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
What a well-produced & narrated video. A real education for those of us fascinated by the world of trains & logistics. Very well put together thanks & greetings to all you Norwegians from the UK.
In India such kind of train movement is called "banker operation". And additional loco gets attached to the rear of the train to push it forward. In the reverse case, where a train has to go down a steep incline, additional loco is added at the front to give more break power so called "breakers".
On the FS network, the driver of the leading locomotive was requesting the banking locomotive to be started by blowing 2 long whistles and 1 short whistle. The driver of the banking locomotive was giving identical whistles as a sign of understanding.
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
The steering wheel on the EL 14 locomotives is actually quite ingenious. In the old days, engineers used a heavy crank, and modern locomotives today often use a lever to control the traction current. Ergonomically, this results in a more static position for the locomotive engineer. The steering wheel is much better ergonomically as it allows for a variety of operating positions.
Here in Italy it is not allowed. There was the push with a locomotive equipped with the famous mesh (a sort of eyelet that can be opened by pulling a metal cable) that could be released while running. Now it is prohibited following numerous accidents, mainly due to the fact that the stoker pulled the metal cable even after the train had passed the top and started to brake.
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
It is nice to see a helper at work, the thing i find curious is to quote a man named ronny, "empties east, empties west" i am surprised how few containers were on the train as opposed to the length. It seems not enough traffic if being directed off the roads and onto the rails.
New sub here greetings from Australia. Would have been nice to have sub titles during the conversations with the driver explaining what he was doing as the pusher loco.
@@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.
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!
It's the power control. Direct by the transformer outsource, the power is AC 15 kV like Germany, Swiss or Austria. That's an old engine, newest have electronic control trough tyristors.
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.
While I agree it should have been done long ago it would have been a pain in the ass since there are so many countries to take into account for since all most european countries use that style of coupler. But things are starting to go in the right direction since a new auto-coupler is on its way tho very slowly, I think it was called Digital Automatic Coupler (DAC) and it will include air connections and electrical so you won't have to do any manual connections.
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 really enjoyed this video. The locomotives are so different than those here in the United States that I’m used to these locomotives run so quiet and are so clean compared to our here that spew out smoke and fumes the smell of oil the smell of fuel oil. I’m sure I would love working for this type of railroad
There are two end signal plates on the rear car. When the locomotive is at the rear, it has red end-signal lamps. The air pressure in the main line is usually not an issue with such short trains.
@@yvesd_fr1810 Here in Italy it is not allowed. There was the push with a locomotive equipped with the famous mesh (a sort of eyelet that can be opened by pulling a metal cable) that could be released while running. Now it is prohibited following numerous accidents, mainly due to the fact that the stoker pulled the metal cable even after the train had passed the top and started to brake.
@@Luigi-uj5ml Buongiorno Luigi, Grazie for this information. This is kind of strange as I do not understand the interest of having a metal cable between the pusher engine and the train, if I got you correctly. Either the pusher loc is completely independant of the rrain and "just pushes", or it is coupled like on several Alpine lines (near Modane for instance) and it needs to be decoupled once on the yard...
@@yvesd_fr1810 The wire rope was used to cause the uncoupling of the banker engine from the pushed train. As per the regulations, in Italy it was necessary to wait for the arrival in proximity of the signal (sign) bearing the wording CULMINE. In reality I personally witnessed the uncoupling immediately after the departure of the train, for example with a train from Sicily after the departure from Vallo della Lucania (Vallo scalo) towards the North. In other words the stoker did not wait for the reaching of the CULMINE signal which was located inside the long Rutino tunnel. Years ago the uncoupling mesh was also used between Genoa Piazza Principe and Ronco Scrivia and between Genoa Pontedecimo and Busalla (Giovi railway).
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?
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.
Two quick questions: How did you get turned around to go home. Did I just miss that part? Why does a locomotive on a track have a steering wheel? Enjoyed very much. Thank you.
@jimford795 - I'm not a train person but anyway - I think the loco has two cabs - one at each end - so turning around isn't needed. The wheel in the cab - I'm pretty sure that is a throttle wheel, used to vary the amount of power.
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.
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.
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.
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.
@@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.
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.
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.
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.
@@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 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.
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.
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
What a well-produced & narrated video. A real education for those of us fascinated by the world of trains & logistics. Very well put together thanks & greetings to all you Norwegians from the UK.
