Array ( [0] => {{short description|Self-propelled railway vehicle}} [1] => {{About|the rail transport vehicle|the type of heavy-haulage traction engine|Road locomotive (disambiguation){{!}}Road locomotive|other uses}} [2] => {{More citations needed|date=August 2022}} [3] => {{Use dmy dates|date=August 2023}} [4] => [[File:Three-loco-styles.jpg|thumb|upright=1.2|[[Pacific National]] [[diesel locomotive]]s in Australia showing three body types, [[cab unit]] (front), [[hood unit]] (middle) and [[boxcab|box cab]] (rear)]] [5] => [[File:R707-loco-victorian-railways.jpg|thumb|upright=1.2|A [[Victorian Railways R class]] [[steam locomotive]] in Australia]] [6] => [[File:HXD1D 0115@NXH (20180518091616).jpg|thumb|upright=1.2|A [[China Railways HXD1D]] [[electric locomotive]] in China]] [7] => {{train topics}} [8] => [9] => A '''locomotive''' or '''engine''' is a [[rail transport]] vehicle that provides the [[Power (physics)|motive power]] for a [[train]]. If a locomotive is capable of carrying a payload, it is usually rather referred to as a [[multiple unit]], [[Motor coach (rail)|motor coach]], [[railcar]] or [[power car]]; the use of these self-propelled vehicles is increasingly common for [[passenger train]]s, but rare for [[freight train]]s. [10] => [11] => Traditionally, locomotives pulled trains from the front. However, [[Push-pull train|push-pull]] operation has become common, where the train may have a locomotive (or locomotives) at the front, at the rear, or at each end. Most recently railroads have begun adopting DPU or distributed power. The front may have one or two locomotives followed by a mid-train locomotive that is controlled remotely from the lead unit. [12] => __TOC__ [13] => [14] => ==Etymology== [15] => The word ''locomotive'' originates from the [[Latin language|Latin]] {{lang|la|loco}} 'from a place', [[Ablative case|ablative]] of {{lang|la|locus}} 'place', and the [[Medieval Latin]] {{lang|la|motivus}} 'causing motion', and is a shortened form of the term ''locomotive engine'',{{cite web|url=http://www.etymonline.com/index.php?term=locomotive|title=Locomotive|publisher=[[Online Etymology Dictionary]]|work=(etymology)|access-date=2 June 2008}} which was first used in 1814{{cite news |work=Leeds Mercury |date=12 February 1814 |title=Most Important and highly Valuable Sea-Sale Colliery, Near Newcastle-on-Tyne, to be sold by auction, by Mr. Burrell |page=2}} to distinguish between self-propelled and [[stationary steam engine]]s. [16] => [17] => ==Classifications== [18] => {{see also|Class (locomotive)}} [19] => Prior to locomotives, the motive force for railways had been generated by various lower-technology methods such as human power, horse power, [[Gravity railroad|gravity]] or stationary engines that drove cable systems. Few such systems are still in existence today. Locomotives may generate their power from fuel (wood, coal, petroleum or natural gas), or they may take [[Power (physics)|power]] from an outside source of electricity. It is common to classify locomotives by their source of energy. The common ones include: [20] => [21] => ===Steam=== [22] => {{Main|Steam locomotive}} [23] => A steam locomotive is a locomotive whose primary power source is a [[steam engine]]. The most common form of steam locomotive also contains a [[Boiler (power generation)|boiler]] to generate the steam used by the engine. The water in the boiler is heated by burning combustible material – usually coal, wood, or oil – to produce steam. The steam moves reciprocating [[piston]]s which are connected to the locomotive's main wheels, known as the "[[driving wheel]]s". Both fuel and water supplies are carried with the locomotive, either on the locomotive itself, in [[Fuel bunker|bunkers]] and [[Water tank|tanks]], (this arrangement is known as a "[[tank locomotive]]") or pulled behind the locomotive, in [[Tender (rail)|tenders]], (this arrangement is known as a "[[Tender (rail)|tender locomotive]]"). [24] => [25] => The first full-scale working railway steam locomotive was built by [[Richard Trevithick]] in 1802. It was constructed for the [[Coalbrookdale]] ironworks in [[Shropshire]] in England though no record of it working there has survived.{{cite book |title=Life of Richard Trevithick: With an Account of His Inventions, Volume 1 |author=Francis Trevithick |publisher=E.&F.N.Spon |date=1872}} On 21 February 1804, the first recorded steam-hauled railway journey took place as another of Trevithick's locomotives hauled a train from the [[Penydarren]] ironworks, in [[Merthyr Tydfil]], to [[Abercynon]] in South Wales.{{cite web |url=http://www.museumwales.ac.uk/en/rhagor/article/trevithic_loco/ |title=Richard Trevithick's steam locomotive | Rhagor |publisher=Museumwales.ac.uk |access-date=3 November 2009 |url-status=dead |archive-url=https://web.archive.org/web/20110415125004/http://www.museumwales.ac.uk/en/rhagor/article/trevithic_loco |archive-date=15 April 2011}}{{cite news | title = Steam train anniversary begins | url = http://news.bbc.co.uk/1/hi/wales/3509961.stm | publisher = [[BBC News]] | access-date = 13 June 2009 | quote = A south Wales town has begun months of celebrations to mark the 200th anniversary of the invention of the steam locomotive. Merthyr Tydfil was the location where, on 21 February 1804, Richard Trevithick took the world into the railway age when he set one of his high-pressure steam engines on a local iron master's tram rails | date = 21 February 2004}} Accompanied by [[Andrew Vivian]], it ran with mixed success.{{cite book |last = Payton | first=Philip|year=2004 |title=Oxford Dictionary of National Biography | publisher=[[Oxford University Press]]}} The design incorporated a number of important innovations including the use of high-pressure steam which reduced the weight of the engine and increased its efficiency. [26] => [27] => In 1812, [[Matthew Murray]]'s twin-cylinder [[Rack railway#Rolling stock|rack locomotive]] ''[[Salamanca (locomotive)|Salamanca]]'' first ran on the [[Wagonway|edge-railed]] [[Rack and pinion|rack-and-pinion]] [[Middleton Railway]];{{cite book |last=Young |first=Robert |title=Timothy Hackworth and the Locomotive |publisher= The Book Guild |location= Lewes, UK |year= 2000 |edition= reprint | orig-year = 1923}} this is generally regarded as the first commercially successful locomotive.{{cite book |title=Developments and Changes in Science Based Technologies |author1=P. Mathur |author2=K. Mathur |author3=S. Mathur |publisher=Partridge Publishing |date=2014 |page=139}}{{cite book |title=Encyclopedia of Railroads |first=Oswald |last=Nock |author-link=Oswald Nock |publisher=Galahad Books |date=1977}} Another well-known early locomotive was ''[[Puffing Billy (locomotive)|Puffing Billy]]'', built 1813–14 by engineer [[William Hedley]] for the Wylam Colliery near [[Newcastle upon Tyne]]. This locomotive is the oldest preserved, and is on static display in the Science Museum, London. [[George Stephenson]] built ''[[Locomotion No. 1]]'' for the [[Stockton & Darlington Railway]] in the north-east of England, which was the first public steam railway in the world. In 1829, his son Robert built ''[[Stephenson's Rocket|The Rocket]]'' in Newcastle upon Tyne. Rocket was entered into, and won, the [[Rainhill Trials]]. This success led to the company emerging as the pre-eminent early builder of steam locomotives used on railways in the UK, US and much of Europe.