Det er ret generelt i Europa med skruekobling og puffer. Det gælder i både Danmark, Sverige, Norge og i Tyskland. I Danmark kører IC 3, IC 4 og IR 4, der alle er togsæt, dog med automatkoblinger, samt S-togene i den københavnske nærtrafik.
@@castelaronly el enganche de mandíbula tiene un límite de 32000 toneladas, pero incluso con cargas menores se utiliza tracción distribuida por limitaciones del sistema de frenado y seguridad, no sería la primera vez que se parte un enganche por sobrecarga
In the US with steam, using knuckle couplers, pushers often had a linkage to uncouple the front coupler to cut off on the fly, or the conductor in the caboose would use a rod to close the air valve, and a chain to open the coupler. I don't think many US railroads cut off diesels on the fly.
Great video, very impressive Locomotive! You were lucky that there were some empty wagons at the end of the train so the view is MUCH better than staring at a container all the time :D A very beautiful railway line with the forests, water and tunnels I'm surprised that the train driver used the chain of his own locomotive. In germany there's some kind of "golden rule" that you allways use the chain of the waggon: If it breaks, your locomotive is fine and only the waggon needs to be repaired
Same observation from my side. I think that this due to the fact the helper engine is not "pushing" during the time it is coupled to the fret train. In this situation, it is more regarded as a wagon than a engine, and the rule is to link a wagon to the last tracted wagon using the coupler of wagon that you are coupling... This is only a guess from my side. ANd I agree with you, great video, great engine !
@@yvesd_fr1810 maybe, or it's because of the snowplow of the locomotive, maybe there is no place for the loco-chain if coupled On the other Hand, pushig with loose chain can be even more dangerous, if the train "jumps" forwards or the locomotive breaks to much, theres a short, heavy tug on the chain that puts a lot of stress on it
@@DefaultString Generally passenger train carriages are coupled tight for the confort of the voyagers and because these trains are generally relatively light. Fret trains are generally coupled loose, in order to make it easier to start the train (instead of pulling 30 to 50 wagons at once, you pull them somehow one by one... I have noy checked the weight of the engine at the back of the train, but let's say that's about 100 tons, this represents the weight of 2 loaded fret wagons... Nothing excessive here imho.
@@yvesd_fr1810 I know, but thanks :) The fact I meant was that there are two Locos coupled at each side and all the waggons together work a bit like a spring, if the machines are not fully synchronous
Until a few years ago here in Italy the legendary "meglia sganciabile in corsa" was used to push the train at the end. Famous were those between Modane and the entrance to the Frejus tunnel as well as between Tarvisio (old station) and the Camporosso saddle. Both are border stations.
I've been to Oslo a fair few times, never knew Freight was a problem here, but ok, freight is already uncommon to see from the Highway. And also that view from the Lumber Yard, one of my favorite places to drive through coming down to Svinesund
On the FS network, the driver of the leading locomotive requested the bank locomotive to be started by blowing 2 long whistles and 1 short whistle. The driver of the bank locomotive gave identical whistles as a sign of understanding.
At the end of WW2, they missed a golden opportunity to replace the coupling system with a N. American style system. I worked the ATSF Joint line out of Denver 1978 two 1981 and for 6 months I worked helpers. I shoved hard and kept the load meter towards the red. The engineer on the head end compensated for the speed. I never ran backwards.
Very interesting video my late dad was a shunter with British rail and is interesting how different countries operate the railways noticed the loco os driven on the right unlike British locos which are driven on the left
The Steilrampe Erkrath-Hochdahl , with an average gardient of 3,3% and an individual uphill or downhill use of all of its 4 tracks , is one of the busiest railway ramps in Germany , fright and passengers. Nice to hear of a railway ramp that has 2,5% gradient in average 🤭
Of course , in its early days . Then they had dedicated pushing locomotives which were added uncoupled at the downhill side in Erkrath to make the trains cross the gradient where each train leaves the pushing locomotive behind at Hochdahl . Like I wrote it is a busy 4 track main line and you may take it for a train ride .
