I got on TH-cam 2 hours ago to watch a video on how to repair the brake light switch on my truck...and here I am....watching an Oleo End stop test. Life is good tonight.
Well yeah, cuz it's just lying on the ballast, not hammered to the ground or anything, and I don't think this track was made for these kinds of mass centre shifts
ha, that's not a good thing. this is a toy junk train, were this a grainer or coal or tanker train the mass would push this end stop for several kilometers or bust the head of the rail off and thus eliminating the stop completely. less than 100nm of clamping force to the rail is preferred and more slide is required. this stop is okay for low speed yard work at end of rails. however this wouldn't stop a runaway train before it derails. also if these were longer trains the 100+nm of clamping force would cause the other trucksets further back to jump the tracks and accordion the remainder of the train in a very bad wreck. such a thing as stopping too much weight too fast weakest link in the chain breaking law of motion going on here. lifting the ties out of the ballast is very bad it means you've put a hill in the rails that is not safe to run over any more at over 5kmph as it could cause a derailment either in a tall car sway if the hill is not perfectly parallel. also that the ties are not properly seated to the base of the ground and can also sway unevenly not in parallel and with the 10,000+tons to 80,000 ton loads if a rail gets more than 3º out of vertical alignment it is subject to the pressure of the weight overhead just force laying it over on it's sides as the wheels flex pressure the rail over and that's just one wheel, in a train consist of 100-240 cars x4 wheel sets that's 200 to 480 (400-960) times just one wheel can force this to happen. how many times can you hit a nail on the head before it breaks? well every joint is the nailhead as well as every meter of rail that is out of vertical alignment. it's just a matter of time after that. an E stop such as this would require that MoW crews must inspect and retamp and realign that entire section of rail block before any further rail traffic could be allowed over it due to this 'slight' damage. bending rail vertically this much this fast would have long term effect i would logically think. it's the best way i know to break metal apart by hand since rail is designed to bend side to side quite a bit.
This is the most adorable Engineering Company in the world. Answering a huge number of goofy questions from the general public who know nothing about railways, using "completely serious engineering face". This is the Engineering equivalent of a kitten video.
Thank you for your comments Jake Dark. If you are interested in finding out more about our End Stops we do have an End Stop Forum on Linked In. Please feel free to join www.linkedin.com/groups/8587022
I'm sorry, I didn't mean any insults. I really think it's cool, most engineering companies would just become frustrated and angry at the general public posting questions. These guys are staying cool and professional, and satisfying people's curiosity. I've never seen End Stops work, but now I have, and I have some knowledge as to how they work and appreciate the amazing feat of stopping even part of a train in a short distance.
I like how the whole device just slides down the rail and tries to brake the train beyond the buffer point. So instead of having a stationary buffer we have a dynamic one which tries to stop the train without causing much damage.
Niall Sherwood: reasonably, a hydraulic buffer stop can absorb anywhere up to 3600kJ of energy without sliding. For this, 'long' buffers are required at a approximately 8.7m in length and 3m of stroke.
The guards van has been set up to use for testing, we can put various hydraulic buffers on it to test in conjunction with end stops or for collisions with other trains. It is to test the buffers performance.
Depending on train mass, the max. velocity buffer stops are designed up to is 30kmph. Anything greater would cause damage to the train/buffer stop/track and would require an unreasonable distance to slide. If you're interested, you can find more information on our forum www.linkedin.com/groups/8587022
This perfectly demonstrates what buffers are supposed to do (in the countries that still use them). They're there to provide a safe working space for the shunter to couple vehicles together, and to cushion the impact between vehicles and buffer stops.
It'd be like not having any travel at all, what with the hundreds of thousands of pounds of force it takes to compress them. You could just weld the ones you have to get near enough the same effect.
