What if? A GP38MAC! Combined drawings of GP38 and a SD70M [ 05 April 2001: Message edited by: E&NRailway ]
I like that idea, BUt 1) the wheels look funny and 2) the spacing of the wheels per truck is so lartghe that the unit would have problems in switching and maneuvering tight tracks. but other tyhan that, you could just acll it a GP38-2M
very clever , I see it has Dynamic Brake , would it be 3000HP or more ??? How about a microwave oven ? Pssttt, can I ask you something else? Could you please paint that orange and black with a CN logo on it ?
The trucks are too long for switching, I agree. And remember that the SF GP60Ms have terrible rides because of the extra weight on the front suspension from the massive cab. Just a thought but otherwise its interesting. PS It better not have desktop controls!! Dave
Is it only me that could actually see that happening? If some one wants a new semi-high HP 4 axle unit I have a feeling it will look like that! Happy Railroading! Dane N.
What would be the advantage of a 4 axle high horsepower engine? It seems that where the shorter wheel base whould be an advange the high horsepower would not be needed. Are the AC engines more fuel efficient than modern DC?
Rob (and anyone else who's interested), The advantage of a four axle high horsepower loco is that it uses its horsepower for speed, whereas a six axle loco uses its horsepower for pulling. In comparison, a "GP70" would produce 1000 hp/axle while an SD70 produces 667 hp/axle. Since a diesel loco's drawbar horsepower goes down as the speed increases, the four axle unit would have more power available to maintain a higher speed, while the six axle unit would have more power available to get a train moving. (Note: this does not take into account the weight per axle, hence the difference in tractive effort.) This is the reason why the Santa Fe purchased GP50's, GP60/M/B's and B40-8/W's for transcontinental intermodal service (and C40-8W's intended for coal service). This also explains the Rio Grande's fleet of GP40/-2's. Speed was of the utmost importance in order to compete with UP and ATSF. As for AC/DC (no, not THAT AC/DC ), it's comes down to a cost vs. performance issue. A DC traction motor is cheap, but is prone to wear out, especially under heavy loads. An AC traction motor is more durable, but is much more expensive (I think I read somewhere that an SD70MAC is about $1 million more expensive than an SD70M). So notice where these locos are used: BNSF's SD70MAC's are used in coal service, while their Dash 9's are used for just about anything else; UP's new SD70M's are used in general service, while the AC's are used in low speed service (coal, chemical, etc). Sorry, didn't mean to get so long-winded, but I hope this is helpful (and at least partially accurate, though I'm sure somebody will let me now if I'm not). Dwight
Thanks Dwight, Don't worry about being long winded. Whenever I see GPs on intermodal trains I always thought it was the result of shortages. But what you say make sence. It sounds like we are more likly to see 4 axle AC on Amtrak trains.
