 | | Re: 10170 TTX Intermodal Double-Stack Car Preview
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(...) Marginally, yes. But much more important is the significant reduction in tare(1) weight, and the reduction in length. Since TOFC/COFC(2) is operated at high speeds, in long trains, less tare means more payload per horsepower used, and less (...) (20 years ago, 4-May-05, to lugnet.trains)
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| | Re: 10170 TTX Intermodal Double-Stack Car Preview
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(...) It has always been my understanding that the FIRST reason for shared trucks is to reduce Rolling Resistance. Fewer wheels means less rolling resistance. But, I could be wrong on this. . (20 years ago, 4-May-05, to lugnet.trains)
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| | Re: 10170 TTX Intermodal Double-Stack Car Preview
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(...) I think that certainly helps, but I'd be interested in your sources. Mine are just what I vaguely remember from articles in TRAINS magazine all these years (coming up on my 35th anniversary as a subscriber)... (20 years ago, 4-May-05, to lugnet.trains)
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| | Re: 10170 TTX Intermodal Double-Stack Car Preview
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(...) Aren't there also gains in reduced wheel friction? Even if the center trucks weighed the same as 2 normal trucks, the wheel friction would be reduced in the single truck example. Of course axle loading weight goes up with the single center (...) (20 years ago, 6-May-05, to lugnet.trains)
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| | Re: 10170 TTX Intermodal Double-Stack Car Preview
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(...) Don't forget the weight per axle... in Europe it's almost nowhere allowed to go over 22.5 metric tons (21 being most common in the Netherlands), while I've heard it's sometimes over 30 in the USA. Shared bogies here under container cars are (...) (20 years ago, 6-May-05, to lugnet.trains)
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| | Re: 10170 TTX Intermodal Double-Stack Car Preview
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(...) As far as I have always understood it, the rolling resistance is practically the same regardless of the # of wheels...with the exception that very lightweight trains (such as empty container cars) have a higher drag than per lb than (...) (20 years ago, 8-May-05, to lugnet.trains)
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