{{cite book |title=The Pictorial Encyclopedia of Railways |author=Hamilton Ellis |publisher=[[Hamlyn (publisher)|Hamlyn Publishing Group]]|year=1968 |pages=24–30}} The [[Liverpool & Manchester Railway]], built by Stephenson, opened a year later making exclusive use of steam power for passenger and [[Rail freight transport|goods trains]]. [28] => [29] => The steam locomotive remained by far the most common type of locomotive until after [[World War II]].Ellis, p. 355 Steam locomotives are less efficient than modern diesel and electric locomotives, and a significantly larger workforce is required to operate and service them.{{cite web |url=http://mikes.railhistory.railfan.net/r085.html |title=Diesel Locomotives. The Construction of and Performance Obtained from the Oil Engine |year=1935}} [[British Rail]] figures showed that the cost of crewing and fuelling a steam locomotive was about two and a half times larger than the cost of supporting an equivalent diesel locomotive, and the daily mileage they could run was lower.{{citation needed |date=September 2018}} Between about 1950 and 1970, the majority of steam locomotives were retired from commercial service and replaced with electric and diesel-electric locomotives.{{cite journal |last=Meiklejohn |first=Bernard |date=January 1906 |title=New Motors on Railroads: Electric and Gasoline Cars Replacing the Steam Locomotive |journal=The World's Work: A History of Our Time |volume=XIII |pages=8437–54 |url= https://books.google.com/books?id=3IfNAAAAMAAJ&pg=PA8446|access-date=10 July 2009 }}{{Cite web|url=http://mikes.railhistory.railfan.net/r085.html|title=DIESEL LOCOMOTIVES|website=mikes.railhistory.railfan.net}} While North America transitioned from steam during the 1950s, and continental Europe by the 1970s, in other parts of the world, the transition happened later. Steam was a familiar technology that used widely-available fuels and in low-wage economies did not suffer as wide a cost disparity. It continued to be used in many countries until the end of the 20th century. By the end of the 20th century, almost the only steam power remaining in regular use around the world was on [[heritage railway]]s. [30] => {{gallery [31] => |File:Wainwright Class P Kidderminster.jpg|Wainwright [[SECR Class P]] on the [[Bluebell Railway]], England [32] => |File:Tk3 1159.jpg|[[VR Class Tk3]] steam locomotive in the town of [[Kokkola]] in [[Central Ostrobothnia]], [[Finland]] [33] => |File:Locomotive trevithick.svg|Trevithick's 1802 locomotive [34] => |File:Locomotion No. 1..jpg|The ''[[Locomotion No. 1]]'' at Darlington Railway Centre and Museum [35] => }} [36] => {{clear}} [37] => [38] => === Internal combustion === [39] => {{main|Internal combustion locomotive}} [40] => Internal combustion locomotives use an [[internal combustion engine]], connected to the [[driving wheel]]s by a transmission. Typically they keep the engine running at a near-constant speed whether the locomotive is stationary or moving. Internal combustion locomotives are categorised by their fuel type and sub-categorised by their transmission type. [41] => [42] => ==== Benzene ==== [43] => Benzene locomotives have an internal combustion engines that use [[benzene]] as fuel. Between the late 1890's and 1900's, a number of commercial manufacturers for Benzene Locomotives had been operating. This began with [[Deutz AG|Deutz]], that produced an operating system based upon a design prototype for a manganese mine in Giessen. Following, in the early 1900's, they had been sold for multiple mining and Tunnelling operations. Post the 1900's, no wide spread use was necessary or required, their inadequacy had increased with the existence of petrol and diesel locomotives. [44] => [45] => ====Kerosene==== [46] => [[File:Die Daimler Motor-Draisine erstmals im Sommer 1887 zwischen Esslingen und Kirchheim-Teck erprobt.jpg|thumb|The 1887 Daimler draisine]] [47] => Kerosene locomotives use [[kerosene]] as the fuel. They were the world's first internal combustion locomotives, preceding diesel and other oil locomotives by some years. The first known kerosene rail vehicle was a [[draisine]] built by [[Gottlieb Daimler]] in 1887,{{cite web |first=Thomas |last=Winkler |url=https://www.technischesmuseum.at/objekt/daimler-waggonet |title=Daimler Motorwagen}} but this was not technically a locomotive as it carried a payload. [48] => [49] => A kerosene locomotive was built in 1894 by the [[Priestman Brothers]] of [[Kingston upon Hull]] for use on [[Port of Hull|Hull docks]]. This locomotive was built using a 12 hp double-acting marine type engine, running at 300 rpm, mounted on a 4-wheel wagon chassis. It was only able to haul one loaded wagon at a time, due to its low power output, and was not a great success. The first successful kerosene locomotive was "Lachesis" built by [[Richard Hornsby & Sons]] and delivered to [[Royal Arsenal Railway|Woolwich Arsenal]] railway in 1896. The company built four kerosene locomotives between 1896 and 1903, for use at the Arsenal. [50] => [51] => ====Petrol==== [52] => [[File:1904 Maudsley Petrol Locomotive (de-moiré filtered).jpg|thumb|right|The 1902 Maudslay Petrol Locomotive]] [53] => Petrol locomotives (US: gasoline locomotives) use petrol ([[gasoline]]) as their fuel. The first commercially successful petrol locomotive was a [[#Petrol-mechanical|petrol-mechanical locomotive]] built by the [[Maudslay Motor Company]] in 1902, for the Deptford Cattle Market in [[London]]. It was an 80 hp locomotive using a 3-cylinder vertical petrol engine, with a two speed mechanical gearbox. [54] => [55] => =====Petrol-mechanical===== [56] => {{expand section|date=April 2020}} [57] => The most common type of petrol locomotive are '''petrol-mechanical locomotives''', which use [[Machine#Mechanical systems|mechanical]] [[Transmission (mechanics)|transmission]] in the form of [[Transmission (mechanics)#Multi-ratio systems|gearboxes]] (sometimes in conjunction with [[chain drive]]s) to deliver the power output of the engine to the driving wheels, in the same way as a [[car]]. The second petrol-mechanical locomotive was built by [[Francis Claude Blake|F.C. Blake]] of [[Kew]] in January 1903 for the Richmond Main Sewerage Board.