How about primitive from the beginning of time? And no one even questioned technology Beyond a wooden wheel!!!!!!?????? how is it that suddenly the industrial era exploded!!??? And still going crazy all within about 150 years or something? I think that's something to do with Bible prophecy and end times, because it's crazy how the industrial era has been such a short. Of time and yet we have gone so far ,so fast and picking up momentum now, to the point of sophisticated Oblivion. But you know what they are discovering ancient technologies that Boggle your mind
Why ?? They'd been making locomotives for 100yrs by then. The Ford model A came out in '27. Auto engines have tolerances measured in 1/000ths of an inch. What kinda tools do you think they had back then ??
Gorgeous. I have never seen the cut open view of that steam valve at the piston; only in diagrams. It literally looks like the diagram. Amazing machinery.
Wow, it looks to have taken as much time to perform that cut away as it did to build the locomotive from the ground up!! Excellent job to everyone involved, and thanks for the post!
In the National Railway Museum in York in the UK, there is a cut-away steam loco whose wheels are turning slowly so you can see the motion working. It's a Bulleid Merchant Navy Class express passenger loco of which there are preserved examples hauling enthusiast tours on the main line.
While yes she's now a very useful teaching tool, making a mock-up that was put together in the same fashion, but with the added benefit of an electric motor to turn the wheels and show how the valve gear operates would have been just as effective if not more, and a very nice little engine would still be intact. The main reason they chose to do that to her was because internally her boiler is completely shot to pieces, but the boiler can be replaced (along with the throttle valve since they sectioned that as well :P , would have been nice to re-use that in the new boiler). In fact, if one really wanted to, she could be restored to run again even now. Aside from a new Boiler (and a new Form 4 started for it), a new valve chest, cylinder block, and valve would need to be cast and machined and mated up to the other half of the boiler saddle and the fireman's side cylinder, but that's not impossible. The smokebox can be patched up if not replaced, the one branch pipe can be re cast as well as the smokestack, the cab and tender can be patched up, the one injector as well as the plumbing all replaced. From that point, it just becomes a thorough inspection. Replacing or repairing all worn out components and then putting her back together. Will it happen? Very very unlikely but compared to what it would cost to restore a much bigger engine that's been sitting outside for decades, missing many parts, and loaded with asbestos it would still be fairly reasonable cost wise.
Wow it looks like you're the engineer for the job:-) but you have a lot of insight sounds like you have working the Industrial Field? We definitely need you to get a rebuilt but I have to say it's an amazing cut out I've never seen one before and even looking at it it doesn't explain the working details? But it only leaves it up to the mind as to how it works I mean which would have been nice if they'd have had an explanation there of the process for example I'm still not sure how the steam boiler steam pipe area of tubes works if it's a solid water bath surrounding those pipes that turns to a boiling steam or if it's a mist of water squirted down over those pipes I mean there's no explanation nobody's ever said or explained it
@@markeverson5849 Just Google it. A Diagram, or even better, an Animation (which exist here on UA-cam) saves Me well over 1000 words trying to explain it to you.
I like how when you enter that room its all like oh cool its a steam engine and you look at it and its all pretty and then you go to the other side and its like OOOOOO cool!! you don't even expect it its a surprise!
Interestingly enough several people who entered looked at the normal side and then walked right past into the other room not realizing what they were missing :O
If you want to film things that people can't see, try getting a wider lens camera and slowing the Hell down. All this did was give me the idea to start filming things when I travel and post them on UA-cam.
This was from 5 years ago when i didnt have a good camera or experience. Not everyone is an expert from the beginning. Sorry you didnt enjoy it, but my content and equipment has improved since then.
This could be MUCH better with some narration. The video is good, but a novice watching can still have many questions as they view the different parts!
Sorry about that, this is from two years ago when I wasn't exactly comfortable talking on camera. I may re-shoot it sometime and update it with some narration.
Thanks for the Info as to why no voice. I am a volunteer at the Nevada state RR Museum in Carson City, NV. and am on the steam train crew. I enjoy telling our riders some basics about our steam locomotive to help them understand. When I first started doing this, my voice was pretty "reserved", but, now I'm very comfortable with public speaking. Don't give up!
I know it was all done for educational purposes but it still hurts to see that beautiful piece of equipment cut open for all to see. Seems like a waste really unless when it was acquired it was worn out completely with no possibility of ressurrection.
Captain Dildoface That would also be a good option. Rip them apart with shears and cutting torches. Slice them into small pieces. Melt down the steel and copper to form more modern machines. Scrap all steam locomotives now!