1:36 I love how the engineer switches between Shanghainese, Mandarin, and English to try and convey his point: very relatable when you forget a term in one language and you substitute the other
I remember an incoming steam train kissing the buffer-stops at Waterloo many years ago. It stopped the train without drama, but everyone nearby got covered with crap from the track when the water blasted out of the rams. Entertaining when I was a child, probably gone now.
nlo114 Gordon Hoad a Brighton driver who started at 9 elms , once told me about a night turn at Waterloo where they'd use an M7 tank on each platform in turn and drive it into the hydraulic buffer stops at 15/20 mph. This tested them on a regular basis stopping the energy of a train overrunning at a lower speed. Stops are still there
Scream no more! We've also conducted hydraulic buffer stop testing in Shanghai, see the following video with an impact at 25kmph and note the long distance required to slide to absorb the energy - th-cam.com/video/QnaXrSeFO5c/w-d-xo.html
What most people don't realize is that often you want this type of stop to move a bit! A sudden and complete stop will damage the track, probably cause a derailment, damage the rolling equipment/stock, etc. The sliding lengthens the amount of total time for the rolling stock/equipment to come to a complete stop lessening the effects on everything!
This video was uploaded 10 years ago, were monetizing on youtube wasn't a thing (OK, nowadays it isn't a thing anymore either, now there is Patreon) and folks did actual work for a living instead of clickbaiting for mostly useless content. So this video shines a bright light: No clickbait, actual rather useful content and under this circumstances it doesn't matter that this was filmed with a potato.
You should try to use the impact dampeners as hydraulic master cylinder and replace the shoes by calipers with brake pads. So the more the train pushes,the more the system is clamping the strucure on the rails. You can use a pressure limiter and even more fun,an hydraulic accumulator to have a smooth progressive rising braking force with adjustable reaction delay. Now you can send me a check if you want.
michaelovitch... 'sign him up!!'. We're always looking to improve our technology and launch new systems into the market. Oleo, the manufacturer of the above device are the pioneers of the 'gas hydraulic buffer' used on such devices, within couplers and within side buffers of trains. Buffer stops are often driven by price. It's important we provide technology that meets the specification whilst remaining cost effective. See more here: www.linkedin.com/groups/8587022 and of course, keep the suggestions coming ;)
That end stop looks like the face of the alien puppets from Sesame Street. I couldn't not hear its voice going "Nnnnope nope nope nope nope nope nope!" when it was stopping the train.
Buffer stops are generally installed on new track, often with concrete sleepers. When installing on an old track such as this, we would reinforce the track to prevent the uplift as seen in the video above. The function of this was to test the performance of the hydraulic buffers in combination with the friction devices.
This is excellent. It would probably be good to solve the prevention of lifting the rails from the bed, which is given by the mounting lever. But as an emergency train stop it is excellent.
I have no idea why this is in my recommendations, but alright TH-cam. Really pretty impressive how quickly it stops the train, considering how much mass is moving.
I wonder why they wouldn’t increase the length of the device. Doing so may reduce the flex on the rails and the tendency to lift the rails up. I’m not an engineer but it seems like that would help
Any chances the ES2000 will be back in stock later this year? I use 3 of them on a daily basis. My whole neighbourhood now wants some for themselves. Thanks for your great work!
Stopping that much mass in that short a distance is bloody impressive, even if it's at 'just a few km/h'. It's still an ungodly amount of kinetic energy.
RockyRailroad Animation The test was filmed at a test track facility in Long Marston, England. The guards van is provided by the test facility for impact testing.
Better if the bumpers are located closer to the rails, to reduce flexing and possible damage to the rails, and ballast ingress under the ties. Otherwise a unit with a longer base might be better to reduce the upward tilting of the end stop.
The braking force is applied and controlled by the friction elements which are attached around the rail head and fitted under and in some cases behind the End Stop. The friction elements are not attached to the End Stop frame and rather loose in pockets under the frame. The anti-lifting clamps at the front of the End Stop which prevent the End Stop from leaving the track are essentially loose as to not provide a great deal of extra braking force. The anti-lifting clamps are standard parts designed to fit around a number of different rail profiles, hence a degree of lifting upon impact.
I didn't even notice the stop lifting from the tracks. I will have to watch a second time. I did see the tracks, themselves, lifting, along with the ties.
