Will--
Thanks for the lengthy explanation! As you say, looking for the real facts (though hard!) is more rewarding than mere speculation.
Comments:
--Re: 726 motor. Yes, I remember your bringing this out when we had our long discussion (the one on the Alco forum). Still, there ARE references to the 726 motor on PA locomotives: the December 1946 "Railway Mechanical Engineer" article for example. This suggests to me that there was at least some PLAN of equipping these locomotives with 726 motors. I'm keeping an open mind (i.e.: I don't have ANY idea one way or the other) as to whether these motors ever got into PA locomotives. If, say, ATSF 51 had 726 motors when first tested on the Lehigh Valley but had them replaced before delivery, Alco might not have bothered to mention the combination when TP-400 was drawn up.
--Re: later upgrades. I am sure (though, given the middle-aged memory, "being sure" isn't decisive) that I have seen a list showing a small number of PRR U25B as having been uprated to 2800 hp: possibly in Stauffer's "Pennsy Power II" (my copy being on the other side of the Pacific from me right now...). Not many: perhaps a half dozen or so, as if the upgrading was a program abandoned shortly after it started. ... I also recall a "Trains" magazine "Motive Power Survey" article (???from the first half of the 1970s???) that discussed the problem of what to do with "early second-generation" locomotives: the U25B was singled out as the only such model that could readily be upgraded to a higher horsepower, but I don't recall any details about who had done it or to how many.
--Re: Uprated U25B. I recall from somewhere-- possibly one of the GE documents that you have posted to your WWWebsite-- that the U28 models featured a different design of exhaust manifold from that used on U25. Do you (or anybody else reading this forum) know of other differences between
----A U25B rated (like a few New York Central units-- I think from their penultimate order, built in early 1965-- or some (perhaps all eight?) of the last units built for SL&SF) at 2800hp, and
----An early U28B (early meaning: before the rearrangement of equipment, etc, that went with the change to the "pug nosed" carbody)?
(Sorry if some of my posts seem ignorant and stubborn. I sometimes think the main value of my posts to this forum is that some of them provoke you to post more interesting details from the documents you have collected! ... If you are making a case to a publisher, tell them you know of at least one railfan who would be VERY interested in a document-based, technically detailed, history of GE locomotives!)
Thanks for the lengthy explanation! As you say, looking for the real facts (though hard!) is more rewarding than mere speculation.
Comments:
--Re: 726 motor. Yes, I remember your bringing this out when we had our long discussion (the one on the Alco forum). Still, there ARE references to the 726 motor on PA locomotives: the December 1946 "Railway Mechanical Engineer" article for example. This suggests to me that there was at least some PLAN of equipping these locomotives with 726 motors. I'm keeping an open mind (i.e.: I don't have ANY idea one way or the other) as to whether these motors ever got into PA locomotives. If, say, ATSF 51 had 726 motors when first tested on the Lehigh Valley but had them replaced before delivery, Alco might not have bothered to mention the combination when TP-400 was drawn up.
--Re: later upgrades. I am sure (though, given the middle-aged memory, "being sure" isn't decisive) that I have seen a list showing a small number of PRR U25B as having been uprated to 2800 hp: possibly in Stauffer's "Pennsy Power II" (my copy being on the other side of the Pacific from me right now...). Not many: perhaps a half dozen or so, as if the upgrading was a program abandoned shortly after it started. ... I also recall a "Trains" magazine "Motive Power Survey" article (???from the first half of the 1970s???) that discussed the problem of what to do with "early second-generation" locomotives: the U25B was singled out as the only such model that could readily be upgraded to a higher horsepower, but I don't recall any details about who had done it or to how many.
--Re: Uprated U25B. I recall from somewhere-- possibly one of the GE documents that you have posted to your WWWebsite-- that the U28 models featured a different design of exhaust manifold from that used on U25. Do you (or anybody else reading this forum) know of other differences between
----A U25B rated (like a few New York Central units-- I think from their penultimate order, built in early 1965-- or some (perhaps all eight?) of the last units built for SL&SF) at 2800hp, and
----An early U28B (early meaning: before the rearrangement of equipment, etc, that went with the change to the "pug nosed" carbody)?
(Sorry if some of my posts seem ignorant and stubborn. I sometimes think the main value of my posts to this forum is that some of them provoke you to post more interesting details from the documents you have collected! ... If you are making a case to a publisher, tell them you know of at least one railfan who would be VERY interested in a document-based, technically detailed, history of GE locomotives!)