Krauss Maffei: America's Diesel Hydraulic Locomotives
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- Опубліковано 27 вер 2024
- Yes, yes, I know I got the thing about traction motors wrong...
In the 1960s, the Southern Pacific Railroad was shopping for the most powerful locomotives it could find, with no domestic offerings suiting their wants. One company over in Germany offered a solution with some unconventional means, which lead to some interesting results.
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I seem to recall reading that during initial runs, they had KM people on board to assess performance. One was in the cab and they were at full power on a mild gradient. After a period of time, he nervously asked, "how long is this mountain grade?"
The reply was, "Mountain?! That's another hour away at least."
"Mein gott..."
oh no
Joshua Ureiro oh no
@@Trainmaster909 Oh yeah!
I can just imagine the look of horror on the KM guy's face XD
"Mein gott..." And here we learn German. My GOD.
“Diesel-hydraulic is still prevalent in Germany” *shows picture of German railways with more than a dozen *electrified* tracks and some half dozen *electric* trains.* Hmmm.
"prevalent" is definitely an overstatement, but according to Wikipedia, there's still more than 100 of the DB Class 218 being used, plus other types
Technically all automatic transmission cars are "gasoline/diesel hydraulic"
Diesel-hydraulic is the drive system found in most of Japan's DMUs and even some (most?) of their freight locomotives. So the system is still viable in some places
@@steve1978ger Also in europe (germany included) nobody wants hydraulic transmission these days. Polyphase electric transmission is outperforming hydraulic transmission in all aspects.
@@actualperson1971 Automatic transmission is usually hybrid, where hydraulic components are only used during driveaway and gear shifting. The hydraulic torque converters of these transmissions are tiny, so you can use them only for short periods of time, needing relatively long cooldown phases fo not overheating.
In Japan, where domestic diesel-electric locomotives didn't do well, diesel-hydraulics flourishes. Today, the JNR DD51 and DE10s are still in service.
In the 60s, I had a Rivarossi A-A D&RG Krauss-Maffei locomotive set. Ran very well, but there were no Mountains on my 4X8 plywood!
And Rivarossi had swapped out the hydraulics for a traction motor, lol.
@@deadfreightwest5956 And kicked out the diesel emgine.
Although the drive was poor (3 pole motor with gearing that made it run a bit faster than anything this side of the rubber band drive Athearns), the detail of those 1960s shells still holds up today. I'd fancy a rerun!
I was lucky enough to find one in SP colors in a hobby shop a couple of months ago. Internally, it shows its age, but it runs fine and looks the part!
"Neigbouring Finland" well, not really, as you'd have to go through Denmark and Sweden.
In Germany the class 200 Diesel hydraulics lasted into the 80s, and the class 218 from the 60s is still in limited service today. The issues with the hydraulic drive have more or less been solved, allowing the locomotives to perform in a variety of tasks that would otherwise require a six axle locomotive. Tasks include pulling long distance Intercitys and regional trains, as well as shunting and heavy freight, and pulling broken down ICEs.
Over here Hydraulics are still being built, mainly with the intention of running heavy trains over lines with limited axle loads without the need for a heavier six-axle locomotive, or for tasks which feature lots of shunting or inclines (basically everything you need a lot of tractive effort for). In Europe in general train companies have moved away from six axle designs, as those apparently cause a lot more wear on the rails. This means that even our 7,000+ horsepower electric freight locomotives have only four axles, and that the advantages of a hydraulic transmission justify the increased maintenance costs.
East Germany had its own line of diesel hydraulics - V100 (de.wikipedia.org/wiki/DR-Baureihe_V_100) and V180 (de.wikipedia.org/wiki/DR-Baureihe_V_180) - for the most wide spread. (sorry no English Wikipedia) The Comecon later decided that only Russia and Romania should build Diesel units - so they make the East German Reichsbahn buy Russian rolling stock - which is Diesel electric - as the Russians look to America - probably for the same reasons as described in the video: more robust towards temperature, moisture - large distances ...
what heavey trains
What issues with the hydraulic gear? I've worked on the railways for quite a while now, and never ran across a leaking or broken Voith gearbox, except for one, but that engine was in a very bad state anyway. As I understand, and I'm not an expert on US railways by any means, the issue where the Maybach motors that were not up to the conditions. Maybe, if SP had fitted some GM engines instead, the whole concept might have worked better?