Thanks, Petter. We never see enough of Norway's railroad activities.
Cheers from Ottawa, Canada.
Thank you:)
No matter where you go in the world there are universal practices done on each railway it always seems.
Great Video! I really enjoyed this. Thank you very for this treasure.
Fantastic locomotive. Thanks for the ride.
Thank you :)
In India such kind of train movement is called "banker operation". And additional loco gets attached to the rear of the train to push it forward. In the reverse case, where a train has to go down a steep incline, additional loco is added at the front to give more break power so called "breakers".
Love your videos, greetings from Romania.
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 :)
On the FS network, the driver of the leading locomotive was requesting the banking locomotive to be started by blowing 2 long whistles and 1 short whistle. The driver of the banking locomotive was giving identical whistles as a sign of understanding.
We had a similarsystem in Norway too before radio came.
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 remember well because I have used it about 40 years ago👍
Very interesting and strangely relaxing. thank you.
Thanks for sharing this video...facinating to ride along.
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.
Very interesting, once again! Thanks!
Så hyggelig å se en presentasjon fra «hjemmebane» - Stor takk!
_(How nice to view this presentation from my home turf (pun missing…) - Huge thanks!)_
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
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:)
Thanks for your sharing
Wonderful video!
Norway is beautiful!
Was beautiful, sad but now its full of 3th world dross
I very much enjoyed that.
Thank you:)
awesome, in Australia we call the rear loco a banking engine…
The steering wheel on the EL 14 locomotives is actually quite ingenious. In the old days, engineers used a heavy crank, and modern locomotives today often use a lever to control the traction current. Ergonomically, this results in a more static position for the locomotive engineer. The steering wheel is much better ergonomically as it allows for a variety of operating positions.
Another good video !
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
@@Top_Notch_Investors Slightly..
Here in Italy it is not allowed. There was the push with a locomotive equipped with the famous mesh (a sort of eyelet that can be opened by pulling a metal cable) that could be released while running. Now it is prohibited following numerous accidents, mainly due to the fact that the stoker pulled the metal cable even after the train had passed the top and started to brake.
@@Top_Notch_Investors Yeah, sort of.
great video
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.
! Excellent shot. Like !
Love the analog gauges , old school is cool.
Real "everyday" railway-adventure.. 🙂
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.
It is nice to see a helper at work, the thing i find curious is to quote a man named ronny, "empties east, empties west" i am surprised how few containers were on the train as opposed to the length. It seems not enough traffic if being directed off the roads and onto the rails.
Nice video.
Awesome ❤thanks
Fantastic video! I love how the windshield wipers are the very definition of "eh, good enough"! :D
Thank you :)
known as pantograph type
they dont travel in a short arc
but in a longer arc and the means of 2 arms to keep the blade upright
Det må jo være 300A eller deromkring hvis kjøreledningen er 17kV?
What is that handbag the engineer has at the beginning of the video? I love it.
The shunting signal looks very similar to those used by the Pennsylvania railroad
that different enjoyed a look @ euro railways!!!
Pushing a nearly empty train...
Remarkable
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.
Very good. But the waterfall was a bit of a disappointment.
New sub here greetings from Australia. Would have been nice to have sub titles during the conversations with the driver explaining what he was doing as the pusher loco.
I think the "voice-over" pretty much covered the essential - the other stuff were more informal
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.
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!
I wonder what that "steering wheel" is for?
Can any body tell me what’s the steering wheel for thanks ❤️😀👍✝️
It's the power control. Direct by the transformer outsource, the power is AC 15 kV like Germany, Swiss or Austria. That's an old engine, newest have electronic control trough tyristors.
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.
While I agree it should have been done long ago it would have been a pain in the ass since there are so many countries to take into account for since all most european countries use that style of coupler. But things are starting to go in the right direction since a new auto-coupler is on its way tho very slowly, I think it was called Digital Automatic Coupler (DAC) and it will include air connections and electrical so you won't have to do any manual connections.
@@zerocool6452 And that will sooner or later lead to no man ops, all computers. I'm so glad I'm retired.
A southbound train of mostly empty container wagons crossing a northbound train of mostly empty container wagons. European efficiency.
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
We call 'helper' locos 'banker' locomotives in the UK.
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.
I really enjoyed this video. The locomotives are so different than those here in the United States that I’m used to these locomotives run so quiet and are so clean compared to our here that spew out smoke and fumes the smell of oil the smell of fuel oil. I’m sure I would love working for this type of railroad
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 .
