I'll start with the Class 89 "Badger", only 1 made, but it sure is weird.
The Class 126 is also interesting to say the least.
Electrostars before there were Electrostars.
>>1201246Swallow livery is the best uk livery
The Flying Yankee.
>>1201281They say NH is a low crime state, and yet someone has clearly stolen that thing's wheels and left it up on blocks.Also, a 2-6-6-2T narrow gauge articulated mining locomotive.
>>1201283>Single track drifting
>>1201246ViaRail LRCs' are some of the more interesting looking North American train sets.
>>1201246Class 202 AKA Henschel-BBC DE2500.Only three units have been produced for testing purposes, mainly for their diesel-powered three-phase induction motors.
>>1201311Even weirder is the one they retrofitted for high-speed purposes with a faux class 103 front.
Is it coming or going?
>Interesting Looking Trains>No double fairliesd'fuq is wrong with you
>>1201307Turbotrain is arguably the most interesting.
Oh boy, do I have a list of weird and interesting German or other trains.Let's start with the DB BR 641, which was actually made by Alstom as a TER railcar for France, but I feel like the DB Regio paintscheme makes it looks like some sort of sci-fi spacecraft, like the shuttlepods from Star Trek, only it's a train. I like the aesthetic, but the DB Red just makes it look better.
Next one is the DB BR 670, a double deck railcar which was intended as a high capacity solution for remote branch lines. DB didn't go through with the development of the prototype because someone at DB forgot why tiny railcars are used in the first place on branch lines into rural areas....
Final one for me for this dump is the DB BR 478, a dual-mode locomotive capable of running Diesel-Electric or using 750 V DC from third rails. The idea was to build a locomotive that could service the Berlin S-Bahn while still being able to use the third rail infrastructure when possible, or when necessary underground. These locomotives are designed more to pull flatbed cars which can carry construction material or whatever... Theoretically, at least, it could pull passenger carriages, but I don't think they would be of a suitable loading gauge for most of the Berlin S-Bahn.
>>1201390Looks cute, but yeah, what's the fucking point, just use a short 2 or 3 car standard EMU/DMU.Now, double decker trams, those would make a lot of sense, yet there's never been a truly modern incarnation of those, sadly.
>>1201373Too bad it couldn't run without breaking down every three days.
>>1201284>tfw you're peeking around the corner like a cheeky bastard
>>1201390This is the techno future we are in for if London brings back its trams.
More weird German trains for you.The DB BR 618 was a prototype commissioned by DB for Alstom to build a new DMU to serve remote branch lines and unelectrifid regional lines. Notice a pattern here with weird DMU protoype DMUs and railcars?Alstom named it the Coradia LIREX, based on the Coradia family of regional trains. The result was this weird thing which never went into production. Upside of it, it helped Alstom develop the Coradia LINT.
This is a weird train which was sold by DB because it was useless to them because it did nothing of worth.This is the DB BR 612, a two car DMU designed for use on branch lines and unelectrified mainlines.DB nicknamed it the "Regio Swinger" and I'll show you that in the next image.
DB, for some unknown reason, decided that it needed higher speed regional trains, and with speeds restricted on branch lines and other single track lines, Adtranz and Bombardier had to come up with a solution, and DB liked it, a tilting train.Think about this, a tilting, higher speed, DMU designed for use on remote branch lines to small towns and villiages. DB were out of their minds... That explains the "Regio Swinger" name.
>>1201578Actually, these tilting trains have helped a lot especially on the longer-running regional express services (e.g. those starting in Nuremberg) to cut down travel times and DB just re-introduced the tilting on the ICE-T trainsets to achieve travel time savings on the route to/from Vienna. Yet the trainsets bought, from the RegioSwinger to the ICE-T, have crappy engineered tilting technology which is very unreliable and is expensive to maintain, which is why they are so unpopular. It is so "laggy" that there are many more complaints of people getting sick on board of these trains as there are on comparable tilting trains like those in Switzerland. With planning and building infrastructure getting so hard thanks to new legislature and NIMBYs, there will be a growing demand for tilting trains in the future to increase speed at least somewhat.
>>1201317How come the garatt configuration never became popular in the U.S?
>>1202026He said London mate, not "pretend we're London because who the fuck would actually choose to live in Croydon".
Next interesting train is Swiss. The SBB Ee 922 is a shunting locomotive built by Stadler Rail according to specification from the SBB.The Ee 922 is an electric shunting locomotive which is incredibly small and is used for the shunting of both freight cars as well as the shunting of passenger locomotives in stations.This thing is very bizarre, and I sort of like it.
pls keep the weird trains coming
>>1201307The LRC should have been the pattern for *ALL* Amtrak attempts at HSR outside of the NEC, and there would have been literally nothing wrong with running 100-125mph service w/ tilting coaches on most of Amtrak's existing ROWs
>>1202375Reminds me of the locomotives from 80s and early 90s Lego or Playmobil sets.