{{cite web |url=http://www.time.com/time/magazine/article/0,9171,721190,00.html |archive-url=https://web.archive.org/web/20111118105504/http://www.time.com/time/magazine/article/0,9171,721190,00.html |url-status=dead |archive-date=18 November 2011 |title=Gasoline locomotives |publisher=Time.com |date=28 September 1925 |access-date=1 January 2012}}{{cite web |url=http://yardlimit.railfan.net/guide/locopaper.html |title=Direct drive gasoline locomotives |publisher=Yardlimit.railfan.net |access-date=1 January 2012}}{{cite book |title=The British Internal Combustion Locomotive 1894–1940 |author=Webb, Brian |publisher=[[David & Charles]]|year=1973 |isbn=0715361155}} [58] => [59] => =====Petrol-electric===== [60] => {{expand section|date=April 2020}} [61] => {{main|Petrol–electric transmission}} [62] => '''Petrol-electric locomotives''' are petrol locomotives which use electric transmission to deliver the power output of the engine to the driving wheels. This avoids the need for [[Transmission (mechanics)#Multi-ratio systems|gearboxes]] by converting the [[Rotation around a fixed axis|rotary]] [[Mechanical energy|mechanical force]] of the engine into [[electrical energy]] by a [[dynamo]], and then powering the wheels by multi-speed electric [[traction motor]]s. This allows for smoother acceleration, as it avoids the need for gear changes, however, it is more expensive, heavier, and sometimes bulkier than mechanical transmission. [63] => [64] => A notable early petrol-electric locomotive was built in 1913 for the [[Minneapolis, Northfield and Southern Railway|Minneapolis, St. Paul, Rochester and Dubuque Electric Traction Company]]. It weighed 60 tons, generated 350 hp and drove through a pair of [[bogie]]s in a [[Bo-Bo]] arrangement.{{sfn|Duffy|2003|p=157}}{{cite book |title=Electricity in the Service of Man |first=R. Mullineux |last=Walmsley |date=1921 |pages=1628–1631 |url=https://books.google.com/books?id=1pGgXMPm2C4C&pg=PA1628}} [65] => [66] => ==== Diesel ==== [67] => {{Main|Diesel locomotive}} [68] => [[Diesel locomotive]]s are powered by [[diesel engine]]s. In the early days of diesel propulsion development, various transmission systems were employed with varying degrees of success, with electric transmission proving to be the most popular. [69] => [70] => =====Diesel-mechanical===== [71] => [[File:1926 AlcoGEIngersoll-Rand Boxcab Locomotive 11.jpg|thumb|An early Diesel-mechanical locomotive at the [[North Alabama Railroad Museum]]]] [72] => [73] => A diesel–mechanical locomotive uses [[Transmission (mechanics)#Multi-ratio systems|mechanical transmission]] to transfer power to the wheels. This type of transmission is generally limited to low-powered, low speed [[Switcher locomotive|shunting (switching) locomotives]], lightweight [[multiple unit]]s and self-propelled [[railcar]]s. The earliest diesel locomotives were diesel-mechanical. In 1906, [[Rudolf Diesel]], [[Adolf Klose]] and the steam and diesel engine manufacturer [[Sulzer (manufacturer)|Gebrüder Sulzer]] founded Diesel-Sulzer-Klose GmbH to manufacture diesel-powered locomotives. The Prussian State Railways ordered a diesel locomotive from the company in 1909. The world's first diesel-powered locomotive (a diesel-mechanical locomotive) was operated in the summer of 1912 on the [[Winterthur–Romanshorn railway]] in Switzerland, but was not a commercial success.{{sfn|Churella|1998|p=12}} Small numbers of prototype diesel locomotives were produced in a number of countries through the mid-1920s. [74] => [75] => =====Diesel-electric===== [76] => [[File:Teplovoz Eel2 (2).jpg|thumb|World's first useful diesel locomotive (a diesel-electric locomotive) for long distances [[Russian locomotive class E el-2|SŽD Eel2]], 1924 in [[Kyiv]]]] [77] => {{main|Diesel locomotive#Diesel–electric}} [78] => Diesel–electric locomotives are diesel locomotives using electric transmission. The diesel engine drives either an electrical [[Electric generator|DC generator]] (generally, less than {{convert|3000|hp}} net for traction), or an electrical [[Alternator|AC alternator-rectifier]] (generally {{convert|3000|hp}} net or more for traction), the output of which provides power to the [[traction motor]]s that drive the locomotive. There is no mechanical connection between the diesel engine and the wheels. The vast majority of diesel locomotives today are diesel-electric. [79] => [80] => In 1914, [[Hermann Lemp]], a [[General Electric]] electrical engineer, developed and patented a reliable [[direct current]] electrical control system (subsequent improvements were also patented by Lemp).Lemp, Hermann. US Patent No. 1,154,785, filed 8 April 1914, and issued 28 September 1915. ''Accessed via Google Patent Search at: [http://www.google.com/patents?vid=USPAT1154785&id=UhpBAAAAEBAJ&dq=1154785 US Patent #1,154,785] {{Webarchive|url=https://web.archive.org/web/20121222010126/http://www.google.com/patents?vid=USPAT1154785&id=UhpBAAAAEBAJ&dq=1154785 |date=22 December 2012 }} on 8 February 2007.'' Lemp's design used a single lever to control both engine and generator in a coordinated fashion, and was the [[prototype]] for all [[Diesel locomotive#Diesel-electric|diesel–electric locomotive]] control. In 1917–18, GE produced three experimental diesel–electric locomotives using Lemp's control design.{{harvnb|Pinkepank|1973|pp=139–141}} In 1924, a diesel-electric locomotive ([[Russian locomotive class E el-2|Eel2]] original number Юэ 001/Yu-e 001) started operations. It had been designed by a team led by [[Yury Lomonosov]] and built 1923–1924 by [[Maschinenfabrik Esslingen]] in Germany. It had 5 driving axles (1'E1'). After several test rides, it hauled trains for almost three decades from 1925 to 1954.{{Cite web|url=http://izmerov.narod.ru/first/thefirst3.html|title=The first russian diesel locos|website=izmerov.narod.ru}} [81] => [82] => =====Diesel-hydraulic===== [83] => [[File:V 200 Technikmuseum Berlin.jpg|thumb|A German [[DB Class V 200]] diesel-hydraulic locomotive at Technikmuseum, Berlin]] [84] => Diesel–hydraulic locomotives are diesel locomotives using [[Hydraulic machinery|hydraulic transmission]]. In this arrangement, they use one or more [[torque converter]]s, in combination with gears, with a mechanical final drive to convey the power from the diesel engine to the wheels. [85] => [86] => The main worldwide user of main-line hydraulic transmission locomotives was [[Deutsche Bundesbahn]], with designs including the [[DB Class V 200]] and the [[DB V 160 family]]. [[British Rail]] introduced a number of diesel hydraulic designs during its [[1955 Modernisation Plan]]: initially licence-built versions of German designs. In Spain, [[Renfe]] used high [[power-to-weight ratio]] twin-engined German designs to haul high-speed trains from the 1960s to 1990s (see [[Renfe Class 340|Renfe Classes 340]], [[Renfe Class 350|350]], [[Renfe Class 352|352]], [[Renfe Class 353|353]], [[Renfe Class 354|354]]). [87] => [88] => [[Hydraulic machinery|Hydrostatic drive systems]] have also been applied to rail use, for example {{convert|350|to|750|hp|abbr=on}} shunting locomotives by [[John Cockerill (company)|CMI Group]] (Belgium).{{citation| url = http://www.cmigroupe.com/en/p/shunting-locomotives| work = cmigroupe.com| access-date = 2 December 2017| title = Shunting locomotives| archive-url = https://web.archive.org/web/20160930170717/http://www.cmigroupe.com/en/p/shunting-locomotives| archive-date = 30 September 2016| url-status = dead}} Hydrostatic drives are also used in railway maintenance machines such as [[Tamping machine|tampers]] and [[Railgrinder|rail grinders]].