Would anyone happen to know the approximate weight of a 41-N truck with disc brakes? I tried searching for the truck by "41-N" and "weight of 41-N truck" with no luck. Just looking for a weight that would be representative, not necessarily specific, although I can say these are trucks under the SAM Shortline ex-MARC Budd cars, which may help narrow the field a bit.

Thanks for your help!

A ballpark weight should be around 18,000 lbs. per truck. However, there are several regulars here on RYPN that should have access to the exact weight of those trucks.

I checked N&W, PRR, and PC diagrams for these cars, none of which list the weights for the trucks. (Unfortunately my copy of the PC diagram folio is missing the 2 pages of truck information.)

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Posting from Chama, NM

I would certainly agree with Topfuel on this. The 41N tread brake trucks we work with regularly (GSC 25836 and 25881) are right at 18,000 each, complete, on the high end with some variation primarily due to wheels/wheel wear. A 41N-11 (e.g. GSC 30181) is right around 20,000 pounds. I don't like disc brakes, not even at gunpoint, so don't have enough experience to say what that does for lifting weights. I'd guess lighter, but may be wrong.

As usual, your results may vary, consult your owners manual for details, blah, blah, blah...

ETA

P.S. I did NOT stay at the Holiday Inn Express last night.

They vary from 19,200 to 21,600.

Among the variables:

What kind of car were they under? Sleepers and diners tend to weight more than coaches, for example, so they will be sprung accordingly, which means larger or more springs, but in any case that increases the weight of the truck.

Is the truck from the A end or the B end. The B-end truck will have extra rigging for the handbrake.

Decelostats or no?

What size center plate?

CFMs require an adapter on the back of the journal boxes. And are a bigger pain to take in and out.

How many layers of paint? Don't laugh; it adds up.

CFMs are heavier than TFMs but not by much.

Thanks to everyone for the responses so far. Very helpful.

Here's a bit of information I meant to include in the original post, which may be useful in identifying the specific weights:

SAM Shortline has cars from the MARC 100 (no bathroom) and 150 (with bathroom) series. The histories of these cars is located elsewhere in Rainier Rails excellent assemblages of passenger car data, so I won't try to summarize all of that here. I have found what appears to be a class ID on each truck.

All of the 100 series cars have class 2E-P16 trucks while the 150 series cars have class 2E-P15 trucks.

Since all of the cars were rebuilt for PRR commuter service from PRR 21-roomette sleepers (150 series) and N&W 10-6 sleepers (100 series) in 1963-1964, and again in 1991 for MARC, I'm not sure whose class designation is on the trucks. They could be PRR/PC or specific to MARC. I'm also not sure if both groups of cars were originally disc brake-equipped or if the different class designations may relate to one having been converted from clasp to disc while the other were disc from the beginning.

What is evident from the responses so far is that fully 1/3 or more of the total weights of these cars is accounted for by the trucks.

Thanks again!

Here's some truck and brake data for the N&W cars from Tom Madden's CCR database:

According to the Pullman records, there is not one uniform truck that was placed under every car. Instead, there were at least 3 different truck types that were initially used, and 16 of these 20 cars later had the truck types changed at least once. As built, cars had the following trucks:

41-NDS-11:

Augusta County, Scioto County, Hampden Sydney College, Ohio State University, University of Cincinnati, Pulaski County, Wythe County, Duke University, Randolph Macon College, Roanoke College, Virginia Military Institute, Washington and Lee University

41-NS-11:

Mingo County, Pike County, Campbell County, Mercer County, Emory and Henry College, Virginia Polytechnic Institute

41-NP-11:

Franklin County

Unknown:

Hollins College

Cars were changed to other truck types as follows:

41-N-11:

First change of truck type: Mingo County, Hampden Sydney College, Hollins College, Pulaski County, Campbell County, Franklin County, Mercer County, Roanoke College, Virginia Polytechnic Institute

Second change of truck type: Randolph Macon College, Virginia Military Institute, Washington and Lee University

41-ND-11:

Ohio State University, University of Cincinnati, Wythe County, Virginia Military Institute, Washington and Lee University

41-NS-11:

Randolph Macon College

Unknown:

Scioto County

As with the truck types, there was also not one uniform brake type applied to these cars, and 11 cars had the type changed at least once. Cars initially had the following brake types:

HSCE D-22-BR:

Augusta County, Scioto County, Hampden Sydney College, Hollins College, Ohio State University, Pike County, Pulaski County, Wythe County (this is the only car of 20 that is noted as having disc brakes), Duke University, Franklin County, Mercer County, Emory and Henry College, Randolph Macon College, Roanoke College, Virginia Military Institute, Virginia Polytechnic Institute, Washington and Lee University

D-22-BR:

Mingo County, Campbell County

HSC D-22-AR:

University of Cincinnati

Cars had the brake types changed as follows:

HSCE D-22-AR:

Hampden Sydney College, Ohio State University, Duke University, Franklin County, Mercer County, Emory and Henry College, Randolph Macon College, Roanoke College, Virginia Polytechnic Institute, Washington and Lee University

D-22-AR:

Campbell County

Changed from HSCE D-22-AR back to HSCE D-22-BR:

Virginia Polytechnic Institute

Changed from HSCE D-22-AR to HSC D-22-BR, then to HSC D-22-AR:

Washington and Lee University

The 2E-Pxx numbers are PRR designations. The only other thought is that I doubt any of these were delivered disc brake equipped. PRR did like to convert though...

ETA

Thanks to everyone who provided some information on this. I will try to post an update on the SAM Shortline cars as soon as possible. I started one last week but had to stop, and when I came back and finished it, apparently my login timed out and the text was lost.

Meanwhile, as a followup question, does anyone know of an online resource for diagrams of these various 41-N truck variants? I have the disc brake information from Wabtec but nothing on the trucks themselves.

Actually, several of these cars were built with N&W class T94 trucks with Budd model CF (c-frame) disc brakes. All subsequently converted to T-frame.

I hope you don't mind Me asking on your thread but seeing that you got your answer I was hoping the same gents could answer the same question about the Allied full cushion trucks found Under troop sleepers. The weight of a troop sleeper was listed as 65,000 pounds but need to know how much the trucks were since mine does not have them. I need to move it and not sure what the lift weight will be....

Vince

I'm bumping this topic back up to the top with one more related question. Does anyone have dimensions (diameters, from center pin to inside edge of the bowl rim, and depth) for the center plate of these trucks?

Thanks again to everyone who has responded with information regarding these trucks!