Mike Lcml5c The historical value of the equipment seems to have been respected. I admire the care they had to the equipment, even if it is not in operation it is still being preserved. What is really regrettable is what they did in Paranapiacaba - Brazil ("tons of history" turned into ruins). Brazil has more than five thousand unused train cars stopped in sheds and we still have transport problems, it seems a joke, but it is not :( O valor histórico do equipamento parece ter sido respeitado. Admiro o cuidado que tiveram ao equipamento, mesmo não estando em operação ainda esta sendo preservado. O que é realmente lamentável é o que fizeram em Paranapiacaba - Brasil ("toneladas de historia" se transformaram em ruínas). Brasil tem mais de cinco mil vagões de trem sem uso parados em galpões e mesmo assim temos problemas de transporte, parece piada, mas não é
The front and rear domes are both sand domes. The front one was when they were going forwards and the rear one for when they were going backwards. Being a switching loco they would've gone backwards just as much as going forwards. The middle dome is the steam dome.
Does anybody realize the horsepower that these engines produced? You rarely see the rating of the horsepower or do they not even talk about it? I seen one engine locomotive on a video with the engine horsepower rating and it was to say the least mind-boggling for the horsepower rating was in the thousands and thousands of horsepower
@EpiDemic117 Not entirely true. Steam Engines are far more dependable as they can run with several things wrong with them and still just lean into it, grunt, and get the job done. But they really did not break down much at all in the first place. If they did act up or get grumpy, most of the time you can fix them on the road if it's not a catastrophic failure. It only takes something as simple as an erroneous sensor or a fouled injector to bring down a modern Diesel and most of the time you're NOT able to just cuss and swear at it with a few cranks of a wrench and the smack of a hammer to get her going again. Towards the end of the steam era, engines that were worn out 10 times over were still being thrashed and beaten to get every last revolution of the driving wheels out of them that they could without repairing them before they were sent to the scrap lines. Side rod brasses and crank pins would be completely shot, head gasket leaks, blow by, pedestals so worn that the journal boxes slam in the frames, leaky staybolts, boiler tubes that were plugged from leaks, and yet they'd still groan and wheeze along. Hell, there were times when one cylinder would be very badly damaged and if they removed the rods on that side they could limp the damn thing home on one cylinder. Water leaks from the tender are very uncommon with steam locomotives, and nowadays if there was even a question about the boiler's structural integrity let alone a leak it would not be allowed to operate. For water supply, anywhere there's a fire hydrant, you can fill a steam engine's tender. And if you keep a trash pump with some hose on top of the tender like some lines do, in a pinch you can stop by a river and fill up there. Steam Engines are not as picky about the water you give them as a Diesel is about contaminated fuel. It just can't be salt water and it can't have a lot of mud or junk in it. And for their fuel, they can use pretty much anything that'll fit in the fire door and burn. As far as maintenance, that's not so bad either if you have half a brain. The tedious part about the maintenance is the CHECKING for loose bolts and pins, hot bearings, leaks, or cracked arch bricks which took more manpower. Keeping everything lubricated and clean was not hard, it just had to be done more frequently than with a Diesel which was the downside since the moving parts are not kept nice and clean and safe inside a pressure lubricated crankcase. Wedge and shoe adjustments or tweaking valve timing are a bit involved but no more involved than replacing a traction motor or it's gearing. If an engine is cared for and operated properly, major Boiler Work or serious Repairs to the Running Gear do not happen often. Any little things that needed to be fixed would be done during the engine's monthly boiler wash. But as with all things, Diesel or Steam, they both need to be overhauled after so many miles of hard running if they're going to be at their absolute best. Diesel took over because A) at the time (late 50's early 60's) Diesel Fuel was a hell of a lot cheaper than coal (it's the other way around today) and less of it was needed, and B) the reduction in the amount of specialized man power and infrastructure required to operate them and keep them going was drastic, since you can operate several diesels at once from one cab with one crew. There was no longer a need for firemen or boiler makers, and far less engineers, machinists, and pipe fitters. Major replacement parts could be bought off the shelf instead of needing to be machined specifically for each locomotive, though the process to actually install and adjust them can be just as complicated if not more since some areas in a Diesel Engine are extremely hard to reach, and you need to be very careful and gentle with high precision items especially if you're working on an Injection Pump, a Turbocharger, or Generator components. So really, the Diesel took over because the Convenience of it's infrastructure, which was very similar to that of the automobile, saved the railroads tons of money but at the same time it cost many men and machines their jobs. The Power and Reliability of Steam was NOT the problem, nor was running out of water, or fuel, or any other silly idea like that. The problem was the amount of money they cost the Railroad's Stockholders to run them. The Almighty Dollar. Nothing more, nothing less.