Diesel hydraulics are however used in Denmark which is in fact a neighbor to Germany.
@MURICA Denmark? Try Poland & Russia.
The traction motors did not wear out because of the multiple units but because of the heavy trains they were pulling. Also the locomotives were expected to come up to road speed quickly which is what horsepower is all about. This creates high amperage situations that cause the electric traction motors overheat. This is the reason for the amp gauges in the cabs and the short time rating tables found with them.
The real problem in the early sixties was transition control. The higher horsepower means that at some point the voltage is higher than the amps creating an opportunity for flashover. Think path of least resistance. This is dangerous thus is controlled by traction motor field shunting and switching from series parallel to full parallel.
The higher the horsepower the more complex the transition system becomes and the certainty of failure. Add in the training of the electrician and time for diagnostics what you get is a unit that is out of service longer.
What changed?
The AR or alternator rectified to DC keeps the need for complex transition control to a minimum.
Before anyone starts to negate this they should stop and think.
This is what I do for a living.
They may school me only if they can identify these labels and identify their functions.
FTR, BTR, S, P, IR, FSC, BF, SF, Barco, BSLC, TSM, ORS, TRCS?
Believe me, I love getting to see comments like this because it shows that people within the industry are paying attention. If this video gets remade in some form or fashion, your feedback will be included. Thanks so much for your input!
Feed the Railroad, Borrow the Rails, Snek, Pew, Icy Rails, Fun Strange Cars, Big Foot, Barco the First, Big Steam Loco Cars, Trains Super Munch, Orbital Radio Signal, Traction Rod Constant Strain
I win it didn't say they had to be correct.
Traction motors do NOT like eating diesel exhaust and that's exactly what was blown into them in the tunnels. You can carbon-plate the hell out of them.
@@prjndigo What do carbon plates do?
@Common Sense Realist dc largest downside is maintenance of commutators and carbon dust from brushes fouling/ grounding motors. Ac is mower maint but lacked the low speed drag ability due to being asynchronous (slip of rotor rpm to the rotating field rpm in motor). They were good only down to certain rpm, then slip losses were too great below maybe 30 hz (estimate), and you damaged motor by essentially stalling it and current burned it up. When ac drive technology became capable of Flux vector control...or synchronous control, .the low end drag ability (low rpm) control down to zero rpm became possible.
7:55, in Finland, the Dv12 is still in active use and they were produced between 1963-1984, being the most popular diesel-hydraulic locomotive in the country. Not as powerful as in the US, but very reliable, even the oldest ones.
The technical solution to the traction motor problem was the AC drive, but this had to wait on the development of high power solid state inverters.
Remember the SP enjoyed overloading engines! Higher HP to SP meant increase the tonnage. The SD24s failed only cause SP had the mentality of what I stated above. Also the company compared everything to the SD9 for tonnage. The SD24 had more power to increase speeds with the same tonnage is what EMD marketed. Yes even the SD45s were over maxed on tonnage. Not surprised on the KMs since SP had that mentality as stated above.
@Kelly Penrod Which is why you see semis pulled off the road on the first 7 miles of I-77 NB in VA from the NC state line. ;-)
There was only 4 SD24's that were leased,not owned,to Southern Pacific which were EMDX demonstrators.They operated just fine and were officially purchased by Union Pacific when they already owned 30 SD24A's & 45 SD24B's.
Also,the SD45's much like the SDP45's,SD45T-2's,FP45's,and SD45M's were already problematic units because of continous crankshaft failure and block flex.
167/358 SD45's became SD45R's just because of those problems.
In later years 87/133 SD40M-2 rebuilds from MK Rail were all formerly SD45R's with 12 of the units having GP40-2/SD40-2 fabricated radiators on the rear.
The only good that came out of the 45 series was EMD not screwing up a single thing when the GP40-2's & SD40-2's in production,which became one of their last greatest series before the company began to decline.
I had no idea these existed. That you for posting. As a fan of the SP, you'd think I knew something about them, but now I do.
Well, not many were assembled. They were known as "damn krauts" due to problems mainly with the cooling system.
However, I like these, too. Beautiful engines.
One of these is also being rebuilt
I worked for a company that used Krauss Maffei plastics extrusion equipment. Very high quality and built like a tank!!