@@ericemmons3040 Yes, but no, cuz you need to step by step, control the resistance of the whole locomotive, and prevent too much current go into the locomotive circuit. for yes part, you can use the tap changer to control the speed of the locomotive when cruising
@@ericemmons3040 The locomotive uses six huge brushed motors that power the wheels through gearboxes. These motors are basically identical to brushed DC motors, but are constructed in a way that they can be fed by the low frequency AC current used by the railway (they are sometimes called universal motors, as they can run on both AC and DC power). The motors are directly connected to the main transformer (no rectifying), and the transformer has 20-ish taps, each corresponding to a specific voltage. So simply put, when the driver moves the wheel, the tap changer (basically a big air powered switch) will move the output of the transformer to a corresponding tap/voltage level which is fed into the motors. As they are series wound, the speed of the motors directly corresponds to voltage, so the wheel is basically the throttle for the locomotive.
It's directional. In Norway we usually use the pantograph to the rear of the locomotive. This is in case of something damaging the pantograph in use, it will not be dragged across the roof and damage the other one. That way we have one in reserve. We may use both if the wire is covered in thick ice, to help knock loose ice and help power transfer, but that does not happen often.
@@hillestadkringle That was US practice too, for the same reasons, rear pantograph up to protect the front one. The US stopped most electric hauling of freight, since the maintenance of overhead wire is expensive, and diesels were much simpler to manage. The early GM diesels were very reliable. I think some lines may return to electric, especially in California, which is trying to eliminate diesels.
I am curious. That train did not look heavy, so did it really need an assist, or was it just to film the old engine having a run out for you to film? Also is that engine in regular use or just preserved by the rail company. Thank you for video!!
The locomotive was in ordinary service, and yes, the train needed the help because of the 2,5 % incline. Nearly all freight trains has hjelper locomotives on this strech.
EL14 is a powerhouse of a locomotive, despite its age. They are still in daily operation. It is old fashioned and reliable so there are many locomotive drivers who like them. I have (unfortunately) not been able to ride along in one of them, but I have many EL14 locomotives in my model train collection.
This appears to me like quite a dangerous move to do, bypassing some safety systems and driving while the block is already occupied. Is it only done by experienced drivers or is this a very common thing to do as a train driver over there?
Why the ENGINE has a STEERING WHEEL on the contro board infrontbif the driver? Something looks different for electric or diesal engines.OLD STEAM ENGINES HAD WHEN THE FRONT SMALL WHEELSBOF SOME MODELS WERE LIKE AUTOMOBILE WHEELS.
it's not a ssteering wheel. It's a tap changer. Basically it controls how much power is sent to the motors. More modern trains use a seamless traction handle for that, older locomotives use tap chagers.
@@112Haribo So despite its circular shape resembling a STEERING WHEEL OF AN AUTOMOBILE, IT IS LIKE TRADITIONAL ROTATIONG VOLTAGE REGULATOR, EACH POSITION GIVING DIFFERENT LEVELS OF POWER.? LIKE A WATER TAP ROTATING MODEL? Thanks.Old steam ROAD ROLLERS HAD REAL STEERING WHEELS WHICH WILL NOT WORK WHEN VEHICLE IS STATIONARY! BECAUSE OF WEIGHT OF THE WHOLE MACHINE ON THE WHEELS!
Ah.. i noticed that the 'driving wheel' seems to control the speed of the electric motors. Can see the operation during acceleration from rest, and braking too
The El 14 is a Swiss design, built under license in Norway by Thunes Mechanical Workshop, with electrical equipment from NEBB. This locomotive type was acquired as a powerful engine for mountainous routes.
Used to be fairly common back in the day where I live, though I never got to see it. Nowadays, they just shove a locomotive halfway through the train or split it in two. Also, you just earned yourself another subscriber. I really like the documentary-style of your videos.
@@harrikolanrailways9829 is there no automatic train control in Norway? In countries like Germany you have to disable safety systems (PZB) in the rear locomotive, because passing red signal would trigger emergency brake.
A lot depends on what type of turnout and switch machine is used. A powered switch machine would be damaged when trailed unless there is a spring introduced into the connecting rod designed to be trailed. A weighted switch operating lever can be trailed without damage if it is done slowly.
@@AgustínGálvez-f2k Norway has used electric locomotives with 15,000-volt overhead lines since 1922. As long as established safety regulations are followed, this poses no problem.
