Will, I would be surprised if these papers have been sought out by railfan authors. Besides this one has an obscure title, I only came across it by casual thumbing through 60 volumes of bound journals during several years of lunch hours in the company library. Frankly I think the past quotes are just a bit of pride and a lot of rounding of numbers. Some of the simpler graphs have scales to 10,000 hp and the curves peak in between rather coarse grid lines so in round figures 9300-9600 hp becomes 10,000 hp. I also feel that few professional let alone amateur railroaders would have reason to look closely enough at the way motors perform to correctly read what is the limiting factor for each part of the curves and when have they reached their ceiling.
Secondly, I agree they would not use 27-28% adhesion in 1930-40’s specs even though it can happen in service, GE was using 21% in preparing info for some unidentified engines of the 6000 hp and 7500 hp size at the time. These may be the 7500hp GG-2 and 10,000hp freight electric they mentioned later for extending the wire to Pittsburgh. As the maximum horsepower on an electric is not nearly the rigid figure it is on a diesel you are right that Westinghouse’s sales data sensibly would be figured from operating conditions they thought were everyday realistic. A horsepower figure that is only valid for one speed and tonnage is not very useful.
Dutch, the GG-1’s 8EL brakes were changed to 24RL in the 60’s. There’s a 2-8-0 out there that had it’s 6ET replaced with 26 series just for diesel crew familiarity, non self lapping was a strange concept to too many of them. It was probably the least of the expenses of overhauling the engine that year, it even got a feedwater heater 35 years after steam loco manufacturing had ended. There is a 4-6-4 being overhauled in Western Canada that is getting an event recorder right now. This aspect of the rules looks like a real technology conflict but is fairly easy to deal with. Heck nearly every mainline steamer today MU’s with diesels and it only takes a metal box with some rotary switches. For visibility the GG-1 is not much worse than a long hood geep and as far as engineer space rules are concerned if that Keystone cab car space is legal then I have dog house that ought to qualify too. For HEP the transformer could be put in the steam generator space and a 60hz converter in the water tank space. The premise with this coffee chat after all is that realistic money is not quite the object.
Golden Arm, I think that’s 250 watts for the old lights and your face feels it when you walk past them on a RS-3.
I was just rechecking some notes and realized that the Claymont 64.5 second figure means they reached 100 mph in 0.9 miles, damm that’s fast. It means you could make 100 between stops in local service!
Bill
Secondly, I agree they would not use 27-28% adhesion in 1930-40’s specs even though it can happen in service, GE was using 21% in preparing info for some unidentified engines of the 6000 hp and 7500 hp size at the time. These may be the 7500hp GG-2 and 10,000hp freight electric they mentioned later for extending the wire to Pittsburgh. As the maximum horsepower on an electric is not nearly the rigid figure it is on a diesel you are right that Westinghouse’s sales data sensibly would be figured from operating conditions they thought were everyday realistic. A horsepower figure that is only valid for one speed and tonnage is not very useful.
Dutch, the GG-1’s 8EL brakes were changed to 24RL in the 60’s. There’s a 2-8-0 out there that had it’s 6ET replaced with 26 series just for diesel crew familiarity, non self lapping was a strange concept to too many of them. It was probably the least of the expenses of overhauling the engine that year, it even got a feedwater heater 35 years after steam loco manufacturing had ended. There is a 4-6-4 being overhauled in Western Canada that is getting an event recorder right now. This aspect of the rules looks like a real technology conflict but is fairly easy to deal with. Heck nearly every mainline steamer today MU’s with diesels and it only takes a metal box with some rotary switches. For visibility the GG-1 is not much worse than a long hood geep and as far as engineer space rules are concerned if that Keystone cab car space is legal then I have dog house that ought to qualify too. For HEP the transformer could be put in the steam generator space and a 60hz converter in the water tank space. The premise with this coffee chat after all is that realistic money is not quite the object.
Golden Arm, I think that’s 250 watts for the old lights and your face feels it when you walk past them on a RS-3.
I was just rechecking some notes and realized that the Claymont 64.5 second figure means they reached 100 mph in 0.9 miles, damm that’s fast. It means you could make 100 between stops in local service!
Bill
) No way to walk by those on the G's nose. Just a dim little yellow glow, easily illuminating the right of way, from the comfortable seats, in the spacious, well appointed cab, while looking out the large, clear windows, unobstructed by 32 feet of nose........... 