@EpiDemic117 Apparently you're not aware that Steam Engines were kept in steam continuously for over a month until their next boiler wash or scheduled outing. At night the fires were banked to keep steam up when not in use in the roundhouse. When the fire has been banked they can get into action quite rapidly. The steam hangs around 150 pounds, break up the bank in the firebox, turn the blower on, and she bounces right back to operating pressure in no time and down the road you go. You really think they dropped the fires every day? Don't be silly. Even if they did, the boiler would still be hot the next morning. Back to the reliability thing, again I'll repeat, Reliability and frequency of Maintenance intervals are TWO DIFFERENT things, I'm not sure if you're aware of that. I've already stated previously how it took less people to run diesels and how the infrastructure for their maintenance and upkeep was far more convenient. Maintenance on a Steam Engine is not difficult or rocket science, it's just tedious and time consuming. Once again I'll state it, Mechanically steam is more reliable. They have less FAILURES on the road. That's the definition of reliability, LACK of failure. Yes, they needed to be serviced frequently, but that has no negative impact on it's ability to run without breaking down. In fact, the due diligence of frequent and thorough servicing actually HELPED Reliability! And BTW, I already mentioned before you did, the capability of lashing together several diesel units and running them with one crew. You mention steam turbines being reliable in a power plant setting, apparently you're not aware of the large reciprocating piston engines that ran generators or pumping stations continuously for a year or more without stopping. In both the US and England they have enormous 15 million gallon per day or more Vertical Corliss and Walking Beam Steam Pumping Engines that ran at around 20 RPM's, and never stopped. An oiler would go around with an oil can, fill all the cups while it was running, and she'd just keep doing her job day in and out with nary a care in the world. Even adjustments were made on the fly while running. On a locomotive, maintenance was more frequent because of the extreme conditions the running gear was directly exposed to, varying speed and load, abrasive media, undulating track, etc. As far as power distribution, if you have a well equalized steam locomotive with at least a 4.0 factor of adhesion and the required weight on drivers, along with a very skilled hand on that throttle (most importantly), wheel slip and tractive effort delivery is not an issue despite dynamic augment/hammer blow and the thrust of the cylinders. The only time wheelslip is a problem, let alone unsafe is when you have an inexperienced man at the throttle. The only reason why a diesel electric can put power to the rails so evenly is because you have at least 4 to 6 separate GEARED DOWN Traction Motors (one on each axle) with automatic traction control spreading out and sharing the load to make life a breeze for you, and all of the weight is on the driven axles but even still your tractive effort curve goes in the toilet fairly quickly once you start moving (starting and continuous tractive effort are VERY different), and traction motors DO NOT like heat very much. Whereas with a Steamer, you've got Brute Force delivered by 2 to 4 cylinders (depending on the engine) directly coupled to the driving wheels WITHOUT any gearing at all (In fact, you're actually only using a percentage of piston thrust, not even being given advantage of the torque since power is being taken at the rim of the driving wheel, not the axle center which is what the crank web is keyed to and where actual torque would be measured. And really at any given time, due to the crank phasing (90 degress relative to each other, and double acting cylinders), the engine's maximum tractive effort is actually coming from only 1 of the cylinders, either when one is on center and the other is at peak thrust, or when both of their power strokes are overlapping, the sum of the forces is about equal to the thrust of one. Yet they still make all that Power!!). Even though some adhesive weight is taken off of the drivers by the lead and trailing trucks, they can stick to the rails if you know what you're doing. Plus with steam, your maximum tractive effort remains pretty continuous for quite some time even after starting and moving at a good speed until you have to start hooking her up to allow the boiler to keep up (also to keep backpressure low and maintain good flow through the passages) but even then it doesn't drop by much, and she's just starting to get into her power band since you not only have the pulling power but now also the speed as you accelerate and gain momentum. Which means, if she'll start the load, she'll pull it. By the way, Steamers can't get enough heat, unlike a traction motor! No need to worry about frying a steam engine with too much current! Running Steam takes a considerable amount of specialized skill. A Diesel is like driving a semi-truck on rails, yes you still need "some" skill, but no where near as much as the machine is pretty much as automated as it can legally get. Dynamic Braking isn't all it's cracked up to be by the way, ever hear of something called slack? If you get happy with dynamic braking you'll find out what it is really fast. It's useful in some cases but use it too much and you're in trouble! If the train bunches up you can actually put engines and cars on the ground in the blink of an eye. You can do something very similar to dynamic braking with steam too, setting the valve gear into reverse and letting the compression of the cylinders slow you. It works QUITE well. And if that's not enough, give her a whiff of steam and you'll soon get the punch you want. Have you ever seen the heat rejection out of a diesel? Lots of energy is wasted as heat from them as well in the exhaust just sitting there idling in the yard. Again which brings me back to banking the fire. If an engine is being hostled over night with a banked fire, the fire is just smoldering and keeping the engine warm. It's not always roaring and raging. Yes Diesels make more efficient use of the fuel they're given, but they're no angels either. I'm not denying that Diesels are more fuel efficient as well as taking less manpower and supplies to run and maintain. I'm disagreeing about your statement about the reliability and ruggedness of a steam engine as they are by no means fragile machines and can more than hold their own in heavy Freight or fast Passenger service. Additionally, towards the end of the steam era, with the biggest engines having roller bearings and modern appliances, reliability just kept getting better and better with each development. I'll reiterate, what killed steam was the amount and cost of the Manpower, fuel, and Infrastructure it took to run them. Diesel was 10 cents a gallon when the big push was made, and the less men you needed to employ and pay as qualified crew, and the less associated infrastructure baggage you needed to carry, all the better for the stockholders. You're entitled to your own opinion, so we'll agree to disagree. Take care.
