John_Perkowski wrote:Looking current and forward (in light of Amtrak possibly wanting new power), does GE even sell new B-B power?
Allen Hazen wrote:The ET44C4's trucks are A-1-A, with the center axle unpowered. (The air cylinders and bell cranks outside the frame, which can be used to lower the weight on the idler axle so as to get more adhesive weight on the powered axles, are located in a way that suggests this, so I guess you could say that the wheel arrangement is -- almost -- visible.) EMD's bid for the four-out-of-six-axles-powered is, I think, a B1-1B unit-- don't ask me why. (Bogieman, can you explain the choice?)
bogieman wrote:Based on my experience, I don't think we'll ever see a 4 axle passenger locomotive with a 1,000 rpm engine from EMD or GE.
MEC407 wrote:bogieman wrote:Based on my experience, I don't think we'll ever see a 4 axle passenger locomotive with a 1,000 rpm engine from EMD or GE.
HSP46 notwithstanding...?
The HSP46 is no lightweight, but couldn't they make it considerably lighter if they used a monocoque design instead of the current frame/cowl design?
bogieman wrote:The B1-1B motor arrangement has superior weight shift and lower truck assembly yaw inertia when the motors are in the same orientation as they are in all high traction trucks designs. This arrangement was first used by EMD on the GT46PAC's for India. For the SD70ACe-P4, the axle loads were adjusted so the powered axles were at 75Klbs. while the idlers were at 60K. This arrangement also allows for the end transom to be removed for weight savings since it is not supporting a motor.
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