For en flott film! Takk for at du lagde og delte den. To av mine favoritt-lok: El 14 og El 16. Håper lokførerne er forsiktige når de skal ned stigen og ut i pukken når godstoget i nabosporet drar i vei (10:38 i videoen). Litt glatt snø og is der på vinteren så kan en være uheldig og ramle. Gjermund virker som en skikkelig hyggelig fyr - som jo alle lokførere jeg har møtt er 😁🚂 Er det slik at loket som dytter opp Tistedalsbakken må ha mer pådrag enn trekkende lok foran? Ellers kan en risikere at hele toget foran drar i fra og det blir mellomrom som gjør at det blir et skikkelig smell når dytteloket tar det igjen?
Ja det stemmer for hjelpeloket bak går utilkoblet, det er også derfor lokførerne er pålagt å ha kontinuerlig radiokontakt under turen. Slik var det ikke før i tiden, da brukte de bare fløytesignaler med lokfløytene.
So let me get this shit straight. You secure a train with couplings, only to drive a few kilometers so you can uncouple the coupling, and with only a push drive foward so you can uncouple in speed and then stop and reverse on a a single track?! Wondering how many accidents this has caused!
There are no accidents. This is pure routine and happens several times a day. The fact that the locomotive was connected to the cars from Sarpsborg is because the locomotive here is to be regarded as a car. It was inactive, being pulled and braked by the front locomotive. From Sarpsborg to Halden is approximately 30 km.
It is not a steering wheel. It is the device that allows the elimination of the resistances in the traction chain. By doing so, you increase the voltage and intensity of the current delivered to the engines. So the wheel is more a throttle than a steering wheel !
In short it is not "steering wheel", but rather a "gas" aka "power wheel"... In the era of electro/pneumatic cam based switch resistor/transformer tap controllers the "steering wheel" was the most practical way of driver interface - its position directly dictates the position of the cam shaft, so the power selected, so the driver can directly see and control which step he wants to use, so way less confusions (e.g. when the driver wants particular low loss power step) and less indicators needed as it was common with many "automatic" controllers of the era. Today with electronic regulators offering the same high efficiency for any power setting a simpler "power" lever control becomes most popular, mainly because it needs less space on the dash.
Jeg gjetter, men tror ikke Halden (etter ombygging) har infrastruktur til dette? Sarpsborg er ganske «alene» i området om å ikke ha fått sine eldre spor plukket bort, og plassen blitt eh… «videreutviklet» som det heter så fint. 😅
De har heller ikke førere der til å betjene det, det har de vel ikke i sarpsborg heller for den del. Lokomotivet er vel det som brukes i syretoget som frakter saltsyre fra sarpsborg til kristiansand. Men dette kjøres kun i helga.
Европа ,а работаете на винтовых сцепках это же анахронизм ,никогда бы не подумал что вы так отстали от России и какой же максимальный вес поезда вы можете толкпть или тащить на этой сцепке?
@@gertjanrhebergen3499 I'm fairly sure you'd have heard a switch being ran open. Also if you look at the layout of the rails themselves there's no way that he's passed it.
Jeg undrer mig over hvorfor der er et lokomotiv i begge end af vognstammen. Det ville da være mere nærliggende at sammenkoble to lokomotiver, og derved at spare en lokomotivfører.
This unit is one locomotive with 2 sets of controls which are in a control room at each end of the locomotive. Only one set of controls is used at a time depending on the direction the locomotive is traveling.
@@royreynolds108 that's not what they meant. They meant it would be easier to just have two locomotives on the front for the whole journey, so they'd only need 1 driver for the trip.
Virker jo litt krøkkete i disse dager å må ta ett telefonrør med spiralkabel for å kommunisere - vi flygere har jo lettvekts headset med mikrofon og en "transmit" knapp..
@@WhuuuuutzThe grade cannot be 25%. If so, there would have to be a rack system in the middle of the tracks, with cog wheels attached in some way to the engine.
As an American train enthusiast I'm always fascinated by the European coupling system ; thanks ever so much from old New Orleans 😎 !
El límite del emgache europeo son solo de 5000 TN. Vs la mandubula que no tiene limite
Det er ret generelt i Europa med skruekobling og puffer. Det gælder i både Danmark, Sverige, Norge og i Tyskland. I Danmark kører IC 3, IC 4 og IR 4, der alle er togsæt, dog med automatkoblinger, samt S-togene i den københavnske nærtrafik.
