Diesel locomotive - Knowledge (XXG)

2474: 1387: 133: 2822: 2193:) that has a lock preventing backwards rotation and adding output torque by redirecting the oil flow at low output RPM. All three main parts are sealed in an oil-filled housing. To match engine speed to load speed over the entire speed range of a locomotive some additional method is required to give sufficient range. One method is to follow the torque converter with a mechanical gearbox which switches ratios automatically, similar to an automatic transmission in an automobile. Another method is to provide several torque converters each with a range of variability covering part of the total required; all the torque converters are mechanically connected all the time, and the appropriate one for the speed range required is selected by filling it with oil and draining the others. The filling and draining is carried out with the transmission under load, and results in very smooth range changes with no break in the transmitted power. 2687: 290: 1473: 1902:(back EMF, meaning the motors are also trying to act as generators), which will oppose the output of the main generator and cause traction motor current to decrease. Main generator voltage will correspondingly increase in an attempt to maintain motor power but will eventually reach a plateau. At this point, the locomotive will essentially cease to accelerate, unless on a downgrade. Since this plateau will usually be reached at a speed substantially less than the maximum that may be desired, something must be done to change the drive characteristics to allow continued acceleration. This change is referred to as "transition", a process that is analogous to shifting gears in an automobile. 2254:

axles, and as such there is the potential that if one wheel loses grip and slips, this will cause the axle to spin faster independently from the others, resulting in a significant loss of overall traction. By contrast on a DH locomotive all the axles on each bogey are linked together via coupled drive shafts, and as such no single axle can begin to spin faster on its own should its wheels hit a slippery spot, greatly helping with traction. Prior to the introduction of effective traction control systems this technical difference alone could contribute anywhere between a 15-33% increase to the factor of adhesion for a diesel-hydraulic versus a diesel-electric locomotive.

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incorporate anti-freezing properties; this results in diesel locomotives being left idling when parked in cold climates instead of being completely shut down. A diesel engine can be left idling unattended for hours or even days, especially since practically every diesel engine used in locomotives has systems that automatically shut the engine down if problems such as a loss of oil pressure or coolant loss occur. Automatic start/stop systems are available which monitor coolant and engine temperatures. When the unit is close to having its coolant freeze, the system restarts the diesel engine to warm the coolant and other systems.

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meant that there was no feasible way for spare-part inventories to be maintained. With diesel locomotives spare parts could be mass-produced and held in stock ready for use and many parts and sub-assemblies could be standardized across an operator's fleet using different models of locomotive from the same builder. Modern diesel locomotive engines are designed to allow the power assemblies (systems of working parts and their block interfaces) to be replaced while keeping the main block in the locomotive, which greatly reduces the time that a locomotive is out of revenue-generating service when it requires maintenance.

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running "light" (that is, not coupled to the rest of a train) and is not on an ascending grade, it will easily accelerate. On the other hand, if a long train is being started, the locomotive may stall as soon as some of the slack has been taken up, as the drag imposed by the train will exceed the tractive force being developed. An experienced engine driver will be able to recognize an incipient stall and will gradually advance the throttle as required to maintain the pace of acceleration.

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voltage feedback values. The computer adjusts the feedback value to match the reference value by controlling the excitation of the main generator, as described above. The governor still has control of engine speed, but the load regulator no longer plays a central role in this type of control system. However, the load regulator is retained as a "back-up" in case of engine overload. Modern locomotives fitted with

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to maintain the level of water in the boiler. This may be necessary to prevent the water in the boiler freezing in cold climates, so long as the water supply is not frozen. After use a steam locomotive requires a lengthy disposal operation to perform cleaning, inspection, maintenance and refilling with water and fuel before it is ready for its next duty. By contrast, as early as 1939 EMD was promoting its

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specifically for the US by the firm Krauss Maffei. Reliability problems with these machines during high altitude operations with SP in the US, as well as the advent of domestic diesel engines of similar power levels coupled with an industry better suited for supporting diesel electric powertrains, however, meant that eventually interest in diesel hydraulics faded away in the US.

2235: 2171: 1660: 1951:(an indicator that shows the engine driver how much current is being drawn by the traction motors) was calibrated to indicate at which points forward or backward transition should take place. Automatic transition was subsequently developed to produce better-operating efficiency and to protect the main generator and traction motors from overloading from improper transition. 1795: 1558:, which is what actually propels the train) will tend to inversely vary with speed within these limits. (See power curve below). Maintaining acceptable operating parameters was one of the principal design considerations that had to be solved in early diesel–electric locomotive development and, ultimately, led to the complex control systems in place on modern units. 1579: 3458: 2596: 1523:(VVVF) drives, or "traction inverters", allowed the use of polyphase AC traction motors, thereby also eliminating the motor commutator and brushes. The result is a more efficient and reliable drive that requires relatively little maintenance and is better able to cope with overload conditions that often destroyed the older types of motors. 2109: 881:, a GE electrical engineer, developed and patented a reliable control system that controlled the engine and traction motor with a single lever; subsequent improvements were also patented by Lemp. Lemp's design solved the problem of overloading and damaging the traction motors with excessive electrical power at low speeds, and was the 1844: 302: 1704:

increased electrical output to the traction motors, with a corresponding increase in tractive force. Eventually, depending on the requirements of the train's schedule, the engine driver will have moved the throttle to the position of maximum power and will maintain it there until the train has accelerated to the desired speed.

381:, Switzerland, the diesel–mechanical locomotive was delivered in Berlin in September 1912. The world's first diesel-powered locomotive was operated in the summer of 1912 on the same line from Winterthur but was not a commercial success. During test runs in 1913 several problems were found. The outbreak of 261:, a high-speed intercity two-car set, and went into series production with other streamlined car sets in Germany starting in 1935. In the United States, diesel–electric propulsion was brought to high-speed mainline passenger service in late 1934, largely through the research and development efforts of 3045:

Steam locomotives require intensive maintenance, lubrication, and cleaning before, during, and after use. Preparing and firing a steam locomotive for use from cold can take many hours. They can be kept in readiness between uses with a low fire, but this requires regular stoking and frequent attention

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because of the large amount of energy wasted as heat in the air compressor. Attempts were made to compensate for this by using the diesel exhaust to re-heat the compressed air but these had limited success. A German proposal of 1929 did result in a prototype but a similar British proposal of 1932, to

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In Germany and Finland however, diesel–hydraulic systems achieved a very high reliability in operation, similar to or even better than DEs, which when coupled with the DHs aforementioned technical advantages helped make it the more popular type of diesel locomotive in these countries for a long time.

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The reasons for this were multiple, two of the more notable being that whilst most DH locomotives achieved about the same drivetrain efficiency as DEs of around ~85% (with some early British designs being the exception), they could at the same time be built noticeably lighter for the same total power

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and mechanical systems is where the speed and torque is adjusted. In the mechanical transmission system that has multiple ratios such as in a gear box, if there is a hydraulic section, it is only to allow the engine to run when the train is too slow or stopped. In the hydraulic system, hydraulics are

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As the throttle is moved to higher power notches, the fuel rate to the prime mover will increase, resulting in a corresponding increase in RPM and horsepower output. At the same time, main generator field excitation will be proportionally increased to absorb the higher power. This will translate into

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is released and the throttle is moved to the run 1 position (the first power notch). An experienced engine driver can accomplish these steps in a coordinated fashion that will result in a nearly imperceptible start. The positioning of the reverser and movement of the throttle together is conceptually

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When the throttle is in the idle position, the prime mover receives minimal fuel, causing it to idle at low RPM. In addition, the traction motors are not connected to the main generator and the generator's field windings are not excited (energized) – the generator does not produce electricity without

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became the first North American railway to use diesels in mainline service with two units, 9000 and 9001, from Westinghouse. However, these early diesels proved expensive and unreliable, with their high cost of acquisition relative to steam unable to be realized in operating cost savings as they were

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Diesel engines can be started and stopped almost instantly, meaning that a diesel locomotive has the potential to incur no fuel costs when not being used. However, it is still the practice of large North American railroads to use straight water as a coolant in diesel engines instead of coolants that

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A standard diesel locomotive presents a very low fire risk but "flame proofing" can reduce the risk even further. This involves fitting a water-filled box to the exhaust pipe to quench any red-hot carbon particles that may be emitted. Other precautions may include a fully insulated electrical system

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The aggregate effect of the above is to cause each traction motor to generate electric power and dissipate it as heat in the dynamic braking grid. A fan connected across the grid provides forced-air cooling. Consequently, the fan is powered by the output of the traction motors and will tend to run

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In newer designs controlled by a "traction computer," each engine speed step is allotted an appropriate power output, or "kW reference", in software. The computer compares this value with actual main generator power output, or "kW feedback", calculated from traction motor current and main generator

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Current North American practice is for four axles for high-speed passenger or "time" freight, or for six axles for lower-speed or "manifest" freight. The most modern units on "time" freight service tend to have six axles underneath the frame. Unlike those in "manifest" service, "time" freight units

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without the railroad having to bear the sizeable expense of electrification. The unit successfully demonstrated, in switching and local freight and passenger service, on ten railroads and three industrial lines. Westinghouse Electric and Baldwin collaborated to build switching locomotives starting

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Series production of diesel locomotives in Italy began in the mid-1950s. Generally, diesel traction in Italy was of less importance than in other countries, as it was amongst the most advanced countries in the electrification of the main lines and as Italian geography makes freight transport by sea

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The maintenance and operational costs of steam locomotives were much higher than diesels. Annual maintenance costs for steam locomotives accounted for 25% of the initial purchase price. Spare parts were cast from wooden masters for specific locomotives. The sheer number of unique steam locomotives

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switching locomotive utilizing a small diesel engine and a large bank of rechargeable batteries. Switching locomotives are of particular concern as they typically operate in a limited area, often in or near urban centers, and spend much of their time idling. Both designs reduce pollution below EPA

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designs. Genset locomotives use multiple smaller high-speed diesel engines and generators (generator sets), rather than a single medium-speed diesel engine and a single generator. Because of the cost of developing clean engines, these smaller high-speed engines are based on already developed truck

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tons of soot. Since this was discovered, to reduce the effects of the diesel locomotive on humans (who are breathing the noxious emissions) and on plants and animals, it is considered practical to install traps in the diesel engines to reduce pollution levels and other methods of pollution control

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The lights fitted to diesel locomotives vary from country to country. North American locomotives are fitted with two headlights (for safety in case one malfunctions) and a pair of ditch lights. The latter are fitted low down at the front and are designed to make the locomotive easily visible as it

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These two advantages were some of the main reasons why in the 1960's three major US railroad companies, incl. Southern Pacific, initially expressed great interest in diesel hydraulic locomotive designs, eventually leading to the order and purchase of several West German ML4000 DH locomotives built

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The second notable advantage with DH locomotives, which lasted up until the introduction of modern traction control systems, was increased adhesion/traction pr unit of weight. Normally on a DE locomotive every powered axle on a bogey features its own separate traction motor with no linkage between

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output is matched to any given engine speed. Given the innate characteristics of traction motors, as well as the way in which the motors are connected to the main generator, the generator will produce high current and low voltage at low locomotive speeds, gradually changing to low current and high

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as "jerking a lung"). Therefore, it is incumbent upon the engine driver to carefully monitor the amount of power being applied at start-up to avoid damage. In particular, "jerking a lung" could be a calamitous matter if it were to occur on an ascending grade, except that the safety inherent in the

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Placing the throttle into the first power position will cause the traction motors to be connected to the main generator and the latter's field coils to be excited. With excitation applied, the main generator will deliver electricity to the traction motors, resulting in motion. If the locomotive is

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Engine Company in 1929 and entered series production of 300 hp (220 kW) and 600 hp (450 kW) single-cab switcher units in 1931. ALCO would be the pre-eminent builder of switch engines through the mid-1930s and would adapt the basic switcher design to produce versatile and highly

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Diesel locomotives offer significant operating advantages over steam locomotives. They can safely be operated by one person, making them ideal for switching/shunting duties in yards (although for safety reasons many main-line diesel locomotives continue to have two-person crews: an engineer and a

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Ultimately, the source of the energy dissipated in the dynamic braking grid is the motion of the locomotive as imparted to the traction motor armatures. Therefore, the traction motors impose drag and the locomotive acts as a brake. As speed decreases, the braking effect decays and usually becomes

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The propulsion system is designed to produce maximum traction motor torque at start-up, which explains why modern locomotives are capable of starting trains weighing in excess of 15,000 tons, even on ascending grades. Current technology allows a locomotive to develop as much as 30% of its loaded

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power units. Both of those features would be used in EMC's later production model locomotives. The lightweight diesel streamliners of the mid-1930s demonstrated the advantages of diesel for passenger service with breakthrough schedule times, but diesel locomotive power would not fully come of age

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possessed a patent on the electric locomotive, his design actually being a type of electrically propelled railcar. GE built its first electric locomotive prototype in 1895. However, high electrification costs caused GE to turn its attention to internal combustion power to provide electricity for

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Cab arrangements vary by builder and operator. Practice in the U.S. has traditionally been for a cab at one end of the locomotive with limited visibility if the locomotive is not operated cab forward. This is not usually a problem as U.S. locomotives are usually operated in pairs, or threes, and

1644:, have eight throttle positions or "notches" as well as a "reverser" to allow them to operate bi-directionally. Many UK-built locomotives have a ten-position throttle. The power positions are often referred to by locomotive crews depending upon the throttle setting, such as "run 3" or "notch 3". 3033:

with a single crew controlling multiple locomotives in a single train – something not practical with steam locomotives. This brought greater efficiencies to the operator, as individual locomotives could be relatively low-powered for use as a single unit on light duties but marshaled together to

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reported levels of diesel soot inside locomotives leaving Chicago at levels hundreds of times above what is normally found on streets outside. Residents of several neighborhoods are most likely exposed to diesel emissions at levels several times higher than the national average for urban areas.