{{citation|first =Brian| last = Solomon| title = Railway Maintenance Equipment: The Men and Machines That Keep the Railroads Running| publisher = Voyager Press| year = 2001|pages =78, 96|isbn = 0760309752}} [89] => [90] => ====Gas turbine==== [91] => {{Main|Gas turbine locomotive}} [92] => [[File:Union Pacific 18.jpg|thumb|[[Union Pacific GTELs|Union Pacific 18]], a gas turbine-electric locomotive preserved at the [[Illinois Railway Museum]]]] [93] => A [[gas turbine locomotive]] is an [[internal combustion engine]] locomotive consisting of a [[gas turbine]]. ICE engines require a transmission to power the wheels. The engine must be allowed to continue to run when the locomotive is stopped. [94] => [95] => Gas turbine-mechanical locomotives use a [[Transmission (mechanics)#Multi-ratio systems|mechanical transmission]] to deliver the power output of gas turbines to the wheels. A gas turbine locomotive was patented in 1861 by Marc Antoine Francois Mennons (British patent no. 1633).{{Cite web| url=http://worldwide.espacenet.com/publicationDetails/originalDocument?CC=GB&NR=186101633A&KC=A&FT=D&ND=3&date=18611218&DB=EPODOC&locale=en_EP | title=Espacenet – Original document}} There is no evidence that the locomotive was actually built but the design includes the essential features of gas turbine locomotives, including compressor, combustion chamber, turbine and air pre-heater. In 1952, Renault delivered a prototype four-axle 1150 hp gas-turbine-mechanical locomotive fitted with the Pescara "free turbine" gas- and compressed-air producing system, rather than a co-axial multi-stage compressor integral to the turbine. This model was succeeded by a pair of six-axle 2400 hp locomotives with two turbines and Pescara feeds in 1959. Several similar locomotives were built in USSR by [[Malyshev Factory|Kharkov Locomotive Works]].{{Cite web |url=http://www.freikolben.ch/37464/98443.html |title=Archived copy |access-date=2 December 2017 |archive-url=https://web.archive.org/web/20171202153041/http://www.freikolben.ch/37464/98443.html |archive-date=2 December 2017 |url-status=dead}} [96] => [97] => [[Gas turbine locomotive#Gas turbine-electric|Gas turbine-electric locomotives]], use a [[gas turbine]] to drive an [[Electric generator|electrical generator]] or [[alternator]] which produced electric current powers the [[traction motor]] which drive the wheels. In 1939 the [[Swiss Federal Railways]] ordered Am 4/6, a GTEL with a {{convert|1620|kW|hp|abbr=on}} of maximum engine power from [[Brown Boveri]]. It was completed in 1941, and then underwent testing before entering regular service. The Am 4/6 was the first gas turbine – electric locomotive. [[British Rail 18000]] was built by Brown Boveri and delivered in 1949. [[British Rail 18100]] was built by [[Metropolitan-Vickers]] and delivered in 1951. A third locomotive, the [[British Rail GT3]], was constructed in 1961. [[Union Pacific]] ran a large fleet of turbine-powered freight locomotives starting in the 1950s.[https://books.google.com/books?id=GtkDAAAAMBAJ&pg=PA106 "Gas Turbine Locomotive"] ''Popular Mechanics'', July 1949, cutaway drawing of development by GE for Union Pacific These were widely used on long-haul routes, and were cost-effective despite their poor fuel economy due to their use of "leftover" fuels from the petroleum industry. At their height the railroad estimated that they powered about 10% of Union Pacific's freight trains, a much wider use than any other example of this class. [98] => [99] => A gas turbine offers some advantages over a [[Reciprocating engine|piston engine]]. There are few moving parts, decreasing the need for [[lubrication]] and potentially reducing maintenance costs, and the [[power-to-weight ratio]] is much higher. A turbine of a given power output is also physically smaller than an equally powerful piston engine, allowing a locomotive to be very powerful without being inordinately large. However, a turbine's power output and efficiency both drop dramatically with [[rotational speed]], unlike a piston engine, which has a comparatively flat power curve. This makes GTEL systems useful primarily for long-distance high-speed runs. Additional problems with gas turbine-electric locomotives included that they were very noisy.{{Cite web |url=http://www.wearethepractitioners.com/library/the-practitioner/2012/08/16/rails-and-gas-turbines |title=Rails and Gas Turbines |access-date=12 April 2016 |archive-url=https://web.archive.org/web/20160422210935/http://www.wearethepractitioners.com/library/the-practitioner/2012/08/16/rails-and-gas-turbines |archive-date=22 April 2016 |url-status=dead}} [100] => [101] => ====Wood Gas Generation==== [102] => Some locomotives, usually in France and Italy ran on a [[Wood gas generator]].{{cite web | url=http://www.douglas-self.com/MUSEUM/TRANSPORT/prodcar/prodcar.htm | title=Wood-Gas Vehicles }}{{self-published source|date=July 2023}}{{cite web | url=https://www.scribd.com/document/489791553/Wood-Gas-Vehicles | title=Wood-Gas Vehicles | PDF | Gasification | Engines }}{{user-generated source|date=July 2023}} [103] => [104] => {{clear}} [105] => [106] => ===Electric=== [107] => {{Main|Electric locomotive}} [108] => [109] => An electric locomotive is a locomotive powered only by electricity. Electricity is supplied to moving trains with a (nearly) continuous [[Electrical conductor|conductor]] running along the track that usually takes one of three forms: an [[overhead line]], suspended from poles or towers along the track or from structure or tunnel ceilings; a [[third rail]] mounted at track level; or an onboard [[Electric battery|battery]]. Both overhead wire and third-rail systems usually use the running rails as the return conductor but some systems use a separate fourth rail for this purpose. The type of electrical power used is either [[direct current]] (DC) or [[alternating current]] (AC). [110] => [111] => [[File:Eastleigh Works geograph-2383942-by-Ben-Brooksbank.jpg|thumb|right|[[British Rail Class 70 (electric)|Southern Railway (UK) 20002]] was equipped with both pantograph and contact shoes]] [112] => [113] => Various collection methods exist: a [[trolley pole]], which is a long flexible pole that engages the line with a wheel or shoe; a [[bow collector]], which is a frame that holds a long collecting rod against the wire; a [[Pantograph (transport)|pantograph]], which is a hinged frame that holds the collecting shoes against the wire in a fixed geometry; or a [[Current collector#Contact shoe|contact shoe]], which is a shoe in contact with the third rail. Of the three, the pantograph method is best suited for high-speed operation. [114] => [115] => Electric locomotives almost universally use axle-hung traction motors, with one motor for each powered axle. In this arrangement, one side of the motor housing is supported by plain bearings riding on a ground and polished journal that is integral to the axle. The other side of the housing has a tongue-shaped protuberance that engages a matching slot in the truck (bogie) bolster, its purpose being to act as a torque reaction device, as well as a support. Power transfer from motor to axle is effected by [[Gear#Spur|spur gearing]], in which a [[pinion]] on the motor shaft engages a [[List of gear nomenclature#Bull gear|bull gear]] on the axle. Both gears are enclosed in a liquid-tight housing containing lubricating oil. The type of service in which the locomotive is used dictates the gear ratio employed. Numerically high ratios are commonly found on freight units, whereas numerically low ratios are typical of passenger engines. [116] => [117] => Electricity is typically generated in large and relatively efficient [[Power station|generating stations]], transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and [[Electric power transmission|transmission lines]] but most purchase power from an [[electric utility]]. The railway usually provides its own distribution lines, switches and [[transformer]]s. [118] => [119] => Electric locomotives usually cost 20% less than diesel locomotives, their maintenance costs are 25–35% lower, and cost up to 50% less to run.