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1,018,642 Views • Feb 6, 2024 • Click to toggle off description
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A single modern diesel freight locomotive can deliver upwards of 50 tons of forward force (called tractive effort) into the rails, but it’s somehow able to do that through the tiny contact patches between two smooth and rigid surfaces. It’s just slick on slick.
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Practical Engineering is a YouTube channel about infrastructure and the human-made world around us. It is hosted, written, and produced by Grady Hillhouse. We have new videos posted regularly, so please subscribe for updates. If you enjoyed the video, hit that ‘like’ button, give us a comment, or watch another of our videos!
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This is not engineering advice. Everything here is for informational and entertainment purposes only. Contact an engineer licensed to practice in your area if you need professional advice or services. All non-licensed clips used for fair use commentary, criticism, and educational purposes.
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Video by Grady Hillhouse
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Views : 1,018,642
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Date of upload: Feb 6, 2024 ^^
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RYD date created : 2024-05-07T09:29:24.414784Z
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YouTube Comments - 1,414 Comments
Top Comments of this video!! :3
I'm sure Brady knew the cars at the beginning were not Formula 1 cars, because F1 is very protective of copyright, and he didn't want to deal with the headaches.
3.2K |
I was a location manager and had a retired train engineer working for me. When I was having a "challenging" day, Brad would see this and say, "David - How do you start a train?" and walk off. One day, I stopped him and asked him what he meant by that statement.
"There is no locomotive set that can possibly pull a mile long train from a stand still. The locomotive pulls the first car, which pulls the next car, which pulls the next." The slack in the coupling is crucial to allow this 'chain reaction' to occur.
He shared that sometimes, with a green engineer, they'd pull into a stop to change crew while under power, taking all of the slack out of the couplers. No go. The solution was to back the train a distance to re-create the coupler slack.
So, the life lesson was, if you have a big challenge you're dealing with, find the solution in a series of small fixes rather than viewing it as one big problem ... one car at a time.
1K |
I work for Wabtec (former GE Transportation), we build freight locomotives. The sheer weight and power is unbelievable.. they are truly an engineering marvel.
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Excellent video, Grady! The "Creep" demonstration was wonderful. This effect actually leads to one of the biggest wheel defects we experience in the railroad - shelling. The creep and deformation actually causes slip dislocation motion in the grain structure of the steel, and atoms start getting peeled out of the wheel, and thrown off - resulting in shelling, which is essentially a "missing chunk" of wheel.
Also, Steam Locomotives actually do have tires! Different hardnesses as well, depending on the size and weight of the locomotive. They're really neat. The wheel on a diesel locomotive is a much simpler, and standardized part that can just be replaced; so the whole wheel just gets changed out; but with a steam locomotive and their various wheel sizes, castings, etc. - it made sense to have a dedicated tire to replace, instead of a complicated casting.
221 |
i swear about 9/10 videos you make could just be called
"check out this cool thing i built in my garage"
and i'm here for it.
77 |
Grady is just so wholesome. Listening to him talking about engineering is like receiving a big informative hug.
434 |
Hard to imagine a solid steel wheel stretching and effectively increasing the size of its contact patch to obtain maximum tractive effort. Its actually genius. Once the tractive effort reduces, the contact patch shrinks to its normal size and rolling resistance becomes minimal at cruise. The more I learn about trains, the more respect I have and the cooler I think they are.
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Me: About to eat lunch, YouTube: Hey Practical Engineering just published a new video about trains. Perfect timing. 👍
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Was a tanker in the Army and this principal reminds me of how tank track moves. You'd think that the tank track, rotating but laid down stationary, under the tank wouldn't move until the rear end of it gets lifted and starts moving up then forward only to get laid down again, in a cycle. The fact is, when a tank is really hustling, all 60+ tons, the track thats in contact with the ground, which may appear not to be moving, is in fact sliding forward with the tank, slightly but evidently. If you watch closely and see video of a tank moving quickly, especially over a hard surface like pavement, you'll notice that the track on the ground is sliding, "creeping", forward as the tank moves. Pretty cool physics going on there too.
25 |
"I've set up a demonstration in my garage."
Of course you did. That's what we love about you, Grady.
18 |
If Grady ever wanted to lure me in to kidnap me for some reason, all he'd have to say is "Come take a look at these demonstrations in my garage" and I'd follow without a second thought
365 |
6:51 "For longer, heavier trains, you can't just use a single, massive locomotive -"
Union Pacific during the transition era: "Wanna bet?"
504 |
2:20 Roller Coaster Tycoon throwback 😍
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The more I learn about trains the more I love them. The main reason behind using steel-on-steel and worrying about that friction is, well, efficiency. When the problem is "not enough friction" it means you are bordering the maximum efficiency you can get in land transportation outside of the locomotive aerodynamic design. The most efficient trains can be as efficient as container ships, which are famous for their max efficiency in transportation. A semi-truck is about 10-15 times less efficient in moving weight compared to an average train, and those figures can be as bad as 50 times less efficient.
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Many railway vehicles do have tyres. The wheel is a solid block and the tyre is a shaped ring which is heat expanded allowing it to slip onto the cold wheel and when it shrinks grips the wheel firmly. A steel rings then is clipped into place to secure the tyre. This allows the tyre to be scrapped when it reaches its wear limit.
More recently there has been a move to monoblock railway wheels where the tyre and wheel are a single piece of steel and when the wear limit is reached the whole wheel is scrapped.
11 |
The German high speed rail trains ICE (inter city express) actually started out with rubberized steel wheels to reduce vibrations and thus increase passenger comfort. That stopped when we had a horrible accident at Eschede. What happened was that the rubber sleeve of one wheel started tearing off roughly a few kilometers before a switch and a piece of rubber jammed itself into the switch, forcibly changing the tracks for the rear part of the train. This derailed the entire train that had been going around 200 km/h (~125 mph), which would have been bad enough, but only led to broken bones in most cases. The problem was that a few hundred meters after the switch came an overpass and the sliding train took out the pillars of the bridge, causing the bridge with cars on it to collapse onto the train. All in all, more than 100 people died.
24 |
Im no engineer but i follow Brady and the way he presents these videos with graphics, simply amazing
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The Nebula subscription is definitely worth it! The extra content and ad-free experience make it a great platform to support creators while enjoying high-quality videos. Thanks for the recommendation, Grady!
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4:10 Rolling friction (or rather, rolling resistance) isn't the same as adhesive friction. Adhesive friction is GOOD for rolling, it's what defines it. Rolling resistance is bad, unless you want to brake.
This is the distinction people often forget to point out, which usually leads to confusion. Weaker adhesion doesn't help you roll better.
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@PracticalEngineeringChannel
3 months ago
Sorry for the lack of actual F1 cars in the intro! Turns out, very hard to license footage 😄 The finale for the railroad series is now on Nebula! nebula.tv/videos/practicalconstruction-installing-…
1.8K |