Sorry to criticize but, 3:18 was all the time you could give this? I'm an amateur train enthusiast and I could have talked for 2 hours , edited to 35 min . Your camera moved too fast and did not focus on details.
This was filmed several years ago when I wasnt comfortable on camera or aware how long to make the video. I will be doing a longer, narrated video of this again in the near future.
This is a relatively inefficient mechanism. It's an older steamer with slide valves, no thermic syphons or arch bars, no feedwater heater. Even so, it could move 1400 tons of loaded rolling stock along that mile in a level switching complex. Not so bad. It would have required 35 modern 18-wheelers fully loaded with 40 tons each to move that tonnage across the same distance. Each would have used about half a gallon of diesel to do so. With that perspective, one can easily concede that transport by rail, even using steam, is a carbon bargain.
In oil-burning locomotives, efficiency is measured by the number of gallons of water evaporated in proportion to the amount of fuel oil burned. Normal for the light Pacific I used to run was a ratio of about 10 or 12 to 1. I held the record for many years when the day's end calculations showed 15:1.
No, this is not "How a Locomotive Works." This is "What a Locomotive Looks Like Cut Open." The actual "How a Locomotive Works" video is (as others have noted) awaiting some narration and/or some text labels to identify the key parts, the flow of the steam, etc. It's a nice contribution and I get it that you were still new to your camera at the time...just suggesting a little "truth in advertising."
It is evil to destroy priceless artifacts. A model with moving wheels and valve gear would be as effective and a locomotive would not have been butchered. This is as bad as if they went out and half scrapped one of the outside engines for a demonstration of what happened to most of the steam fleet. They could call it the scrapping of steam. And that lunatic steam locomotive scrapper can have an exhibit he likes.
SteamLocoScrapper oh my a environmental wacko !!! Don't worry I'll keep burning King Coal anyway with or without locomotives to heat my house and showers year after year. Im sure I burn more than the occasional locomotive running about. Eat that leftist troll!! Hahahhaahahhaahaaaa
SteamGent Regardless of what you burn in your house, steam locomotives will continue to be *ripped apart with cutting torches and melted down for scrap*
It's amazing how they were capable of designing and building such things with the kind of tools they had in those days.
Agreed
And in another 50+ yrs or so someone will remark that we were capable of even basic interconnectivity with our primitive computing power.
Yea with stone axe..
How about primitive from the beginning of time? And no one even questioned technology Beyond a wooden wheel!!!!!!?????? how is it that suddenly the industrial era exploded!!??? And still going crazy all within about 150 years or something? I think that's something to do with Bible prophecy and end times, because it's crazy how the industrial era has been such a short. Of time and yet we have gone so far ,so fast and picking up momentum now, to the point of sophisticated Oblivion. But you know what they are discovering ancient technologies that Boggle your mind
Why ?? They'd been making locomotives for 100yrs by then. The Ford model A came out in '27. Auto engines have tolerances measured in 1/000ths of an inch.
What kinda tools do you think they had back then ??
Very well done. There's nothing like an iron horse. They seem alive when their steam is up.
Gorgeous. I have never seen the cut open view of that steam valve at the piston; only in diagrams. It literally looks like the diagram. Amazing machinery.
Engine, engine number 8....I learned something today. 🚂
Wow, it looks to have taken as much time to perform that cut away as it did to build the locomotive from the ground up!! Excellent job to everyone involved, and thanks for the post!
Now I need to see that in person
That exhibit was top quality!
I Love Steam Locomotives. :-D
In the National Railway Museum in York in the UK, there is a cut-away steam loco whose wheels are turning slowly so you can see the motion working. It's a Bulleid Merchant Navy Class express passenger loco of which there are preserved examples hauling enthusiast tours on the main line.
That would be neat to see
now that is something I would like to see...
Silas Fatchett yeah it doesn’t work anymore.
@@KAAKKK
There are fully restored examples hauling passenger trains on heritage railways in UK
Awesome Town USA!
Thanks, maybe longer shots on a tripod next time?
What a beautiful engine and what a great price of engineering 😮
Long Live Steam Locomotives! :-D
This helped me to understand a great deal. Whoever did that did a great job!
l love to see how the engine looked. I felted like i was there great job.
