Tractive effort

Tractive effort

Tractive Effort (abbr. TE) is the pulling force exerted, normally by a locomotive, though the term could also be used for anything else that pulls a load. It is normally understood to be the actual force on the locomotive's drawbar or rear coupler. When a bare figure for tractive effort is quoted without a speed qualification, this is normally for "starting tractive effort", i.e. at a dead start with the wheels not turning.

In most cases, especially for steam locomotives, this figure is a calculated, not measured one.

team locomotives

The normal formula used (for a 2 cylinder locomotive) is:

:t = frac {cPd^2s} {D}

* "t" is "tractive effort"
* "c" is a constant representing losses in pressure and friction; normally 0.85 is used
* "P" is the boiler pressure
* "d" is the piston diameter (bore)
* "s" is the piston stroke
* "D" is the driving wheel diameter

As with any physical formula, consistent units of measurement are required: pressure in psi and lengths in inches give tractive effort in lbf, while pressure in Pa and lengths in metres give tractive effort in N.

The constant 0.85 was the Association of American Railroads (AAR) standard for such calculations, and certainly over-estimated the efficiency of some locomotives and underestimated that of others. Modern, roller bearing fitted locomotives were probably underestimated in this calculation.

European designers used a constant of 0.6 instead of 0.85, so the two cannot be directly compared without a conversion factor. In Britain, the main-line railways generally used a constant of 0.85 but builders of industrial locomotives often used a lower figure, typically 0.75.

The actual starting tractive effort depends on the position in which the wheels have stopped; the above formula can give the average, maximum or minimum over a wheel revolution depending on the choice of constant "c".

Tractive effort is the figure most often quoted when people are comparing the power of different steam locomotives, but the use can be misleading, because tractive effort shows the ability to start a train, not the ability to do work by hauling it. Possibly the highest figure for starting tractive effort ever recorded was for the Virginian Railway's 2-8-8-8-4 Triplex locomotive, which in simple expansion mode had a starting T.E. of 199,560 lbf (888 kN) — but this did not translate into power, for the boiler was undersized and could not produce enough steam to haul at speeds over 5 mph (8 km/h).

Of more successful large steam locomotives, those with the highest rated starting tractive effort were the Virginian Railway AE-class 2-10-10-2s, at 176,000 lbf (783 kN) in simple-expansion mode. The Union Pacific's famous Big Boys had a starting T.E. of 135,375 lbf (602 kN); the Norfolk & Western's Y5, Y6, Y6a, and Y6b class 2-8-8-2s had a starting T.E. of 152,206 lbf (677 kN) in simple expansion mode (later modified, resulting in a claimed T.E. of 170,000 lbf (756 kN)); and the Pennsylvania Railroad's freight Duplex Q2 attained 114,860 lbf (511 kN) — the highest for a rigid framed locomotive. Later two cylinder passenger locomotives were generally 70,000 to 80,000 lbf (300 to 350 kN) of T.E.

Diesel and electric locomotives

For a diesel-electric locomotive or electric locomotive, starting tractive effort can be calculated from the stall torque of the traction motors (the turning force it can produce while at a dead stop), the gearing, and the wheel diameter. For a diesel-hydraulic locomotive the starting tractive effort depends on the stall torque of the torque converter, which can be very large.

Related statistics

A related statistic is a locomotive's factor of adhesion, which is simply the weight on the locomotive's driving wheels divided by the starting tractive effort.

For a locomotive to accelerate from a stationary position, it must apply a force to overcome the inertia of the train, along with the frictional forces in the form of mechanical friction, and wind resistance as the train accelerates. In order for this to occur a particularly high tractive effort is required, usually the maximum tractive effort of the engine is applied. This means that the engine works to produce the highest possible force that it can exert onto the wheels to cause movement or motion. Few engines can maintain work at the maximum tractive effort for very long, but neither is it usually necessary for an engine to do this. Once the train is running at a constant velocity the train no longer needs to overcome its inertia to remain at the same velocity, and hence must only provide power to compensate for frictional forces. This leads to one potential upper limit on the speed a locomotive can haul a train at, once the force due to wind resistance becomes greater than the tractive effort the locomotive can supply (fluid drag increases with the square of velocity), the locomotive cannot accelerate the train anymore (in reality the situation is more complicated than this due to a number of mechanical considerations).