Impact test 17 was very impressive, but a better heavier duty mechanism would be required to arrest a full size vehicle impacting buffer stops in a sensitive location. In real life scenarios, greater impacts than this could be expected to occur.
Yes, a train should rarely, if ever touch the buffers. Hit the buffers even at slow speed is to be avoided. It's to stop a train from flying off the end of the track, potentially into bystanders.
To protect against runaway trains, sand drags have been used. If you want to see one there is one at Goathland Station on the North Yorkshire Moors Railway. In more extreme circumstances there have been wagon traps on inclined planes. If you go to Sheep Pastures incline near Matlock there is a wagon trap near the bottom of the incline and still has the smashed remains of a wagon in it.
If you ever lifted a 1 foot section of rail, you will really appreciate the forces demonstrated here. When the stop is transferring so much energy into the rail, that it short lifts it off the ground, bending it up and toward the rig...incredible.
I was thinking the relevant figure would be the kinetic energy. Mass and speed are given in different comments and replies, so K. E. could be computed.
' many wood sticks on the ground with 2 metal tracks are not good... need ttime o change better strong cement = concrete sticks on the ground with 2 metal tracks
bestamerica Yes, you're correct. This was filmed on a test track which was quite dated. Buffer stops are generally installed on new track, often with concrete sleepers. When installing on an old track such as this, we would reinforce the track to prevent the uplift as seen in the video above. The function of this was to test the performance of the hydraulic buffers in combination with the friction devices.
In the UK we have been using concrete and now sometimes pressed steel ties on main lines since the 60s. I did see a line being renewed recently in the US using heavy duty concrete ties. I guess the price difference of timber between the UK and the US has a lot to do with why we went over to concrete so early.
Independent brake blocks/clamps at intervals behind the stop would "bunch up" forming a scalable and progressive braking force depending on the speed of impact.
I got on TH-cam 2 hours ago to watch a video on how to repair the brake light switch on my truck...and here I am....watching an Oleo End stop test. Life is good tonight.
Kek.
Ok
Lmao😂😂
@@Astrophysix1 hmm
HAHA!
Why am I watching this at 2 AM
Bruhhhhhhh
Dude seriously? Even here?
even the great Justin Y. has existential thoughts
It's 7am and I am wondering the same thing. COVID?
Just like me
3:54 is the fastest impact in case anyone just wants that 😉
thanks
call me Rockyy me?
Thank's
Now that’s a lot of sparks
@@CJTynan That's a lotta damage!
4:04 I like how when the static friction hits the entire rail lifts up.
lol
Well yeah, cuz it's just lying on the ballast, not hammered to the ground or anything, and I don't think this track was made for these kinds of mass centre shifts
@@EPmager Considering how rarely a train will ram a bumper this hard, it kinda doesn't matter. Just looks impressiv.
ha, that's not a good thing. this is a toy junk train, were this a grainer or coal or tanker train the mass would push this end stop for several kilometers or bust the head of the rail off and thus eliminating the stop completely. less than 100nm of clamping force to the rail is preferred and more slide is required. this stop is okay for low speed yard work at end of rails.
however this wouldn't stop a runaway train before it derails. also if these were longer trains the 100+nm of clamping force would cause the other trucksets further back to jump the tracks and accordion the remainder of the train in a very bad wreck. such a thing as stopping too much weight too fast weakest link in the chain breaking law of motion going on here.
lifting the ties out of the ballast is very bad it means you've put a hill in the rails that is not safe to run over any more at over 5kmph as it could cause a derailment either in a tall car sway if the hill is not perfectly parallel. also that the ties are not properly seated to the base of the ground and can also sway unevenly not in parallel and with the 10,000+tons to 80,000 ton loads if a rail gets more than 3º out of vertical alignment it is subject to the pressure of the weight overhead just force laying it over on it's sides as the wheels flex pressure the rail over and that's just one wheel, in a train consist of 100-240 cars x4 wheel sets that's 200 to 480 (400-960) times just one wheel can force this to happen. how many times can you hit a nail on the head before it breaks? well every joint is the nailhead as well as every meter of rail that is out of vertical alignment. it's just a matter of time after that.
an E stop such as this would require that MoW crews must inspect and retamp and realign that entire section of rail block before any further rail traffic could be allowed over it due to this 'slight' damage. bending rail vertically this much this fast would have long term effect i would logically think. it's the best way i know to break metal apart by hand since rail is designed to bend side to side quite a bit.
