5 STRANGE North American Locomotives
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- Опубликовано: 11 июл 2024
- Hi. I'm Sam, a railfan based out of Eastern Massachusetts. I film trains from all around the world and make narrated videos explaining how the railroad works. Thanks for watching and I'll see you out on the mainline!
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0:00 - Intro
0:15 - EMD F69PHAC
2:21 - GE ES44AC-H
5:26 - Bombardier JetTrain
7:59 - Cummins HTL4200AC
10:59 - Honorable Mention: EMD GP70
11:53 - EMD GM6C and GM10B
14:26 - Outro
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Just a little note, the letters of the German ICE are spoken Individually like saying USA so its said Eye - See - Eee.
Yeah slippy ice is not a good thing with trains
Jacobs bogies are for professionals: ruclips.net/video/-8CmknYJed4/видео.html
Inter City Express - ICE. Stupid narrator.
@@hobog And in any case, Germans spell frozen water E-i-s.
More importantly that isnt an ICE 1 at the start of the video but the ICExperimental (Prototype).
The red/white/black livery from that one locomotive’s time at Cummins is *extremely* sharp.
Hehe, you said 'cum'
Lol cummin
Fun fact: the design of the F69PHAC's cab was later used for the metra F40PHM-2
@@fedegamer3781 ?????
@@fedegamer3781 what
@@fedegamer3781 you find that funny?
Well done! I'd throw in the CN/VIA Turbo Train, which operated in Canada from 1968 to 1982 and the TEE trainset which ran as The Northlander in Ontario in the 1980s
The ol UAC turbotrain
I really love the F69PHAC cuz of the special cab on the locomotive, it makes it more interesting then other locomotives
Metra has a significant number of F40PHM-2s (many of which have been rebuilt as F40PHM-3s), that use the same body-shell.
Nice video. Would have liked to see the Bombardier Jet train see more express, but I would think most of the tracks it would have ran on can barely handle anything past 60mph, and track upgrades would bring forth funding disputes. Never knew there was supposed to be a GP70 either.
Oh yo it’s Pensy. What’s up?
Track upgrades was my concern as well. I doubt the freight companies would ever be onboard with that.
thats the real barrier to America having the best quality rails, if it can run a freight train at maybe 50mph than its good enough for them. Also lots of mainline is single tracked, probably truly need double tracks to safely run at higher speeds so you can throw the freight train onto a side track when you need to blast that Amtrak through at 160+ mph.
However I would be neglecting the whole picture if I did not bring up another elephant in the room that is a problem for HSR in America, Grade level crossings. People already ignore gates and try and dodge plodding freight trains. imagine the optics when some knucklehead runs a gate and gets smacked by an Acela at full throttle.
The EMD F69PHAC, the GE ES44AC-H and the Bombardier JetTrain are actually my favorites in this group due to their uniqueness. Excellent work on this video as it is very educational!
If you ever did a follow up, the Krauss Maffei ML-4000, EMD BL2, GE BQ23-7, Baldwin's double cab "Babyface" and the MLW RSD-35 would be good candidates.
For high speed train that is not electric they could have easily use the HST Class 125 from UK they probably would make it more successful than Bombardier Jet train but none the less its unique
Thanks for making this video. There is an error regarding the GM10B. This locomotive had six powered axles with three two axle trucks.
The total horse power was 10000 so there would be a lot of wheel slip with only 4 axles.
interesting, a Bo-Bo-Bo loco.
Why didn't they go with Co-Co?
@@truedarklander I think this makes for less wear on curves. Older rigid three axle trucks wore the the rails on curves. Fortunately, new 3 axle trucks like radial steering EMD HTCR truck allow the axle to move with the curves.
Your videos are facinating. My relationship with trains is a life long train commuter, and it is great to learn so much background information of all types that you present about railroads overall. BTW, are there any videos in which you appear? Keep it up!
Earlier this year KLW announced the 4400 ACT4, a QSK95 repower. 9530, rebuilt from former BN SD70MAC 9530, has tested on CN and is currently testing on NS.