Actually EMD built their first 4000+ hp locomotive in 1970. The SD45X. It had 4200 hp from a 20 cylinder 645 engine. 6 went to the Espee (SP) and 1 was retained by EMD as a text vehicle. Montreal Locomotive works built one also. the M640. It has 4000 hp from a 18 cylinder 251 Alco designed engine. It was built in 1971.
Actually,there was 7 SD45X's built.
4 SD45X's originally were EMDX demonstrators (4200-4203) before becoming acquired by Southern Pacific while they already owned 3 SD45X's (9500-9502).
In later years when MK Rail was doing rebuilds for them,one of the SD45X's became a SD45XM using the long hood portion of a scrapped EMD DD35B.
3 SD45X's at that became the testbed units with the "elephant ears" just like the GP40X's when they were dealing with the overheating problems in long tunnels.However,those giant pieces on the radiators caused turbelence in the tunnels so the idea was discontinued.Obviously the SD40T-2's & SD45T-2's were introduced right after that.
There were three torque converters in the transmission, each connected to a different gear ratio. To change ratios as the locomotive accelerated, oil from the low gear torque converter was drained into the intermediate torque converter, and again to the high speed torque converter.
Any good cutaway pictures / articles? I haven't seen anything.
@@corystansbury technically the description "each torque converter connected to a different gear ratio" is not correct, this transmission is fully hydraulic the only gearing used is for power distribution (not to get different gear ratios)
the first torque converter handles lower speeds, its made for very high torque multiplication and its efficiency is low because its always slipping quite a lot in order to get that high torque multiplication, so as speed increases a second torque converter is filled (with oil) to assist the first one (they are mechanically interconnected, they use the same shaft) this has the benefit of lowering the slippage and increasing efficiency acting kinda like a "second gear" (this converter is designed to be not so "loose"), finally there is a regular fluid coupling (not a torque converter so no torque multiplication) also interconected to the other two torque converters(same shaft), when this coupling is filled the transmission is basically in "direct gear" there is no torque multiplication but there is very little slippage meaning high efficiency
all of this is pure hydraulics there is no "different gears" in the traditional sense
a link with great diagrams: translate.google.com/translate?sl=auto&tl=en&u=scbist.com/gidroperedachi/source/d2_3.htm
@@danielpk6725 Seems to me they probably just heard it from someone and decided to play telephone with it lol. Gotta love UA-cam "experts", eh? lol
@@danielpk6725 fascinating!
Sounds a bit like the Hydramatic Slim Jim transmission.
The last unit on the Espee suffered from a broken drive shaft not a broken axle. The 4000s had a problem with the U joint on these drive shafts breaking that you didn't mention.
The advantage of the hydraulic transmission was that all driving wheels were locked in sync, so they could get much higher tractive effort than the electrically-driven axles. But the limitations of an engine that wasn't designed to run all day at full throttle was the big issue.
But each truck was independent of the other.
You know, over in the uk, we have some diesel hydraulic high speed trains called the class 180 adelante, which like these had quite a few faults
The British Rail Class 52 was a class of Type 4 diesel-hydraulic locomotives built for the Western Region of British Railways between 1961 and 1964, and 74 were built. They were all named using the prefix 'Western'. Whilst successful in service, they were not very long lived, lasting a dozen or so years each. Several still run on preserved heritage railways in the UK.
@@frglee yes this is true, there was also the class 35 and 42
@@frglee I rode many miles on the W.o.E. mainline behind 52's. From the punters point of view, they were fantastic locos. I'm one of those idiots that stood by the window in the vestibule at the head end, just to hear that glorious music.
With the wind in the right direction you could hear them climbing Erlestoke bank a good five miles away. Not quite so popular with the railway ops dept though...
Most of the UKs DMU fleet are Diesel Hydraulics.
Now that's a legendary locomotive
"Notorious" would be a better word.
More like a "Legendary" Euro Flop.
Yeah, wouldn't going fully electric have solved all the problems.
My Grandpa retired from GE in the early 80s. He operated a machine that wound copper wire on motors for diesel electrics.
I saw 9010 in Niles Canyon! The best part was the runby in Verona!
At the end of the video it's pulling only three cars but still needs help from a GP . . . !
Congratulations PLA on getting the 9010 running! I used to volunteer for the GGRM and I remember seeing this locomotive in your shed being worked on, rebuilt and painted. I remember there was a gentleman that actually owned this locomotive and was doing some amazing restoration on this machine. I wish I was there to actually see this run but this video caught my eye and I do remember it. Exceptional job and again major congratulations for getting this unit back on the road. If I get back to California and Niles Canyon I will certainly come by your yard for a tour. Major Congratulations!!
