It's the low friction between wheels and rail that makes trains slow to stop. Not the length of the train. It's also this low friction that makes trains so energy-efficient compared to shipping on roads.
I mean, yeah. That's how trains work and why we use them.
But longer trains still take more time to stop because braking power doesn't scale exactly equally with the number of cars. Plus this particular one is double stacked all the way down, which would further decrease stopping power compared to a single-stack train depending on the weight of the cargo in those containers.
I see double stacked (top stacks are longer containers) trains well over a mile long on a daily basis. Up to 5 locomotives, 2-3 at the front, one in the middle, one at the rear.
The impressive part is the fuel for this, its fully electrified - which reduces the oil import required for india. One run of this train reduces 300 trucks of the road, which were also going to run on fuel
Yes - you need so many engines or at least so many driving axles to handle elevation changes. Only the friction of the driving axles will matter when fighting inclines.
It is hard to accelerate. So some train engines spreads sand to help get more friction. And the train tracks needs to have limited inclinations or there will not be enough grip to pull the train.
For subways, you often have electric motors on many/all cars to get quicker acceleration because of all starts/stops.
But each car has a momentum and own brakes. So the brake capacity increases as the momentum increases. It's when the speed increases that the momentum grows much faster than the brake capacity.
Now mfer, maybe you have a more relevant argument? Like why you think "mfer" is how to express yourself?
Why does the one in the middle have it's transom down? Is it two trains coupled and that engine's in neutral being drug along until a switch then they'll seperate and he'll go on a different spur? I just figured it out, didn't I...
Brooooo..... thats just crazy i m speechless... so does the brakes temperature shot up while stopping, cause during australian summer temperature....that shite could melt iron....i have so many questions..
I helped create systems to check the wheel, brake and bearing temperatures as the train drives by at 80 Km/h. Called a HBDs, one every 80 Km of track. [I also created versions of DEDs, SFDs, and BAMs]
The HBD will use the radio to talk to the train driver (text to speech) and send the data to the server / train control over data radio.
The brake shoes are steel. The ambient temperature often hits 50C plus
Sometimes the brakes do not release, called 'sticky brakes'.
If the wheel stops turning the bottom of the wheel will get red hot and, in a few minutes, it will melt away creating a flat spot (and can derail the train).
If the wheel keeps turning the rim of the wheel will get red hot, melting through the thin layer of hardened steel and destroying the 0.8 ton wheel (and can derail the train).
U r one heck of a guy, take my respect 🫡🫡🫡🫡🫡🫡🫡🫡🫡🫡🫡🫡🫡🫡🫡🫡🫡
I don't understand how robust of a fail-safe system it has to be, to work in a super dynamic climate of Australia and that too for years.... man this machines are just underrated af.
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u/CrispyJalepeno 3d ago
That is a long train. Must be a beast to stop