Absolutely spell-binding! Thank you very much!
It's kind of annoying that two failed EMD prototypes would be regarded as a better indication of what electric freight locomotives can do, rather than all the countries that actually use electric locomotives to haul freight on a day-to-day basis (Germany, Japan, France, Switzerland, Austria, Russia, and probably a whole bunch of others).
Small correction: the GE hybrid certainly wasn't the first locomotive to use regenerative braking -- that's been standard equipment on electric locomotives around the world for decades. It may well be the first to use regenerative braking to charge batteries for hybrid power.
Pretty much all of these countries, except Russia and Switzerland, have a freight modal share that goes more towards trucks and ships than trains.
Still, Switzerland transports significantly less freight than either Mexico, the United States or Canada and Russia barely has any controlled access freeways that make driving a car comfortable - let alone a truck. The Trans-Siberian Highway wasn’t even completely paved until 2015.
@@VieleGuteFahrer How is the amount of freight relevant? If one country shifts freight with its electric locomotives, then the USA could shift ten times as much freight with ten times as many of those electric locomotives. The reasons that US freight lines aren't electrified have nothing whatsoever to do with the capabilities of electric locomotives.
@@beeble2003 I would say that’s absolutely relevant. Most of your listed countries focus on passenger rail and do little freight. If electrification is available, the freight trains might as well use it.
Electrifying all or at least a good portion of the biggest railroad system in the world would be prohibitively expensive and would take some time. I wouldn’t rule it out, but the freight railroad companies know better if it’s worthwhile or not.
@@VieleGuteFahrer "Most of your listed countries focus on passenger rail and do little freight." No.
"Electrifying all or at least a good portion of the biggest railroad system in the world would be prohibitively expensive" I completely agree. I wasn't talking about financial viability.
Honestly, I'd want to see a weird Multiple Unit video as a kinda follow up to this
(hint hint wink wink, I live in Portland, home of one of the weirdest DMU's in the entire world)
EMU/DMU's are also a fetish/fascination of mine. Calgary briefly trialed the Siemens RegioSprinter DMU in 1996 and I never got a ride. That still kinda bothers me! ;-)
Great work!
Thanks for the video! This is inspiring me.
Good work. Enjoyed your video.
Hell yeah you start the video with one of my all-time favorites!
Really enjoyed this one! Awesome work!
Very informative. Thanks for you in depth videos about my favorite subject!!
Very nice video. Thank you.
Good Content and nice execution , mate.
3:50 I remember watching that video as a kid along with other videos of 2010! It wasn’t that strange to me as a kid and it still isn’t today! It was just another cool painted locomotive to me and I loved it!
@rtrfan739 same!
Nice video, I really like the interesting topic and had no idea about the gas turbine Acela! One small correction, the Tier 4 version of the GEVO-12 engine seems to be proving itself as a more reliable engine than the QSK95, performing rather well in heavy freight service especially in the cold up north and being a mostly familiar technology to crews.
No what really killed the F69 was the simple fact that is had a different engine in it than a F40. It had a 710 series instead of 645 that Amtrak had pretty much standardized on. Except for the small fleet of P30CH's that stayed in Auto Train and Sunset Limited service everything else had 645 engines in them and when one of the 2 F69's failed and it was a power assembly they had to ship one in instead of grabbing one off the shelf of whatever shop they happened to be in. The inverters and traction motors were dang near bullet proof from what I was told it was the Diesel engine that caused the problem.
Csx calls the ES44AC-H The ES44AH. They are really cool
Very well done!
Very good. Thank You
Very good this video!!!
Nice vid! My uncle worked for Conrail in the late 70’s and early 80’a and performed maintenance work on the EMD GM10B. He normally worked on GG1’s and E44’s. He said the GM10B was nicknamed the big white elephant by the crews that worked on it.
Great video!
So they built the jet train because anyone who remembered much about the problems with the big blows were all dead and would not have been listened to anyway. This is a very well organized and nicely done video. The conclusion was especially good.