@@castelaronly el enganche de mandíbula tiene un límite de 32000 toneladas, pero incluso con cargas menores se utiliza tracción distribuida por limitaciones del sistema de frenado y seguridad, no sería la primera vez que se parte un enganche por sobrecarga
It seems so antiquated compared to the system here in north America, with those pushers too, no need for those here
@@sc0tte1-416 not antiqued just needed for the weight and grade
Thanks, Petter. We never see enough of Norway's railroad activities.
Cheers from Ottawa, Canada.
Thank you:)
We call 'helper' locos 'banker' locomotives in the UK.
Love your videos, greetings from Romania.
Thank you :)
In the US with steam, using knuckle couplers, pushers often had a linkage to uncouple the front coupler to cut off on the fly, or the conductor in the caboose would use a rod to close the air valve, and a chain to open the coupler. I don't think many US railroads cut off diesels on the fly.
No matter where you go in the world there are universal practices done on each railway it always seems.
Great video, very impressive Locomotive!
You were lucky that there were some empty wagons at the end of the train so the view is MUCH better than staring at a container all the time :D
A very beautiful railway line with the forests, water and tunnels
I'm surprised that the train driver used the chain of his own locomotive. In germany there's some kind of "golden rule" that you allways use the chain of the waggon: If it breaks, your locomotive is fine and only the waggon needs to be repaired
Same observation from my side. I think that this due to the fact the helper engine is not "pushing" during the time it is coupled to the fret train. In this situation, it is more regarded as a wagon than a engine, and the rule is to link a wagon to the last tracted wagon using the coupler of wagon that you are coupling... This is only a guess from my side. ANd I agree with you, great video, great engine !
@@yvesd_fr1810 maybe, or it's because of the snowplow of the locomotive, maybe there is no place for the loco-chain if coupled
On the other Hand, pushig with loose chain can be even more dangerous, if the train "jumps" forwards or the locomotive breaks to much, theres a short, heavy tug on the chain that puts a lot of stress on it
@@DefaultString Generally passenger train carriages are coupled tight for the confort of the voyagers and because these trains are generally relatively light. Fret trains are generally coupled loose, in order to make it easier to start the train (instead of pulling 30 to 50 wagons at once, you pull them somehow one by one... I have noy checked the weight of the engine at the back of the train, but let's say that's about 100 tons, this represents the weight of 2 loaded fret wagons... Nothing excessive here imho.
@@yvesd_fr1810 I know, but thanks :)
The fact I meant was that there are two Locos coupled at each side and all the waggons together work a bit like a spring, if the machines are not fully synchronous
Fantastic locomotive. Thanks for the ride.
Thank you :)
Wonderful video!
Norway is beautiful!
Fantastic video! I love how the windshield wipers are the very definition of "eh, good enough"! :D
Thank you :)
Lovely video! Thanks for sharing! I look forward to coming again to Norway to ride your trains. Best wishes from England!
Thank you :)
Love the analog gauges , old school is cool.
Until a few years ago here in Italy the legendary "meglia sganciabile in corsa" was used to push the train at the end. Famous were those between Modane and the entrance to the Frejus tunnel as well as between Tarvisio (old station) and the Camporosso saddle. Both are border stations.
I remember well because I have used it about 40 years ago👍
Thank you, very interesting!
Thank you:)
I've been to Oslo a fair few times, never knew Freight was a problem here, but ok, freight is already uncommon to see from the Highway. And also that view from the Lumber Yard, one of my favorite places to drive through coming down to Svinesund
Real "everyday" railway-adventure.. 🙂
Thanks for sharing this video...facinating to ride along.
Så hyggelig å se en presentasjon fra «hjemmebane» - Stor takk!
_(How nice to view this presentation from my home turf (pun missing…) - Huge thanks!)_
Very interesting, once again! Thanks!
On the FS network, the driver of the leading locomotive requested the bank locomotive to be started by blowing 2 long whistles and 1 short whistle. The driver of the bank locomotive gave identical whistles as a sign of understanding.
We had a similarsystem in Norway too before radio came.