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electrical control system interconnected by a 27-pin MU cable between the units. For UK-built locomotives, a number of incompatible control systems are used, but the most common is the Blue Star system, which is electro-pneumatic and fitted to most early diesel classes. A small number of types,

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so that it was not possible to advance more than one power position at a time. The engine driver could not, for example, pull the throttle from notch 2 to notch 4 without stopping at notch 3. This feature was intended to prevent rough train handling due to abrupt power increases caused by rapid

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and the steam and diesel engine manufacturer Gebrüder Sulzer founded Diesel-Sulzer-Klose GmbH to manufacture diesel-powered locomotives. Sulzer had been manufacturing diesel engines since 1898. The Prussian State Railways ordered a diesel locomotive from the company in 1909, and after test runs

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However, one study published in 1959 suggested that many of the comparisons between diesel and steam locomotives were made unfairly, mostly because diesels were a newer technology. After painstaking analysis of financial records and technological progress, the author found that if research had

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locomotive as needing no maintenance between 30-day inspections beyond refuelling and basic fluid level and safety checks which could be performed with the prime mover still running. Railways converting from steam to diesel operation in the 1940s and 1950s found that for a given period diesel

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road-switcher locomotives in 1949, which displaced all other locomotives in the freight market including their own F series locomotives. GE subsequently dissolved its partnership with ALCO and would emerge as EMD's main competitor in the early 1960s, eventually taking the top position in the

238:, the more powerful diesel engines required the development of new forms of transmission. This is because clutches would need to be very large at these power levels and would not fit in a standard 2.5 m (8 ft 2 in)-wide locomotive frame, or would wear too quickly to be useful. 2887:

that diesel locomotive engines were relatively clean and emitted far less health-threatening emissions than those of diesel trucks or other vehicles; however, the scientists discovered that because they used faulty estimates of the amount of fuel consumed by diesel locomotives, they grossly

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In Japan, starting in the 1920s, some petrol–electric railcars were produced. The first diesel–electric traction and the first air-streamed vehicles on Japanese rails were the two DMU3s of class Kiha 43000 (キハ43000系). Japan's first series of diesel locomotives was class DD50 (国鉄DD50形), twin

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The diesel-pneumatic locomotive was of interest in the 1930s because it offered the possibility of converting existing steam locomotives to diesel operation. The frame and cylinders of the steam locomotive would be retained and the boiler would be replaced by a diesel engine driving an

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of steam was considerably less than that of diesel engines. Diesel's theoretical studies demonstrated potential thermal efficiencies for a compression ignition engine of 36% (compared with 6–10% for steam), and an 1897 one-cylinder prototype operated at a remarkable 26% efficiency.

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Occasionally, the second unit may have its prime-mover and traction alternator removed and replaced by concrete or steel ballast and the power for traction obtained from the master unit. As a 16-cylinder prime-mover generally weighs in the 36,000-pound (16,000 kg) range, and a

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setting, which determines the engine fuel rate, and current regulator position, which affects main generator excitation. The governor also incorporates a separate overspeed protective mechanism that will immediately cut off the fuel supply to the injectors and sound an alarm in the

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operated dual diesel–electric/electric locomotives designed to run primarily as electric locomotives with reduced power available when running on diesel power. This allowed railway yards to remain unelectrified, as the third rail power system is extremely hazardous in a yard area.

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By the 21st century, for diesel locomotive traction worldwide the majority of countries used diesel–electric designs, with diesel-hydraulic designs not found in use outside Germany, Finland and Japan, and some neighbouring states, where it is used in designs for freight work.

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between 1925 and 1928 for several New York City railroads, making them the first series-produced diesel locomotives. The consortium also produced seven twin-engine "100 ton" boxcabs and one hybrid trolley/battery unit with a diesel-driven charging circuit. ALCO acquired the

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In older designs, the prime mover's governor and a companion device, the load regulator, play a central role in the control system. The governor has two external inputs: requested engine speed, determined by the engine driver's throttle setting, and actual engine speed

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airship). Some of those series for regional traffic were begun with gasoline motors and then continued with diesel motors, such as Hungarian BC (The class code doesn't tell anything but "railmotor with 2nd and 3rd class seats".), 128 cars built 1926–1937, or German

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As the load on the engine changes, its rotational speed will also change. This is detected by the governor through a change in the engine speed feedback signal. The net effect is to adjust both the fuel rate and the load regulator position so that engine RPM and

1962:, DC to DC, were capable of delivering only 600 volts). This improvement was accomplished largely through improvements in silicon diode technology. With the capability of delivering 1,200 volts to the traction motors, the need for "transition" was eliminated. 662:

before it became economical for hauling trains. The construction of diesel shunters began in 1920 in France, in 1925 in Denmark, in 1926 in the Netherlands, and in 1927 in Germany. After a few years of testing, hundreds of units were produced within a decade.

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locomotives were sought for mainline freight service. The US entry into World War II slowed conversion to diesel; the War Production Board put a halt to building new passenger equipment and gave naval uses priority for diesel engine production. During the

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arranged so that a cab is at each end of each set. European practice is usually for a cab at each end of the locomotive as trains are usually light enough to operate with one locomotive. Early U.S. practice was to add power units without cabs (booster or

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In the early postwar era, EMD dominated the market for mainline locomotives with their E and F series locomotives. ALCO-GE in the late 1940s produced switchers and road-switchers that were successful in the short-haul market. However, EMD launched their

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Before diesel power could make inroads into mainline service, the limitations of diesel engines circa 1930 – low power-to-weight ratios and narrow output range – had to be overcome. A major effort to overcome those limitations was launched by

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Dynamic braking is particularly beneficial when operating in mountainous regions, where there is always the danger of a runaway due to overheated friction brakes during descent. In such cases, dynamic brakes are usually applied in conjunction with the

2030:. The use of blended braking can also assist in keeping the slack in a long train stretched as it crests a grade, helping to prevent a "run-in", an abrupt bunching of train slack that can cause a derailment. Blended braking is also commonly used with 819:) for regular use in the United Kingdom, although British manufacturers such as Armstrong Whitworth had been exporting diesel locomotives since 1930. Fleet deliveries to British Railways, of other designs such as Class 20 and Class 31, began in 1957. 1665: 2729:

road switchers, often nearly worn-out and very soon ready for rebuilding or scrapping, and to utilize these for so-called "transfer" uses, for which the TR-2, TR-3 and TR-4 engines were originally intended, hence the designation TR, for "transfer".

900:(shunter) applications, which were more forgiving than mainline applications of the limitations of contemporary diesel technology and where the idling economy of diesel relative to steam would be most beneficial. GE entered a collaboration with the 1799: 933:

frequently out of service. It would be another five years before diesel–electric propulsion would be successfully used in mainline service, and nearly ten years before fully replacing steam became a real prospect with existing diesel technology.

628:, in Germany. Diesel–hydraulics became the mainstream in diesel locomotives in Germany since the German railways (DRG) were pleased with the performance of that engine. Serial production of diesel locomotives in Germany began after World War II. 1882:

per motor at full power. When the locomotive is at or near standstill, current flow will be limited only by the DC resistance of the motor windings and interconnecting circuitry, as well as the capacity of the main generator itself. Torque in a

928:. Its twin-engine design was not successful, and the unit was scrapped after a short testing and demonstration period. Industry sources were beginning to suggest "the outstanding advantages of this new form of motive power". In 1929, the 2151:

Application of hydrostatic transmissions is generally limited to small shunting locomotives and rail maintenance equipment, as well as being used for non-tractive applications in diesel engines such as drives for traction motor fans.

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conductor/switchman) and the operating environment is much more attractive, being quieter, fully weatherproof and without the dirt and heat that is an inevitable part of operating a steam locomotive. Diesel locomotives can be worked

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throttle motion ("throttle stripping", an operating rules violation on many railroads). Modern locomotives no longer have this restriction, as their control systems are able to smoothly modulate power and avoid sudden changes in

245:, and by 1925 a small number of diesel locomotives of 600 hp (450 kW) were in service in the United States. In 1930, Armstrong Whitworth of the United Kingdom delivered two 1,200 hp (890 kW) locomotives using 2199: 997:

semi-articulated ten car trainsets pulled by cab-booster power sets introduced in late 1936. Union Pacific started diesel streamliner service between Chicago and Portland Oregon in June 1935, and in the following year would add

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Whilst Diesel Electric (DE) locomotives were chosen around most of the world, a few countries turned toward Diesel Hydraulic (DH) locomotives instead, most notably Germany, Finland & Japan, as well as Britain for a time.

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banned steam locomotives from New York City, because of severe pollution problems. The response to this law was to electrify high-traffic rail lines. However, electrification was uneconomical to apply to lower-traffic areas.

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locomotives were available for, on average, three or four times more revenue-earning hours than equivalent steam locomotives, allowing locomotive fleets to be cut drastically in size while maintaining operational capacity.

1098:, coal-fired steam had the advantage of not using fuel that was in critically short supply. EMD was later allowed to increase the production of its FT locomotives and ALCO-GE was allowed to produce a limited number of 2180:

1 — diesel, 2 — oil filter, 3 — turning gear, 4 — water-to-fuel heater, 5 — auxiliary electric generator, 6 — hydrokinetic transmission, 7 — first gear valve (with manual shift handle), 8 — automatic transmission oil

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set is a pair of switcher-type locomotives: one (the cow) equipped with a driving cab, the other (the calf) without a cab, and controlled from the cow through cables. Cow-calf sets are used in heavy switching and

1633:(electrical connections) that are required to pass signals from unit to unit. For example, only four trainlines are required to encode all possible throttle positions if there are up to 14 stages of throttling. 1437:

and other components, which control or modify the electrical supply to the traction motors. In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear.

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In one sense a dock authority was the earliest user of an oil-engined locomotive, for it was at the Hull docks of the North Eastern Railway that the Priestman locomotive put in its short period of service in

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built steam locomotives to standard designs from 1951 onwards. These included standard, interchangeable parts, making them cheaper to produce than the diesel locomotives then available. The capital cost per

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transmissions have been continuously used since the early 1960s. All units of Dr14 class and most units of Dv12 class are still in service. VR has abandoned some weak-conditioned units of 2700 series Dv12s.

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configurations are controlled from the lead unit's cab through coded radio signals. Although this is technically not an MU configuration, the behaviour is the same as with physically interconnected units.

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The diesel has quite a long history, and the first one ran as far back as 1894. This was a tiny 30-h.p. two-axle standard-gauge locomotive with a two- cylinder engine designed by William Dent Priestman

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in Germany. It had five driving axles (1'E1'). After several test rides, it hauled trains for almost three decades from 1925 to 1954. It became a model for several classes of Soviet diesel locomotives.

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that could deliver the required performance for a fast, lightweight passenger train. The second milestone, and the one that got American railroads moving towards diesel, was the 1938 delivery of GM's

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A small double cylinder engine has been mounted upon a truck, which is worked on a temporary line of rails, in order to show the adaptation of a petroleum engine for locomotive purposes, on tramways

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mounted upon a truck which is worked on a temporary line of rails to show the adaptation of a petroleum engine for locomotive purposes." In 1894, a 20 hp (15 kW) two-axle machine built by

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12-cylinder 2-stroke diesel engine (foreground; square "hand holes"), stored pending rebuild, and missing some components, with a 16-567C or D 16-cylinder engine (background; round "hand holes").

