Best diesel locomotive like animals (resemble by appearance and weight)

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Notes:

• Main types of trains include Diesel Electric, Diesel Hydraulic, and Electric, with most suburban trains being Electric.
• Diesel Electric trains have a massive Diesel engine that runs a generator to create their own electricity which is then put into electric motors to drive the wheels.
• Each carriage or truck weighs roughly 20 tonnes and the train is overcoming friction generated by the weight on the rails.
• Torque graph for electric motors is a flat line, meaning the torque is constant across all RPMs.
• Trains generate heaps of power and can take a lot of time to get up to speed.
• The braking system is usually an air system that is run through the full length of the train.
• A fully loaded train car can weigh over 100 tons, whereas most automobiles weigh more than one ton.
• Trains generally run at close to 1.0 HP/T in an ideal world, but may stretch to .8 HP/T if they’re running short on locomotives.
• A fully loaded coal/oil/grain train even on flat territory would generally have 3 locomotives, 2 in front, and one at the rear, all controlled from the lead locomotive. At 17,000 tons, a fully loaded coal train needs at least 3 locomotives to operate on most lines.
• Helper locomotives may be added for steep inclines to help move the train up the hill.
• Grade resistance is roughly the same as the grade percent.
• Trains may draft to lower the force needed to move at higher speeds.
• Losing static friction on wheels may cause skidding and loss of control.
• Engines able to produce over 5000 ft-lbs of torque at the output of the drive-motors.
• It takes a very large impulse to move a train that has a large amount of inertia compared to wheel friction.

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• Diesel-electric drive trains are used in US freight trains, where the engines act as a generator that drives electric motors.
• Turbines are the most efficient way to produce electricity.
• Turbines are ungodly inefficient at low speed power.
• Union Pacific’s General Electric turbine locomotives (GTEL’s) were some examples of turbine locomotives.
• The GTELs used a 3 unit consist for each motive with a massive amount of fuel.
• Bunker C fuel had no other use during the time of the GTELs, and it was first cheap.
• GTELs also used more fuel than diesel.
• GTELs were exceptionally loud.
• A CFM56 burns 126 gallons per hour at idle.
• GTEL stands for “Gas Turbine-Electric Locomotive.”
• The 3rd generation GTEL is the locomotive with the highest horsepower output ever made when considering all three parts as a single unit.
• The next closest would be the EMD DDA40X, also used by UP, at 6600hp.
• The GE AC6000CW at 6000hp.
• The current gold standard freight locomotive, the GE Evolution Series, is rated at about 4400hp.
• Estimating the horsepower of steam locomotives is very difficult.
• A steam locomotive’s peak horsepower is only limited by the size of the pipes and their ability to feed the cylinders.
• Sustainable HP is a different matter and is a boiler heat capacity issue.
• The Big Boy’s power output is just under 6300 hp at 35 mph.
• Steam locomotives are much harder to lash up than diesels.
• With steam locos, you need to have crews in both that are constantly communicating to keep the power output the same.
• With diesels and modern MU controls, you only need to crew the lead unit.
• You could easily pull what a Big Boy can with a pair of GEVOs and then some for less.
• Steam power can be made as low maintenance today with modern things like ball bearings and electronic controls.
• Modern controls and designs could make a steam plant fully automated and safe from dangerous explosions.
• The exhaust expelled from the ‘Big Blow’ turbines was exceptionally hot.
• The story that the concrete above beginning to melt after a Big Blow turbine was left running under an overpass is not true.
• Concrete is composed of interlocked silicate crystals with water as part of their structure.
• Water

• The webpage describes a locomotive model built for the U.S Army Transportation Corps in 1953.
• The H12-44 is equipped with a unique 6-cylinder 1200HP Opposed-piston Diesel Engine.
• The locomotive was used as a switch engine throughout the United States during the 1950s.
• One reddit user in the comments links to an operating guide for the H12-44 locomotive.
• Another user compares the H12-44 to the British BR Class 08 locomotive.
• The H12-44 is larger than the BR Class 08 and is described as massive.
• One reddit user comments about an H12-44 operating at a museum where they volunteer as a conductor.
• The H12-44 engine is powerful, and it pulls an 0-4-0 steam locomotive up a hill block with ease.
• The museum website for the H12-44 includes specifications and detailed information about the locomotive.
• The H12-44 has a weight of 120 tons and a length of approximately 56 feet.
• The engine was used by the U.S. Army as well as by various railway companies in the United States.
• The H12-44 locomotive has a distinctive, boxy appearance.
• The locomotive was primarily used for switching and transfer activities in rail yards.
• The design of the H12-44 was inspired by the World War II locomotive used by the British Army.
• The engine was built by Fairbanks-Morse in the 1950s.
• The H12-44 was also equipped with dynamic and air brakes.
• The H12-44 was used exclusively in North America, making it distinct from other locomotives built by Fairbanks-Morse that were exported around the world.

