Wow - that's a welcome article. I've been slowly stumbling along tentatively making a small change at a time for a few weeks. Its nice to the path I've set for myself produces nice results. Rob

Thanks, Roger - I tend to remember the articles I've written but forget where they appeared. And I really wish you would stop taking cheap shots at Mike Brock. Despite the fact that his choice of

Richard Hendrickson recalls ... of That Where I found Richard's article is in Volume Four of the publication, Union Pacific Modeler, published in 1998, and edited by the late Terry Metcalfe. Two

I can't answer that question with assurance as I've never seen one of the models, but 8,000 gal. multiple compartment tank cars weren't common; most two and three compartment cars were of ±6K gal.

Jan, I wrote an article on Sinclair and its tank car fleet a couple of years ago for, IIRC, the Union Pacific Historical Society magazine. That may be what you're thinking of. Richard H.

It seems to me that there was a thread on this a while back, I just stumbled across this link. http://www.intercad-inc.com/rr/Backdate.htm I hope I'm not repeating something that everyone else

Of course. The length of the lever arm from the pivot point to the CoG compared to the width of the base of the object is what determines its stability. As long as the tipping of the object doesn't

Thanks for all of the answers. Makes snese now. Ted __________________________________________________ Do You Yahoo!? Yahoo! Tax Center - online filing with TurboTax http://taxes.yahoo.com/

--- webercanyon <webercanyon@...> wrote: Jan: Check here under Sinclair (there is a click through on the page that will take you right to

Center of gravity is important, to be sure, but the real "fulcrum" of the car pitching over is the horizontal axis through the couplers. The car will pitch over through this axis. The closer the CofG

Tony Thompson wrote Ted, Do a thought experiment: imagine a car with no weight, on very heavy trucks. Now the car is in a train going around a sharp curve, with a heavy load on both of its drawbars.

I recall an article on Sinclair tank cars but can't remember where I saw it. Checked the Kalmbach magazine index but came up empty. Anyone know what magazine and issue it's located in? Thanks in

Tim said: Now, Tim. You're forgetting that Atlas's consultant on these cars is the redoubtable Ed Kaminski. Tony Thompson Editor, Signature Press, Berkeley, CA 2942 Linden Ave., Berkeley,

Ted. Theoretically you're right. But in practical terms, the added weight of the trucks compared to the much higher weight of the car swinging through the "lever arm" from the rails to the

Ted Culotta mused: I base it on experiments on both my home layout and the (old) Pittsburgh Club layout. Andy Speradeo confirms that it has been his experience also. Tony Thompson Editor,

Try Rob Schoenburg's site for additional information. I painted and lettered one of the Atlas cars but never checked the

I knew as soon as I posted... Door is actually 5-6-5. Which makes it Westerfield #2863. Sorry for the bother. Jim Moore panels). 68000

Regarding the AA 68000 series box cars, built in 1947 by the Wabash: door: Photo of prototype in Craig Wilson's AA book shows 68000 series equipped with pre-war version of Youngstown Steel 3-panel

The Atlas gon - wood floor, fixed ends, rivited construction - seems to be a G31e. G31a, b & c subclasses were drop end cars, G31 a, b & d were welded, G31 (no suffix) had a steel floor. The

About one month ago, Tony had commented that weighting trucks (and if I remember correctly, even using metal trucks for weight) was mythical in its effect on the overall tracking qualities of a model.