🙂
Felt
Excellent
While yes she's now a very useful teaching tool, making a mock-up that was put together in the same fashion, but with the added benefit of an electric motor to turn the wheels and show how the valve gear operates would have been just as effective if not more, and a very nice little engine would still be intact. The main reason they chose to do that to her was because internally her boiler is completely shot to pieces, but the boiler can be replaced (along with the throttle valve since they sectioned that as well :P , would have been nice to re-use that in the new boiler). In fact, if one really wanted to, she could be restored to run again even now. Aside from a new Boiler (and a new Form 4 started for it), a new valve chest, cylinder block, and valve would need to be cast and machined and mated up to the other half of the boiler saddle and the fireman's side cylinder, but that's not impossible. The smokebox can be patched up if not replaced, the one branch pipe can be re cast as well as the smokestack, the cab and tender can be patched up, the one injector as well as the plumbing all replaced. From that point, it just becomes a thorough inspection. Replacing or repairing all worn out components and then putting her back together. Will it happen? Very very unlikely but compared to what it would cost to restore a much bigger engine that's been sitting outside for decades, missing many parts, and loaded with asbestos it would still be fairly reasonable cost wise.
Wow it looks like you're the engineer for the job:-) but you have a lot of insight sounds like you have working the Industrial Field? We definitely need you to get a rebuilt but I have to say it's an amazing cut out I've never seen one before and even looking at it it doesn't explain the working details? But it only leaves it up to the mind as to how it works I mean which would have been nice if they'd have had an explanation there of the process for example I'm still not sure how the steam boiler steam pipe area of tubes works if it's a solid water bath surrounding those pipes that turns to a boiling steam or if it's a mist of water squirted down over those pipes I mean there's no explanation nobody's ever said or explained it
@@markeverson5849 Just Google it. A Diagram, or even better, an Animation (which exist here on UA-cam) saves Me well over 1000 words trying to explain it to you.
@@steamandsmoke97 true okay thanks
That F7 scale model was cool!
Agreed
Very cool!
Go, Steam Locomotives, Go!
Don't blink.. you'll miss it.
I like how when you enter that room its all like oh cool its a steam engine and you look at it and its all pretty and then you go to the other side and its like OOOOOO cool!! you don't even expect it its a surprise!
Definitely not something you get to see everyday.
Interestingly enough several people who entered looked at the normal side and then walked right past into the other room not realizing what they were missing :O
Absolutely stunning.. ..😍
Take a unique look at a steam locomotive
i'm not really a train guy but that train looked beautiful so shiny xo they ran on coal and a guy would shovel coal is that how it worked?
Ill be doing a better updated video of this once the park is open again.
Very good, thank you. All the mysteries are revealed.
Muito bom o vídeo
actually pretty cool
This is a good video. I always wanted to see how the fire tubes were set up. Would it be OK to use a portion of your video for my class video?
Sure
@@JPVideos81 Much Obliged, thanks.
Very interesting. That's a good idea
It looks like a mini nuclear reactor 😂
Surprisingly the nuclear reactors are actually steam engines, powered by the heat generated due to fission reaction.
Wow that is really cool and is really special Wow that is really special Wow
Love it!!!! thank you!!!!!!!!!!
इन लोगों ने भाप से चलने वाले इंजिन की अच्छी तरहां से जानकारी दी है,
Um
Wow this is bad ASS!
Does the entire chamber reach the same pressure as is injected into the piston? - or only aft of the super heater?
Does anyone know what happened to the locomotive that sat on display at como park zoo in St.paul???
If you want to film things that people can't see, try getting a wider lens camera and slowing the Hell down. All this did was give me the idea to start filming things when I travel and post them on UA-cam.
This was from 5 years ago when i didnt have a good camera or experience. Not everyone is an expert from the beginning. Sorry you didnt enjoy it, but my content and equipment has improved since then.
Very nice I like this video
Superb
This could be MUCH better with some narration. The video is good, but a novice watching can still have many questions as they view the different parts!
Sorry about that, this is from two years ago when I wasn't exactly comfortable talking on camera. I may re-shoot it sometime and update it with some narration.
Thanks for the Info as to why no voice. I am a volunteer at the Nevada state RR Museum in Carson City, NV. and am on the steam train crew. I enjoy telling our riders some basics about our steam locomotive to help them understand. When I first started doing this, my voice was pretty "reserved", but, now I'm very comfortable with public speaking. Don't give up!
I only know the basics so I can't contribute too much but i agree it would be nice to hear what we are looking at.
I know it was all done for educational purposes but it still hurts to see that beautiful piece of equipment cut open for all to see. Seems like a waste really unless when it was acquired it was worn out completely with no possibility of ressurrection.
a worn out is not good for display as cutout, not safe for the cutting team or the visitors
Mike Lcml5c All steam locos on museums should be cut like this to prevent them steaming and polluting ever again.
Captain Dildoface That would also be a good option. Rip them apart with shears and cutting torches. Slice them into small pieces. Melt down the steel and copper to form more modern machines. Scrap all steam locomotives now!
