An open forum to discuss all aspects of the AC&Y's Diesel Locomotives.
2 posts • Page 1 of 1
I was curious why the AC&Y bought the H20-44 to begin with? Then they bought two more later? The reason I bring this up is that the H16-44's continuous tractive effort (CTE) was 48600 lbs. and the H20-44's was 42800 lbs. CTE is what pulls the load, Horsepower pulls the same load a little faster. AC&Y's maximum speed limit was 40 mph (I realize that in practice rules are meant to be broken). AC&Y tonnage ratings had the H20-44's rating higher than the H16-44's. This is not correct according to the CTE. An H16-44 should have pulled more tonnage. Would not have it made more sense to buy two more H16-44's later on than two more H20-44's? For that matter why didn't the AC&Y just buy 15 or 16 H15/16-44's? No Alcos or H20's would have simplified maintenance and parts supplies theoretically saving money. I know hindsight is 20/20 and it is easy to second guess. I just wonder what the thought process was.
Well to be honest tractive effort doesn't mean much over 20mph. Above 20mph horsepower DOES. Horsepower moves the same train at a higher speed. I've moved a 54 car coal train witha 1600hp RS3. At 12 mph. I moved the same train over the same territory with a 3000 hp SD40 at 27mph. In a more realistic comparison I've moved similar trains with both a GP 35 and an SD40 over the same track. 500 horsepower equates into about 8 mph. That doesn't sound like much until you add that 8mph up over 150 miles. That is why the AC&Y continued to purchase higher horsepower engines.