You would be surprised how easy it is to lift rail up.
This is the most adorable Engineering Company in the world. Answering a huge number of goofy questions from the general public who know nothing about railways, using "completely serious engineering face". This is the Engineering equivalent of a kitten video.
Thank you for your comments Jake Dark. If you are interested in finding out more about our End Stops we do have an End Stop Forum on Linked In. Please feel free to join www.linkedin.com/groups/8587022
I'm sorry, I didn't mean any insults. I really think it's cool, most engineering companies would just become frustrated and angry at the general public posting questions. These guys are staying cool and professional, and satisfying people's curiosity. I've never seen End Stops work, but now I have, and I have some knowledge as to how they work and appreciate the amazing feat of stopping even part of a train in a short distance.
Wow super condescending and bigoted
@@forest487 bait detected, opinion rejected.
@@forest487 You are hereby denied and banished from space and time.
That's so cool! The balancing between stopping a heavy load in resonable distance and not causing much damage by making the stop too fast
I like how the whole device just slides down the rail and tries to brake the train beyond the buffer point. So instead of having a stationary buffer we have a dynamic one which tries to stop the train without causing much damage.
How much impact. per square inch can a hydraulic buffer stop take? Very interesting i would Like to know.
Niall Sherwood: reasonably, a hydraulic buffer stop can absorb anywhere up to 3600kJ of energy without sliding. For this, 'long' buffers are required at a approximately 8.7m in length and 3m of stroke.
Also buffers on the train as well
@@Chalado-Schamane
Except buffers don’t apply to certain countries. For example here in the U.S. trains don’t have buffers.
@@Bassotronics i didn't expect to see you here. i love them bass
The guards van has been set up to use for testing, we can put various hydraulic buffers on it to test in conjunction with end stops or for collisions with other trains. It is to test the buffers performance.
OLEOSavery how about when they’re old and rusty? Or when they get hit and stay stuck in?
These old LNER break vans were built to last apparently.
abrr2000 haha still on railfrieght livery
Did it take any damage during the testing?
I saw that some of the later tests didn't have hydraulic buffers on them. Is there ever a reason to not have them?
Where is the 600kph test?
Amtrak SC-44 Fan 2105 Are you serious
Amtrak SC-44 Fan 2105 What about 99mph
Depending on train mass, the max. velocity buffer stops are designed up to is 30kmph. Anything greater would cause damage to the train/buffer stop/track and would require an unreasonable distance to slide. If you're interested, you can find more information on our forum www.linkedin.com/groups/8587022
In essence.. the most serious possible disaster that could work to prevent is a train that is almost stopped already.
that last one fucked the track, i guarantee if the rails were examined they would be full of stress fractures
This perfectly demonstrates what buffers are supposed to do (in the countries that still use them). They're there to provide a safe working space for the shunter to couple vehicles together, and to cushion the impact between vehicles and buffer stops.
Need a pair for those forks for my bike!
20 metre dropoffs haha
haha
It'd be like not having any travel at all, what with the hundreds of thousands of pounds of force it takes to compress them. You could just weld the ones you have to get near enough the same effect.
@@schroschbrot4418 LOL WHY DOES IT SAY TO TRANSLATE AND HAHA IS LOL
@@poolshoesandrandomscrews1156 ikr that's fucking hilarious 😂
1:36 I love how the engineer switches between Shanghainese, Mandarin, and English to try and convey his point:
very relatable when you forget a term in one language and you substitute the other
I remember an incoming steam train kissing the buffer-stops at Waterloo many years ago. It stopped the train without drama, but everyone nearby got covered with crap from the track when the water blasted out of the rams. Entertaining when I was a child, probably gone now.
nlo114 Gordon Hoad a Brighton driver who started at 9 elms , once told me about a night turn at Waterloo where they'd use an M7 tank on each platform in turn and drive it into the hydraulic buffer stops at 15/20 mph. This tested them on a regular basis stopping the energy of a train overrunning at a lower speed. Stops are still there
I’m very impressed, that’s a lot of weight and momentum and it doesn’t seem to care, it just brings it to a stop
Sleep or watch a train stop over and over?