{{Cite web|url=https://www.eesi.org/articles/view/electrification-of-u.s.-railways-pie-in-the-sky-or-realistic-goal|title=Electrification of U.S. Railways: Pie in the Sky, or Realistic Goal? | Article | EESI|website=eesi.org}} [120] => [121] => ====Direct current==== [122] => [[File:First electric locomotive, built in 1879 by Werner von Siemens.jpg|thumb|Werner von Siemens experimental DC electric train, 1879]] [123] => [[File:B-and-O electric.jpg|thumb|Baltimore & Ohio electric engine, 1895]] [124] => [125] => The earliest systems were [[Direct current|DC]] systems. The first electric passenger train was presented by [[Werner von Siemens]] at [[Berlin]] in 1879. The locomotive was driven by a 2.2 kW, series-wound motor, and the train, consisting of the locomotive and three cars, reached a speed of 13 km/h. During four months, the train carried 90,000 passengers on a 300-metre-long (984 feet) circular track. The electricity (150 V DC) was supplied through a third insulated rail between the tracks. A contact roller was used to collect the electricity. The world's first electric tram line opened in Lichterfelde near Berlin, Germany, in 1881. It was built by Werner von Siemens (see [[Gross-Lichterfelde Tramway]] and [[Trams in Berlin|Berlin Straßenbahn]]). The [[Volk's Electric Railway]] opened in 1883 in Brighton, and is the oldest surviving electric railway. Also in 1883, [[Mödling and Hinterbrühl Tram]] opened near Vienna in Austria. It was the first in the world in regular service powered from an overhead line. Five years later, in the U.S. electric [[Tram|trolleys]] were pioneered in 1888 on the [[Richmond Union Passenger Railway]], using equipment designed by [[Frank J. Sprague]].{{cite web|url=http://www.ieee.org/web/aboutus/history_center/richmond.html|title=Richmond Union Passenger Railway|publisher=[[Institute of Electrical and Electronics Engineers|IEEE History Center]]|access-date=18 January 2008|archive-url=https://web.archive.org/web/20081201032737/http://www.ieee.org/web/aboutus/history_center/richmond.html|archive-date=1 December 2008|url-status=dead}} [126] => [127] => The first electrically worked [[Rapid transit|underground]] line was the [[City & South London Railway]], prompted by a clause in its enabling act prohibiting use of steam power.{{cite book | last = Badsey-Ellis | first =Antony | title =London's Lost Tube Schemes | publisher = Capital Transport | year = 2005 | location = Harrow | page = 36 | isbn = 1-85414-293-3 }} It opened in 1890, using electric locomotives built by [[Mather & Platt]]. Electricity quickly became the power supply of choice for subways, abetted by the Sprague's invention of [[multiple-unit train control]] in 1897. [128] => [129] => The first use of electrification on a main line was on a four-mile stretch of the [[Baltimore Belt Line]] of the [[Baltimore & Ohio]] (B&O) in 1895 connecting the main portion of the B&O to the new line to New York through a series of tunnels around the edges of Baltimore's downtown. Three [[UIC classification of locomotive axle arrangements|Bo+Bo]] units were initially used, at the south end of the electrified section; they coupled onto the locomotive and train and pulled it through the tunnels.''B&O Power'', Sagle, Lawrence, Alvin Stauffer [130] => [131] => DC was used on earlier systems. These systems were gradually replaced by AC. Today, almost all main-line railways use AC systems. DC systems are confined mostly to urban transit such as metro systems, light rail and trams, where power requirement is less. [132] => [133] => ====Alternating current==== [134] => [[File:Ganz engine Valtellina.jpg|thumb|A prototype of a Ganz AC electric locomotive in Valtellina, Italy, 1901]] [135] => The first practical [[Alternating current|AC]] electric locomotive was designed by [[Charles Eugene Lancelot Brown|Charles Brown]], then working for [[Maschinenfabrik Oerlikon|Oerlikon]], Zürich. In 1891, Brown had demonstrated long-distance power transmission, using [[Three-phase electric power|three-phase AC]], between a [[Hydroelectricity|hydro-electric plant]] at [[Lauffen am Neckar]] and [[Frankfurt]] am Main West, a distance of 280 km. Using experience he had gained while working for [[Heilmann locomotive|Jean Heilmann]] on steam-electric locomotive designs, Brown observed that [[AC motor#Three-phase AC synchronous motors|three-phase motors]] had a higher power-to-weight ratio than [[Direct current|DC]] motors and, because of the absence of a [[Commutator (electric)|commutator]], were simpler to manufacture and maintain.{{efn|Heilmann evaluated both AC and DC electric transmission for his locomotives, but eventually settled on a design based on [[Thomas Edison]]'s DC system.{{sfnp|Duffy|2003|pp=39–41}}}} However, they were much larger than the DC motors of the time and could not be mounted in underfloor [[bogie]]s: they could only be carried within locomotive bodies.{{sfnp|Duffy|2003|p=129}} [136] => [137] => In 1894, Hungarian engineer [[Kálmán Kandó]] developed a new type 3-phase asynchronous electric drive motors and generators for electric locomotives. [138] => Kandó's early 1894 designs were first applied in a short three-phase AC tramway in Evian-les-Bains (France), which was constructed between 1896 and 1898.{{cite book|author=Andrew L. Simon|title=Made in Hungary: Hungarian Contributions to Universal Culture|publisher=Simon Publications LLC|year=1998|page=[https://archive.org/details/madeinhungaryhun0000simo/page/264 264]|isbn=978-0-9665734-2-8|url=https://archive.org/details/madeinhungaryhun0000simo|url-access=registration|quote=Evian-les-Bains kando.}}{{cite book|author=Francis S. Wagner|title=Hungarian Contributions to World Civilization|publisher=Alpha Publications|year=1977|page=67|isbn=978-0-912404-04-2}}{{cite book|author=C.W. Kreidel|title=Organ für die fortschritte des eisenbahnwesens in technischer beziehung|year=1904|page=315}}{{cite book|title=Elektrotechnische Zeitschrift: Beihefte, Volumes 11–23|page=163|publisher=VDE Verlag|year=1904}}{{cite book|title=L'Eclairage électrique, Volume 48|page=554|year=1906}} In 1918,{{sfnp|Duffy|2003|p=137}} Kandó invented and developed the [[rotary phase converter]], enabling electric locomotives to use three-phase motors whilst supplied via a single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks.{{cite web|url=http://www.mszh.hu/English/feltalalok/kando.html|title=Kálmán Kandó (1869–1931)|author=Hungarian Patent Office|publisher=mszh.hu|access-date=10 August 2008|archive-date=8 October 2010|archive-url=https://web.archive.org/web/20101008073106/http://www.mszh.hu/English/feltalalok/kando.html|url-status=dead}} [139] => [140] => In 1896, Oerlikon installed the first commercial example of the system on the [[Trams in Lugano|Lugano Tramway]]. Each 30-tonne locomotive had two {{convert|110|kW|hp|-1|abbr=on}} motors run by three-phase 750 V 40 Hz fed from double overhead lines. Three-phase motors run at constant speed and provide [[Regenerative brake|regenerative braking]], and are well suited to steeply graded routes, and the first main-line three-phase locomotives were supplied by Brown (by then in partnership with [[Brown, Boveri & Cie|Walter Boveri]]) in 1899 on the 40 km [[List of railway electrification systems#Burgdorf-Thun Bahn|Burgdorf—Thun line]], Switzerland. The first implementation of industrial frequency single-phase AC supply for locomotives came from Oerlikon in 1901, using the designs of [[Hans Behn-Eschenburg]] and [[Emil Huber-Stockar]]; installation on the Seebach-Wettingen line of the Swiss Federal Railways was completed in 1904. The 15 kV, 50 Hz {{convert|345|kW|hp|-1|abbr=on}}, 48 tonne locomotives used transformers and rotary converters to power DC traction motors.{{sfnp|Duffy|2003|p=124}} [141] => [142] => Italian railways were the first in the world to introduce electric traction for the entire length of a main line rather than just a short stretch. The 106 km Valtellina line was opened on 4 September 1902, designed by Kandó and a team from the Ganz works.{{sfnp|Duffy|2003|p=120–121}} The electrical system was three-phase at 3 kV 15 Hz. The voltage was significantly higher than used earlier and it required new designs for electric motors and switching devices.{{cite web|url=http://www.omikk.bme.hu/archivum/angol/htm/kando_k.htm|title=Kalman Kando|access-date=26 October 2011}}{{cite web|url=http://profiles.incredible-people.com/kalman-kando/ |archive-url=https://archive.today/20120712234334/http://profiles.incredible-people.com/kalman-kando/ |url-status=dead |archive-date=12 July 2012 |title=Kalman Kando |access-date=5 December 2009 }} The three-phase two-wire system was used on several railways in Northern Italy and became known as "the Italian system". Kandó was invited in 1905 to undertake the management of Società Italiana Westinghouse and led the development of several Italian electric locomotives. [143] => [144] => {{clear}} [145] => [146] => ====Battery-electric==== [147] => [[File:Battery loco 16 at West Ham.JPG|thumb|right|A [[London Underground]] battery-electric locomotive at [[West Ham station]] used for hauling engineers' trains]] [148] => [[File:Wingrove & Rogers 6092.jpg|thumb|right|A narrow gauge battery-electric locomotive used for mining]] [149] => [150] => A battery-electric locomotive (or battery locomotive) is an electric locomotive powered by onboard [[Electric battery|batteries]]; a kind of [[battery electric vehicle]]. [151] => [152] => Such locomotives are used where a conventional diesel or electric locomotive would be unsuitable. An example is maintenance trains on electrified lines when the electricity supply is turned off. Another use is in industrial facilities where a combustion-powered locomotive (i.e., [[Steam locomotive|steam-]] or [[Diesel locomotive|diesel-]]powered) could cause a safety issue due to the risks of fire, explosion or fumes in a confined space. Battery locomotives are preferred for mines where gas could be ignited by [[Trolley pole|trolley-powered]] units [[Electric arc|arcing]] at the collection shoes, or where [[Electrical resistance and conductance|electrical resistance]] could develop in the supply or return circuits, especially at rail joints, and allow dangerous current leakage into the ground.{{cite book|last=Strakoš|first=Vladimír|title=Mine Planning and Equipment Selection |year=1997|publisher=Balkema|location=Rotterdam, Netherlands|isbn=90-5410-915-7|page=435|display-authors=etal}} Battery locomotives in over-the-road service can recharge while absorbing dynamic-braking energy.{{cite web|last=Lustig|first=David|title=EMD Joule Battery Electric Locomotive arrives in Southern California|url=https://www.trains.com/trn/train-basics/abcs-of-railroading/emd-joule-battery-electric-locomotive-arrives-in-southern-california/|date=21 April 2023|publisher=[[Kalmbach Media]]|work=[[Trains (magazine)|Trains]]|access-date=12 May 2023}} [153] => [154] => The first known electric locomotive was built in 1837 by chemist [[Robert Davidson (inventor)|Robert Davidson]] of [[Aberdeen]], and it was powered by [[galvanic cell]]s (batteries). Davidson later built a larger locomotive named ''Galvani'', exhibited at the [[Royal Scottish Society of Arts]] Exhibition in 1841. The seven-ton vehicle had two [[Direct-drive mechanism|direct-drive]] [[reluctance motor]]s, with fixed electromagnets acting on iron bars attached to a wooden cylinder on each axle, and simple [[Commutator (electric)|commutators]]. It hauled a load of six tons at four miles per hour (6 kilometers per hour) for a distance of {{convert|1+1/2|mi|km|abbr=off|spell=in}}. It was tested on the [[Edinburgh and Glasgow Railway]] in September of the following year, but the limited power from batteries prevented its general use.{{cite book|last1=Day|first1=Lance|last2=McNeil|first2=Ian|title=Biographical dictionary of the history of technology|year=1966|publisher=Routledge|location=London|isbn=978-0-415-06042-4|chapter=Davidson, Robert|url=https://archive.org/details/isbn_9780415060424}}{{cite book|last=Gordon|first=William|title=Our Home Railways|publisher=Frederick Warne and Co|location=London|year=1910|volume=2|page=156|chapter=The Underground Electric}}Renzo Pocaterra, ''Treni'', De Agostini, 2003 [155] => [156] => Another example was at the [[Kennecott, Alaska|Kennecott Copper Mine]], [[Latouche, Alaska]], where in 1917 the underground haulage ways were widened to enable working by two battery locomotives of {{frac|4|1|2}} tons.{{cite book|last=Martin|first=George Curtis|title=Mineral resources of Alaska|url=https://archive.org/details/mineralresource01sgoog|year=1919|publisher=Government Printing Office|location=Washington, DC|page=[https://archive.org/details/mineralresource01sgoog/page/n156 144]}} In 1928, Kennecott Copper ordered four 700-series electric locomotives with on-board batteries. These locomotives weighed 85 tons and operated on 750-volt overhead trolley wire with considerable further range whilst running on batteries.{{Cite web|url=http://utahrails.net/bingham/kcc-diesel-elec-loco.php#700-elec|title=List of Kennecott Copper locomotives|access-date=2 December 2017|archive-date=6 March 2012|archive-url=https://web.archive.org/web/20120306040601/http://utahrails.net/bingham/kcc-diesel-elec-loco.php#700-elec|url-status=dead}} The locomotives provided several decades of service using [[Nickel–iron battery]] (Edison) technology. The batteries were replaced with [[Lead–acid battery|lead-acid batteries]], and the locomotives were retired shortly afterward. All four locomotives were donated to museums, but one was scrapped. The others can be seen at the [[Boone and Scenic Valley Railroad]], Iowa, and at the [[Western Railway Museum]] in Rio Vista, California. The [[Toronto Transit Commission]] previously operated a battery electric locomotive built by [[Nippon Sharyo]] in 1968 and retired in 2009.