Guess I can contribute with some French weirdness.For starters there's this one time SNCF took a 2-car branch line 330 kW railcar and slapped a 1.1 MW gas turbine on it to research high speed rail dynamics.Back in the days they did pretty great videos about this conversion (in French tho) https://www.youtube.com/watch?v=1cZg0W5ogbQ
>>1204025Years earlier, there also was this /o/ as fuck beast.>Be Bugatti>Make a stupidly luxurious coupé that doesn't sell>end up with a surplus of I8 petrol/methanol engines>slap them on railcars (4 engines a railcar) Finished product: a pretty fast, obnoxiously loud and stylish as fuck railcar. One of these was involved in a platform fire, the exhaust backfired and set a newspaper stand ablaze.
>>1204030>the year is 1964>SNCF wants a locomotive to haul TEEs to Belgium, the Netherlands and Germany>4 different line voltages to deal with (1.5kV DC, 3kV DC, 15 kV 16.7 Hz, 25 kV 50 Hz)>Screw it just bolt a power substation to the frameAlso the first series to display the "broken nose" front end, that would become the norm for high power line locomotives in France until the late 80s
>>1204025Did anyone ever seriously pursue gas-turbine locomotives beyond a few prototype?Pic. related.
>>1204105In 1961, British Rail experimented with gas turbine locos, and the weirdest one they made was the British Rail Gas Turbine 3, or GT3.Basically it has the same wheel configuration as a steam locomotive, with its own tender which contains a large kerosene tank (instead of coal and water which a steam tender would have). British Rail used it for some demonstrations and there is DLC for Train Simulator which allows you to drive a virtual version of this moster. British Rail dumped the idea because they would need to replace the water towers at train stations with kerosene towers. The position of the driving cab, similar to that of a steam locomotice was chosen because that was what drivers were used to already... British Rail was insane in the 1960s...
>>1204107Oh I know about GT3 (it was an EE project, not BR directly): but it was just another prototype. The APT-E was turbine powered too but that changed to electric traction with APT-P, leaving APT-E as Just Another Prototype.I was wondering if anyone had built a fleet; even 5 of the same design would do. I'm guessing not, due to the horrific fuel consumption.
>>1204105Union Pacific used them for years in operational service to replace the Big Boys hauling big freights over the mountain passes out west from the late 40s through the late 60s when diesel power finally caught up to the horsepower requirements. They burned marine-grade Bunker C and routinely flamed out on startup.
>>1204119See:>>1204120UP got through three generations of the locomotives. The prototype and the first two generations were all ~5000hp single carbody+tender setups with a B+B-B+B bogie arrangement.The 3rd gen locomotives went to a new articulated (C-C)+(C-C) permanent A+B arrangement, in which the A-unit contained the cab and the auxiliary generator while the B unit contained an 8500 horsepower gas turrbine that to this day is the most powerful prime mover ever installed in a locomotive, producing 212,000 lbs of tractive effort from a complete setup that was over 200 feet long and weighed over 600 tons fully fueled. The engine ran un-muffled like a helicopter engine, was ear-splittingly loud, and had a tendency to launch 30 foot flames on startup.Here's a 3rd gen GTEL with a 98 foot long, 6600 horsepower EMD DD40X for scale.Union Pacific built 56 of them between the three generations and at one point they hauled 10% of the total freight volume. Only rising oil prices did them in.
>>1204105SNCF operated some until 2004. The TGV was originally planned with a gas turbine power plant but then the 1973 oil crash happened.
>>1204133>The engine ran un-muffled like a helicopter engine, was ear-splittingly loud, and had a tendency to launch 30 foot flames on startup.Anyone got a video of that? There must be some old train foamers that have digitalized their old vids and put them on youtube or something.
>>1204105>Did anyone ever seriously pursue gas-turbine locomotives beyond a few prototype?UAC Turbotrain?It definitely belongs into this thread anyways.
>>1204209Don't forget its American counterparts, that sadly were taken from us far too soon...
>>1204328Indeed. Were those well liked in the US? Their retirement in France was a pretty heavy hit, leading to 60-90 minutes longer travel times on the East-West secondary routes they were running. Most people didn't miss them tho because of the noise.
>>1204133>8500 horsepower gas turrbine that to this day is the most powerful prime mover ever installed in a locomotive, producing 212,000 lbs of tractive effort from a complete setup that was over 200 feet long and weighed over 600 tons fully fueledThat's a big loco.