5082 KW is a lot of power for a train built in the 60s, 6800 bhp.
My internet search for this locomotive class also states 5082kW/6815hp.
Kw does not translate to bhp, only hp
EL14 was the most powerful locomotive in Europe when it was new. In comparison a modern Traxx locomotive has 5600kW/7500hp of power.
Nice video ! First time I've seen rear-view mirrors on a locomotive.
That is standard in Norway
And if you say something about modern trains in Norway, they have electronic mirrors/cameras
Standard in the US.
Very nice video. Thank You for the voice and the animation.
Thank you:)
At the end of WW2, they missed a golden opportunity to replace the coupling system with a N. American style system. I worked the ATSF Joint line out of Denver 1978 two 1981 and for 6 months I worked helpers. I shoved hard and kept the load meter towards the red. The engineer on the head end compensated for the speed. I never ran backwards.
I very much enjoyed that.
Thank you:)
! Excellent shot. Like !
Another good video !
great video
Awesome ❤thanks
Here in Italy, uncoupled pushing is not permitted, except for short distances in stations.
Yes my friend. That’s true in most of the civilized world
@@tvm73827does it mean Norway is uncivilized
@@MartinMartin-jm8wi Slightly..
that different enjoyed a look @ euro railways!!!
Very interesting video my late dad was a shunter with British rail and is interesting how different countries operate the railways noticed the loco os driven on the right unlike British locos which are driven on the left
British trains are driven on the left because the signals are on the left hand side.
nice video of hat we call in France "pousse non attelée", literaly "uncoupled push", i.e. "uncoupled help".
Those motors look like Edison originals.
Everyone learned their basics from the Americans
The Steilrampe Erkrath-Hochdahl , with an average gardient of 3,3% and an individual uphill or downhill use of all of its 4 tracks , is one of the busiest railway ramps in Germany , fright and passengers. Nice to hear of a railway ramp that has 2,5% gradient in average 🤭
That ramp had some kind of wire pulling in the old times wasn't it?
Of course , in its early days . Then they had dedicated pushing locomotives which were added uncoupled at the downhill side in Erkrath to make the trains cross the gradient where each train leaves the pushing locomotive behind at Hochdahl . Like I wrote it is a busy 4 track main line and you may take it for a train ride .
Why isn't the helper stored at Halden? Sounds like it'd make more sense to have it on standby at the station right before the incline.
A loco with a steering wheel !!!! WOW lol.
Never seen a steering wheel in a locomotive
Tap changer my friend, controlling the resist of the locomotive
@@Osaka_AiIn this case, is "controlling the resist" the same as controlling the speed?
@@ericemmons3040 Yes, but no, cuz you need to step by step, control the resistance of the whole locomotive, and prevent too much current go into the locomotive circuit.
for yes part, you can use the tap changer to control the speed of the locomotive when cruising
@@ericemmons3040 The locomotive uses six huge brushed motors that power the wheels through gearboxes. These motors are basically identical to brushed DC motors, but are constructed in a way that they can be fed by the low frequency AC current used by the railway (they are sometimes called universal motors, as they can run on both AC and DC power). The motors are directly connected to the main transformer (no rectifying), and the transformer has 20-ish taps, each corresponding to a specific voltage. So simply put, when the driver moves the wheel, the tap changer (basically a big air powered switch) will move the output of the transformer to a corresponding tap/voltage level which is fed into the motors. As they are series wound, the speed of the motors directly corresponds to voltage, so the wheel is basically the throttle for the locomotive.
@@kristenburnout1 Thanks for your information.
A question !- when do locos use both pantographs- is it a directional thing, or one pantograph drive one set bogie/motors ??
It's directional. In Norway we usually use the pantograph to the rear of the locomotive. This is in case of something damaging the pantograph in use, it will not be dragged across the roof and damage the other one. That way we have one in reserve.
We may use both if the wire is covered in thick ice, to help knock loose ice and help power transfer, but that does not happen often.
@@hillestadkringle That was US practice too, for the same reasons, rear pantograph up to protect the front one. The US stopped most electric hauling of freight, since the maintenance of overhead wire is expensive, and diesels were much simpler to manage. The early GM diesels were very reliable. I think some lines may return to electric, especially in California, which is trying to eliminate diesels.