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• Reddit post titled “Reliable Historical sources?” with 5 points
• Discussion on reliable historical sources for learning and what is considered to be unreliable
• Peer-reviewed papers and respected historians in their field of study are emphasized as reliable sources
• Within peer-reviewed papers, reliable and accurate primary sources and secondary sources are found that piece together a logical, sequenced and synthesized discussion on historical topics
• Academic communities, experts, historians, and peer-reviewed journals are recommended sources
• Do not rely on YouTube videos for accurate historical sources
• Academic publishers like Princeton, Chicago, UC Berkeley, Oxford, Cambridge are recommended
• Companion books from Cambridge, Blackwell, and Routledge are helpful for social, cultural, or historical things and people
• For really big topics, Wikipedia is actually a good starting point for finding references
• Suggestions for learning about Eastern history, specifically Far East in Asia, are provided (e.g. “Mao’s Great Famine” by Frank Dikotter for modern China)
• Primary sources are generally considered the best and secondary sources can also be good
• Check a book’s use of citations like endnotes or footnotes, and check what it is using as reference material
• Avoid very old books/articles unless they are important for their historiographical value
• There is some disagreement within the comments on avoiding outdated sources
• For those with no academic background, it is better to stick to secondary sources (peer-reviewed academic works)
• Full objectivity is a lie, but academic peer-reviewed works strive to approach it as close as possible with a focus on methodology
• The importance of historical criticism course for students of history
• Primary contemporary sources can be inherently biased due to lack of tools and methodology available to historical writers in the past
• Gibbon’s anti-Christian bias, Plutarch’s moral parallels, and Livius’ portrayal of Roman history catered to high Roman Augustan society are given as examples of biased sources
• Regarding bias, note that some matters and some do not for a novice reader
• Churchill’s account of WWII is considered a poor source for actually learning about WWII
• Recommended to start with academic peer-reviewed works to learn what actually happened rather than the limited and distorted scope of a primary work
• Be wary of recommending secondary sources with too much jargon
• Peer-reviewed academic works are accessible and not always filled with jargon
• The Extra Credits series on Süleyman relied on outdated and bad sources and was heavily criticized.

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Relevant: True Importance: 3 Notes:

• Discussion revolves around the possibility of direct drive diesel locomotives and how it compares to diesel-electric locomotives
• One user is asking whether direct drive diesel locomotives were ever built; while there are some examples, it wasn’t used extensively due to its numerous inefficiencies
• Diesel-electric locomotives and their components such as generators and traction motors are relatively cheaper to maintain as compared to transmission components of a direct-drive locomotive
• A direct-drive system for locomotives will need a multi-speed transmission and additional gears, which can take up a lot of space in the locomotive
• Diesel-electrics can operate in an optimal power band due to their flexible RPM control, while direct-drive diesel locomotives can’t handle huge torques at zero speed
• Container ships have clutches that separate the propeller shaft and the engine, but these have wet clutches that are comparable to motorcycles rather than dry plates used in cars
• A clutch would be unsuitable for a direct-drive diesel locomotive since it would need a gearbox to keep the engine in its power band and a complete set of gears to go in reverse
• Direct-drive diesel locomotives, especially those that are larger and for transportation, are less fuel-efficient and less durable due to the constant shifting from using the multi-speed transmission and gaining speed
• A direct-drive system would not be simple or reliable given the lack of weight restrictions for locomotives and considering the reliability and simplicity of diesel-electric systems
• Some small shunting units used direct-drive transmission, demonstrating that it had been used to a limited extent in the past
• The weight and size of diesel-electric locomotives and their components wouldn’t be a good fit for cars due to savings in weight and an added size and production obstacle
• This system of diesel-electric engines coupled with electric traction motors outperform the diesel engines when it comes to maintaining constant torque at slow speeds
• Electric motors for diesel-electric trains do not need gears due to the direct connection between the wheels and the traction motors by one fixed gear set.
• The motors can vary in speed from zero rpm up to whatever rpm is necessary for maximum speed of the train
• Since these electric motors can also be used for breaking, the breaking energy can be regenerated back to the overhead pantograph or third rail
• The difference in weight between container ships and trains against cars and trucks make diesel-electric locomotives more efficient

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History of diesel locomotive design with animal-like features

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Top 3 diesel locomotives that resemble animals in appearance and weight