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type to permit shifting while under load. Various systems have been devised to minimise the break in transmission during gear changing, such as the S.S.S. (synchro-self-shifting) gearbox used by

2120:, in combination with fixed ratio gears. Drive shafts and gears form the final drive to convey the power from the torque converters to the wheels, and to effect reverse. The difference between 1550:

A diesel–electric locomotive's power output is independent of road speed, as long as the unit's generator current and voltage limits are not exceeded. Therefore, the unit's ability to develop

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to overcome such problems. Some have suggested that the CR worked with the South Australian Railways to trial diesel traction. However, the technology was not developed enough to be reliable.

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Early diesel–electric locomotives in the United States used direct current (DC) traction motors but alternating current (AC) motors came into widespread use in the 1990s, starting with the

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engine that was designed specifically for locomotive use, bringing a fivefold increase in life of some mechanical parts and showing its potential for meeting the rigors of freight service.

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In 1917–1918, GE produced three experimental diesel–electric locomotives using Lemp's control design, the first known to be built in the United States. Following this development, the 1923

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typically higher-powered locomotives intended for passenger only work, do not have multiple control systems. In all cases, the electrical control connections made common to all units in a

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used a diesel engine to power a compressor to drive and recirculate steam produced by a boiler; effectively using steam as the power transmission medium, with the diesel engine being the

365:). However, the large size and poor power-to-weight ratio of early diesel engines made them unsuitable for propelling land-based vehicles. Therefore, the engine's potential as a railroad 1508:

in the generator. Elimination of the brushes and commutator, in turn, eliminated the possibility of a particularly destructive type of event referred to as a flashover (also known as an

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company in 1911. Only limited success was achieved in the early twentieth century with internal combustion engined railcars, due, in part, to difficulties with mechanical drive systems.

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hp, with all power provided by master, but the combination benefits from the tractive effort provided by the slave as engines in transfer service are seldom called upon to provide 3,000

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In many railway stations and industrial compounds, steam shunters had to be kept hot during many breaks between scattered short tasks. Therefore, diesel traction became economical for

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output. This was the case as the hydraulic transmissions didn't weigh nearly as much as the combination of generator(s) & multiple electric traction motors necessary on a DE.

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In older locomotives, it was necessary for the engine driver to manually execute transition by use of a separate control. As an aid to performing transition at the right time, the

1146:

built 1912 to 1917 by Commonwealth Railways (CR) passes through 2,000 km of waterless (or salt watered) desert terrain unsuitable for steam locomotives. The original engineer

1268:

required to move a heavy train. A number of attempts to use diesel–mechanical propulsion in high power applications have been made (for example, the 1,500 kW (2,000 hp)

3034:

provide the power needed on a heavy train. With steam traction, a single very powerful and expensive locomotive was required for the heaviest trains, or the operator resorted to

1606:

or similar mechanism. The governor is designed to react to both the throttle setting, as determined by the engine driver and the speed at which the prime mover is running (see

289: 2888:

understated the amount of pollution generated annually. After revising their calculations, they concluded that the annual emissions of nitrogen oxide, a major ingredient in

1871:

Traction motor performance is controlled either by varying the DC voltage output of the main generator, for DC motors, or by varying the frequency and voltage output of the

1684:

excitation. Therefore, the locomotive will be in "neutral". Conceptually, this is the same as placing an automobile's transmission into neutral while the engine is running.

538:

rpm, driving four DC motors, one for each axle. These 44 tonnes (43 long tons; 49 short tons) locomotives with 45 km/h (28 mph) top speed proved quite successful.

385:

in 1914 prevented all further trials. The locomotive weight was 95 tonnes and the power was 883 kW (1,184 hp) with a maximum speed of 100 km/h (62 mph).

2984:

As diesel locomotives advanced, the cost of manufacturing and operating them dropped, and they became cheaper to own and operate than steam locomotives. In North America,

2686: 531: 272:

The economic recovery from World War II hastened the widespread adoption of diesel locomotives in many countries. They offered greater flexibility and performance than

361: 2988:

were custom-made for specific railway routes, so economies of scale were difficult to achieve. Though more complex to produce with exacting manufacturing tolerances (

2741:

A pair of fully capable "Dash 2" units would be rated 6,000 hp (4,500 kW). A "Dash 2" pair where only one had a prime-mover/alternator would be rated 3,000

2738:

hp traction alternator generally weighs in the 18,000-pound (8,200 kg) range, this would mean that 54,000 lb (24,000 kg) would be needed for ballast.

924:

outshopped a prototype diesel–electric locomotive for "special uses" (such as for runs where water for steam locomotives was scarce) using electrical equipment from

2441: 1887:

is approximately proportional to the square of the current. Hence, the traction motors will produce their highest torque, causing the locomotive to develop maximum

1472: 3929: 2945: 1574:-styled diesel–electric locomotive cab. The lever near bottom-centre is the throttle and the lever visible at bottom left is the automatic brake valve control. 1063:

streamlined passenger locomotives, which would be upgraded with more reliable purpose-built engines in 1938. Seeing the performance and reliability of the new

1912:

Initially, pairs of motors are connected in series across the main generator. At higher speed, motors are reconnected in parallel across the main generator.

2872:

to the environment, and greenhouse gases than steam locomotives, they still emit large amounts. Furthermore, like other diesel powered vehicles, they emit

2269:

Diesel–hydraulic locomotives have a smaller market share than diesel electrics – the main worldwide user of main-line hydraulic transmissions has been the

744:

with 33 more highspeed DMUs, built for DRG till 1938, 13 DMU 2 ("Hamburg" series), 18 DMU 3 ("Leipzig" and "Köln" series), and two DMU 4 ("Berlin" series).

2896:, and soot would be by 2030 nearly twice what they originally assumed. In Europe, where most major railways have been electrified, there is less concern. 2672:) and the arrangement was often A-B, A-A, A-B-A, A-B-B, or A-B-B-A where A was a unit with a cab. Center cabs were sometimes used for switch locomotives. 2388: 1249:

The mechanical transmissions used for railroad propulsion are generally more complex and much more robust than standard-road versions. There is usually a

949:

sought to develop diesel engines suitable for high-speed mobile use. The first milestone in that effort was delivery in early 1934 of the Winton 201A, a

3820: 2966:

Other technologies that are being deployed to reduce diesel locomotive emissions and fuel consumption include "Genset" switching locomotives and hybrid

917:

curtailed demand for Westinghouse's electrical equipment, and they stopped building locomotives internally, opting to supply electrical parts instead.

490:). Because of a shortage of petrol products during World War I, they remained unused for regular service in Germany. In 1922, they were sold to Swiss 4100: 839:

purchased the American manufacturing rights for the diesel engine in 1898 but never applied this new form of power to transportation. He founded the

4166: 2457: 925: 2141: 4345: 2333: 2125:

the primary system for adapting engine speed and torque to the train's situation, with gear selection for only limited use, such as reverse gear.

1500:

to convert its output to DC. This advance greatly improved locomotive reliability and decreased generator maintenance costs by elimination of the

1055:

GM, seeing the success of the custom streamliners, sought to expand the market for diesel power by producing standardized locomotives under their

945:, a major manufacturer of diesel engines for marine and stationary applications, in 1930. Supported by the General Motors Research Division, GM's 2341: 1350:

This section is about diesel locomotives using electric transmissions. For locomotives powered by both external electricity and diesel fuel, see

1819:

voltage as the locomotive accelerates. Therefore, the net power produced by the locomotive will remain constant for any given throttle setting (

1031:

until regular series production of mainline diesel locomotives commenced and it was shown suitable for full-size passenger and freight service.

1026:

locomotives of 1935 demonstrated the multiple-unit control systems used for the cab/booster sets and the twin-engine format used with the later

4083: 683:

Diesel-powered or "oil-engined" railcars, generally diesel–mechanical, were developed by various European manufacturers in the 1930s, e.g. by

4579: 4560: 4068: 3725: 3649: 3515: 3467: 3183: 153: 3070:

By the mid-1960s, diesel locomotives had effectively replaced steam locomotives where electric traction was not in use. Attempts to develop

2711:

called these TR-2s (approximately 2,000 hp or 1,500 kW); where three units, TR-3s (approximately 3,000 hp or 2,200 kW).

1425:), the main generator/alternator-rectifier, traction motors (usually with four or six axles), and a control system consisting of the engine 4636: 4192: 2087:

on NJTransit) locomotives between non-electrified territory and New York City because of a local law banning diesel-powered locomotives in

2005:

The prime mover RPM is increased, and the main generator field is excited, causing a corresponding excitation of the traction motor fields.

1264:

Diesel–mechanical propulsion is limited by the difficulty of building a reasonably sized transmission capable of coping with the power and

812: 2034:

to reduce wear and tear on the mechanical brakes that is a natural result of the numerous stops such trains typically make during a run.

4140: 2813:

Latest development of the "Flameproof Diesel Vehicle Applied New Exhaust Gas Dry Type Treatment System" does not need the water supply.

2510:'s second generation passenger DMU stock used hydraulic transmission. In the 21st century, designs using hydraulic transmission include 736:

was built in 1932. After a test ride in December 1932, this two-coach diesel railcar (in English terminology a DMU2) started service at

676: 428: 250: 1382:, the most powerful single-unit diesel-electric locomotive in the world with two diesel engines, rated at 6,600 hp (4,920 kW) 4752: 4023: 3437: 2080: 1311: 1214:

in a fashion similar to that employed in most road vehicles. This type of transmission is generally limited to low-powered, low-speed

542: 534:

in southern Italy in 1926, following trials in 1924–25. The six-cylinder two-stroke motor produced 440 horsepower (330 kW) at 500

199:. Several types of diesel locomotives have been developed, differing mainly in the means by which mechanical power is conveyed to the 53: 3290: 378: 3905: 2960: 2616: 1921: 1337: 577: 318: 119: 4294: 1729:

mainline diesel-electric locomotives of the USA in operation with freight trains. Sounds of diesel engines during idle and power up

1465: 709: 242: 3238: 1758:

installed in wagons today, prevents runaway trains by automatically applying the wagon brakes when train line air pressure drops.

4762: 3067:

continued on steam technology instead of diesel, there would be negligible financial benefit in converting to diesel locomotion.

1991:

by separately exciting the field winding. When dynamic braking is used, the traction control circuits are configured as follows:

946: 608:

region. Due to technical problems, afterwards, it was out of service. Since 1934, it was used as a stationary electric generator.

4270: 2880:, which are a risk to public health. In fact, in this last respect diesel locomotives may perform worse than steam locomotives. 1875:

for AC motors. With DC motors, various connection combinations are utilized to adapt the drive to varying operating conditions.

1746:

at start-up to damage or derail cars (if on a curve) or break couplers (the latter being referred to in North American railroad

100: 3459:

Theorie und Konstruktion eines rationellen Wärmemotors zum Ersatz der Dampfmaschine und der heute bekannten Verbrennungsmotoren

2403: 562: 553: 357:

Theorie und Konstruktion eines rationellen Wärmemotors zum Ersatz der Dampfmaschine und der heute bekannten Verbrennungsmotoren

313:

The earliest recorded example of the use of an internal combustion engine in a railway locomotive is the prototype designed by

4545:

From Steam to Diesel: Managerial Customs and Organizational Capabilities in the Twentieth-Century American Locomotive Industry

1362: 72: 4709: 3549: 2639:

of 1937. Electrical interconnections were made so one engine driver could operate the entire consist from the head-end unit.

2553: 1315: 1157:

As in Europe, the usage of internal combustion engines advanced more readily in self-propelled railcars than in locomotives:

495: 230:

to a point where one could be mounted in a locomotive. Internal combustion engines only operate efficiently within a limited

57: 1868:(EFI) may have no mechanical governor; however, a "virtual" load regulator and governor are retained with computer modules. 4609: 4245: 3038:

with multiple locomotives and crews, a method which was also expensive and brought with it its own operating difficulties.

1010:

to the destinations of diesel streamliners out of Chicago. The Burlington and Union Pacific streamliners were built by the

4787: 1516:

will have only four of the axles connected to traction motors, with the other two as idler axles for weight distribution.

684: 3985: 79: 4218: 2175: 2140:

have been applied to rail use. Modern examples included 350 to 750 hp (260 to 560 kW) shunting locomotives by

2014:

ineffective below approximately 16 km/h (10 mph), depending on the gear ratio between the traction motors and

1613:

Locomotive power output, and therefore speed, is typically controlled by the engine driver using a stepped or "notched"

504:

claims to have built the first Italian diesel–electric locomotive in 1922, but little detail is available. Several Fiat-

402: 4376: 3058:

Steam engines required large quantities of coal and water, which were expensive variable operating costs. Further, the

2703:

service. Some are radio controlled without an operating engineer present in the cab. This arrangement is also known as

5057: 4862: 2270: 1899: 1630: 1543: 1102:

road locomotives, but most in the locomotive business were restricted to making switch engines and steam locomotives.