It's probably stupid to ask, but does it help locomotives on other tracks in Norway as well? is it like that on the dovreban too?
@@norwaybusgystad6025 Yes there are hjelper locomotives used on other railway Lines in Norway Too.
I am curious. That train did not look heavy, so did it really need an assist, or was it just to film the old engine having a run out for you to film? Also is that engine in regular use or just preserved by the rail company. Thank you for video!!
The locomotive was in ordinary service, and yes, the train needed the help because of the 2,5 % incline. Nearly all freight trains has hjelper locomotives on this strech.
@@harrikolanrailways9829 Thank you for the reply! So it's not a preserved engine, is it just used as an assist loco?
@@chashouse8511 No, they are used in all kinds of freight trains.
EL14 is a powerhouse of a locomotive, despite its age. They are still in daily operation. It is old fashioned and reliable so there are many locomotive drivers who like them. I have (unfortunately) not been able to ride along in one of them, but I have many EL14 locomotives in my model train collection.
What type of engine configuration does it have ?
This appears to me like quite a dangerous move to do, bypassing some safety systems and driving while the block is already occupied. Is it only done by experienced drivers or is this a very common thing to do as a train driver over there?
What do you mean? Every coupling operation requires to go on occupied block.
I'm curious, what was the steering wheel for since tracks guide the direction taken ??? 🤔
Seems to be a gear shifter... Kind of power controller
Why the ENGINE has a STEERING WHEEL on the contro board infrontbif the driver?
Something looks different for electric or diesal engines.OLD STEAM ENGINES HAD WHEN THE FRONT SMALL WHEELSBOF SOME MODELS WERE LIKE AUTOMOBILE WHEELS.
it's not a ssteering wheel. It's a tap changer. Basically it controls how much power is sent to the motors. More modern trains use a seamless traction handle for that, older locomotives use tap chagers.
@@112Haribo So despite its circular shape resembling a STEERING WHEEL OF AN AUTOMOBILE, IT IS LIKE TRADITIONAL ROTATIONG VOLTAGE
REGULATOR, EACH POSITION GIVING DIFFERENT LEVELS OF POWER.?
LIKE A WATER TAP ROTATING MODEL?
Thanks.Old steam ROAD ROLLERS HAD REAL STEERING WHEELS WHICH WILL NOT WORK WHEN VEHICLE IS STATIONARY! BECAUSE OF WEIGHT OF THE WHOLE MACHINE ON THE WHEELS!
Is small steer like cab unit to turn the Elect power hook- up. ?
Interesting that they send a locomotive out with only one person in it. what if somethings happens to the engineer, like a heart attack.??
The driver has to respond to a safety button every minute, if he doesn't do it, the train stops automatically.
@@harrikolanrailways9829yes same thing in the U S !
Vigilance button
@@interceptor7905 Aptly called a "dead man's switch" whether it be a button or foot treadle.
Single man operation is the norm in Europe
Why does the train have a steering wheel?
Ah.. i noticed that the 'driving wheel' seems to control the speed of the electric motors. Can see the operation during acceleration from rest, and braking too
I operate SJ T44 at my job which also has a steering wheel. It's the throttle basically.
Looks like a steering wheel in a train.
It's the throttle.
Bu lokomotif kim tarafından üretildi(ASEA,SİEMENS,ABB,ALSTOM)
The El 14 is a Swiss design, built under license in Norway by Thunes Mechanical Workshop, with electrical equipment from NEBB. This locomotive type was acquired as a powerful engine for mountainous routes.
Feels so odd to watch the other train just disappear into the distance like that
Yes it is a special experience :)
Used to be fairly common back in the day where I live, though I never got to see it. Nowadays, they just shove a locomotive halfway through the train or split it in two.
Also, you just earned yourself another subscriber. I really like the documentary-style of your videos.
Welded rail ? Sure is quiet !
How does signallIng work? How does the helper at the end know not to push through a red signal?
The helper has continuous radio contact with the main locomotive during pushing.
@@harrikolanrailways9829 is there no automatic train control in Norway? In countries like Germany you have to disable safety systems (PZB) in the rear locomotive, because passing red signal would trigger emergency brake.
@@112Haribo Yes, and that was done before we started from Sarpsborg.