Is small steer like cab unit to turn the Elect power hook- up. ?
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 %
No marker on the rear of the train? How do they know how much brake pipe pressure on the rear end?
There are two end signal plates on the rear car. When the locomotive is at the rear, it has red end-signal lamps. The air pressure in the main line is usually not an issue with such short trains.
Do the newer locomotives have steering wheels too?
Asking for my 5-year-old.
It is used to control he power to the electric motors.
nice video of hat we call in France "pousse non attelée", literaly "uncoupled push", i.e. "uncoupled help".
@@yvesd_fr1810 Here in Italy it is not allowed. There was the push with a locomotive equipped with the famous mesh (a sort of eyelet that can be opened by pulling a metal cable) that could be released while running. Now it is prohibited following numerous accidents, mainly due to the fact that the stoker pulled the metal cable even after the train had passed the top and started to brake.
@@Luigi-uj5ml Buongiorno Luigi, Grazie for this information. This is kind of strange as I do not understand the interest of having a metal cable between the pusher engine and the train, if I got you correctly. Either the pusher loc is completely independant of the rrain and "just pushes", or it is coupled like on several Alpine lines (near Modane for instance) and it needs to be decoupled once on the yard...
@@yvesd_fr1810 The wire rope was used to cause the uncoupling of the banker engine from the pushed train. As per the regulations, in Italy it was necessary to wait for the arrival in proximity of the signal (sign) bearing the wording CULMINE. In reality I personally witnessed the uncoupling immediately after the departure of the train, for example with a train from Sicily after the departure from Vallo della Lucania (Vallo scalo) towards the North. In other words the stoker did not wait for the reaching of the CULMINE signal which was located inside the long Rutino tunnel. Years ago the uncoupling mesh was also used between Genoa Piazza Principe and Ronco Scrivia and between Genoa Pontedecimo and Busalla (Giovi railway).
How does the lead loco communicate the required power setting to the rear helper-locomotive? do they just use the radio? or.... ?
just radio, all they need
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.
thay manage
is yours complicated to other countries
Those motors look like Edison originals.
Everyone learned their basics from the Americans
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 ?
omg everything takes forever. no wonder there is always delay involved in any train related video. Trucks seem to be the better alternative.
Two quick questions: How did you get turned around to go home. Did I just miss that part? Why does a locomotive on a track have a steering wheel? Enjoyed very much. Thank you.
@jimford795 - I'm not a train person but anyway - I think the loco has two cabs - one at each end - so turning around isn't needed.
The wheel in the cab - I'm pretty sure that is a throttle wheel, used to vary the amount of power.
3:03 a steering wheel?
A throttle
@@mif4731 why would they use an old steering wheel for a throttle? Seems odd to me…
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 .
What is the steering wheel for?
I operate SJ T44, we have a steering wheel as the throttle so probably used as a throttle.
What is the purpose of that thing that looks like a steering wheel? On rails?
Trottle
A steering wheel in a train engine?
common tap changer control in many countries
Never seen a steering wheel in a locomotive
Tap changer my friend, controlling the resist of the locomotive
@@HugoCheung_8652In 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.
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.
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.
The steering wheel is so he can change tracks, right?
Nope, brakes/throttle
Welded rail ? Sure is quiet !
A loco with a steering wheel !!!! WOW lol.
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
Там что реально всё без системы автосцепки прицепляется на какие то крючки с цепями???
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.
OK, I'm somewhat confused about what we Americans would call a "steering wheel" on a locomotive. Is this actually the speed control?
thats the drivers power setting. so yes, on older typs this was a 'steering wheel' in more modern locomotives it's a stick
What's with the steering wheel?
That is actually the accellerator
Why the steering wheel?
it's the power regulator
It has a steering wheel. I’m confused. 😂
it's a tap changer. it controls how much electricity is sent to the motors
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".-
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.
Very interesting but too many things i didn't understand for the uninitiated
Is this standard gauge ❓️
Yes, 1435 mm.
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.
Looks like a steering wheel in a train.
It's the throttle.
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.
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.
2,5%?
in railway terms: a hill climb that needs traction power, hence the helper loco
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.
dette så veldig morsomt og veldig trivelig spesielt når det er el 14.
Flott film og lun stemning i regnet.
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)