901: 223: 1840:

in the event the prime mover exceeds a defined RPM. Not all of these inputs and outputs are necessarily electrical.

1300: 491: 4454: 1059:. In 1936, EMC's new factory started production of switch engines. In 1937, the factory started producing their new 4699: 4552: 3960: 3948: 3156: 2714:

Cow-calves have largely disappeared as these engine combinations exceeded their economic lifetimes many years ago.

2329: 2297:

used high power to weight ratio twin-engine German designs to haul high speed trains from the 1960s to 1990s. (See

2241:, the most powerful single-engined diesel-hydraulic locomotive in the world, rated at 3,600 kW (4,800 hp) 2221: 1860:(and therefore power output) will remain constant for any given throttle setting, regardless of actual road speed. 1056: 1019: 929: 688: 468: 207: 86: 1394:, the fastest diesel-electric locomotive in the world that reached 271 km/h (168 mph) on 5 October 1993. 1319: 1304: 1039:

Following their 1925 prototype, the AGEIR consortium produced 25 more units of 300 hp (220 kW) "60 ton"

369:

was not initially recognized. This changed as research and development reduced the size and weight of the engine.

46: 4998: 4887: 4827: 4792: 3071: 2826: 2771: 2704: 2511: 2062: 1865: 1535: 570: 2646:

in the middle of the train, both to provide the extra power needed to ascend a grade and to limit the amount of

226:

in 1898, and steady improvements to the design of diesel engines reduced their physical size and improved their

4777: 4629: 4473: 3084: 3009: 2907:

tons of soot every year within a quarter of a century, in contrast to the EPA's previous projections of 480,000

2563: 2148:

subsidiary GIA. Hydrostatic drives are also utilised in railway maintenance machines (tampers, rail grinders).

1872: 1539: 1520: 1422: 1211: 1175: 1143: 921: 816: 815:(LMS) introduced the first of a pair of 1,600 hp (1,200 kW) Co-Co diesel–electric locomotives (later 797: 671: 585: 366: 235: 192: 2558:

Steam-diesel hybrid locomotives can use steam generated from a boiler or diesel to power a piston engine. The

1891:, enabling it to overcome the inertia of the train. This effect is analogous to what happens in an automobile 1441: 68: 4600: 993:

trainsets evolved from articulated three-car sets with 600 hp power cars in 1934 and early 1935, to the

5062: 4747: 4719: 4525:

Brown, H. F. (1959). Economic results of diesel–electric motive power on the railways in the United States.

3104: 2794: 2604: 2286: 2042: 954: 768: 388:

Small numbers of prototype diesel locomotives were produced in a number of countries through the mid-1920s.

3810:. ASME 1951 Annual Meeting. Atlantic City, New Jersey: Electro-Motive Division, General Motors Corporation. 4737: 4727: 4097: 3094: 2807: 2625: 2137: 1892: 1599: 1242: 1147: 649: 476: 322: 314: 4170: 1354:. For locomotives powered by a combination of diesel or fuel cells and batteries or ultracapacitors, see 4548: 3013: 2708: 2533: 2433: 2429: 2425: 2278: 2206: 2072: 1987:

armatures are always rotating when the locomotive is in motion and that a motor can be made to act as a

1722: 1637: 1501: 1234: 1202: 1185: 1171:

Australia's first diesel railcars were the NSWGR 100 Class (PH later DP) Silver City Comet cars in 1937.

1071: 942: 483: 342: 246: 227: 4352: 2856: 2615:

when hauling heavy trains. All North American locomotives, including export models, use a standardized

1679:

diesel-electric locomotive. Changes in diesel engine sounds can be heard during switching the throttle.

1418:

that drive the locomotive. There is no mechanical connection between the diesel engine and the wheels.

1048: 1367: 4832: 4767: 3089: 2517: 2495:

Diesel–hydraulic drive is common in multiple units, with various transmission designs used including

2076: 1988: 1477: 1067:

engine in passenger locomotives, EMC was eager to demonstrate diesel's viability in freight service.

863: 805: 759: 625: 472: 2144:(Belgium), 4 to 12 tonne 35 to 58 kW (47 to 78 hp) narrow gauge industrial locomotives by 1878:

At standstill, main generator output is initially low voltage/high current, often in excess of 1000

1621:-like electrical signals corresponding to throttle position. This basic design lends itself well to 1512:), which could result in immediate generator failure and, in some cases, start an engine room fire. 4857: 4837: 4622: 4223: 3099: 2952:

pollution standards that slash the amount of allowable soot by 90% and require an 80% reduction in

2803: 2372: 2068: 1629:

respond in the same way to throttle position. Binary encoding also helps to minimize the number of

1003: 909: 897: 774: 737: 637: 416: 5022: 4119: 5003: 4908: 3923: 3059: 2579: 1810:

diesel-electric locomotive in motion with a freight train. Sounds of diesel engines at full power

1489: 1403: 1269: 958: 412: 326: 4196: 4167:"Development of the Flameproof Diesel Vehicle Applied New Exhaust Gas Dry Type Treatment System" 3641: 1920:

Resistance is connected in parallel with the motor field. This has the effect of increasing the

1531: 1421:

The important components of diesel–electric propulsion are the diesel engine (also known as the

3873:

Holden, R 2006 No. 259 : the curious story of a forgotten locomotive, Railmac Publications

3130: 2635:

The ability to couple diesel–electric locomotives in an MU fashion was first introduced in the

1272:

locomotive), though only few have proven successful (such as the 1,342 kW (1,800 hp)

773:, a kind of a luxurious railbus in a series of seven items since 1934 and started to build the 156:

in 1987. Capable of 125 mph (201 km/h) in regular service, the train consists of two

93: 4797: 4684: 4666: 4575: 4556: 4064: 4019: 3911: 3901: 3893: 3721: 3680:

Lemp, Hermann. U.S. Patent No. 1,154,785, filed April 8, 1914, and issued September 28, 1915.

3645: 3574: 3511: 3463: 3433: 3383: 3340: 3179: 2655: 2643: 2521: 2325: 1603: 1426: 1254: 1168:

In the 1920s and 1930s, more reliable Gasoline railmotors were built by Australian industries.

1134: 989: 741: 692: 565:

original number Юэ 001/Yu-e 001) started on October 22. It had been designed by a team led by

306: 258: 4144: 3664:

Edison, Thomas A. U.S. Patent No. 493,425, filed January 19, 1891, and issued March 14, 1891

3264: 2112:

Schematic diagram of a diesel–hydraulic shunting locomotive with hydromechanical transmission

1676: 779: 712:

built a lot of diesel railmotors, more than 110 from 1933 to 1938 and 390 from 1940 to 1953,

4872: 4679: 3030: 3017: 2985: 2912: 2651: 2376: 2368: 2186: 2161: 2117: 2023: 1895:

at start-up, where it is in first gear and thereby producing maximum torque multiplication.

1837: 1815: 1782: 1755: 1726: 1692: 1648: 1641: 1505: 1457: 1162: 1015: 976: 914: 846: 733: 713: 593: 273: 169: 3720:

Evolution of the American Diesel Locomotive, J Parker Lamb 2007, Indiana University Press,

3194: 2480: 1696:

like shifting an automobile's automatic transmission into gear while the engine is idling.

751:

classes XF 1000 and XF 1100 comprised 11 high-speed DMUs, also called TAR, built 1934–1939.

4892: 4822: 4477: 4458: 4104: 3396: 3353: 3301: 3109: 2779: 2612: 2359:

In the 21st century series production standard gauge diesel–hydraulic designs include the

2314: 2310: 2306: 2302: 2298: 1977: 1888: 1688: 1595: 1551: 1258: 1229: 1215: 1115: 1023: 659: 589: 498:

of the line in 1944. Afterwards, the company kept them in service as boosters until 1965.

346: 144: 4320: 4038: 3531: 1898:

As the locomotive accelerates, the now-rotating motor armatures will start to generate a

728:

In the 1930s, streamlined highspeed diesel railcars were developed in several countries:

1406:(generally, less than 3,000 hp (2,200 kW) net for traction), or an electrical 642: 4993: 4807: 4802: 4693: 4689: 3634: 3252: 3221: 3035: 3022: 2953: 2948:(EPA) mandated regulations requiring all new or refurbished diesel locomotives to meet 2899:

This would mean that in the USA diesel locomotives would be releasing more than 800,000

2877: 2851: 2835: 2775: 2647: 2575: 2529: 2500: 2409: 2394: 2274: 2165: 2031: 1984: 1884: 1735: 1607: 1555: 1485: 1415: 1250: 938: 905: 859: 836: 701: 566: 262: 3008:-inch (0.25 mm) for steam), diesel locomotive parts were easier to mass-produce. 1018:, respectively, using the new Winton engines and power train systems designed by GM's 5051: 5036: 4975: 4960: 4940: 4867: 4704: 4674: 3453: 2949: 2884: 2599:

Diesel–electric locomotive built by EMD for service in the UK and continental Europe.

2584: 2448: 2364: 2360: 2348: 2189:. A torque converter consists of three main parts, two of which rotate, and one (the 2084: 2027: 1971: 1832: 1622: 1219: 1151: 1078: 980: 965: 962: 854: 708:, 115 units produced 1933/34. In Italy, after six Gasoline cars since 1931, Fiat and 613: 463:

In 1914, the world's first functional diesel–electric railcars were produced for the

352: 334: 219: 200: 196: 149: 17: 2262:

Meanwhile in the UK the diesel–hydraulic principle gained a more mixed reputation.

1734:

driver weight in tractive force, amounting to 120,000 pounds-force (530 kN) of

4945: 4882: 4852: 4847: 4016:

Railway Maintenance Equipment: The Men and Machines That Keep the Railroads Running

2972: 2525: 2507: 2282: 2238: 2134: 2096: 1743: 1497: 1450: 1355: 1273: 1011: 878: 840: 408: 266: 3553: 1566: 870:

was formed in 1907 and 112 years later, in 2019, was purchased by and merged with

793: 4400: 3805: 3667: 2767:(neither side earthed to the frame) and all electric wiring enclosed in conduit. 265:

dating back to the late 1920s and advances in lightweight car body design by the

5026: 4950: 4923: 4918: 4782: 4772: 4732: 2829:

train showing the placement of the headlight and ditch lights on the locomotive.

2790: 2145: 2046: 1995:

The field winding of each traction motor is connected across the main generator.

1766: 1625:(MU) operation by producing discrete conditions that assure that all units in a 1618: 1289: 1123: 1119: 1040: 999: 984: 889: 548: 480: 459:

and German co-production: world's first functional diesel–electric railcar, 1914

456: 452: 382: 373: 164: 35: 3611: 3159:, Rudolf Diesel, "Internal-combustion engine", issued 9 August 1898 2544: 1774: 1375: 5008: 4970: 4812: 4645: 4595: 4461:, Phil Jern "How to Boot a Steam Locomotive" (1990) San Diego Railroad Museum. 3993: 3942: 3683: 2967: 2839: 2726: 2722: 2608: 2464: 2337: 2321: 2234: 2170: 2121: 2054: 2050: 1938: 1493: 1454: 1434: 1430: 1407: 1379: 1090: 1060: 950: 755: 705: 505: 330: 231: 188: 3915: 4965: 4955: 4877: 4842: 4380: 2921: 2893: 2869: 2700: 2636: 2088: 1998:

The armature of each traction motor is connected across a forced-air-cooled

1752: 1571: 1509: 1446: 1086: 882: 808:, was delivered from the United States to the railways of the Soviet Union. 600:(1' Co' Do' Co' 1'). From 1925 to 1927, it hauled trains between Moscow and 173: 172:

in Australia show three styles of diesel locomotive body: cab unit (front),

157: 3944:Рекордные испытания ТЭП80-0002 05.10.1993.TEP80 world speed record 271 km/h 3025:

was £13 6s (steam), £65 (diesel), £69 7s (turbine) and £17 13s (electric).

1253:

interposed between the engine and gearbox, and the gearbox is often of the

3807:

History and Development of the 567 Series General Motors Locomotive Engine

2927:

Diesel locomotive pollution has been of particular concern in the city of

1930:

Both methods may also be combined, to increase the operating speed range.

1578: 4757: 4451: 2868:

Although diesel locomotives generally emit less sulphur dioxide, a major

2695: 2681: 2185:

Hydrokinetic transmission (also called hydrodynamic transmission) uses a

1999: 1941:

of two rectifiers from parallel to series to increase the output voltage.