It has a steering wheel. I’m confused. 😂
it's a tap changer. it controls how much electricity is sent to the motors
What is the steering wheel for?
I operate SJ T44, we have a steering wheel as the throttle so probably used as a throttle.
Great attraciton!
Which main line is this in Norway? One of those which connects with Sweden?
It is called Østfoldbanen, the Østfold line, and yes it connects Oslo in Norway with Gøteborg in Sweden via the border at Kornsjø.
@@harrikolanrailways9829 Thank you very much! Great sightings!
Sorry but the video confuses me, the one time you see where he's pushing, the other time you see the other side or it's put in reverse...
the pushing only happens on a small section, from 11:28 to 14:07 .
A steering wheel in a train engine?
common tap changer control in many countries
Flott film og lun stemning i regnet.
I see they're not allowed to trail points in Norway too
A lot depends on what type of turnout and switch machine is used. A powered switch machine would be damaged when trailed unless there is a spring introduced into the connecting rod designed to be trailed. A weighted switch operating lever can be trailed without damage if it is done slowly.
Why the steering wheel?
dette så veldig morsomt og veldig trivelig spesielt når det er el 14.
Там что реально всё без системы автосцепки прицепляется на какие то крючки с цепями???
To touch and drive al electric loco, under rain, in highly humid conditions, is quite a challenge. Danger present 24/7. May be 1.700 volts?
It is 15 000 volts.
@@harrikolanrailways9829 That's why the wire can be thin.
@@harrikolanrailways9829 There is no personal insulation to that high voltage.
@@AgustínGálvez-f2k Norway has used electric locomotives with 15,000-volt overhead lines since 1922. As long as established safety regulations are followed, this poses no problem.
@@harrikolanrailways9829 As a Certified Electrician, let me say "Hat off".-
OK, I'm somewhat confused about what we Americans would call a "steering wheel" on a locomotive. Is this actually the speed control?
What's with the steering wheel?
That is actually the accellerator
Two engines for a 3 thousand ton train ?
Up a 2 and a half percent grade, yes.
the train was around 1 thousand tons, and the incline was 2,5 %
Hilsen fra Fido team. :-)
Haven’t seen a steering wheel on a loco before. What’s that for. 🙋♂️👏👏
To control the speed (motors) and ventilation for the motors.
It's the throttle.
2,5%?
For en flott film! Takk for at du lagde og delte den. To av mine favoritt-lok: El 14 og El 16. Håper lokførerne er forsiktige når de skal ned stigen og ut i pukken når godstoget i nabosporet drar i vei (10:38 i videoen). Litt glatt snø og is der på vinteren så kan en være uheldig og ramle. Gjermund virker som en skikkelig hyggelig fyr - som jo alle lokførere jeg har møtt er 😁🚂
Er det slik at loket som dytter opp Tistedalsbakken må ha mer pådrag enn trekkende lok foran? Ellers kan en risikere at hele toget foran drar i fra og det blir mellomrom som gjør at det blir et skikkelig smell når dytteloket tar det igjen?
Ja det stemmer for hjelpeloket bak går utilkoblet, det er også derfor lokførerne er pålagt å ha kontinuerlig radiokontakt under turen. Slik var det ikke før i tiden, da brukte de bare fløytesignaler med lokfløytene.
3:03 a steering wheel?
A throttle
@@mif4731 why would they use an old steering wheel for a throttle? Seems odd to me…
Is this standard gauge ❓️
Yes, 1435 mm.
Why does it appear to have a steering wheel?
a throttle to be exact
@@voidjavelin23 slightly passive aggressive, but thanks.
It is used to control the power contacts, also to control the motor ventilation.
@@harrikolanrailways9829 thankyou
@@KM-wl1tp a lot of old school locomotives around europe work like that too. Rather interesting 😌
So let me get this shit straight. You secure a train with couplings, only to drive a few kilometers so you can uncouple the coupling, and with only a push drive foward so you can uncouple in speed and then stop and reverse on a a single track?! Wondering how many accidents this has caused!
There are no accidents. This is pure routine and happens several times a day. The fact that the locomotive was connected to the cars from Sarpsborg is because the locomotive here is to be regarded as a car. It was inactive, being pulled and braked by the front locomotive. From Sarpsborg to Halden is approximately 30 km.
fairly standard practice. It happens in Germany too (Geislinger Steige). In other countries they use coupled pushing (Austria, on the Brennerbahn)
Who puts a steering wheel on a locomotive?????