{{Cite web | url=http://transittoronto.ca/subway/5510.shtml | title=A Rogue's Gallery: The TTC's Subway Work Car Fleet – Transit Toronto – Content}} [157] => [158] => London Underground regularly operates [[London Underground battery-electric locomotives|battery-electric locomotives]] for general maintenance work. [159] => [160] => ===Other types=== [161] => [162] => ====Fireless==== [163] => {{main|Fireless locomotive}} [164] => [165] => ====Atomic-electric==== [166] => In the early 1950s, Lyle Borst of the [[University of Utah]] was given funding by various US railroad line and manufacturers to study the feasibility of an electric-drive locomotive, in which an onboard atomic reactor produced the steam to generate the electricity. At that time, atomic power was not fully understood; Borst believed the major stumbling block was the price of uranium. With the Borst atomic locomotive, the center section would have a 200-ton reactor chamber and steel walls 5 feet thick to prevent releases of radioactivity in case of accidents. He estimated a cost to manufacture atomic locomotives with 7000 h.p. engines at approximately $1,200,000 each.[https://books.google.com/books?id=Nd8DAAAAMBAJ&dq=1954+Popular+Mechanics+January&pg=PA86 "Atomic Locomotive Produces 7000 h.p."] ''Popular Mechanics'', April 1954, p. 86. Consequently, trains with onboard nuclear generators were generally deemed unfeasible due to prohibitive costs. [167] => [168] => ====Fuel cell-electric==== [169] => {{Main|Hydrail}} [170] => In 2002, the first 3.6 tonne, 17 kW [[hydrogen]] (fuel cell) -powered mining locomotive was demonstrated in [[Val-d'Or]], [[Quebec]]. In 2007 the educational mini-hydrail in [[Kaohsiung]], [[Taiwan]] went into service. The [[Railpower GG20B]] finally is another example of a fuel cell-electric locomotive. [171] => [172] => ====Hybrid locomotives==== [173] => {{Main|Hybrid train}} [174] => [[File:Bombardier ALP-45DP at Innotrans 2010.jpg|thumb|[[Bombardier ALP-45DP]] at the Innotrans convention in [[Berlin]]]] [175] => There are many different types of hybrid or dual-mode locomotives using two or more types of motive power. The most common hybrids are [[electro-diesel locomotive]]s powered either from an electricity supply or else by an onboard [[diesel engine]]. These are used to provide continuous journeys along routes that are only partly electrified. Examples include the [[EMD FL9]] and [[Bombardier ALP-45DP]] [176] => [177] => ==Use== [178] => There are three main uses of locomotives in [[rail transport operations]]: for hauling [[passenger]] trains, [[freight]] trains, and for [[shunting (rail)|switching]] (UK English: shunting). [179] => [180] => Freight locomotives are normally designed to deliver high starting [[tractive effort]] and high sustained power. This allows them to start and move long, heavy trains, but usually comes at the cost of relatively low maximum speeds. Passenger locomotives usually develop lower starting tractive effort but are able to operate at the high speeds required to maintain passenger schedules. Mixed-traffic locomotives (US English: general purpose or road switcher locomotives) meant for both passenger and freight trains do not develop as much starting tractive effort as a freight locomotive but are able to haul heavier trains than a passenger locomotive. [181] => [182] => Most steam locomotives have reciprocating engines, with pistons coupled to the driving wheels by means of connecting rods, with no intervening gearbox. This means the combination of starting tractive effort and maximum speed is greatly influenced by the diameter of the driving wheels. Steam locomotives intended for freight service generally have smaller diameter driving wheels than passenger locomotives. [183] => [184] => In diesel-electric and electric locomotives the control system between the [[traction motor]]s and [[axle]]s adapts the power output to the rails for freight or passenger service. Passenger locomotives may include other features, such as [[head-end power]] (also referred to as hotel power or electric train supply) or a [[steam generator (railroad)|steam generator]]. [185] => [186] => Some locomotives are designed specifically to work [[steep grade railway]]s, and feature extensive additional braking mechanisms and sometimes rack and pinion. Steam locomotives built for steep [[Rack railway|rack and pinion railways]] frequently have the boiler tilted relative to the [[locomotive frame]], so that the boiler remains roughly level on steep grades. [187] => [188] => Locomotives are also used on some high-speed trains. Some of them are operated in [[push-pull train|push-pull formation]] with trailer [[control car]]s at another end of a train, which often have a cabin with the same design as a cabin of locomotive; examples of such trains with conventional locomotives are [[Railjet]] and [[Intercity 225]]. [189] => [190] => Also many high-speed trains, including all [[TGV]], many [[Talgo]] (250 / 350 / Avril / XXI), some [[Korea Train Express]], [[ICE 1]]/[[ICE 2]] and [[Intercity 125]], use dedicated [[power car]]s, which do not have places for passengers and technically are special single-ended locomotives. The difference from conventional locomotives is that these power cars are integral part of a train and are not adapted for operation with any other types of passenger coaches. On the other hand, many high-speed trains such as the [[Shinkansen]] network never use locomotives. Instead of locomotive-like power-cars, they use [[electric multiple unit]]s (EMUs) or diesel multiple units (DMUs) – passenger cars that also have traction motors and power equipment. Using dedicated locomotive-like power cars allows for a high ride quality and less electrical equipment; [191] => {{cite magazine [192] => | last = Hata [193] => | first = Hiroshi [194] => | date = 1998 [195] => | title = What Drives Electric Multiple Units? [196] => | url = http://www.ejrcf.or.jp/jrtr/jrtr17/pdf/f40_technology.pdf [197] => | editor-last = Wako [198] => | editor-first = Kanji [199] => | magazine = Japan Railway & Transport Review [200] => | publication-place = Tokyo, Japan [201] => | publisher = [[East Japan Railway Culture Foundation]] [202] => | access-date = 16 November 2022 [203] => }} [204] => [205] => but EMUs have less axle weight, which reduces maintenance costs, and EMUs also have higher acceleration and higher seating capacity. [206] => Also some trains, including [[TGV PSE]], [[TGV TMST]] and [[Project V150|TGV V150]], use both non-passenger power cars and additional passenger motor cars. [207] => [208] => ==Operational role {{anchor|role}}== [209] => [210] => [211] => Locomotives occasionally work in a specific role, such as: [212] => * '''Train engine''' is the technical name for a locomotive attached to the front of a railway [[train]] to haul that train. Alternatively, where facilities exist for [[Push-pull