what is the maximum grade of a railroad track?

Question: How steep of a grade is designed into a railroad line?

Answer: The heaviest grades I operated on were found on the late, great Southern Pacific. When working out of Roseville over the hill to Sparks, the ruling grade between Colfax and Emigrant Gap was 2.4% I transferred to the Oregon Division in 1983 and, when working the now sort-lined Siskiyou Sub-division, the ruling grade was 3.1%. Here, 900 tons per unit was the max, with a maximum of 2,700 trailing tons on the draw bar. The trains were always at 7,200 tons, so we got a four unit road engine with a five unit helper. Not to be argumentative, but the 2-8-8-4s of the Duluth, Messabe and Iron Range, Baldwin Class M-3, out did the UP Big Boys in the weight on drivers and tractive effort departments, as well as other key power producing points. Alco publicized the Big Boys extensively, but Baldwin didn't put the DM&IR M-3 engines in the public eye. Here is how they stacked up in a side by side comparison: Weight on drivers: Alco Big Boy = 540,000 lbs...Baldwin = 560,257 lbs Tractive effort: Alco Big Boy = 133,375 lbs....Baldwin = 140,000 lbs Wheelbase, engine and tender: Alco Big Boy = 117' 7".............Baldwin = 113' 5&7/8" Weight, total engine: Alco Big Boy = 762,000 lbs.... Baldwin = 695,040 lbs Boiler diameter: Alco Big Boy = 95"....................Baldwin = 104" Cylinders: Alco Big Boy = 23&3/4" x 32"...Baldwin = 26" x 32" Weight, engine and tender: Alco Big Boy = 1,104,200 lbs....Baldwin = 1,131,675 lbs Boiler pressure: Alco Big Boy = 300 psi...............Baldwin = 240 psi So, now that you know that the Baldwin M-3s were the true kings of drag freight operations, you can clean up betting against the Big Boy, and you'll have no shortage of takers. I would recommend at least ten to one odds when the wager is made.

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