It is not a steering wheel. It is the device that allows the elimination of the resistances in the traction chain. By doing so, you increase the voltage and intensity of the current delivered to the engines. So the wheel is more a throttle than a steering wheel !
In short it is not "steering wheel", but rather a "gas" aka "power wheel"...
In the era of electro/pneumatic cam based switch resistor/transformer tap controllers the "steering wheel" was the most practical way of driver interface - its position directly dictates the position of the cam shaft, so the power selected, so the driver can directly see and control which step he wants to use, so way less confusions (e.g. when the driver wants particular low loss power step) and less indicators needed as it was common with many "automatic" controllers of the era.
Today with electronic regulators offering the same high efficiency for any power setting a simpler "power" lever control becomes most popular, mainly because it needs less space on the dash.
Litt rart at man ikke har plass til å ha et lokomotiv stående i Halden for dette... Tungvint å måtte kjøre helt fra Sarpsborg...
Jeg gjetter, men tror ikke Halden (etter ombygging) har infrastruktur til dette? Sarpsborg er ganske «alene» i området om å ikke ha fått sine eldre spor plukket bort, og plassen blitt eh… «videreutviklet» som det heter så fint. 😅
@@musiqtee Jernbanemyndighetene i dette landet, ass!
@@musiqtee Ja... det høres jo ut som noe Bane NOR kan finne på... Overrasker meg ikke det minste!
Cargonet har ikke lokbase i Halden lenger nei
De har heller ikke førere der til å betjene det, det har de vel ikke i sarpsborg heller for den del. Lokomotivet er vel det som brukes i syretoget som frakter saltsyre fra sarpsborg til kristiansand. Men dette kjøres kun i helga.
Европа ,а работаете на винтовых сцепках это же анахронизм ,никогда бы не подумал что вы так отстали от России и какой же максимальный вес поезда вы можете толкпть или тащить на этой сцепке?
2:33 switch is driven open
He stops just infront of it. Next clip shows the engineer getting out to re-align it.
@@roadtrain_ if you take the pole of the catenary system as a reference in the different scenes you can see he must have past the points
@@gertjanrhebergen3499 I'm fairly sure you'd have heard a switch being ran open. Also if you look at the layout of the rails themselves there's no way that he's passed it.
Jeg undrer mig over hvorfor der er et lokomotiv i begge end af vognstammen. Det ville da være mere nærliggende at sammenkoble to lokomotiver, og derved at spare en lokomotivfører.
This unit is one locomotive with 2 sets of controls which are in a control room at each end of the locomotive. Only one set of controls is used at a time depending on the direction the locomotive is traveling.
@@royreynolds108 that's not what they meant. They meant it would be easier to just have two locomotives on the front for the whole journey, so they'd only need 1 driver for the trip.
@@112Haribo 1. Somebody needs to drive the loco back after the push.
2. 2 locos would put a lot of strain on the chain couplings;
Virker jo litt krøkkete i disse dager å må ta ett telefonrør med spiralkabel for å kommunisere - vi flygere har jo lettvekts headset med mikrofon og en "transmit" knapp..
Me llamo la atención que no utilicen telemetro en la cola de los trenes
As a 30 year veteran of BNSF I am appalled by your lack of good safety awareness and your railway’s inefficiency.
skulle ønsket å vært hjelpelokfører
Вперёд вагонами по перегону? И только один машинист?
One locomotive in front. The main locomotive, and one locomotive pushing from the back. The helper locomotive.
@@harrikolanrailways9829 понял вас. У нас тоже так работают.
In my opinion not 2,5% which mean 2,5 meter climb every hundred meter! Perhaps 2,5 per thousand will be correct!
The incline is 25 per thousand.
No, it actually is super steep, 25‰. The driver says so in the video as well. Even the road going along the track feels steep to drive.
It is 2.5 per 100
@@WhuuuuutzThe grade cannot be 25%. If so, there would have to be a rack system in the middle of the tracks, with cog wheels attached in some way to the engine.
@@ericemmons3040 pls learn to read. he says 25 per mille, not 25 per cent.