1828: 1673: 1614: 1095: 1043: 858:

electric railcars. Problems related to co-ordinating the prime mover and

605: 407:

One of the first domestically developed Diesel vehicles of China was the

338: 215: 211: 4193:"Engineering gets $ 1 million grant to make locomotives leaner, greener" 2883:

For years, it was thought by American government scientists who measure

2595: 1414:

hp net or more for traction), the output of which provides power to the

203:. The most common are diesel-electric locomotives and diesel-hydraulic. 2928: 2629: 2621: 2010:

faster and produce more airflow as more energy is applied to the grid.

1948: 1848: 1739: 1626: 1238: 1223: 1107: 1082: 1064: 969: 867: 850: 487: 349:(also known as a semi-diesel), but it was the precursor of the diesel. 254: 185: 2320:

Other main-line locomotives of the post-war period included the 1950s

1924:

current, producing a corresponding increase in motor torque and speed.

975:

Diesel–electric railroad locomotion entered mainline service when the

541:

In 1924, two diesel–electric locomotives were taken in service by the

355:

considered using his engine for powering locomotives in his 1893 book

234:, and while low-power gasoline engines could be coupled to mechanical 4928: 4742: 3047: 2669: 2190: 2092: 1879: 1857: 1814:

A locomotive's control system is designed so that the main generator

1807: 1787: 1587: 1583: 1265: 1099: 1074: 1007: 941:

after they moved into the diesel field with their acquisition of the

871: 617: 4470: 3074:

continue in the 21st century but have not had a significant effect.

2632:

behave as one in response to the engine driver's control movements.

2205:

Diesel prime mover (left) and hydraulic transmission (right) of the

2108: 823:

cheaper than rail transportation even on many domestic connections.

3882:

Rail Motors and XPTs, David Cooke, ARHS, NSW Division, 1984 pp40-59

2654:

of the car coupled to the head-end power. The helper units in such

1843: 1778:

Diesel engine and main DC generator of a Czech Class 751 locomotive

1656:

loading regardless of how the engine driver operates the controls.

764: 556:

diesel-electric, introduced in 1925, remained in service until 1954

419:, began in 1964 following the construction of a prototype in 1959. 301: 4913: 4817: 4346:"Multi-Engine GenSet Ultra Low Emissions Road-Switcher Locomotive" 4271:"Study: Installed Traps In Diesel Engines Reduce Pollution Levels" 2855: 2820: 2685: 2594: 2543: 2496: 2352: 2294: 2233: 2169: 2107: 2041: 1842: 1793: 1781: 1773: 1747: 1706: 1658: 1653: 1577: 1565: 1530: 1471: 1461: 1440: 1391: 1385: 1374: 1366: 1228: 1201: 1133: 862:

were immediately encountered, primarily due to limitations of the

792: 670: 641: 621: 601: 597: 547: 451: 415:. Series production of China's first Diesel locomotive class, the 300: 288: 276:, as well as substantially lower operating and maintenance costs. 163: 143: 137: 131: 4437:"Standardisation and Comparative Costs of Motive Power on B.R.". 3600:] (in German). Zürich: Orell Füesli Verlag. pp. 101–102. 4935: 3131:"World's fastest diesel locomotive will run again at Ruddington" 3016:

offered fewer than ten diesel varieties. In the United Kingdom,

2889: 2861: 2095:

operates a fleet of dual-mode locomotives in the New York area.

2015: 2002:(the dynamic braking grid) in the roof of the locomotive's hood. 1958:, AC to DC, capable of delivering 1,200 volts (earlier traction 748: 696: 501: 4618: 2782:. Preserved examples of flameproof diesel locomotives include: 1672:

Overview of a driver's cab and an engine room of the Hungarian

333:. In 1896, an oil-engined railway locomotive was built for the 253:

of Argentina. In 1933, diesel–electric technology developed by

4656: 3898:

The field guide to trains : locomotives and rolling stock

3241:

Arader und Csanáder Eisenbahnen Vereinigte Aktien-Gesellschaft

2976:

Tier II standards and cut or eliminate emissions during idle.

2873: 1691:

is placed into the correct position (forward or reverse), the

1283: 29: 4614: 1089:

road-switcher that occupied its own market niche while EMD's

1052:

successful, albeit relatively low powered, road locomotives.

704:(57 cars 1932–1941). In France, the first diesel railcar was 439:

locomotives, developed since 1950 and in service since 1953.

4596:

US Government test of GP38-2 locomotive with biodiesel fuel.

896:

The first regular use of diesel–electric locomotives was in

885:

for all internal combustion–electric drive control systems.

804:

In 1945, a batch of 30 Baldwin diesel–electric locomotives,

4527:

Proceedings of the Institution of Mechanical Engineers, 175

3594:

Geschichte der italienischen Elektro- und Diesellokomotiven

3300:, vol. 202, p. 254, 24 April 1956, archived from 2285:

introduced a number of diesel-hydraulic designs during its

1077:

demonstrator freight locomotive set, the stage was set for

3209:

zu b Benzin-, Benzol- oder Gasolin-elektrischen Triebwagen

2289:, initially license-built versions of German designs (see 987:" to haul passengers, starting in late 1934. Burlington's 152:

set a speed record – 148 mph (238 km/h) – for a

1917:"Field shunting", "field diverting", or "weak fielding". 1786:

Left corridor of power compartment of Russian locomotive

1770:

Typical main generator constant power curve at "notch 8"

1738:

for a large, six-axle freight (goods) unit. In fact, a

1598:

output is primarily determined by its rotational speed (

1206:

Schematic illustration of a diesel–mechanical locomotive

508:

Bo'Bo' diesel–locomotives were built for service on the

2344:

also bought three, all of which were later sold to SP.

4295:"Pollution on Metra Trains Worse Than Thought: Report" 2379:

designs, all manufactured in Germany for freight use.

2291:

Category:Diesel–hydraulic locomotives of Great Britain

1937:

Reconnecting the two separate internal main generator

827:

Early diesel locomotives and railcars in North America

403:

List of locomotives in China § Diesel locomotives

3012:

offered almost 500 steam models in its heyday, while

2998:-inch or 0.0025-millimetre for diesel, compared with 2838:. Older locomotives may be fitted with a Gyralite or 1983:

Dynamic braking takes advantage of the fact that the

1488:

machines. Following the development of high-capacity

1174:

High-speed vehicles for those days' possibilities on

492:

Compagnie du Chemin de fer Régional du Val-de-Travers

4471:

SmartStart® IIe – Automatic Engine Start/Stop System

4351:. National Railway Equipment Company. Archived from 3575:"vecchia loco ferrovie della Calabria – Ferrovie.it" 3430:

The British Internal Combustion Locomotive 1894–1940

3220:

Raymond S Zeitler, American School (Chicago, Ill.):

3178:, Leipzig 1906, reprinted by Salzwasserverlag 2011, 2717:

Present North American practice is to pair two 3,000

624:

built the first diesel–hydraulic locomotive, called

494:, where they were used in regular service up to the 4986: 4901: 4718: 4665: 4529:(1), 257-317. doi:10.1243/PIME_PROC_1961_175_025_02 4063:. Waukesha, Wis., USA: Kalmbach. pp. 384–385. 1636:North American locomotives, such as those built by 1484:Originally, the traction motors and generator were 1429:and electrical or electronic components, including 740:(DRG) in February 1933. It became the prototype of 60:. Unsourced material may be challenged and removed. 3633: 3598:History of Italy's electric and Diesel locomotives 3508:Deutsches Lok-Archiv: Diesellokomotiven 4. Auflage 2770:The flameproof diesel locomotive has replaced the 2642:In mountainous regions, it is common to interpose 2053:electro-diesel locomotive can also operate off of 1976:A common option on diesel–electric locomotives is 1831:). The governor has two external control outputs: 1492:in the 1960s, the DC generator was replaced by an 877:A significant breakthrough occurred in 1914, when 584:, started on November 9. It had been developed by 160:with either seven or eight carriages between them. 140:, a common example of a diesel shunting locomotive 4401:RJ Corman Railpower Genset & Hybrid Switchers 4246:"Metra finds 'alarming' pollution on some trains" 4084:Suruliputus saatteli veturit viimeiselle matkalle 3223:Self-Contained Railway Motor Cars and Locomotives 1647:In older locomotives, the throttle mechanism was 1519:In the late 1980s, the development of high-power 1371:Schematic diagram of a diesel–electric locomotive 3640:. Chicago: University of Chicago Press. p. 3137:. British Broadcasting Corporation. 16 July 2021 1402:, the diesel engine drives either an electrical 1130:Early diesel locomotives and railcars in Oceania 362:Theory and Construction of a Rational Heat Motor 3462:(in German), Berlin: Springer, pp. 89–91, 2587:locomotive, never got beyond the design stage. 530:) narrow gauge Ferrovie Calabro Lucane and the 443:Early diesel locomotives and railcars in Europe 4195:. Northern Illinois University. Archived from 2224:diesel-hydraulic locomotive under construction 2083:operate dual-mode diesel–electric/third-rail ( 4630: 4500: 4498: 4219:"Attention to Locomotives' Emissions Renewed" 4169:. Sciencelinks.jp. 2009-03-18. Archived from 4098:The Paragon-Cristiani Compressed Steam System 3821:"Diesel Streamliners Now Link Coast-to-Coast" 3627: 3625: 3410:Day, John R.; Cooper, Basil Knowlman (1960), 2946:United States Environmental Protection Agency 2116:Diesel–hydraulic locomotives use one or more 866:current control system that had been chosen. 532:Società per le Strade Ferrate del Mediterrano 392:Early diesel locomotives and railcars in Asia 8: 3799: 3797: 2067:These special locomotives can operate as an 1790:U, 3 – alternator, 4 – rectifier, 6 – diesel 1138:A McKeen railcar in Wodonga, Australia, 1911 1035:First American series production locomotives 4603:The Diesel Engine in Railway Transportation 4041:. Voith Turbo Lokomotivtechnik. August 2010 2628:. The result is that all locomotives in a 2424:British Rail diesel–hydraulic locomotives: 2026:, the combined effect being referred to as 1742:of such units can produce more than enough 1318:. Unsourced material may be challenged and 647: 486:. They were classified as DET 1 and DET 2 ( 4637: 4623: 4615: 3928:: CS1 maint: location missing publisher ( 2707:. Where two connected units were present, 1602:) and fuel rate, which are regulated by a 853:market in the early twentieth century, as 4061:Diesel Locomotives: The First Fifty Years 3835: 3788: 3764: 3696: 3253:Museal railcars of BHÉV and their history 2528:families; diesel engined versions of the 1909:Series / Parallel or "motor transition". 1338:Learn how and when to remove this message 1161:Some Australian railway companies bought 345:. It was not a diesel, because it used a 241:The first successful diesel engines used 120:Learn how and when to remove this message 4513: 4489: 4424: 4412: 4403:. Trainweb.org. Retrieved on 2013-08-16. 4321:"Black Carbon Testing Finds High Levels" 4244:Hawthorne, Michael (February 14, 2011). 3776: 3737: 3708: 3493: 3481: 2503:in combination with mechanical gearing. 2342:Denver & Rio Grande Western Railroad 1954:Modern locomotives incorporate traction 1765: 295:The Steam engine and gas and oil engines 3900:. Minneapolis, Minnesota. p. 189. 3176:Der Automobilmotor im Eisenbahnbetriebe 3122: 2603:Most diesel locomotives are capable of 2384: 2195: 341:, England, using an engine designed by 4452:http://www.sdrm.org/faqs/hostling.html 4120:"A German Diesel-Pneumatic Locomotive" 3921: 3750:"Railroads To Try Diesel Locomotive", 3682:Accessed via Google Patent Search at: 3392: 3381: 3349: 3338: 1210:A diesel–mechanical locomotive uses a 1070:Following the successful 1939 tour of 465:Königlich-Sächsische Staatseisenbahnen 4141:"UK Money Guide – Borrow Money Today" 3532:"DD50 5 DD50 2｜随時アップ：消えた車輌写真館｜鉄道ホビダス" 2479:A Soviet diesel-hydraulic locomotive 1687:To set the locomotive in motion, the 1554:(also referred to as drawbar pull or 1218:(switching) locomotives, lightweight 293:Diagram of Priestman oil engine from 27:Locomotive powered by a diesel engine 7: 3804:Kettering, E.W. (29 November 1951). 3550:"キハ４３０００の資料 – しるねこの微妙な生活／浮気心あれば水心!?" 3085:Alternative fuels for diesel engines 1316:adding citations to reliable sources 813:London, Midland and Scottish Railway 695:engine was subsequently used in the 667:Diesel railcars for regional traffic 596:. It had ten driving axles in three 58:adding citations to reliable sources 4480:. Ztr.com. Retrieved on 2013-08-16. 3666:Accessed via the Edison Papers at: 3291:"Motive power for British Railways" 2971:engines. Green Goats are a type of 2774:in areas of high fire risk such as 2347:In Finland, over 200 Finnish-built 2273:, with designs including the 1950s 1538:model S-3 produced in 1957 for the 1521:variable-voltage/variable-frequency 1351: 429:List of diesel locomotives of India 251:Buenos Aires Great Southern Railway 4753:Continuously variable transmission 4018:, Voyager Press, pp. 78, 96, 3864:; New South Wales University Press 2340:diesel–hydraulic locomotives. The 2081:New Jersey Transit Rail Operations 552:The Soviet-designed, German-built 25: 4572:The Second Diesel Spotter's Guide 4377:"Railpower Technologies Products" 4319:Lydersen, Kari (April 21, 2011). 3228:SELF-CONTAINED RAILWAY CARS 57–59 2961:List of low emissions locomotives 2903:tons of nitrogen oxide and 25,000 2694:In North American railroading, a 2560:Cristiani Compressed Steam System 1934:Generator / rectifier transition 1821:see power curve graph for notch 8 832:Early North American developments 319:William Thomson, 1st Baron Kelvin 5032: 5031: 5021: 4574:. Milwaukee WI: Kalmbach Books. 3612:"The first russian diesel locos" 3592:Messerschmitt, Wolfgang (1969). 3414:, Frederick Muller, p. 42, 3197:Enzyklopädie des Eisenbahnwesens 2472: 2456: 2440: 2417: 2402: 2387: 2351:and Dr14 diesel–hydraulics with 2214: 2198: 2133:Hydraulic drive systems using a 1288: 1081:of American railroads. In 1941, 448:First functional diesel vehicles 34: 4217:Eilperin, Juliet (2006-08-14). 3892:Solomon, Brian (15 June 2016). 2071:or as a diesel locomotive. The 1590:U. "11" indicates the throttle. 321:in 1888 who described it as a " 45:needs additional citations for 4269:Wilkins, Davell (2011-04-13). 3754:, p. 1, February 18, 1925 2607:(MU) as a means of increasing 2554:Steam diesel hybrid locomotive 2324:experimental locomotives; the 2091:tunnels. For the same reason, 210:locomotives and railcars used 168:These locomotives operated by 1: 4788:Automated manual transmission 4039:"Voith Maxima product folder" 3752:Special to the New York Times 3454:Diesel, Rudolf Christian Karl 3265:"Diesel-Electric Locomotives" 2842:instead of the ditch lights. 926:Westinghouse Electric Company 685:William Beardmore and Company 475:with electric equipment from 243:diesel–electric transmissions 4570:Pinkepank, Jerry A. (1973). 4543:Churella, Albert J. (1998). 3862:Rails through the Wilderness 2178:diesel-hydraulic locomotive: 1978:dynamic (rheostatic) braking 1905:Transition methods include: 1466:diesel–electric transmission 1111:locomotive market from EMD. 4863:Semi-automatic transmission 3269:Diesel-Electric Locomotives 2690:EMD TR4 cow-calf-locomotive 2467:diesel–hydraulic locomotive 2451:diesel–hydraulic locomotive 2412:diesel–hydraulic locomotive 2271:Federal Republic of Germany 1900:counter-electromotive force 1762:Propulsion system operation 1586:-styled Russian locomotive 1120:General Electric's AC4400CW 1096:petroleum crisis of 1942–43 902:American Locomotive Company 654:from 1934, in modern livery 545:, almost at the same time: 224:compression-ignition engine 5079: 4700:Internal combustion engine 4553:Princeton University Press 3205:VII. Automobile Triebwagen 2849: 2753:hp on a continuous basis. 2679: 2551: 2330:South African Class 61-000 2222:South African Class 61-000 2174:An equipment of a Russian 2159: 2060: 1969: 1453:-series MP36PH-3S (right) 1400:diesel–electric locomotive 1390:Russian diesel locomotive 1363:Diesel–electric powertrain 1360: 1349: 1057:Electro-Motive Corporation 1020:Electro-Motive Corporation 983:used custom-built diesel " 930:Canadian National Railways 689:Canadian National Railways 635: 469:Royal Saxon State Railways 426: 411:(东风), produced in 1958 by 400: 5017: 4999:Hybrid vehicle drivetrain 4888:Transmission control unit 4828:Limited-slip differential 4793:Electrorheological clutch 4652: 3506:Glatte, Wolfgang (1993). 3072:advanced steam technology 2827:Canadian National Railway 2787:Francis Baily of Thatcham 2772:fireless steam locomotive 2277:, and the 1960 and 1970s 2156:Hydrokinetic transmission 2063:Electro-diesel locomotive 1866:electronic fuel injection 1570:Engineer's controls in a 947:Winton Engine Corporation 648: 571:Maschinenfabrik Esslingen 379:Winterthur and Romanshorn 309:, first 1903, series 1906 4778:Dual-clutch transmission 4191:King, Joe (2008-09-22). 4059:Marre, Louis A. (1995). 3632:Stover, John F. (1997). 3010:Baldwin Locomotive Works 2860:Air pollution by Soviet 2336:bought 18 Krauss-Maffei 2129:Hydrostatic transmission 1188:of 1940 for New Zealand. 1177:3 ft 6 in 1144:Trans-Australian Railway 1118:in 1993 and followed by 1016:Pullman-Standard Company 922:Baldwin Locomotive Works 817:British Rail Class D16/1 798:British Rail Class D16/1 586:Yakov Modestovich Gakkel 479:and diesel engines from 372:In 1906, Rudolf Diesel, 317:, which was examined by 4748:Constant-velocity joint 4014:Solomon, Brian (2001), 3432:. David & Charles. 