Mike Lcml5c The historical value of the equipment seems to have been respected. I admire the care they had to the equipment, even if it is not in operation it is still being preserved. What is really regrettable is what they did in Paranapiacaba - Brazil ("tons of history" turned into ruins). Brazil has more than five thousand unused train cars stopped in sheds and we still have transport problems, it seems a joke, but it is not :(
O valor histórico do equipamento parece ter sido respeitado. Admiro o cuidado que tiveram ao equipamento, mesmo não estando em operação ainda esta sendo preservado. O que é realmente lamentável é o que fizeram em Paranapiacaba - Brasil ("toneladas de historia" se transformaram em ruínas). Brasil tem mais de cinco mil vagões de trem sem uso parados em galpões e mesmo assim temos problemas de transporte, parece piada, mas não é
Marcílio Farias The disused trams in Paranapiacaba should be sliced apart with cutting torches and the scrap recycled to make cleaner modern traction.
I guess that a voice explanation would be appreciated. Nice anyway.
Was that a g16 miniature train next to that steam engine?
Why were the boiler tubes cut?
I see 3 domes, one is steam, another is sand, what is the third dome?
The front and rear domes are both sand domes. The front one was when they were going forwards and the rear one for when they were going backwards. Being a switching loco they would've gone backwards just as much as going forwards. The middle dome is the steam dome.
0:30 what dipstick made this info board thing? pretty sure you don't spell excursion like that :-\
Where is the steam locomotive museum at ? I want to go there ....
PLEASE reply. Thanks.
Its easy to find. Just ask one of the park rangers there.
@@JPVideos81 I mean , the full address
@@my-hv9zg steamtown national historic site. Scranton Pennsylvania.
@@JPVideos81 : Thanks for your reply . I lived in New Jersey .
Scranton PA, nearly downtown. Very much worth it.
Wow... theatrum anatomicum
guys what is the whistle at the beginning of the video?
Just a sound effect i found on youtube
JPVideos but what type of whistle is it it sounds like a 5 chime
Does anybody realize the horsepower that these engines produced? You rarely see the rating of the horsepower or do they not even talk about it? I seen one engine locomotive on a video with the engine horsepower rating and it was to say the least mind-boggling for the horsepower rating was in the thousands and thousands of horsepower
Nothing more reliable than a steam engine. Just add wood/coal and water.
@EpiDemic117 Not entirely true. Steam Engines are far more dependable as they can run with several things wrong with them and still just lean into it, grunt, and get the job done. But they really did not break down much at all in the first place. If they did act up or get grumpy, most of the time you can fix them on the road if it's not a catastrophic failure. It only takes something as simple as an erroneous sensor or a fouled injector to bring down a modern Diesel and most of the time you're NOT able to just cuss and swear at it with a few cranks of a wrench and the smack of a hammer to get her going again. Towards the end of the steam era, engines that were worn out 10 times over were still being thrashed and beaten to get every last revolution of the driving wheels out of them that they could without repairing them before they were sent to the scrap lines. Side rod brasses and crank pins would be completely shot, head gasket leaks, blow by, pedestals so worn that the journal boxes slam in the frames, leaky staybolts, boiler tubes that were plugged from leaks, and yet they'd still groan and wheeze along. Hell, there were times when one cylinder would be very badly damaged and if they removed the rods on that side they could limp the damn thing home on one cylinder. Water leaks from the tender are very uncommon with steam locomotives, and nowadays if there was even a question about the boiler's structural integrity let alone a leak it would not be allowed to operate. For water supply, anywhere there's a fire hydrant, you can fill a steam engine's tender. And if you keep a trash pump with some hose on top of the tender like some lines do, in a pinch you can stop by a river and fill up there. Steam Engines are not as picky about the water you give them as a Diesel is about contaminated fuel. It just can't be salt water and it can't have a lot of mud or junk in it. And for their fuel, they can use pretty much anything that'll fit in the fire door and burn. As far as maintenance, that's not so bad either if you have half a brain. The tedious part about the maintenance is the CHECKING for loose bolts and pins, hot bearings, leaks, or cracked arch bricks which took more manpower. Keeping everything lubricated and clean was not hard, it just had to be done more frequently than with a Diesel which was the downside since the moving parts are not kept nice and clean and safe inside a pressure lubricated crankcase. Wedge and shoe adjustments or tweaking valve timing are a bit involved but no more involved than replacing a traction motor or it's gearing. If an engine is cared for and operated properly, major Boiler Work or serious Repairs to the Running Gear do not happen often. Any little things that needed to be fixed would be done during the engine's monthly boiler wash. But as with all things, Diesel or Steam, they both need to be overhauled after so many miles of hard running if they're going to be at their absolute best. Diesel took over because A) at the time (late 50's early 60's) Diesel Fuel was a hell of a lot cheaper than coal (it's the other way around today) and less of it was needed, and B) the reduction in the amount of specialized man power and infrastructure required to operate them and keep them going was drastic, since you can operate several diesels at once from one cab with one crew. There was no longer a need for firemen or boiler makers, and far less engineers, machinists, and pipe fitters. Major replacement parts could be bought off the shelf instead of needing to be machined specifically for each locomotive, though the process to actually install and adjust them can be just as complicated if not more since some areas in a Diesel Engine are extremely hard to reach, and you need to be very careful and gentle with high precision items especially if you're working on an Injection Pump, a Turbocharger, or Generator components. So really, the Diesel took over because the Convenience of it's infrastructure, which was very similar to that of the automobile, saved the railroads tons of money but at the same time it cost many men and machines their jobs. The Power and Reliability of Steam was NOT the problem, nor was running out of water, or fuel, or any other silly idea like that. The problem was the amount of money they cost the Railroad's Stockholders to run them. The Almighty Dollar. Nothing more, nothing less.