Interesting to watch, but im still screaming hit the thing harder. Like 20mph or 32/33kmh
Scream no more! We've also conducted hydraulic buffer stop testing in Shanghai, see the following video with an impact at 25kmph and note the long distance required to slide to absorb the energy - th-cam.com/video/QnaXrSeFO5c/w-d-xo.html
Full power shinkansen
Please try this at like 60 mph with a freight train with atleast 100 carts!
@@sebbekartellen6493 That would most certainly cause enough track damage and still derail a train. The buffer would need to be 10s of meters long.
What most people don't realize is that often you want this type of stop to move a bit! A sudden and complete stop will damage the track, probably cause a derailment, damage the rolling equipment/stock, etc. The sliding lengthens the amount of total time for the rolling stock/equipment to come to a complete stop lessening the effects on everything!
It's the same principle behind crumple zones in cars! You don't necessarily want rigidity, but to spread out impact as much as practical.
It’s 3 am
I have finals tomorrow
Why am I watching this???
To learn about Oleo's product testing results.
Good taste in videos
@@lilturkey5406 depending on the nature of the finals, that can be very informative
My favorite part of this video is how jazzed the guys are when the buffer stops the train. "Whoa!" "Ah!"
Amazing seeing the rails lift up under the force, but the end stop sliding to bleed off the force is a really interesting idea
I think you know it's quite the lot of force when your literally lifting the rails and sleepers off the gravel!
I have watched a lot of TH-cam, this is one of the most random videos I've come across that I still thoroughly enjoyed
i like how near the end the break van nearly destroys the buffer stop!
Please! Brake.
I love the super heavy clanking and thudding sounds trains and rail equipment make, very powerful and satisfying sounding.
That stop is like "YOU SHALL NOT PASS"
But the train keeps on trying
Wow thats some impressive stopping power :) it lifts and twists the rails
Truly the best content around
No BS thumbnail
No "only 50% are subscribed so you should" nonsense
Just pure unhindered content.
This video was uploaded 10 years ago, were monetizing on youtube wasn't a thing (OK, nowadays it isn't a thing anymore either, now there is Patreon) and folks did actual work for a living instead of clickbaiting for mostly useless content.
So this video shines a bright light: No clickbait, actual rather useful content and under this circumstances it doesn't matter that this was filmed with a potato.
Why does TH-cam recommend this at 2am?
Why do I proceed to watch this at 2am?
The world may never know
You should try to use the impact dampeners as hydraulic master cylinder and replace the shoes by calipers with brake pads.
So the more the train pushes,the more the system is clamping the strucure on the rails.
You can use a pressure limiter and even more fun,an hydraulic accumulator to have a smooth progressive rising braking force with adjustable reaction delay.
Now you can send me a check if you want.
michaelovitch... 'sign him up!!'. We're always looking to improve our technology and launch new systems into the market. Oleo, the manufacturer of the above device are the pioneers of the 'gas hydraulic buffer' used on such devices, within couplers and within side buffers of trains. Buffer stops are often driven by price. It's important we provide technology that meets the specification whilst remaining cost effective. See more here: www.linkedin.com/groups/8587022 and of course, keep the suggestions coming ;)
No,i stop there,because i know i will get nothing in return.
I screwed myself pretty good already.
That end stop looks like the face of the alien puppets from Sesame Street.
I couldn't not hear its voice going "Nnnnope nope nope nope nope nope nope!" when it was stopping the train.
3:55 the fastest Impact for everyone
Percy : I have to stop I have to stop I have stopped.
Lali Vang Thomas is it you?
I was waiting for Thomas comment
I'm so confused on: 1) Why this was on my feed. 2) why I watched the whole video. 3) wtf I just watched 4) did it pass?!