Did I miss it, or did the video fail to mention (or gloss over) the introduction of KM hood units, as oppos
ed to the cab units?
About Grrmany:
There were a lot of issues with the early post war diesel hydraulic engines. They weren't fixed up until the mid 60s. Then diesel hydraulic transmission indeed became a very reliable technology.
And Germany isn't neighboring Finland.
I love the way this is done. It doesn't seem like a history lecture. And he uses a train sim to make the videos. It's really nice to see something unique like this.
This was a very nicely detailed and animated history of a little known diesel engine here in the US. Job well done! Subscribed.
Thanks! Welcome aboard!
@@HighIroncan you tell me the music in the intro I enjoy it
Germans seem to have had a thing for making...well overly complex mechanical things huh lol
It's in the Germans DNA
As a lad with German heritage, I can confirm xD
mechanical and interesting things like the rail gun
As a German, yes, why use electricity when hydraulics or mechanics can do the job as well!
Seriously, if you haven't heard about the Mercedes 600, look it up. Automatic windows, tailgate, everything was done using hydraulics. Meaning that as soon as something broke, it was an absolute nightmare, though luckily that didn't happen often.
Yeah that sounds about right.
There is one that still exists 9010 still runs tourist operations but the engine it self did not work so a engine behind it had to push it but now 9010 is in the shops were the workers are planning to get its engine running again for the first time
D&RGW also had a few of the Krauss Maffei Locomotives, in fact i got to ride on one of the last passenger trains that was pulled by them before Amtrak took over. Denver to Glenwood Springs Colorado and back
Not a chance. Rio Grande sold all theirs to the SP a decade earlier. I think you mean Alco PA. Besides, Rio Grande opted out of Amtrak, preferring to keep running its Rio Grande Zephyr long after Amtrak came into being.
D&RGW didn't like theirs and sold them off to the SP. I saw these in operation in mid 1960 or 61 goiing over Tennesse Pass. Neat lookling engines.
@@Greatdome99 yeah your right it was probably pa units
@@joeldunsmore5159 Could have been an Alco PA or EMD F9-A #5771. DRGW's PAs were retired by 1967
Diesel-Hydraulic in the UK powers Diesel Multiple Units (DMUs), and the locomotives are Diesel electric.
Fascinating.
More diesel locomotive history please.
Interesting video I had never even heard of the diesel hydraulic engines
Man, i have always been interested at diesel hydraulic engines, not only for their strenght but for coolness.
Neighboring Finland? I´ve lived in Sweden my entire life and always thought there were several countries in between Germany and Finland...
The joy I felt when I saw that it was restored made me burst in to joyous laughter
The diesel-hydraulics in principle are a sound design, but like anything else they should be well matched to the expected service duty. The K-M maintenance requirements and logistics were unique too, thus more headaches. Espee's purchase seems poorly vetted, like buying a Mercedes Benz sedan to tow a trailer over mountain passes or a Ford truck for autobahn driving. Who knows, sometimes sales reps have cool trinkets to tempt potential clients with.
lol you picked ford truck and Mercedes both notorious for poor quality...
You really got a point. Every car maker had trouble when entering the german market (french, american, japanese), because in germany there is one specific situation not found anywhere else in the world. Driving on the Autobahn.
Which means, no speed limit, so people often just floor it, and go full throttle as fast as their car may get for long periods of time.
@@denzzlinga long periods at bigh rpms is one of the easiest tests for manufacturing. starting and stopping does immensely more damage. to be fair the average speeds on the faster parts of the autobahn are 88mph. its pretty average for an american commute on the interstate... its not a road made out of gold and apache helicopters.
@@denzzlinga not sure if you know kph to mph but the autobahn is not daytona. if we let people speed down that road uncontrollably there would be alot more accidents. bout 130-140 is where most people lose control. these are factory vehicles with little to no aero. you wann play fast and loose start weaving that six lane traffic. take a family with yah...
@@SavageZebra67 88 mph is kind of comfortable cuizing speed. I really meant full throttle. Back in the day that was something over 100 mph, and the japanese and american cars weren´t designed for that, so they overheated and suffered other problems.
I mean driving at that point, where aerodynamic drag prevents the car from getting any faster, despite going full throttle.