@EpiDemic117 Apparently you're not aware that Steam Engines were kept in steam continuously for over a month until their next boiler wash or scheduled outing. At night the fires were banked to keep steam up when not in use in the roundhouse. When the fire has been banked they can get into action quite rapidly. The steam hangs around 150 pounds, break up the bank in the firebox, turn the blower on, and she bounces right back to operating pressure in no time and down the road you go. You really think they dropped the fires every day? Don't be silly. Even if they did, the boiler would still be hot the next morning. Back to the reliability thing, again I'll repeat, Reliability and frequency of Maintenance intervals are TWO DIFFERENT things, I'm not sure if you're aware of that. I've already stated previously how it took less people to run diesels and how the infrastructure for their maintenance and upkeep was far more convenient. Maintenance on a Steam Engine is not difficult or rocket science, it's just tedious and time consuming. Once again I'll state it, Mechanically steam is more reliable. They have less FAILURES on the road. That's the definition of reliability, LACK of failure. Yes, they needed to be serviced frequently, but that has no negative impact on it's ability to run without breaking down. In fact, the due diligence of frequent and thorough servicing actually HELPED Reliability! And BTW, I already mentioned before you did, the capability of lashing together several diesel units and running them with one crew. You mention steam turbines being reliable in a power plant setting, apparently you're not aware of the large reciprocating piston engines that ran generators or pumping stations continuously for a year or more without stopping. In both the US and England they have enormous 15 million gallon per day or more Vertical Corliss and Walking Beam Steam Pumping Engines that ran at around 20 RPM's, and never stopped. An oiler would go around with an oil can, fill all the cups while it was running, and she'd just keep doing her job day in and out with nary a care in the world. Even adjustments were made on the fly while running. On a locomotive, maintenance was more frequent because of the extreme conditions the running gear was directly exposed to, varying speed and load, abrasive media, undulating track, etc.
As far as power distribution, if you have a well equalized steam locomotive with at least a 4.0 factor of adhesion and the required weight on drivers, along with a very skilled hand on that throttle (most importantly), wheel slip and tractive effort delivery is not an issue despite dynamic augment/hammer blow and the thrust of the cylinders. The only time wheelslip is a problem, let alone unsafe is when you have an inexperienced man at the throttle. The only reason why a diesel electric can put power to the rails so evenly is because you have at least 4 to 6 separate GEARED DOWN Traction Motors (one on each axle) with automatic traction control spreading out and sharing the load to make life a breeze for you, and all of the weight is on the driven axles but even still your tractive effort curve goes in the toilet fairly quickly once you start moving (starting and continuous tractive effort are VERY different), and traction motors DO NOT like heat very much. Whereas with a Steamer, you've got Brute Force delivered by 2 to 4 cylinders (depending on the engine) directly coupled to the driving wheels WITHOUT any gearing at all (In fact, you're actually only using a percentage of piston thrust, not even being given advantage of the torque since power is being taken at the rim of the driving wheel, not the axle center which is what the crank web is keyed to and where actual torque would be measured. And really at any given time, due to the crank phasing (90 degress relative to each other, and double acting cylinders), the engine's maximum tractive effort is actually coming from only 1 of the cylinders, either when one is on center and the other is at peak thrust, or when both of their power strokes are overlapping, the sum of the forces is about equal to the thrust of one. Yet they still make all that Power!!). Even though some adhesive weight is taken off of the drivers by the lead and trailing trucks, they can stick to the rails if you know what you're doing. Plus with steam, your maximum tractive effort remains pretty continuous for quite some time even after starting and moving at a good speed until you have to start hooking her up to allow the boiler to keep up (also to keep backpressure low and maintain good flow through the passages) but even then it doesn't drop by much, and she's just starting to get into her power band since you not only have the pulling power but now also the speed as you accelerate and gain momentum. Which means, if she'll start the load, she'll pull it. By the way, Steamers can't get enough heat, unlike a traction motor! No need to worry about frying a steam engine with too much current! Running Steam takes a considerable amount of specialized skill. A Diesel is like driving a semi-truck on rails, yes you still need "some" skill, but no where near as much as the machine is pretty much as automated as it can legally get. Dynamic Braking isn't all it's cracked up to be by the way, ever hear of something called slack? If you get happy with dynamic braking you'll find out what it is really fast. It's useful in some cases but use it too much and you're in trouble! If the train bunches up you can actually put engines and cars on the ground in the blink of an eye. You can do something very similar to dynamic braking with steam too, setting the valve gear into reverse and letting the compression of the cylinders slow you. It works QUITE well. And if that's not enough, give her a whiff of steam and you'll soon get the punch you want.