You sir, just summed it up perfectly.
For all the mass it has to stop that is quite impressive!
I would love to see this with a thermal Imaging camera
STOP! You're killing me with the COoLness of this test
You would think the engineer of the train would figure it out by now that he can't back up
Train Stops
Engineering Crew: WoooWwwW
I love their enthusiasm!
The impact is bending the rails.. damn
it shouldn't bend the rails as it woudl disturb the ballast.
Buffer stops are generally installed on new track, often with concrete sleepers. When installing on an old track such as this, we would reinforce the track to prevent the uplift as seen in the video above. The function of this was to test the performance of the hydraulic buffers in combination with the friction devices.
This is excellent. It would probably be good to solve the prevention of lifting the rails from the bed, which is given by the mounting lever. But as an emergency train stop it is excellent.
I have no idea why this is in my recommendations, but alright TH-cam. Really pretty impressive how quickly it stops the train, considering how much mass is moving.
happy sunday everyone hope your all having a good day
If only spider man had one of these in spider man 2 :/
Bro, did I just sit here and watch heavy metal engineering at work for the past five minutes?
Yeah. And I would do it again.
The passengers are probably thinking what in THE hell is going on.
バッファーストップは大きな事故にならないほど､連結器でおさえられて､さすがなアイデアです❗❗
How much gross weight would the test set of carriges be?
Luke Walker The train was made up of 8 individual cars with an overall mass of 173t.
I wonder why they wouldn’t increase the length of the device. Doing so may reduce the flex on the rails and the tendency to lift the rails up. I’m not an engineer but it seems like that would help
Any chances the ES2000 will be back in stock later this year? I use 3 of them on a daily basis. My whole neighbourhood now wants some for themselves. Thanks for your great work!
Damn supply chain issues! Trains are just going around unbuffered!
3:41 the clanking sound comes from the couplings?
I like it! If I had a train I'd get two!
Именно это я хотел увидеть в 3:49 ночи 20 ноября 2021 года. Спасибо великие алгоритмы Ютуба!
Did you try it in GTA V ???
this randomly became the best video to watch while i finished my lunch
I thing that would spill my tea!
a very important note to take.
i didn't know I needed to watch this but here comes Recommendeds with another Hood Classic
what's the total mass of the train in this test setup?
Christian Wennrich The train was made up of 8 individual cars with an overall mass of 173t.
Stopping that much mass in that short a distance is bloody impressive, even if it's at 'just a few km/h'. It's still an ungodly amount of kinetic energy.
Total mass of less than one locomotive. With no less than fourteen independent shock absorbers distributing the force among eight rolling units.
I really love the crunch, ding noise after impact.
The algorithm has gathered all here once more
The brake sounds like some medieval age of empires or something game clanging swords
Why are they using a vintage guard's van?
RockyRailroad Animation I simply don't know
cause it's free
RockyRailroad Animation The test was filmed at a test track facility in Long Marston, England. The guards van is provided by the test facility for impact testing.
Built like a rock.
They have heavy concrete weights in the chassis to help with braking so are very heavy
10 years passed and youtube still recommend this video
That works surprisingly well! But I'm curious what size of train it can handle.
What size train do you have?
People who live nearby must've loved to listen to that all day.
But will it stop the train in GTA 5?
Better if the bumpers are located closer to the rails, to reduce flexing and possible damage to the rails, and ballast ingress under the ties. Otherwise a unit with a longer base might be better to reduce the upward tilting of the end stop.
Chuck Norris must be resting in that tent :D
Anyone watching in 2024
↓
Why is the front of the stop allowed to lift?
The braking force is applied and controlled by the friction elements which are attached around the rail head and fitted under and in some cases behind the End Stop. The friction elements are not attached to the End Stop frame and rather loose in pockets under the frame. The anti-lifting clamps at the front of the End Stop which prevent the End Stop from leaving the track are essentially loose as to not provide a great deal of extra braking force. The anti-lifting clamps are standard parts designed to fit around a number of different rail profiles, hence a degree of lifting upon impact.
Thanks.