And yes, we do that in germany on the autobahn. And expect cars to withstand it.
Freiburg - Karlsruhe for example is 80 miles, without any permanent speed limit, so if traffic allows (at night or on early sunday morings), you can go full throttle there for a period of about 45 minutes.
god damn that shot of the sp gp9 makes me want to buy it from jointed rail
The unusual locomotives are my favorite ones.
Yay more videos like this!
Glad the ending was good for that engine, I also happen to drive a Hydraulic loco in the Philippines and its usefull for flooded areas where our GE locomotives cant pass through. Great video.
Wait wait pnr has hydraulic locos?
@@louierenault7344 Yes the PNR bought this brand new from Indonesia, three locomotives actually.
Sounds like the problems weren't with the hydraulic transmissions so much as the Maybach engines that were built more for performance than reliability and low operating expenses. Though compact high performance engines were needed to fit so much power in one locomotive. Brings to question how much of the trouble, as well as how much of the appeal, was from the hydraulic transmission versus the engines, and if one of those could have found more success without the other? I imagine this probably happens a lot, where a promising new technology is used in conjunction with something else that causes problems, causing the new technology to get a bad reputation and never live to it's potential, even though said idea wasn't at fault and could have had potential if troublesome aspects it was coupled to were traded out.
SP also bought 3 C643DH Diesel Hydraulics from Alco. This addressed the problem with the Maybach engines, but as history has shown, the Alco prime mover wasn't the best of the remaining 3 US builders, either. Alco was serious about using the Voith transmission, though. GE had supplied all the electricals for Alco, but by this time, had become a competitor. Alco had to get out from under relying on it's competitor for a major subsystem of their locomotives.
I've worked for a company called kraus maffei in Michigan. They made all sorts of stuff. Mostly plastic pellets for injection molds in that specific building. But had an entire industrial park in that area so I'm sure they used them for their own presses.
This is one of the best episodes for a locomotive review I have ever seen! Great music, great visuals, great... EVERYTHING! This is a solid 10 on my list.
Never knew about these. This was a super interesting video!
Great vid. Budd RDC's are also diesel - hydraulic and they were very successful.
There is alot more hydraulics out there then people realize and they are all over the world. But they are in the form of diesel multiple units
budd diesel railcar
@@burroaks7 there is alot more then that
The Class 628 for example from Germany is a pretty successful diesel hydraulic MU which has been exported to several countries and is still in service on regional lines. It's a neat little DMU but it's loud as hell.
Such as in Australia. DH locos also operated successfully across Australia on branch line and in shunting roles for decades, and operate to this day in narrow gauge industrial service.
@@hedgehog3180 the problem with the 628 is that they tried to make it more efficient by only building it with one engine. It’s a double rail car. All other doubles before and after it had two. One per half. The 628 is a little underpowered. It takes a long time to get up to its top speed. And it has huge problems with its speed on steeper lines. Also it is not heavy enough to create the required traction. I am on 628 trains nearly every day. I really like them, but it is time we get newer trainsets like for example Siemens desiro’s on my local line. The 628 will be in service until at least 2024 on my local line.
Hello, I repair and modernize such Krauss Maffai locomotives in Germany.
There were 2 hydraulic converters, one for each direction of travel. Behind the hydraulic converter there is a 3 stage gearbox that switches automatically with a centrifugal governor. Behind the transmission, the drive is routed to the axles via cardan shafts.
The US locomotives suck the air for the engine at the top of the roof. The German locomotives were not built for long tunnels. They sucked the air in at the side. Therefore, the engines in the tunnel got a lot of exhaust instead of fresh air and lost power until they failed.
One of the 3 first locomotives in USA had a problem with a wheel bearing. I know one of the German Krauss Maffay attendants very well and have worked with him.
This was really good! I hope you make similar videos in the future!
Interesting....I didn't know about the hydraulic locomotives..
Learn something every day 👍
Diesel hydraulic is still used quite a bit in North America. They are mostly in passenger dmu’s, like the toronto union pearson connector train.
I had no idea Krauss Maffei made locomotives, I always thought of them as a defence contractor, as they had manufactured roughly a few thousand Leopard 2 main battle tanks for the West German Army
If you lived in 1960 then these would look very futuristic. It is nice to know that 9010 is still operating!
