceeded 110 MPH with 600HP, though all it had was the locomotive and 2 cars. Main issue is that the axle mounted traction motors used on American locomotives would be hell on the track at 125 MPH.
- Erik
Lets suppose that the promoters of the Texas 'high speed' rail link between Dallas and Houston scare up enough investors to make the project possible. Lets further suppose that they decided that they must run along existing track, with perhaps some straightening of the right-of-way and, furthermore, they cannot afford to electrify the line.
What is the top speed that they could hope for on first class track and roadbed, with a power car on both ends of the train, so that it would not have to be turned at the end points, pulling six cars? Keeping in mind that I am not an engineer, would it be diesel or gas turbine or could it be either?
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