train|push-pull]] operation, the train engine might be attached to the rear of the train; [213] => * [[Pilot engine]] – a locomotive attached in front of the train engine, to enable [[double-heading]]; [214] => * [[Banking engine]] – a locomotive temporarily assisting a train from the rear, due to a difficult start or a sharp incline gradient; [215] => * [[Light engine]] – a locomotive operating without a train behind it, for relocation or operational reasons. Occasionally, a light engine is referred to as a train in and of itself. [216] => * [[Station pilot]] – a locomotive used to [[Shunting (rail)|shunt]] passenger trains at a [[railway station]]. [217] => [218] => ==Wheel arrangement== [219] => {{Main|Wheel arrangement}} [220] => [221] => The wheel arrangement of a locomotive describes how many wheels it has; common methods include the [[AAR wheel arrangement]], [[UIC classification]], and [[Whyte notation]] systems. [222] => [223] => ==Remote control locomotives== [224] => {{Main|Remote control locomotive}} [225] => In the second half of the twentieth century [[remote control locomotive]]s started to enter service in switching operations, being remotely controlled by an operator outside of the locomotive cab. [226] => The main benefit is one operator can control the loading of grain, coal, gravel, etc. into the cars. In addition, the same operator can move the train as needed. Thus, the locomotive is loaded or unloaded in about a third of the time.{{citation needed|date=October 2011}} [227] => [228] => ==See also== [229] => {{Portal|Trains}} [230] => {{columns-list|colwidth=20em| [231] => * [[Air brake (rail)|Air brake]] [232] => * [[Articulated locomotive]] [233] => * [[Autorail]] [234] => * [[Bank engine]] [235] => * [[Builder's plate]] [236] => * [[Control car]] [237] => * [[Duplex locomotive]] [238] => * [[Electric multiple unit]] [239] => * [[Headboard (train)]] [240] => * [[Headstock (rolling stock)]] [241] => * [[Kryšpín's system]] [242] => * [[List of locomotive builders]] [243] => * [[List of locomotives]] [244] => * [[Trains in art|Locomotives in art]] [245] => * [[Brake (railway)|Railway brakes]] [246] => * [[Regenerative brake|Regenerative (dynamic) brakes]] [247] => * [[Traction engine]] [248] => * [[Train horn]] [249] => * [[Vacuum brake]] [250] => * [[World's largest locomotive]] [251] => }} [252] => [253] => ==Notes== [254] => {{Notelist}} [255] => [256] => ==References== [257] => {{Reflist}} [258] => [259] => ==Bibliography== [260] => {{refbegin}} [261] => * {{cite book | last=Churella | first=Albert J. | title=From Steam To Diesel: Managerial Customs and Organizational Capabilities in the Twentieth-Century American Locomotive Industry | location=Princeton | publisher=[[Princeton University Press]]| date=1998 | isbn=978-0-691-02776-0 }} [262] => * {{cite book|first=Michael C. |last=Duffy|title=Electric Railways 1880–1990|publisher=[[Institution of Engineering and Technology|IET]]|year=2003|isbn=978-0-85296-805-5|url=https://books.google.com/books?id=cpFEm3aqz_MC}} [263] => * {{cite book|last=Ellis|first=Cuthbert Hamilton |title=Pictorial Encyclopedia of Railways|url=https://books.google.com/books?id=hZfNPQAACAAJ|date=12 December 1988|publisher=Random House Value Publishing|isbn=978-0-517-01305-2}} [264] => * {{cite book |last1=Flowers |first1=Andy |title=International Passenger Locomotives: Since 1985 |series=World Railways Series, Vol 1 |date=2020 |publisher=Key Publishing |location=Stamford, Lincs, UK |isbn=9781913295929 |url={{GBurl|j_1zEAAAQBAJ}}}} [265] => * {{Pinkepank diesel spotters guide 2}} [266] => {{refend}} [267] => [268] => ==External links== [269] => {{Commons category-inline|Locomotives}} [270] => * [https://www.gutenberg.org/ebooks/11164 An engineer's guide from 1891] [271] => * [https://web.archive.org/web/20190224173920/http://sakhalianet.x10.mx/history_railway/locomotive_cutaways.php Locomotive cutaways and historical locomotives of several countries ordered by dates] [272] => * Pickzone Locomotive [https://drive.google.com/file/d/0B5Av-LamRJaRbXZXaFYwYVlPREE/view?usp=sharing Model]{{dead link|date=January 2018 |bot=InternetArchiveBot |fix-attempted=yes }} [273] => * [https://web.archive.org/web/20100218105428/http://www.steam.dial.pipex.com/ International Steam Locomotives] [274] => * ''Turning a Locomotive into a Stationary Engine'', [[Popular Science]] monthly, February 1919, page 72, Scanned by Google Books: [https://books.google.com/books?id=7igDAAAAMBAJ&pg=PA72 Popular Science] [275] => [276] => {{Locostyles}} [277] => [278] => {{Authority control}} [279] => [280] => [[Category:Locomotives| ]] [281] => [[Category:19th-century inventions]] [] => )
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Locomotive

A locomotive is a type of railway vehicle that provides the power and traction for a train. It is typically powered by a steam engine, diesel engine, or electric motor.

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It is typically powered by a steam engine, diesel engine, or electric motor. The locomotive is connected to the train's axles through a system of gears and drive shafts, enabling it to pull or push the entire train along the tracks. The first locomotives were developed in the early 19th century, with steam locomotives being the most common type in the early years of rail transportation. These locomotives used steam power to generate motion, with the steam being produced by heating water in a boiler. Steam locomotives became increasingly powerful and efficient over time, playing a crucial role in the expansion of railways worldwide. In the 20th century, diesel locomotives started to replace steam locomotives, particularly in industrialized countries. Diesel locomotives use internal combustion engines to generate power, which are easier to operate and maintain compared to steam engines. They also produce less smoke and are more fuel-efficient. Electric locomotives, on the other hand, use electricity from overhead lines or a third rail to power electric motors, providing a cleaner and more sustainable alternative. Locomotives have various components, including the engine, wheels, brakes, and controls. Modern locomotives are equipped with advanced technologies, such as computerized controls, traction control systems, and multiple-unit operation, which allow for more efficient and safer train operations. The size and power of locomotives vary depending on the specific application. Some locomotives are designed for freight trains, capable of hauling heavy loads over long distances. Others are dedicated to passenger services, offering increased speed and comfort. Locomotives are also used in various specialized applications, such as mining, construction, and military operations. While locomotives have been largely replaced by other forms of transportation in certain contexts, such as urban commuter rail, they continue to play a vital role in the global transportation network. They provide an efficient and reliable means of moving goods and people over long distances, connecting communities and facilitating economic development.

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