They were a great idea but not for our conditions. Nice video, good animations. Thanks
Doc Phillips basically they were great light duty engines. Would be like taking Amtrak diesels and using them for freight service. They can handle light passenger trains like these locomotives but would break down constantly if forced to pull heavy freight trains.
Interesting video, I myself and never heard of this technology.
The V-160 Family with a bunch of models (BR- 210, BR-210.4 BR-215, BR-216, BR-217 BR-218, BR-219 and BR-225) is still used on some trains.
But almost all except for the BR-218 are mostly used in freight, if they weren't rebuild to the BR-218.
Alle are dieselhydraulics.
I see the BR-218 on nearby Mainline during rush hour with a set of double decker cars.
But they are phased out by electrification on passanger lines or are replaced by DMUs.
On freight they are being replaced by the diesel electric BR-245 (Bombardier Traxx).
But I still we see them for a few years at least.
Nice job!
There are some pretty harsh conditions running the TransCon. Add to that the length of trains that are being run and the speeds they are being run at any weaknesses will show. They just run them hard here.
A nice documentary style almost review kinda thing, very nice indeed! 9,7/10
Biggest issue it seems is that while it made a lot of hp it wasn’t suitable for pulling heavy freight trains. I’m sure it would have made an excellent passenger locomotive though. And ironically that’s what The restored unit is now being used for. Passenger trains are so much lighter and it would have been a very reliable locomotive if used for that.
The locomotive on2:13 is one of three produced in Germany for Yugoslav railways(JŽ-ЈЖ)in 1960.Although they have performed well Yugoslav railways bought more than 200 diesel electric
locomotives from General Motors.
An excellent video. Hello from the Tracy Mountain Railway in Colorado. ♡ T.E.N.
2:27 It is unconvetional by American Standerds. As a German, I can firmly say that it's more than convetional over here and Diesel-Electric started to become popular in the Late 90's in Europe
And the Locomotive the SP version was based of of ws the V300 (Br. 230), which was the stronger and larger sister of the V200 (Br. 220).
I have personaly worked on one, very nice locomotive
The Eastern Reichsbahn saw the Russian (or Lugansk = Ukraine ) built "Taiga Drum" Dieselelectrics which came in two marks - one M62 with DC and the later, still in service with 3phase AC.
maybe in germany, but look abroad. Everyone else got diesel-electric locos since the end of WWII.
The UK got a lot of classes of diesel electric locos, the french too, eastern europe too, and the rest got tons and tons of EMD locomotives in all shapes and sizes (Nohabs etc).
You mean to tell me that a video made by an American about American's use of diesel hydraulics will have an.......... American perspective?
Mind... absolutely blown.
So, it was not that the locos were bad design, but a major difference in how they are used.
Good video here. I wondered what happened to those engines. Well, now I know.
I read a number of articles in "Trains" that said the maintenance was a big issue.
Very good video
Nice video. I'm glad to hear that at least one of them is back in operation, they have a really unique look to them. I have one from AHM in HO and sadly it didn't run worth a darn either, LOL, so I re powered it with an Athearn drive train, not quite original in looks any more, butit runs.
Talk only about the prime mover. I thought it was about "hydraulic".
Some technical info's about the hydraulic system itself will have been nice and in tune with the title of the video.
I like these diesels
Awesome video Brian! The ML4000 is my second favorite American diesel, the first favorite being the TrainMasters. You should do a video like this on Union Pacific's Diesel Giants, like the GTEL's, the DD35's and DD40's, and the U50's.
They may have flaws but they look a whole lot cooler then most other locomotives.
You deserve a million subscribers
Great video and thank you for the shout out,,,,, KM ML4000's (BTVFD) which is my Trainz id and the SP U33C models are made by Mchawkman .
Napier Deltec engines in UK locomotive... amazing
Fantastic design - and no cylinder heads. Love 'em. Being two stroke they do blow a bit of smoke but the sound is to die for.
I enjoyed the footage from the Illinois Railway Museum
this is a amazing video
Can these actually run in multiple with diesel-electric locos ?!
They used to.
Great informative video
You need to do a collaboration with the channel Mustard if at all possible. He’s done a few videos on trains, and your channel deserves more views than it has.
Brazilian railway EFVM (Estrada de Ferro Vitória-Minas, Vitoria-Minas Railroad) had a fleet of 16 metre-gauge Krauss-Maffei ML4000, all based from SP and Rio Grande units. These locomotives were used on very heavy ore trains as an powerful alternative for EMD G16 machines. Unfortunately, the wheels were slipping so hard that the rails suffered extensive damage and maintenance was more complicated than that of diesel-electric locomotives.
