There are several ways of superelevating curves on model RR's. Probably the superior way is to use spline subroadbed and superelevate that. Since most of my RR sits on plywood sheets, I use stripwood underneath the outside rail, sanding down each end to achieve easements. With easements applied also to the curvature, the whole effect is quite pleasing. On my EL the superel is a scale 4", which is very noticable. Since we tend to use much sharper radius mainline curves than the prototype, higher superel disproportionately increases the risk of stringlining, which is proportionate to % upgrade, degree of curve, length of car, C of G, rolling resistance and length of train, and inversely proportional to weight of car (more important for light cars at or near the head end). So Erie/EL's 7" maximum may be too much for your pike. The prototype also encounters stringlining, particularly as you might expect with long cars (TOFC, autoracks) on the headend of trains operating in mountainous terrain. It's a big issue in the Tehachapi's and Cajon Pass, and was a major reason behind the 1972 realignment on ATSF at Summit, CA. Frequently, operating rules stipulate that 89' cars be placed on the rear of the train on such upgrades. Paul B 2. For modelling purposes, from my own calculations and drawings when I was in the construction phase, the prototype # of inches of superelevation is a close parallel to the actual geometric # of degrees off-level. A prototype 5" superelevation, for instance, is close to a 5-degree incline off-level as measured by a protractor or equivalent. Protractor measured angles are much easier to work with than scale inches when modelling, especially when computing algebraically and cutting intervening angulations as in the transitons to and from tangents. Joe Braun The Erie Lackawanna Mailing List http://EL-List.railfan.net/ To Unsubscribe: http://Lists.Railfan.net/erielackunsub.html ------------------------------
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