A table to illustrate the speed the maximum tractive effort, continuous tractive effort and the speed at which the tractive effort should be reduced on a selection of trains operating in the United Kingdom:

The power at rail of a train follows the equation "power (kW) = force (kN) x speed (m/s)"

In general, it is more common for heavy freight trains (such as Class 59, Class 60 and Class 66 locomotives) to have a high maximum tractive effort due to the mass which they haul. Light freight trains (such as Class 56, Class 58 and Class 67 locomotives) and passenger trains (such as Class 33 and Class 43 / Intercity High Speed Train locomotives) usually have much lower maximum tractive efforts.

pecial cases

The tractive effort for steam locomotives is multiplied by 1.5 for 3-cylinder engines and by 2 for 4-cylinder engines.

In the case of compound locomotives the tractive effort is calculated using the dimensions of the low-pressure cylinder(s) with a constant of 0.80 instead of 0.85.

ee also

* maximum tractive effort
* continuous tractive effort
* power at rail
* power classification
* Tractor pulling
* Thrust

External links

* [ A simple guide to train physics]
* [ Tractive effort, acceleration and braking]

Wikimedia Foundation. 2010.

Игры ⚽ Нужно решить контрольную?

Look at other dictionaries:

  • tractive effort — the force exerted by a locomotive or other powered vehicle on its driving wheels. * * * …   Universalium

  • tractive effort — noun : the force in pounds exerted by powered equipment (as a locomotive) as measured for statistical purposes at the rim of the driving wheels * * * the force exerted by a locomotive or other powered vehicle on its driving wheels …   Useful english dictionary

  • Maximum tractive effort — The maximum tractive effort is the highest force that a vehicle can exert. The term tractive effort is usually used in connection with trains and rail locomotives. Like all forces, tractive effort is measured in newtons.For a locomotive to… …   Wikipedia

  • Continuous tractive effort — The continuous tractive effort is the highest force that a vehicle can exert over an extended period of time. The term tractive effort is usually used in connection with trains and rail locomotives. Like all forces, tractive effort is most… …   Wikipedia

  • Tractive force — As used in mechanical engineering, the term tractive force is the pulling or pushing force exerted by a vehicle on another vehicle or object. The term tractive effort is synonymous with tractive force, and is often used in railway engineering to… …   Wikipedia

  • tractive — adjective Pertaining to traction. This locomotive develops 130000 pounds of tractive effort …   Wiktionary

  • Steam locomotive — A steam locomotive is a locomotive powered by steam. The term usually refers to its use on railways, but can also refer to a road locomotive such as a traction engine or steamroller.Steam locomotives dominated rail traction from the mid 19th… …   Wikipedia

  • Garratt — For people named Garratt, see Garratt (surname) A Garratt is a type of steam locomotive that is articulated in three parts. Its boiler is mounted on the centre frame, and two steam engines are mounted on separate frames, one on each end of the… …   Wikipedia

  • Durango and Silverton Narrow Gauge Railroad — Durango Silverton Narrow Gauge Railroad Locale La Plata County and San Juan County, Colorado Dates of operation 1881–present Track gauge …   Wikipedia

  • TRAXX — Bombardier TRAXX family (electric) TRAXX F140 AC1 : Deutsche Bahn AG Class 185 Power type electric Builder Bombardier Transportation Model TRAXX F140 AC …   Wikipedia

Share the article and excerpts

Direct link
Do a right-click on the link above
and select “Copy Link”