The theory was that the diesel engine would power it up to around 50-80 mph, after which the jet engine would be started and take over powering the train, the thought being that this would counter the turbines inefficiencies at lower speeds, whether or not this worked, I don't know.
But sadly, a lack of interest in non-electrified HSR from both the US and Canada was ultimately the real reason it never was adopted...
I found this to be quite an informative video! I didn't know what the HTL4200AC was, or that it was the first usage of the engine that now powers our Siemens Chargers!
Thanks for the video!
You did a great job on this video. Now if they could just use the old F7 nose or the PA we could be thrilled
It's kind of sad that 5/6 are just nearly identical-looking freight locomotives lol. But I guess that's what counts as uniqueness on US railroads.
I think partly it's because of choices by the author. There are plenty of wacky, niche, and unusual locomotives he has entirely neglected to explore.
It is true that most modern freight locomotives look alike, but that is down to regulations and there only being two main locomotive manufacturers. Many of those he chose to cover are only variations or modifications on the same lines of locomotive development. I recommend looking at something like UP's old gas turbine units or the BART trains if you're interested. There's also some sort of switcher that looks like a shrunken locomotive shell on top of a single 3-axle EMD truck, but I can't find what it was anywhere at the moment.
@@andrewreynolds4949 Wow, I love those UPs, didn't know about them! The gas tank tender looks amazing.
@@squelchedotter Wait till you see UP #8080, it was another turbine, but in this case designed to run on coal dust.
There's the Milwaukee Little Joes, or Baldwin Centipedes which both have unusual wheel arrangments.
When it comes to passinger equipment there's always stuff like the Aerotrain (very weird), or the M-10000s.
Shouts out to the GG1s as well and UP's 9000 series (a steam engine with a 4-12-2 wheel arrangment and three cylenders).
Funnily enough, many Americans call European Locomotives "dull Electroboxes". But I guess American Railfans just keep getting triggered by the mere Existence of Electric Trains.
@@Genius_at_Work I rather like the looks of some European electric locomotives. Certainly the ACS-64 looks nice. My problem is not as much with the locomotives as with the plethora of keyboard activists suggesting (or sometimes demanding) electrified lines across rural America where they don't make sense. Those are often the same people that suggest wholesale nationalization, despite never being actually involved in the details of the rail industry themselves.
I would have liked to see the MK5000C added tom the list.
It most certainly should have been included.
Interesting video, thank you. As a matter of interest, the GM6C and GM10B resulted in the South African Railways (now Transnet Freight Rail) Class 11E (GM5FC), though they look nothing like their North American counterparts i.e. like a diesel with a pantograph. We received 45 of those locos between 1985 to 1987.
Nice
I’d like to see more videos like this
As for electric being best for HSR, that is true; but notice that there was, for example, a diesel version of the German ICE (ICE-TD), which was used on several non-electrified routes, last to Denmark. Unfortunately, it was also plagued with technical problems and was expensive to run because of the high cost of diesel, so they were mostly taken out of service and, since no buyer could be found, scrapped. One is in the DB Museum, and one or two(?) are used by DB Systemtechnik for testing.
As an owner of the oscale model of the gevo hybrid it’s the cool kind of odd and definitely had a part in the development of battery electric locos
Great video by the way can you please make a steam train version of this because there's a lot of weird steam trains
Like the Chesapeake and Ohio Railway M1 Steam Turbine Locomotives, that look more like an eneormeous Diesel than a Steam Locomotivve, and the Triplex Steam Locomotives with three Steam Engines; two under the Boiler (like in a Big Boy or PRR T1) and a third one under the Tender. These suffered from the Boilers being unable to provide enough Steam for contiuous Operation, so they could be used as Banking Engines only. There even were Blueprints for Quadruplex and Quintuplex Locomotives. On that Note: Jointed Boilers would be interesting as well. Another one would be the LNER 10000 "Warship" Class, that got its Name because it had a Watertube Boiler similar to the Admiralty and Yarrow Boilers used on Warships. It's informally known as "Hush Hush", because it was developed in so much Secrecy. And then there's the German Class 19, that used single-Wheelset Drive with Steam Motors on each Wheelset. Steam Motors are small, high revving Steam Engines with fully enclosed Crank Cases like an Internal Combustion Engine. They also often are single-acting, again, like an Internal Combustion Engine (or most of them, there also IC Engines that are double-acting, like a Steam Engine. But these didn't catch on).
