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Old April 11th, 2009, 05:13 PM   #21
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I love...

Class 43 (HST)

Class 57

Class 91

Class 40

I <3 London
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Old April 11th, 2009, 09:20 PM   #22
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Originally Posted by poshbakerloo View Post
Class 43 (HST)

Class 40
First one was designed by an english industrial designer. One of my favourite too. And the last one is just unique and amazing.
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Old April 11th, 2009, 09:37 PM   #23
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Western Germany, E 103, one of the nicest locos ever:


Vmax = 200 km/h (103 118: 265km/h, 103 003 and 103 222: 280 km/h); between 7.500 and 8.000 kW.
With an one-hour rating of 10,400 kW (13,900 hp) class 103 belongs to the strongest ever-built conventional electric locomotives.
L'Amerique? C'est l'évolution de la barbarie à la décadence, sans toucher la culture.

Last edited by JoKo65; April 11th, 2009 at 09:44 PM.
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Old April 11th, 2009, 09:46 PM   #24
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Yes, definitely! 5 stars design!
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Old April 12th, 2009, 06:15 AM   #25
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Union Pacific Big Boy
Big Boy was the name given to the Union Pacific Railroad's twenty-five 4000 class 4-8-8-4 articulated steam locomotives built between 1941 and 1944 by Alco.

After the introduction of their first Challenger-type (4-6-6-4) locomotives in 1936, the Union Pacific Railroad needed a locomotive with greater sustained tractive effort and horsepower to eliminate doubleheading and helper operations on the Wasatch grades in eastern Utah and western Wyoming. In collaboration with the American Locomotive Company, the UP's design team, headed by Otto Jabelmann, re-examined the original Challengers designed by A.H. Fetters. They found that by increasing the firebox to approximately 235" x 96" (about 155 square feet), lengthening the boiler, adding four driving wheels and reducing the size of the driving wheels from 69" to 68", the desired locomotive was possible.

A Big Boy could generate over 6,290 drawbar horsepower, this is a conservative rating as the 4000's burned low quality Wyoming coal. The Big Boys were the only locomotives to have the 4-8-8-4 wheel arrangement in the Whyte notation, combining two sets of eight driving wheels with both a four-wheel leading truck for stability entering curves and a four-wheel trailing truck to support the large firebox.

The Big Boys were specifically designed to meet the need to pull a 3,600 short ton (3300 metric ton) freight train over the long 1.14% grade of the Wasatch Mountains in Utah and Wyoming. Helpers were needed for this grade at the time. Adding and removing helpers from a train slowed down the movement of trains. For such locomotives to be worthwhile, they had to be faster and more powerful than the slow mountain luggers like the earlier compound 2-8-8-0s and 2-8-8-2s UP tried after World War I. To avoid locomotive changes, the new class would need to pull long trains at sustained speed — 60 mph (100 km/h) — once past the mountain grades. Towards the end of the 4000's career in the late 1950's it was found that they could still pull more than their rated tonnage of 3600 tons. Several times their ratings were bumped up until finally it was found that they could pull 4450 tons up Sherman Hill, unassisted.

The Big Boy locomotive was articulated, per the Mallet locomotive design, but used simple (single) rather than double expansion, unlike the original Mallet design.

The Big Boys were designed for stability at 80 mph (130 km/h), so they were built with a heavy margin of reliability and safety, as they normally operated well below that speed in freight service. Optimal horsepower was achieved at about 35 mph (56 km/h); optimal tractive effort, at about 10 mph (16 km/h). Few previous articulated locomotives were capable of such speed, as were UP's earlier Challenger 4-6-6-4s. In many respects the Big Boy could be regarded as a longer, heavier and more powerful Challenger.

In total, 25 Big Boys were built, in two groups of ten and five locomotives. All were coal burning, with large grates to burn low quality Wyoming coal from mines owned by the railroad. One locomotive, #4005, was experimentally converted to oil burning. Unlike experience with the Challenger types, this change was not successful and the locomotive soon reverted to coal. The cited reason for this failure was the use of a single burner, which, with the Big Boy's larger firebox, created unsatisfactory and uneven heating. It is unknown why multiple burners were not employed, though with dieselization in full swing after 1945 the company probably lost interest in further development of steam.