I didn't even notice the stop lifting from the tracks. I will have to watch a second time. I did see the tracks, themselves, lifting, along with the ties.
There exists footage on IIRC the NFA website of the tests conducted in 1947 by the LNER on the buffer stops they used across their network.
Impact test 17 was very impressive, but a better heavier duty mechanism would be required to arrest a full size vehicle impacting buffer stops in a sensitive location.
In real life scenarios, greater impacts than this could be expected to occur.
I like the sound these old wagons make.
doesn't looks to good for the track. I'm guessing this is just for emergencies?
Yes, a train should rarely, if ever touch the buffers. Hit the buffers even at slow speed is to be avoided. It's to stop a train from flying off the end of the track, potentially into bystanders.
"Thomas biffed right into the buffers."
Looks like a fun job.
Interesting if they developed it further into a full runaway siding...
Not that many would invest, but it shows the technology is there.
To protect against runaway trains, sand drags have been used. If you want to see one there is one at Goathland Station on the North Yorkshire Moors Railway. In more extreme circumstances there have been wagon traps on inclined planes. If you go to Sheep Pastures incline near Matlock there is a wagon trap near the bottom of the incline and still has the smashed remains of a wagon in it.
A hard-hitting video ;)
This is kind of fun, and if I close my eyes, it sounds just like modern music.
I'm impressed.
If you ever lifted a 1 foot section of rail, you will really appreciate the forces demonstrated here. When the stop is transferring so much energy into the rail, that it short lifts it off the ground, bending it up and toward the rig...incredible.
TH-cam algorithm be like: "You need to see this"
Bloody hell, why did I just watch the full 6.34 minutes of this.
I couldn't stop it!
Where was this filmed?
It seems like England - the accents, the vehicles and the environment
Oliver Keating it is england but i dont know the location looks like some preserved railway or an industrial railway
This was filmed at Long Marston test track in Warwickshire, England.
OLEOSavery. Thank you.
Are you sure? Looks more like the Ecclesbourne Valley Railway to me. There are several volunteers in the video that I recognise.
What an ingenious idea to let it slide along the track after impact.
Fizzling fireboxes why am i watching this!
Woah...
Can I use some part of this video in my train compilation video credit to you in video will be given
thank you for posting
Buffer stop Like that are not for speeding into a siding I would.say for only stop wagons etc derailing is this sort of thin necessary?
"That's what buffers are for, to stop engines from crashing"
3:14 the chatter from those shoes reminded me of the first strike of arc/stick welding
so its to stop trains?
Jordan Wilkison - Yes that's correct. Buffer stops are used at the end of mainline tracks, within depots, at the end of test tracks and sidings.
The velocity is unimportant without accounting for mass too. What is the force being applied?
I was thinking the relevant figure would be the kinetic energy. Mass and speed are given in different comments and replies, so K. E. could be computed.
'
many wood sticks on the ground with 2 metal tracks are not good...
need ttime o change better strong cement = concrete sticks on the ground with 2 metal tracks
bestamerica Yes, you're correct. This was filmed on a test track which was quite dated. Buffer stops are generally installed on new track, often with concrete sleepers. When installing on an old track such as this, we would reinforce the track to prevent the uplift as seen in the video above. The function of this was to test the performance of the hydraulic buffers in combination with the friction devices.
Looks like normal track in the US to me.
In the UK we have been using concrete and now sometimes pressed steel ties on main lines since the 60s. I did see a line being renewed recently in the US using heavy duty concrete ties. I guess the price difference of timber between the UK and the US has a lot to do with why we went over to concrete so early.
hi T...
thank explain about train on the tracks with concretes blocks are better than woods
We can slow train continously with multiple it . If the train out brake
1:44 _"Say yego ni99a so many!"_
Interesting yet simple bumping post to avoid direct collision with fixed objects.
What did you think was gonna happen?
Dang thomas wasnt lying the couplers and buffers really do sound like that
But what happens at 100 km/h?
You die
Independent brake blocks/clamps at intervals behind the stop would "bunch up" forming a scalable and progressive braking force depending on the speed of impact.