The HERZOG maintenance train locomotive, it's looks like a modified GP with a custom carbody. It pulls a train of flatcars with a rail crane that runs on top of them, litterally a train on a train, and has a second control cab on the back.
Thanks for the Railroad technology. Greeting from my Railroad rails to your Railroad rails. CHEERS FROM THE HOT RAILS OF NEWARK NJ NORTH EAST CORRIDOR AND MY MODEL RAILROAD 👍♐️
Fun fact for the f69phac: 451 was sent to the nrex in mount Vernon il, but is sadly scrapped, and half of 450's face was placed on sdp40f 621 in la Grange il for some reason. Yeah thats quite the fate
12:52: What are the odds of seeing those AEM-7s next to some Emissions Gate Volkswagens?! 😂
>No BQ23-7 "Aegis Cruiser"
I feel like the RSD 15 should of been in the list
Norfolk Southern purchased the 39 SD90MAC-H II engines for use on the Princeton-Deepwater division operating them on select rush-hour coal trains.
GM10B actually had SIX axles. They were just arranged into three two-axle trucks.
8:48 Brookville is my hometown. It's a sad, desolate place with fewer than 4000 people over a ~10 mile radius.
it's so strange to hear its name outside of the immediate area.
Norfolk Southern & Wheeling and Lake Erie shared the Ex-Union Pacific SD90MAC-H2s operating them on select rush-hour coal trains on the Bellaire-Wheeling division & the Princeton-Deepwater division.
Suprised the BP4 wasn’t in this to be honest
This was Siemens' first US venture for a passenger locomotive before the SC-44 and ALC-42s were thought of.
All 39 SD90MAC-H2s were sold to the Wheeling & Lake Erie railroad and are still around to this day.
Electrified freight trains are standard in most of Europe today. Instead of reinventing the wheel based on some EMD dinosaurs adapting the freight version of the Siemens Vectron to American specifications would totally do the job. But of course it also needs the overhead catenary.
The overhead centenary is the deal breaker, with the long distances US trains travel, electrifying all the infrastructure would be prohibitively expensive
@@demanischaffer That is a question of priorities. It is a well proven technology. Battery locos are not.
You make an interesting point! After all, we already have one Americanized version of a Siemens electric locomotive: the ACS-64 for Amtrak and SEPTA, which is really an adapted EuroSprinter. I think that if anyone on this continent is interested in making an electric freight locomotive, Siemens could, theoretically, create an American Vectron.
Thanks for the comment!
@@SleepTrain456 As a matter of fact Vectron is the follow up platform from Siemens that has replaced the Taurus (Eurosprinter), and the ACS64 has already more Vectron in it than Taurus. So Vectron is state of the art. But I guess many Americans who don't know that look at the Taurus and find it more sexy (as well as the name "Eurosprinter").
There are other European locomotive platforms though that are also very competitive. I would mention Stadler Eurodual.
@@Nils_Ki Good points! So an American Vectron would really be a slightly updated ACS-64!
Also, considering how the Stadler Euro Dual can operate on both electric and diesel power (which makes it similar in purpose to, for example, the ALP-45DP in North America), I can see how it could be useful!
Thanks for the information!
youve heard of a cummins swapped pickup, now get ready for a cummins swapped freight train
So there WAS a GP70 originally. I always thought that would sell
I think the GE Genesis locomotives definitely could’ve been on this list. They’ve always been my favorite’s on Amtrak.
But they’re not unique or ground breaking, so why would they be on this list?
