Ten big wheels to roll her along just a working girl on the Lickey. Bertha's name is in the hall of fame. She was the only one of her kind. The first and last of the line.
Hopton Incline on tge Cromford and High Peak Railway at 1 in 14 was steeped - enthusiast specials went up using adhesion. But the steepest lines that used adhesi9n and had regular passenger services were both in Scotland, both with a gradient of 1 in 23. These were the Ballachney and Causewayend inclines. Both closed to passengers in 1930. The Mersy Railway Tunnel has a gradient of 1 in 27 and is still in use.
Yonks back, a Railway Modeller 'regular correspondent' mentioned a rail connected sandpit employing a 1:5 (!) rail connection, asserting a Jubilee could only manage a single loaded wagon. At the time, it struck pre-teen me that (a) using a Jube on that sort of working wasn't the best use of an express passenger loco and (b) said 'regular correspondent' had a habit of weighing in apropos the letters column with some distinctly .... distinct opinions!!
Another video Dawn. 1 in 37 is pretty steep. I cycle along a nearby disused railway, Hemel Hempstead to Harpenden (The Nicky line) which used to have a 1 in 39 gradient. Even cycling up it I realise just how steep it is 😀😀.
I heard a few stories of Drivers getting greedy with bankers on the Lickey. Causing cases of trains arriving and lacking enough bankers for their train as the others are still coming back to the bottom
I can see you've mostly got the idea. So heres a more accurate summation of the physics... • Friction is the resistance to movement of one surface over another. The more friction, the more resistance. • Adhesion is the tendency of two paralel surfaces to stick together. Friction on rails is very low. This results in a very low rolling resistance, requiring a very low amount of energy to overcome said rolling resistance. This is what makes trains so efficient when compared to a car. Which has high friction, and thus a high rolling resistance. Meaning it needs a comparatively high amount of energy to be added continuously into the system to maintain speed. This low friction becomes a problem on hills, where gravity pulls things down hill. Which from the trains perspective is experienced as a net force pulling the whole train and load either backwards or forwards (in the direction of down hill) In order for the train to simply maintain speed, it must be able to put enough force into the wheels to overcome the gravitational net force it is experiencing. The issue here, is that because of the low friction nature of train wheels on rails, the amount of force it can apply through the wheels is limited before the wheels loose adhesion and spin uselessly. If the amount of force the engine can apply is less than the weight of the train, then it simply can't make it up the hill. Even if the engine itself is powerful enough to generate that force. If it doesn't have enough traction to maintain adhesion at that level of required force. It simply can't make it up the hill. Also, I do enjoy your well researched content. Keep up the good work. You deserve a much higer viewer count than you're getting.
The 0-10-0 was also sometimes referred to as 'Big Emma'. That's footplate cre for you! An aside: Just before the advent of the 9Fs, BR tried the solitary LNER U1 (a 2-8-0+0-8-2 Garrett built for the Worsborough incline on the Woodhead route, then newly electrified at 1500Vdc). In diesel days, the Class 35 Hymek were tried, but the gearing proved unsuitable for banking duties.
Ten big wheels to roll her along just a working girl on the Lickey. Bertha's name is in the hall of fame. She was the only one of her kind. The first and last of the line.
Hopton Incline on tge Cromford and High Peak Railway at 1 in 14 was steeped - enthusiast specials went up using adhesion. But the steepest lines that used adhesi9n and had regular passenger services were both in Scotland, both with a gradient of 1 in 23. These were the Ballachney and Causewayend inclines. Both closed to passengers in 1930. The Mersy Railway Tunnel has a gradient of 1 in 27 and is still in use.
Yonks back, a Railway Modeller 'regular correspondent' mentioned a rail connected sandpit employing a 1:5 (!) rail connection, asserting a Jubilee could only manage a single loaded wagon. At the time, it struck pre-teen me that (a) using a Jube on that sort of working wasn't the best use of an express passenger loco and (b) said 'regular correspondent' had a habit of weighing in apropos the letters column with some distinctly .... distinct opinions!!
Merseyrail has a gradient of 1 in 21, Thameslink line has a 1 in 19 near Kings X. I would’ve thought a 1 in 14 would need a rack and pinion assist…
try the honesty of any politician for that matter.
Excellent. Thanks
You are welcome!
"10 Big Wheels" intensifies
Another video Dawn. 1 in 37 is pretty steep. I cycle along a nearby disused railway, Hemel Hempstead to Harpenden (The Nicky line) which used to have a 1 in 39 gradient. Even cycling up it I realise just how steep it is 😀😀.
I heard a few stories of Drivers getting greedy with bankers on the Lickey. Causing cases of trains arriving and lacking enough bankers for their train as the others are still coming back to the bottom
I can see you've mostly got the idea. So heres a more accurate summation of the physics...
• Friction is the resistance to movement of one surface over another. The more friction, the more resistance.
• Adhesion is the tendency of two paralel surfaces to stick together.
Friction on rails is very low. This results in a very low rolling resistance, requiring a very low amount of energy to overcome said rolling resistance. This is what makes trains so efficient when compared to a car. Which has high friction, and thus a high rolling resistance. Meaning it needs a comparatively high amount of energy to be added continuously into the system to maintain speed.
This low friction becomes a problem on hills, where gravity pulls things down hill. Which from the trains perspective is experienced as a net force pulling the whole train and load either backwards or forwards (in the direction of down hill)
In order for the train to simply maintain speed, it must be able to put enough force into the wheels to overcome the gravitational net force it is experiencing. The issue here, is that because of the low friction nature of train wheels on rails, the amount of force it can apply through the wheels is limited before the wheels loose adhesion and spin uselessly.
If the amount of force the engine can apply is less than the weight of the train, then it simply can't make it up the hill. Even if the engine itself is powerful enough to generate that force. If it doesn't have enough traction to maintain adhesion at that level of required force. It simply can't make it up the hill.
Also, I do enjoy your well researched content. Keep up the good work. You deserve a much higer viewer count than you're getting.
thank you, physics is not my strong suit and you explained it better than I ever could.
Another interesting video. Loved learning about Big Bertha. ThAnkyou.
The 0-10-0 was also sometimes referred to as 'Big Emma'. That's footplate cre for you!
An aside: Just before the advent of the 9Fs, BR tried the solitary LNER U1 (a 2-8-0+0-8-2 Garrett built for the Worsborough incline on the Woodhead route, then newly electrified at 1500Vdc).
In diesel days, the Class 35 Hymek were tried, but the gearing proved unsuitable for banking duties.
Good narrative. Thank you. Gratuitous slur on Trump NOT appreciated. Stick to trains, please.
Ok video until you took a swing at Trump, what about sleepy joe? thumps down
For calling Trump a liar, you just lost a subscriber.
And gained one for telling the truth 👍
There's no evidence you ever were a subscriber. How did your bleach injection work out?
@@Deepthought-42Wonder who didn't like a post which simply said "Two, actually"?
no great loss then bye bye
what?