Have you ever seen the heat rejection out of a diesel? Lots of energy is wasted as heat from them as well in the exhaust just sitting there idling in the yard. Again which brings me back to banking the fire. If an engine is being hostled over night with a banked fire, the fire is just smoldering and keeping the engine warm. It's not always roaring and raging. Yes Diesels make more efficient use of the fuel they're given, but they're no angels either.
I'm not denying that Diesels are more fuel efficient as well as taking less manpower and supplies to run and maintain. I'm disagreeing about your statement about the reliability and ruggedness of a steam engine as they are by no means fragile machines and can more than hold their own in heavy Freight or fast Passenger service. Additionally, towards the end of the steam era, with the biggest engines having roller bearings and modern appliances, reliability just kept getting better and better with each development. I'll reiterate, what killed steam was the amount and cost of the Manpower, fuel, and Infrastructure it took to run them. Diesel was 10 cents a gallon when the big push was made, and the less men you needed to employ and pay as qualified crew, and the less associated infrastructure baggage you needed to carry, all the better for the stockholders.
You're entitled to your own opinion, so we'll agree to disagree. Take care.
Sorry to criticize but, 3:18 was all the time you could give this? I'm an amateur train enthusiast and I could have talked for 2 hours , edited to 35 min . Your camera moved too fast and did not focus on details.
This was filmed several years ago when I wasnt comfortable on camera or aware how long to make the video. I will be doing a longer, narrated video of this again in the near future.
Please don't tell me you, or They, chopped a real one?!?!?! There's hardly any left.
And you went ahead and did it
What whistle is that at the begining of the video?
Just a sound effect i got off youtube
The same one used for Shining time station with Thomas the tank engine.
Would have been better with a explanatory commentary.
I thought it’s a cute way
Lol
Title is "How A Locomotive Works". This is misleading. You're showing a cutaway, yes. But you AREN'T showing how it works.
10 gallons of motor oil per mile
This is a relatively inefficient mechanism. It's an older steamer with slide valves, no thermic syphons or arch bars, no feedwater heater. Even so, it could move 1400 tons of loaded rolling stock along that mile in a level switching complex. Not so bad. It would have required 35 modern 18-wheelers fully loaded with 40 tons each to move that tonnage across the same distance. Each would have used about half a gallon of diesel to do so. With that perspective, one can easily concede that transport by rail, even using steam, is a carbon bargain.
In oil-burning locomotives, efficiency is measured by the number of gallons of water evaporated in proportion to the amount of fuel oil burned. Normal for the light Pacific I used to run was a ratio of about 10 or 12 to 1. I held the record for many years when the day's end calculations showed 15:1.
It is cool but it’s just like scraping a locomotive in my opinion
BRUCE.
No, this is not "How a Locomotive Works." This is "What a Locomotive Looks Like Cut Open." The actual "How a Locomotive Works" video is (as others have noted) awaiting some narration and/or some text labels to identify the key parts, the flow of the steam, etc. It's a nice contribution and I get it that you were still new to your camera at the time...just suggesting a little "truth in advertising."
Nah man not the 0-6-0 😭
I would say cool but its a slide valve
No explanation of how a locomotive works
Hmm
Too much close up detail does not give one a chance to appreciate the engines operation. Nice museum piece and vid.
Totally disappointed what happened to the commentary on how a steam engine works not a word
This was filmed many years ago before i was comfortable talking on camera. I will be doing an updated video with commentary.
i hate when people record videos and don't say a word.
Grotesque
It is evil to destroy priceless artifacts. A model with moving wheels and valve gear would be as effective and a locomotive would not have been butchered. This is as bad as if they went out and half scrapped one of the outside engines for a demonstration of what happened to most of the steam fleet. They could call it the scrapping of steam. And that lunatic steam locomotive scrapper can have an exhibit he likes.
No narration whatsoever? Are we supposed to guess at things ? This is garbage,
By all means, go make your own video and show me how to do it.
@@JPVideos81 Point taken. Apologies for the content of the comment but the general point is still relevant.
@@stnicholas54 this was filmed several years ago before i was comfortable talking on camera. My newer content is much different now.
@@JPVideos81 That's good to know.
Waste of time
What a waste! Vandalism!
You can't restore them all..not Vandalism when they own it.
Kevin Nairn you can vandalize your own stuff...?
SteamGent All steam locos in museums should be cut like this to prevent them polluting again.
SteamLocoScrapper oh my a environmental wacko !!! Don't worry I'll keep burning King Coal anyway with or without locomotives to heat my house and showers year after year. Im sure I burn more than the occasional locomotive running about. Eat that leftist troll!! Hahahhaahahhaahaaaa
SteamGent Regardless of what you burn in your house, steam locomotives will continue to be *ripped apart with cutting torches and melted down for scrap*