3368:Diesel Railway Traction 3201:Elektrische Eisenbahnen 3105:Hybrid electric vehicle 2795:Southall Railway Centre 2757:Fittings and appliances 2605:multiple-unit operation 2591:Multiple-unit operation 2499:torque converters, and 2287:1955 Modernisation Plan 1689:reverser control handle 1542:adhering to designs by 1527:Diesel–electric control 1408:AC alternator-rectifier 1212:mechanical transmission 569:and built 1923–1924 by 477:Brown, Boveri & Cie 285:Adaptation for rail use 257:was used to propel the 176:, and flat-nose (rear). 4728:Automatic transmission 4441:: 60–61. January 1951. 3961:"Shunting locomotives" 3510:. Berlin: Transpress. 3095:Gas turbine locomotive 2865: 2830: 2808:South Tynedale Railway 2691: 2600: 2578:. The problem was low 2549: 2242: 2182: 2138:hydraulic drive system 2113: 2058: 1893:automatic transmission 1852: 1811: 1791: 1779: 1771: 1756:automatic train brakes 1730: 1680: 1591: 1575: 1547: 1481: 1469: 1395: 1383: 1372: 1246: 1207: 1139: 1116:Electro-Motive SD70MAC 1049:McIntosh & Seymour 955:mechanically aspirated 913:in 1929. However, the 801: 680: 655: 650:Nederlandse Spoorwegen 557: 460: 315:William Dent Priestman 310: 298: 228:power-to-weight ratios 177: 161: 141: 4605:on Diesel locomotives 4549:Princeton, New Jersey 3326:The Electrical Review 2980:Advantages over steam 2859: 2824: 2689: 2598: 2548:Soviet Locomotive TP1 2547: 2534:Stadler Regio-Shuttle 2279:DB Class V 160 family 2237: 2207:British Rail Class 52 2173: 2111: 2073:Long Island Rail Road 2045: 1846: 1805: 1785: 1777: 1769: 1751:correct operation of 1721: 1671: 1581: 1569: 1534: 1475: 1444: 1389: 1378: 1370: 1352:§ Electro-diesel 1255:epicyclic (planetary) 1235:British Rail Class 03 1232: 1205: 1137: 1044:switching locomotives 1022:. EMC's experimental 943:Winton Engine Company 796: 720:, and Class ALn 900. 674: 645: 551: 455: 343:Herbert Akroyd Stuart 304: 292: 249:-designed engines to 167: 147: 135: 18:Diesel-electric train 4833:Locking differential 4768:Direct-shift gearbox 3686:on February 8, 2007. 3684:US Patent #1,154,785 3670:on February 8, 2007. 3428:Webb, Brian (1973). 3090:Diesel multiple unit 2846:Environmental impact 2077:Metro-North Railroad 1312:improve this section 806:Baldwin 0-6-6-0 1000 789:Further developments 473:Waggonfabrik Rastatt 323:Priestman oil engine 297:(1900) by John Perry 154:diesel-powered train 54:improve this article 4858:Preselector gearbox 4838:Manual transmission 4383:on January 14, 2008 4224:The Washington Post 4108:dslef.dsl.pipex.com 3851:, 2001, pp 120, 130 3412:railway Locomotives 3332:: 474, 4 May 1888, 3100:Heilmann locomotive 3023:drawbar horse power 2804:National Coal Board 2624:are referred to as 2069:electric locomotive 2051:GE Genesis P32AC-DM 1480:shunting locomotive 1222:and self-propelled 910:electric locomotive 738:Deutsche Reichsbahn 724:High-speed railcars 638:Switcher locomotive 222:patented his first 208:internal combustion 69:"Diesel locomotive" 5058:Diesel locomotives 5004:Electric generator 4909:Wheel hub assembly 4476:2012-07-21 at the 4457:2011-01-30 at the 4325:The New York Times 4147:on January 6, 2009 4122:. Douglas-self.com 4103:2017-12-11 at the 3838:, p. 209–211. 3699:, pp. 139–141 3668:US Patent #493,425 3636:American Railroads 3060:thermal efficiency 2866: 2831: 2749:hp much less 6,000 2692: 2644:helper locomotives 2601: 2580:thermal efficiency 2550: 2532:platform, and the 2430:Class 42 "Warship" 2426:Class 52 "Western" 2397:1 diesel-hydraulic 2326:Henschel & Son 2243: 2183: 2114: 2059: 1885:series-wound motor 1853: 1812: 1792: 1780: 1772: 1731: 1681: 1594:The prime mover's 1592: 1576: 1562:Throttle operation 1548: 1490:silicon rectifiers 1482: 1470: 1396: 1384: 1373: 1270:British Rail 10100 1247: 1237:diesel–mechanical 1208: 1193:Transmission types 1140: 802: 681: 656: 580:, original number 558: 554:E el‑2 461: 327:Priestman Brothers 311: 299: 178: 162: 142: 5045: 5044: 4798:Epicyclic gearing 4667:Automotive engine 4610:Diesel locomotive 4581:978-0-89024-026-7 4562:978-0-691-02776-0 4492:, pp. 12–17. 4070:978-0-89024-258-2 3965:www.cmigroupe.com 3824:Popular Mechanics 3740:, pp. 28–30. 3726:978-0-253-34863-0 3711:, pp. 25–27. 3651:978-0-226-77658-3 3517:978-3-344-70767-5 3469:978-3-642-64941-7 3391:Missing or empty 3348:Missing or empty 3184:978-3-86444-240-7 2986:steam locomotives 2864:diesel locomotive 2656:distributed power 2299:Renfe Classes 340 2239:Voith Maxima 40CC 2209:diesel locomotive 2118:torque converters 1803: 1719: 1669: 1478:Class 742 and 743 1348: 1347: 1340: 1198:Diesel–mechanical 1163:McKeen railmotors 959:uniflow-scavenged 849:(GE) entered the 742:DRG Class SVT 137 693:Beardmore Tornado 576:The engine Щэл1 ( 307:Weitzer railmotor 274:steam locomotives 259:DRG Class SVT 877 182:diesel locomotive 130: 129: 122: 104: 16:(Redirected from 5070: 5035: 5034: 5025: 4902:Wheels and tires 4873:Torque converter 4639: 4632: 4625: 4616: 4585: 4566: 4530: 4523: 4517: 4511: 4505: 4502: 4493: 4487: 4481: 4468: 4462: 4449: 4443: 4442: 4439:Railway Magazine 4434: 4428: 4422: 4416: 4410: 4404: 4398: 4392: 4391: 4389: 4388: 4379:. Archived from 4373: 4367: 4366: 4364: 4363: 4357: 4350: 4342: 4336: 4335: 4333: 4331: 4316: 4310: 4309: 4307: 4306: 4299:Fox Chicago News 4291: 4285: 4284: 4282: 4281: 4266: 4260: 4259: 4257: 4256: 4241: 4235: 4234: 4232: 4231: 4214: 4208: 4207: 4205: 4204: 4188: 4182: 4181: 4179: 4178: 4163: 4157: 4156: 4154: 4152: 4143:. Archived from 4137: 4131: 4130: 4128: 4127: 4116: 4110: 4095: 4089: 4088: 4081: 4075: 4074: 4056: 4050: 4049: 4047: 4046: 4035: 4029: 4028: 4011: 4005: 4004: 4003: 4001: 3992:, archived from 3982: 3976: 3975: 3973: 3971: 3957: 3951: 3945: 3940: 3934: 3933: 3927: 3919: 3889: 3883: 3880: 3874: 3871: 3865: 3860:Burke, A 1991., 3858: 3852: 3847:Solomon, Brian, 3845: 3839: 3833: 3827: 3818: 3812: 3811: 3801: 3792: 3786: 3780: 3774: 3768: 3762: 3756: 3755: 3747: 3741: 3735: 3729: 3718: 3712: 3706: 3700: 3694: 3688: 3678: 3672: 3662: 3656: 3655: 3639: 3629: 3620: 3619: 3616:izmerov.narod.ru 3608: 3602: 3601: 3589: 3583: 3582: 3571: 3565: 3564: 3562: 3561: 3552:. Archived from 3546: 3540: 3539: 3536:rail.hobidas.com 3528: 3522: 3521: 3503: 3497: 3491: 3485: 3479: 3473: 3472: 3450: 3444: 3443: 3425: 3419: 3418: 3407: 3401: 3400: 3394: 3389: 3387: 3379: 3364: 3358: 3357: 3351: 3346: 3344: 3336: 3322: 3316: 3315: 3314: 3312: 3306: 3295: 3287: 3281: 3280: 3278: 3276: 3261: 3255: 3250: 3244: 3236: 3230: 3218: 3212: 3192: 3186: 3172: 3166: 3165: 3164: 3160: 3153: 3147: 3146: 3144: 3142: 3127: 3018:British Railways 3007: 3006: 3002: 2997: 2996: 2992: 2918: 2913:nitrogen dioxide 2910: 2906: 2902: 2780:ammunition dumps 2752: 2748: 2744: 2737: 2720: 2663:Cab arrangements 2569:Diesel–pneumatic 2516: 2506:The majority of 2476: 2460: 2444: 2434:Class 35 "Hymek" 2421: 2406: 2391: 2369:Vossloh G2000 BB 2334:Southern Pacific 2218: 2202: 2187:torque converter 2162:Torque converter 2104:Diesel–hydraulic 2057:electrification. 1816:electrical power 1804: 1720: 1670: 1642:General Electric 1413: 1410:(generally 3,000 1343: 1336: 1332: 1329: 1323: 1292: 1284: 1183: 1178: 1152:diesel operation 977:Burlington Route 915:Great Depression 847:General Electric 783: 772: 734:Flying Hamburger 732:In Germany, the 702:Wismar railbuses 653: 652: 594:Saint Petersburg 537: 529: 527: 526: 522: 519: 511: 329:was used on the 305:Petrol–electric 170:Pacific National 125: 118: 114: 111: 105: 103: 62: 38: 30: 21: 5078: 5077: 5073: 5072: 5071: 5069: 5068: 5067: 5048: 5047: 5046: 5041: 5013: 4982: 4897: 4893:Universal joint 4823:Hotchkiss drive 4714: 4661: 4648: 4643: 4601:A 1926 article 4592: 4582: 4569: 4563: 4542: 4539: 4534: 4533: 4524: 4520: 4512: 4508: 4503: 4496: 4488: 4484: 4478:Wayback Machine 4469: 4465: 4459:Wayback Machine 4450: 4446: 4436: 4435: 4431: 4423: 4419: 4411: 4407: 4399: 4395: 4386: 4384: 4375: 4374: 4370: 4361: 4359: 4355: 4348: 4344: 4343: 4339: 4329: 4327: 4318: 4317: 4313: 4304: 4302: 4293: 4292: 4288: 4279: 4277: 4268: 4267: 4263: 4254: 4252: 4250:Chicago Tribune 4243: 4242: 4238: 4229: 4227: 4216: 4215: 4211: 4202: 4200: 4190: 4189: 4185: 4176: 4174: 4165: 4164: 4160: 4150: 4148: 4139: 4138: 4134: 4125: 4123: 4118: 4117: 4113: 4105:Wayback Machine 4096: 4092: 4086: 4082: 4078: 4071: 4058: 4057: 4053: 4044: 4042: 4037: 4036: 4032: 4026: 4013: 4012: 4008: 3999: 3997: 3984: 3983: 3979: 3969: 3967: 3959: 3958: 3954: 3943: 3941: 3937: 3920: 3908: 3891: 3890: 3886: 3881: 3877: 3872: 3868: 3859: 3855: 3846: 3842: 3834: 3830: 3819: 3815: 3803: 3802: 3795: 3787: 3783: 3775: 3771: 3763: 3759: 3749: 3748: 3744: 3736: 3732: 3719: 3715: 3707: 3703: 3695: 3691: 3679: 3675: 3663: 3659: 3652: 3631: 3630: 3623: 3610: 3609: 3605: 3591: 3590: 3586: 3579:www.ferrovie.it 3573: 3572: 3568: 3559: 3557: 3548: 3547: 3543: 3530: 3529: 3525: 3518: 3505: 3504: 3500: 3492: 3488: 3480: 3476: 3470: 3452: 3451: 3447: 3440: 3427: 3426: 3422: 3409: 3408: 3404: 3390: 3380: 3366: 3365: 3361: 3347: 3337: 3324: 3323: 3319: 3310: 3308: 3307:on 4 March 2014 3304: 3293: 3289: 3288: 3284: 3274: 3272: 3271:. Union Pacific 3263: 3262: 3258: 3251: 3247: 3237: 3233: 3219: 3215: 3193: 3189: 3174:Arnold Heller: 3173: 3169: 3162: 3155: 3154: 3150: 3140: 3138: 3129: 3128: 3124: 3119: 3114: 3110:Non-road engine 3080: 3004: 3000: 2999: 2994: 2990: 2989: 2982: 2942: 2933:Chicago Tribune 2916: 2908: 2904: 2900: 2874:nitrogen oxides 2854: 2848: 2819: 2764: 2759: 2750: 2746: 2742: 2735: 2718: 2684: 2678: 2665: 2650:applied to the 2613:tractive effort 2593: 2571: 2556: 2542: 2514: 2501:fluid couplings 2493: 2488: 2487: 2486: 2483: 2477: 2468: 2461: 2452: 2445: 2436: 2422: 2413: 2407: 2398: 2392: 2332:; in the 1960s 2232: 2225: 2219: 2210: 2203: 2179: 2168: 2158: 2131: 2106: 2065: 2040: 2032:commuter trains 2028:blended braking 2000:resistance grid 1974: 1968: 1966:Dynamic braking 1939:stator windings 1889:tractive effort 1794: 1764: 1707: 1659: 1564: 1552:tractive effort 1529: 1416:traction motors 1411: 1365: 1359: 1344: 1333: 1327: 1324: 1309: 1293: 1282: 1280:Diesel–electric 1259:Hudswell Clarke 1200: 1195: 1186:Vulcan railcars 1184:) were the ten 1181: 1176: 1132: 1085:introduced the 1037: 1000:Los Angeles, CA 834: 829: 791: 777: 762: 760:Arpád railmotor 726: 669: 640: 634: 590:Baltic Shipyard 561:The engine Э2 ( 543:Soviet railways 535: 524: 520: 517: 515: 514:3 ft 513: 509: 496:electrification 450: 445: 436: 431: 425: 405: 399: 394: 347:hot-bulb engine 287: 282: 218:as their fuel. 126: 115: 109: 106: 63: 61: 51: 39: 28: 23: 22: 15: 12: 11: 5: 5076: 5074: 5066: 5065: 5063:Diesel engines 5060: 5050: 5049: 5043: 5042: 5040: 5039: 5029: 5018: 5015: 5014: 5012: 5011: 5006: 5001: 4996: 4994:Electric motor 4990: 4988: 4984: 4983: 4981: 4980: 4979: 4978: 4973: 4968: 4963: 4958: 4953: 4948: 4943: 4933: 4932: 4931: 4926: 4921: 4911: 4905: 4903: 4899: 4898: 4896: 4895: 4890: 4885: 4880: 4875: 4870: 4865: 4860: 4855: 4850: 4845: 4840: 4835: 4830: 4825: 4820: 4815: 4810: 4808:Friction drive 4805: 4803:Fluid coupling 4800: 4795: 4790: 4785: 4780: 4775: 4770: 4765: 4760: 4755: 4750: 4745: 4740: 4735: 4730: 4724: 4722: 4716: 4715: 4713: 4712: 4707: 4702: 4697: 4694:Plug-in hybrid 4687: 4682: 4677: 4671: 4669: 4663: 4662: 4653: 4650: 4649: 4644: 4642: 4641: 4634: 4627: 4619: 4613: 4612: 4607: 4598: 4591: 4590:External links 4588: 4587: 4586: 4580: 4567: 4561: 4538: 4535: 4532: 4531: 4518: 4506: 4494: 4482: 4463: 4444: 4429: 4417: 4405: 4393: 4368: 4337: 4311: 4286: 4261: 4236: 4209: 4183: 4158: 4132: 4111: 4090: 4076: 4069: 4051: 4030: 4025:978-0760309759 4024: 4006: 3977: 3952: 3935: 3906: 3884: 3875: 3866: 3853: 3840: 3836:Pinkepank 1973 3828: 3813: 3793: 3791:, p. 409. 