The Big Boys rendered important service in the Second World War, especially since they proved so easy to fire that even a novice could do a fair job. Since many new men who were unsuited to combat service or exempted were hired by the railroads to replace crewmen who had gone to war, this proved advantageous. During the war, after German agents filed reports that the Americans had giant steam engines that were moving huge trains full of vital war material over steep mountain grades at high speed, their reports were dismissed as "impossible". Their performance in moving a huge volume of war material throughout WWII was repeatedly cited and the Big Boys are generally acclaimed as having made a huge contribution to the war effort.

Postwar increases in the price of both coal and labour and the efficiency of diesel-electric and gas-turbine motive power foretold a limited life for the Big Boys, but they were among the last steam locomotives taken out of service. The last revenue train hauled by a Big Boy was in July 1959, the last run ending early in the morning of July 21st. Most were stored operational until 1961, and four remained in operational condition at Green River, Wyoming until 1962. Their duties were gradually taken over by diesels and turbines.

It is often stated that the Big Boy was the largest steam locomotive ever built. However, this is heavily debated. For example, weight, length, horsepower and tractive effort are all categories in which a locomotive can be ranked, and in each of them a locomotive "larger" than a Big Boy can be found. However, in overall performance and reliability, among all the "heavy iron" prototypes the Big Boys were unsurpassed.

Without a tender, the Big Boy's locomotive body was the longest engine, although the smaller-diameter boiler of a Big Boy fits inside an H-8 Allegheny's boiler. The H-8 Allegheny was also somewhat heavier than a Big Boy, weighing in at 1,207,040 lb (547,500 kg).

Eight of these still survive today.

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Old April 13th, 2009, 12:47 PM   #26
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Originally Posted by JoKo65 View Post
Western Germany, E 103, one of the nicest locos ever:
I got the lego version of that for Christmas circa 1984

Only picture I can find of it:

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Old April 13th, 2009, 04:05 PM   #27
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D51 デゴイチ

C57 ばんえつ物語2008春

Last edited by japanese001; April 13th, 2009 at 04:21 PM.
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Old September 8th, 2009, 02:17 PM   #28
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One of my favourites is main line passenger diesel TEP60 built by Kolomna Works.
I think TEP60 got a really good design if to compare others built in soviet union. And the two-cycle V16 gives a really great sound. Horn is also music for my ears.
Top operational speed given by Kolomna Works is 160km/h. I think it was never used for everiday service on greater speed than 120km/h.
But it would be awasome to see this pure two-cycle power from past on flyby at 160km/h.











In Belorussian Railways(BC) cocour scheme, turns a great looking loco into.......


Don't forget to take most of your subwoofer


Now comes the sad part. There are rumours on LG(Lithuanian Railways) that this year will be the last one for TEP60 locos. LG has 5 of them in service. So it might be last year to see/hear these historical diesels. Actually youtube can't play the sound as good as it really is beacuse of it's really low frequency.

BC(Belorussian Railways) has also a punch of TEP60 in service but their colour scheme is far from being good.
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Old September 8th, 2009, 10:19 PM   #29
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I like the electric locomotives from my country, Romania

And also Taurus from Austria and BR52 from Germany

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Old September 9th, 2009, 09:33 PM   #30
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my personal favourate from the Indian Railways - the WAG 7 (all pics from **********). It is used exclusively to haul freight...

Last edited by skdubai; September 9th, 2009 at 09:45 PM.
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Old September 11th, 2009, 09:32 PM   #31
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I like this one Australian, can't find any information...

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Old September 13th, 2009, 08:49 PM   #32
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Originally Posted by juanjosagi View Post
Is it a really brand new Steamer, or a rebuilt "Brittania" type locomotive?
It realy is spanking brand new stemer A1 Pepercorn class check:
this is best initiative i've ever heard.

My favourites

fast passanger loco build before war.

also fast passanger loco (based on prewar Pt31)

freight loco (based on pre war Ty37)

Other countries but serving on Polish railways
Ty2 (German BR52)

Ty5 (German build BR50)

Pm2 (also German build BR03)

Ok1 (Prussian P8)
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Old September 21st, 2009, 11:54 AM   #33
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looks very modern indeed
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