Excellent narration, awesome locomotives
Honestly I would've considered adding the NCTD SPRINTER trains as they're basically European trains.
There are many other European trains used in NA:
Stadler FLIRT used by O-Train, TexRail, DART and Arrow,
Stadler GTW used by Austin MetroRail,
Alstom Corradia LINT used by O-Train,
Bombardier Talent formerly used by O-Train,
DB Class 628 used by Train de Charlevoix
Since Progressive Rails EMD SD70ACE T-4 isn't being sold, only UP and CSX has them besides lease units will this locomotive go Hydrogen or Electric/Battery power?
Regenerative braking dates back at least to the GP-7 series. What was unique about the ES44AC-H was using the electricity generated from braking to charge a battery. IIRC, the Milwaukee used regenerative braking on the electric locomotives they used on part of their western extension to avoid smoke in the extensive tunnels. They sold the power back to the company they brought their power from.
Hybrid diesel electric locomotives show promise for the future. The regenerative braking is an innovative idea,but the storage batteries collecting and storing the dynamic braking current were not able to handle the current, and battery explosions and fires resulted! However, if batteries and electrical distribution of dynamic braking technologies advance,they may be feasible for mainline use.
Both the GM6C #1975 and the GM6B #1976 had 6 powered axles. #1975 used 2 C trucks and #1976 used 3 B trucks.
I hope the JetTrain is put in a museum
I think there are alot more exotic locomotives in north america that could have been covered in a video like this. Perhaps you can make this into a series to feature more exotic locomotives?
The Krauss-Maffei ML 4000 CC comes to Mind. It's one of the few imported Locomotives there, the only ever Diesel-Hydraulic Locomotive in America and the Maybach Engines are unusually fast for American Standards as well. Those Engines were also the Achilles Heal of these Locomotives, as they weren't suited for the mountainous Terrain, partially due to the Cooling System not being designed for several Hours long full Load Operation when climbing endlessly uphill, and the Engines themselves not getting enough Air on the high Elevation in the Rocky Mountains.
Other ones that come to Mind are the Chesapeake and Ohio Railway M1 Steam Turbine Locomotives, that look more like an eneormeous Diesel than a Steam Locomotivve, and the Triplex Steam Locomotives with three Steam Engines; two under the Boiler (like in a Big Boy or PRR T1) and a third one under the Tender. These suffered from the Boilers being unable to provide enough Steam for contiuous Operation, so they could be used as Banking Engines only. There even were Blueprints for Quadruplex and Quintuplex Locomotives. On that Note: Jointed Boilers would be interesting as well.
Oh and in America, any Electric Locomotive certianly is unusual too.
@@Genius_at_Work one of my favorite north american electrics is the E44, AKA "The Flying brick."
@@cjuice9039 Never heard of that one, what's the Manufacturer? I need that to google it, as there's a German E44 as well. It's the first "modern" Electric Locomotive of Germany, with Traction Motors in Bogies and no un-driven Wheels. It was built from 1932 and remained in Service for over 50 Years until the mid-1980ies. Switzerland can one-up that though; their Ae 3/6' are about 10 Years older and were decomissioned mid-90ies after 75 Years. They could have gone well into the 2000s though, if there wasn't a massive Surplus of Locomotives in the 1990ies.
The only American Electric Locomotive that I can name is the GG-1, and it's among my Favourite American Locomotives, among with the PRR T1, Big Boy, EMD F7 and SD40, and the numerous 4-4-0 Americans. It's a really nice Electric Locomotive too, but my Favourites there are mostly Swiss; e.g. the Ae 3/6", Ae 4/7, Ae 6/6, Re 4/4', Be 4/4 and Ce 6/8" (aka the famous "Crocodile")
Little Edit: All of them are worth lloking up, you may have to add DRG to the German E44, and SBB to all Swiss Locomotives when googling.
@@Genius_at_Work the E44 was built by the Pennsylvania RR just like the GG1. They were used in freight and passenger service up until the 1980s.