3789:Pinkepank 1973 3781: 3769: 3767:, p. 283. 3765:Pinkepank 1973 3757: 3742: 3730: 3713: 3701: 3697:Pinkepank 1973 3689: 3673: 3657: 3650: 3621: 3603: 3584: 3566: 3541: 3523: 3516: 3498: 3486: 3474: 3468: 3445: 3439:978-0715361153 3438: 3420: 3402: 3359: 3317: 3282: 3256: 3245: 3231: 3213: 3203:, there go to 3187: 3167: 3148: 3121: 3120: 3118: 3115: 3113: 3112: 3107: 3102: 3097: 3092: 3087: 3081: 3079: 3076: 3036:double heading 2981: 2978: 2954:nitrogen oxide 2941: 2938: 2920:(e.g., use of 2878:fine particles 2852:Diesel exhaust 2847: 2844: 2836:grade crossing 2818: 2815: 2811: 2810: 2797: 2776:oil refineries 2763: 2760: 2758: 2755: 2680:Main article: 2677: 2674: 2664: 2661: 2592: 2589: 2576:air compressor 2570: 2567: 2552:Main article: 2541: 2538: 2530:Siemens Desiro 2492: 2491:Multiple units 2489: 2485: 2484: 2478: 2471: 2469: 2462: 2455: 2453: 2446: 2439: 2437: 2423: 2416: 2414: 2410:DB class V 200 2408: 2401: 2399: 2393: 2386: 2383: 2382: 2381: 2275:DB class V 200 2231: 2228: 2227: 2226: 2220: 2213: 2211: 2204: 2197: 2166:Fluid coupling 2157: 2154: 2130: 2127: 2105: 2102: 2061:Main article: 2039: 2038:Electro-diesel 2036: 2007: 2006: 2003: 1996: 1985:traction motor 1970:Main article: 1967: 1964: 1945: 1944: 1943: 1942: 1928: 1927: 1926: 1925: 1915: 1914: 1913: 1763: 1760: 1736:tractive force 1617:that produces 1608:Control theory 1563: 1560: 1556:tractive force 1528: 1525: 1346: 1345: 1296: 1294: 1287: 1281: 1278: 1251:fluid coupling 1245:under the cab. 1220:multiple units 1199: 1196: 1194: 1191: 1190: 1189: 1172: 1169: 1166: 1131: 1128: 1036: 1033: 939:General Motors 920:In June 1925, 906:Ingersoll-Rand 860:electric motor 837:Adolphus Busch 833: 830: 828: 825: 790: 787: 786: 785: 752: 745: 725: 722: 668: 665: 636:Main article: 633: 630: 610: 609: 574: 567:Yuri Lomonosov 449: 446: 444: 441: 435: 432: 424: 421: 398: 395: 393: 390: 286: 283: 281: 278: 263:General Motors 201:driving wheels 128: 127: 42: 40: 33: 26: 24: 14: 13: 10: 9: 6: 4: 3: 2: 5075: 5064: 5061: 5059: 5056: 5055: 5053: 5038: 5030: 5028: 5024: 5020: 5019: 5016: 5010: 5007: 5005: 5002: 5000: 4997: 4995: 4992: 4991: 4989: 4985: 4977: 4974: 4972: 4969: 4967: 4964: 4962: 4959: 4957: 4954: 4952: 4949: 4947: 4944: 4942: 4939: 4938: 4937: 4934: 4930: 4927: 4925: 4922: 4920: 4917: 4916: 4915: 4912: 4910: 4907: 4906: 4904: 4900: 4894: 4891: 4889: 4886: 4884: 4881: 4879: 4876: 4874: 4871: 4869: 4868:Shift-by-wire 4866: 4864: 4861: 4859: 4856: 4854: 4851: 4849: 4846: 4844: 4841: 4839: 4836: 4834: 4831: 4829: 4826: 4824: 4821: 4819: 4816: 4814: 4811: 4809: 4806: 4804: 4801: 4799: 4796: 4794: 4791: 4789: 4786: 4784: 4781: 4779: 4776: 4774: 4771: 4769: 4766: 4764: 4761: 4759: 4756: 4754: 4751: 4749: 4746: 4744: 4741: 4739: 4736: 4734: 4731: 4729: 4726: 4725: 4723: 4721: 4717: 4711: 4708: 4706: 4705:Petrol engine 4703: 4701: 4698: 4695: 4691: 4688: 4686: 4683: 4681: 4678: 4676: 4675:Diesel engine 4673: 4672: 4670: 4668: 4664: 4660: 4658: 4651: 4647: 4640: 4635: 4633: 4628: 4626: 4621: 4620: 4617: 4611: 4608: 4606: 4604: 4599: 4597: 4594: 4593: 4589: 4583: 4577: 4573: 4568: 4564: 4558: 4554: 4550: 4546: 4541: 4540: 4536: 4528: 4522: 4519: 4516:, p. 14. 4515: 4514:Churella 1998 4510: 4507: 4501: 4499: 4495: 4491: 4490:Churella 1998 4486: 4483: 4479: 4475: 4472: 4467: 4464: 4460: 4456: 4453: 4448: 4445: 4440: 4433: 4430: 4427:, p. 19. 4426: 4425:Churella 1998 4421: 4418: 4415:, p. 10. 4414: 4413:Churella 1998 4409: 4406: 4402: 4397: 4394: 4382: 4378: 4372: 4369: 4358:on 2012-02-10 4354: 4347: 4341: 4338: 4326: 4322: 4315: 4312: 4300: 4296: 4290: 4287: 4276: 4272: 4265: 4262: 4251: 4247: 4240: 4237: 4226: 4225: 4220: 4213: 4210: 4199:on 2012-09-10 4198: 4194: 4187: 4184: 4173:on 2012-02-17 4172: 4168: 4162: 4159: 4146: 4142: 4136: 4133: 4121: 4115: 4112: 4109: 4106: 4102: 4099: 4094: 4091: 4085: 4080: 4077: 4072: 4066: 4062: 4055: 4052: 4040: 4034: 4031: 4027: 4021: 4017: 4010: 4007: 3996:on 2014-03-30 3995: 3991: 3987: 3986:"Locomotives" 3981: 3978: 3966: 3962: 3956: 3953: 3950: 3946: 3939: 3936: 3931: 3925: 3917: 3913: 3909: 3907:9780760349977 3903: 3899: 3895: 3888: 3885: 3879: 3876: 3870: 3867: 3863: 3857: 3854: 3850: 3844: 3841: 3837: 3832: 3829: 3826:, August 1937 3825: 3822: 3817: 3814: 3809: 3808: 3800: 3798: 3794: 3790: 3785: 3782: 3779:, p. 27. 3778: 3777:Churella 1998 3773: 3770: 3766: 3761: 3758: 3753: 3746: 3743: 3739: 3738:Churella 1998 3734: 3731: 3727: 3723: 3717: 3714: 3710: 3709:Churella 1998 3705: 3702: 3698: 3693: 3690: 3687: 3685: 3677: 3674: 3671: 3669: 3661: 3658: 3653: 3647: 3643: 3638: 3637: 3628: 3626: 3622: 3617: 3613: 3607: 3604: 3599: 3595: 3588: 3585: 3580: 3576: 3570: 3567: 3556:on 2016-06-25 3555: 3551: 3545: 3542: 3537: 3533: 3527: 3524: 3519: 3513: 3509: 3502: 3499: 3496:, p. 12. 3495: 3494:Churella 1998 3490: 3487: 3484:, p. 15. 3483: 3482:Churella 1998 3478: 3475: 3471: 3465: 3461: 3460: 3455: 3449: 3446: 3441: 3435: 3431: 3424: 3421: 3417: 3413: 3406: 3403: 3398: 3385: 3378: 3373: 3369: 3363: 3360: 3355: 3342: 3335: 3331: 3327: 3321: 3318: 3303: 3299: 3292: 3286: 3283: 3270: 3266: 3260: 3257: 3254: 3249: 3246: 3243: 3242: 3235: 3232: 3229: 3225: 3224: 3217: 3214: 3211: 3210: 3206: 3202: 3198: 3191: 3188: 3185: 3181: 3177: 3171: 3168: 3158: 3152: 3149: 3136: 3132: 3126: 3123: 3116: 3111: 3108: 3106: 3103: 3101: 3098: 3096: 3093: 3091: 3088: 3086: 3083: 3082: 3077: 3075: 3073: 3068: 3064: 3061: 3056: 3052: 3049: 3043: 3039: 3037: 3032: 3026: 3024: 3019: 3015: 3011: 2987: 2979: 2977: 2974: 2969: 2964: 2962: 2959: 2955: 2951: 2947: 2944:In 2008, the 2939: 2937: 2934: 2930: 2925: 2923: 2914: 2897: 2895: 2891: 2886: 2885:air pollution 2881: 2879: 2875: 2871: 2863: 2858: 2853: 2845: 2843: 2841: 2837: 2834:approaches a 2828: 2823: 2816: 2814: 2809: 2805: 2801: 2798: 2796: 2792: 2788: 2785: 2784: 2783: 2781: 2777: 2773: 2768: 2762:Flameproofing 2761: 2756: 2754: 2739: 2731: 2728: 2724: 2715: 2712: 2710: 2706: 2702: 2697: 2688: 2683: 2675: 2673: 2671: 2662: 2660: 2657: 2653: 2649: 2645: 2640: 2638: 2633: 2631: 2627: 2623: 2618: 2614: 2610: 2606: 2597: 2590: 2588: 2586: 2585:LNER Class R1 2581: 2577: 2568: 2566: 2565: 2561: 2555: 2546: 2539: 2537: 2535: 2531: 2527: 2523: 2519: 2513: 2509: 2504: 2502: 2498: 2490: 2482: 2475: 2470: 2466: 2459: 2454: 2450: 2449:VR Class Dv12 2443: 2438: 2435: 2431: 2427: 2420: 2415: 2411: 2405: 2400: 2396: 2390: 2385: 2380: 2378: 2374: 2370: 2366: 2365:Deutsche Bahn 2363:, ordered by 2362: 2361:Voith Gravita 2357: 2354: 2350: 2349:VR class Dv12 2345: 2343: 2339: 2335: 2331: 2327: 2323: 2318: 2316: 2312: 2308: 2304: 2300: 2296: 2293:). In Spain, 2292: 2288: 2284: 2280: 2276: 2272: 2267: 2263: 2259: 2255: 2251: 2247: 2240: 2236: 2229: 2223: 2217: 2212: 2208: 2201: 2196: 2194: 2192: 2188: 2177: 2172: 2167: 2163: 2155: 2153: 2149: 2147: 2143: 2139: 2136: 2128: 2126: 2123: 2119: 2110: 2103: 2101: 2098: 2094: 2090: 2086: 2082: 2078: 2074: 2070: 2064: 2056: 2052: 2048: 2044: 2037: 2035: 2033: 2029: 2025: 2019: 2017: 2011: 2004: 2001: 1997: 1994: 1993: 1992: 1990: 1986: 1981: 1979: 1973: 1972:Dynamic brake 1965: 1963: 1961: 1957: 1952: 1950: 1940: 1936: 1935: 1933: 1932: 1931: 1923: 1919: 1918: 1916: 1911: 1910: 1908: 1907: 1906: 1903: 1901: 1896: 1894: 1890: 1886: 1881: 1876: 1874: 1869: 1867: 1861: 1859: 1850: 1845: 1841: 1839: 1834: 1833:fuel injector 1830: 1824: 1822: 1817: 1809: 1789: 1784: 1776: 1768: 1761: 1759: 1757: 1754: 1749: 1745: 1741: 1737: 1728: 1724: 1705: 1701: 1697: 1694: 1690: 1685: 1678: 1675: 1657: 1655: 1650: 1645: 1643: 1639: 1634: 1632: 1628: 1624: 1623:multiple unit 1620: 1616: 1611: 1609: 1605: 1601: 1597: 1589: 1585: 1580: 1573: 1568: 1561: 1559: 1557: 1553: 1545: 1541: 1537: 1533: 1526: 1524: 1522: 1517: 1513: 1511: 1507: 1503: 1499: 1495: 1491: 1487: 1479: 1474: 1467: 1463: 1459: 1456: 1452: 1448: 1443: 1439: 1436: 1432: 1428: 1424: 1419: 1417: 1409: 1405: 1401: 1393: 1388: 1381: 1377: 1369: 1364: 1357: 1353: 1342: 1339: 1331: 1321: 1317: 1313: 1307: 1306: 1302: 1297:This section 1295: 1291: 1286: 1285: 1279: 1277: 1275: 1271: 1267: 1262: 1260: 1256: 1252: 1244: 1240: 1236: 1231: 1227: 1225: 1221: 1217: 1213: 1204: 1197: 1192: 1187: 1182:1,067 mm 1179: 1173: 1170: 1167: 1164: 1160: 1159: 1158: 1155: 1153: 1149: 1145: 1136: 1129: 1127: 1125: 1121: 1117: 1112: 1109: 1103: 1101: 1097: 1092: 1088: 1084: 1080: 1079:dieselization 1076: 1073: 1068: 1066: 1062: 1058: 1053: 1050: 1045: 1042: 1034: 1032: 1029: 1025: 1021: 1017: 1013: 1009: 1005: 1001: 996: 995:Denver Zephyr 992: 991: 986: 982: 981:Union Pacific 978: 973: 971: 967: 966:diesel engine 964: 963:unit-injected 960: 956: 952: 948: 944: 940: 934: 931: 927: 923: 918: 916: 911: 907: 903: 899: 894: 891: 886: 884: 880: 875: 873: 869: 865: 861: 856: 855:Thomas Edison 852: 848: 844: 842: 838: 831: 826: 824: 820: 818: 814: 811:In 1947, the 809: 807: 799: 795: 788: 781: 776: 770: 766: 761: 757: 753: 750: 746: 743: 739: 735: 731: 730: 729: 723: 721: 719: 715: 711: 707: 703: 698: 694: 690: 686: 678: 673: 666: 664: 661: 651: 644: 639: 631: 629: 627: 623: 619: 615: 614:Krauss-Maffei 607: 603: 599: 595: 591: 588:and built by 587: 583: 579: 575: 572: 568: 564: 560: 559: 555: 550: 546: 544: 539: 533: 507: 503: 499: 497: 493: 489: 485: 482: 478: 474: 470: 466: 458: 454: 447: 442: 440: 433: 430: 422: 420: 418: 414: 410: 404: 396: 391: 389: 386: 384: 380: 375: 370: 368: 364: 363: 358: 354: 353:Rudolf Diesel 350: 348: 344: 340: 336: 335:Royal Arsenal 332: 328: 324: 320: 316: 308: 303: 296: 291: 284: 279: 277: 275: 270: 268: 264: 260: 256: 252: 248: 244: 239: 237: 236:transmissions 233: 229: 225: 221: 220:Rudolf Diesel 217: 213: 209: 204: 202: 198: 197:diesel engine 194: 191:in which the 190: 187: 184:is a type of 183: 175: 171: 166: 159: 155: 151: 150:InterCity 125 146: 139: 134: 124: 121: 113: 110:December 2019 102: 99: 95: 92: 88: 85: 81: 78: 74: 71: – 70: 66: 65:Find sources: 59: 55: 49: 48: 43:This article 41: 37: 32: 31: 19: 4946:Racing slick 4883:Transfer box 4853:Park-by-wire 4848:Parking pawl 4763:Differential 4738:Direct-drive 4720:Transmission 4710:Steam engine 4655:Part of the 4654: 4602: 4571: 4544: 4526: 4521: 4509: 4485: 4466: 4447: 4438: 4432: 4420: 4408: 4396: 4385:. 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