For basic dimensions, the thedieselshop.us site probably has some numbers. (Note that published weights for locomotives... seem to be "soft" numbers. I think the contract between a railroad and a locomotive builder allows a one or two percent margin of error in how close the actual weight comes to the desired weight, and with a new, special, design like the U50 a lot of the detail design was probably done after the contract was signed. ... We had some discussion on this forum of the later U50C model: I think the upshot was that their actual weights might have been considerably above the "nominal" weights given.)
There are a couple of people who participate in Railroad.net forums (Pneudyne and Bogieman) who know a great deal about truck construction: you best bet is to have one of them get interested!
So (in an effort to tempt them to comment):
I've long assumed that the BB trucks used by GE on the "small" GTEL and (first) U50 were platforms with a pair of otherwise standard (interchangeable with what was used on many, many, Alco and GE four-axle models) below them.
??Is this right??
Each of these "platforms" would be connected to the carbody by... something pretty much like the centre pin connecting conventional trucks to carbodies?? And where was the centre of rotation for the total BB assembly? Half-way between the centre pins for the two attached B trucks is an obvious guess, but (i) if I knew more about truck dynamics I suspect I'd see a reason why the obvious guess is wrong, but (ii) I don't. ??????
Hmmm. O.k., another question about these trucks. Did they get traction motor cooling air from blowers in the carboy, through a ??single?? flexible duct, and contain ducts that then carried this air to the places where it was fed to the motors, or was something less obvious going on??
What were the BB trucks on these locomotives like on the track? I have read that, when electrification of the ex-PRR mainline between Pittsburgh and Harrisburgh was considered about the time Conrail was established, the consultants felt that a European style electric locomotive with two-axle trucks was preferable to one (like GE's E44) with conventional C trucks, because the rotational moment of inertia of the long-wheelbase three-motor truck exerted unpleasant overturning forces on the rails when going around curves. I would think the rotational moment of inertia of a BB truck might be ... big. ??????
(and I hope the naiveté of my questions attracts knowledgeable commentators!)