Trey searching up "PRR E44"
I've actually seen 3000 in person during the testing at GE.
Please make a vid on IR6000 By GE or WDG 6G
I miss the unique mr-90 emu.
Gp70
So cool
I actually own a GE ES44AC-H Railking one and it is #2010.
The ML4000 made by Krauss Maffei did not make the list?
@5:26 brings bad memories of high speed rail in the US. They tried to bring the TGV to Texas but Southwest Airlines lobbied against it.
You should’ve added Morrison Knudsen’s MK5000c locos
What about the SD40-2F operated by Canadian Pacific?
Is the charger vid at Carlsbad mine
To be fair, the only really dated thing about the jet train is it's Acela body shell, the turbine is still in production, and Alstom still manufactures the TGV derivative traction motor that was used as the generator coupled to the turbine
So in theory one could envision Alstom making a newer version using an Avelia Liberty powecar body, but we all know that will never happen...
Interesting Video thank you for this.
Side Note: The ICE isn´t pronounced like ice, spell each letter separatly as it´s short for: Inter City Express.
Why will the EMD locomotives be used as examples, when you the rest of the world has consistent experience of over a century with electrical locomotives obviously including freight, Siemens having built the first electrical locomotive in the 1870s, and building some of the best electrical locomotives in wide operation to this day?
I’m surprised they built the JetTrain. Turbine engines were used in the first prototype TGV locomotives in the 70’s before being abandoned for the exact same reason: for high speed rail, it’s more cost-efficient to use overhead power.
Electrification with overhead wires or Third-rail is better than battery electric or hydrogen fuel cell one even the aesthetics a bit unique
i dont get why they dont even intrested on third rail, they can still use their double stack train with that yet theyre intrested to battery bullshit
7:59 Number 2 EMD GM6C and GM10B.
I’m surprised that CAT doesn’t do more with the railroad
CAT owns Progress Rail which owns EMD. So, technically, CAT is already one of the two major manufacturers in the US.. Plus, Caterpillar was in the diesel loco business back in the 30s.
Dam I never new an Appliance Company Owned a Locomotives
The GE ES44AC-H is hardly the worlds first hybrid locomotive as the first hybrid in Czechoslovakia (TA436.05) was build in 1987 and I doubt that was the first one either. The Swiss steam-electric dual power engines could be considered to that honor due to the fact that the pre-heating of water enabled some operational times without the overhead supply or coal burning.
@0:45 Well, actually it did , at least within the light rail market...
I built the cab on the JetTrain
In the old days the Erie Railroad had what they call tri-power locomotives they had an engine they had battery and they had pantographs or third rail shoes depending on what territory they were in and you had the battery or the engine to run to the locomotive when it was outside of the electrics really nothing new.
The F69PHAC looks like a F40PHM
If you say ice I'll say fack rather than P-H-A-C.... do we have a deal?
Damn, so if Union Pacific were still running passenger trains, we could have a PHAC-UP?
It gets hot it gets cold.
I think turbines were always doomed on all types of ground vehicles, on aircraft they can run at a fairly constant RPM for most of the trip distance. But on ground vehicles they will be changing speeds constantly even trains as the demand on the generator will change with what the train needs
No ML4000?
11:53 Number 1 Cummins HTL4200AC.
Simple-minded question here - How many miles or hours or tons makes a reliable engine? If my car were to make 100K miles with no repairs and just regular maintenance I would say it was reliable - But my heavy duty Kenworth conventional had major repairs at 100 K it would be a piece of junk. So what would be reliable for a railroad engine?
CP Is working on a hydroelectric engine
Super. 💙 T.E.N.
I wonder if we'll see trains going downhill with a boxcar full of batteries behind the locomotives to capture more of that energy; that seems like low-hanging fruit.
There is such a project in Australia, the infinity train. Loaded down the hill charging the batteries and empty up the hill again.
Dont tell Dodge Ram owners about the HTL4200AC, They might try to engine swap a 2nd gen