EFVM scrapped all Krauss-Maffei machines during Seventies and ask EMD for a metre-gauge version of its most powerful diesel-electric locomotive. The result was the mighty EMD DDM45, a metre-gauge SD45 with D-D wheel arrangement and the same Flexcoil frame used on UP DD35! Nowadays, some DDM45 are still in operation.
Thanks for all your knowledge.....
I apply it to my G scale layout 👍
and UP overcame the horsepower asthma with brute force the bird cookers
Nice Video
My Favorite Railroad The Southern Pacific
Its my favorite also.
Hard core Southern Pacific Fan.
We still use heaps of diesel hydraulics for 2ft cane lines in australia, short distances, low speeds and not many hills so they work nicely
Krauss Maffei, "That's The Power Of German Engineering".
Joseph Anton Maffei was born in Munich, the son of an Italian tradesman from Verona. The Palazzo Maffei still stands today on the Piazza delle Erbe.
Greets from Switzerland!
4:33 translation: "couldn't be serviced using standard american brick and cold chisel"
Top Hat Rail: “Yes, we can take Garbage Hydraulic locomotives and Make them Work.”
It would cool if I saw these being unloaded in Houston, TX.
For some reason I used to think diesel hydrolics actually used Hydrolics to run the locomotive
Now here i am thinking that’s a diesel-mechanical locomotive. I thought a diesel hydraulic locomotive had the engine connected to a hydraulic pump, that ran fluid down to hydraulic motors on the axle.
That's sort-of what a Hydraulic Transmission does. A Torque Converter has Pump and Motor in one Casing, and Hydraulic Locomotives usually don't have individual Motors on each Axle. Meaning to say a 4-Axle Locomotive has two Torque Converters, and a B'B' Wheel Arrangement, instead of the Bo'Bo' of a (Diesel) Electric.
What we really need is to bring back the good old "CHOO CHOO TRAIN" .
I was on the camera engine. The shop guys stole all the metric tools.
I figured the "hydraulic" system would be a diesel engine to spin a hydraulic pump to force high pressure fluid through a hydrostatic type motor or something. Interesting
I was thinking, straight hydraulic drive would offer no buffering between the drive and the driven. That is an advantage of electric. The torque converter is a perfect solution. Hydraulic drives are best for slower speeds with less shock loads!
But if your country often gets flood diesel hydraulic is better options
I thought that 9010 was only an npcu. GOOD THING THAT IT CAN RUN FOR REAL!!!
I wish hallmark makes a rio grande Krauss maffei ornament, they look amazing!
There are some factual errors in this video. For example, it is stated that not until the late 1980s were domestic locomotives able to to hit 4,000 HP (x40-8 unit shown) ... yet the 1969 Centennial units for UP by EMD are rated at 6600 HP. Yes, these units have two 3300 HP 16-645E3C engines, but the K-M units were also double engine powered so this still applies.
The K-M engines were HP matched in the early 60s by EMD (DD35X) and GE (U50 series).
Trailways,the bus company,had a similar problem,and they went overseas to get a new bus,and so the Eagle! That relationship lead to a 30+ years of innovation! Hydraulic transmissions,were radically upgraded in American and Canadian conditions,as Europe didn't have to contend with all out running at 60- 70 MPH,over mountains and and deserts,from 30 below to 110 above,all in a day's work! Note also,that Tunnel motor,modification,by EMD,basically copied Alco,and Baldwin! Flattery,without attribution! Thank you for your attention to detail and time,keep it up,gets even more interesting,as New details come out!
Oh man I got a huge kick out of the State of Maine car.
RENFE Spain had a fairly reliable little 4 axle link-rod hydraulic switcher.
RENFE also had the Talgo DH BB locomotives classes 350 , 352 354 and the regular DH class 340 based on the DB V200 BB, all built by KM
The diesel-hydraulic loco had leaks as fast as the mechanics could fix them. It's simplicity was a good idea, but it wasn't practical.
well we still have quite a few over here in Germany :-) though most main lines have overhead electrification
I think it's nice 9010 survived.
"Chimneys" did not redirect exhaust, they were to pull cool, cleaner air from the lower part of the tunnel, just like tunnel motors.