897:
674:
762:
798:
534:
28:
486:
689:
219:
643:
584:
271:
1323:
1166:
1118:
use on the
Gotthard route, but more flexibly as they could be used as individual units for lighter trains, or run in multiple as pairs for heavier trains. Both these and the Ae 8/14 had used regenerative braking, useful for descending the Gotthard's steep gradients without overheating and also returning electrical power to the network. The Ae 4/6 had a simplified and lighter system, where one traction motor could serve as the exciter for the others during braking. They were also built with aluminium windings in the transformer and motors, rather than copper.
1213:
77:
208:
1095:
1285:
263:
784:). These early systems were based on direct connection to DC traction motors, without needing rectification, transformers or large diameter motors. Adequate power for main line haulage, even for the slower services through tunnels to the major urban terminuses, required multiple motors. The Baltimore and Ohio used articulated Bo+Bo steeplecabs from the outset in 1895, the first main-line electric locomotives and over nine times heavier and more powerful than anything electric before. The
806:
333:
720:
132:
1027:, later classified as ED54, for Japan, also built by SLM / BBC and with Buchli drives. These performed well, compared to other Japanese locomotives with nose-suspended traction motors, but were thought complicated and non-standard. With the culture of 1930s Japan and the increasing demand for self-reliance, rather than importing locomotives from overseas, they were used little and were withdrawn in 1948, despite this being the height of Japanese rebuilding post-war.
513:, using lighter rods and a pair of jackshafts set beyond the coupled wheels. Placing the jackshafts at axle level reduced the articulation angles needed in the coupling rods, so avoiding the mass of the older triangular rods, or the need for vertically-slotted crank bearings. Overall, this reduction in reciprocating mass had the effect of making the overall locomotive heavier and with greater overhang at the ends, requiring bogies rather than pony trucks.
1126:
1031:
931:
1061:
1390:
1332:
1269:
1150:
881:
746:
568:
518:
470:
411:
939:
1076:. These consisted of two articulated units as (1A)A1A(A1)+(1A)A1A(A1). A further unpowered carrying axle was also provided, splitting the central Bo group into A1A, which was needed by the extra weight of the transformer for the Swiss low frequency AC system. Again this was only a small class of three locomotives classed as
1311:. Both of these had an asymmetrical layout, with the pony truck at one end replaced by a four-wheel bogie. The Swiss low frequency AC system had the drawback of requiring heavy main transformers, compared to a 50 Hz system, and these were mounted at one end of the loco, needing the extra axle to carry their weight.
1091:, with paired traction motors driving each axle through a single central gear. This could be adapted more easily to the articulation. A drawback to the sheer size of these locomotives is that there were few trains heavy enough to require them, and when used to the full they were at risk of over-straining their couplings
715:
used a 1′E1′ arrangement, with five driven axles, two traction motors of 1,250 horsepower (930 kW) each and a rigid triangle rod drive to the centre axle. At the time, these were the world's most powerful electric locomotives. Each motor weighed 14 tons and was supplied by a separate transformer
621:
The EP-1s had required conversion from a Bo'Bo' arrangement to (1′Bo)(Bo1′), in order to prevent oscillation or 'nosing' when running at speed. The same use of pony trucks was designed into the EP-2 from the outset. The central carrying axles were largely pointless though, having no guiding function.
374:
More powerful mainline locomotives used multiple traction motors, one per axle. This was mostly due to the locomotive's generator being able to produce DC current, thus allowing simpler and more controllable DC motors to be used. These could easily be made in the smaller diameters needed for per-axle
370:
from around 1930, and the era of small rigid framed driving wheels was short. The first diesel shunting locomotives were of C or 0-6-0 wheel arrangement, as they were neither heavy enough nor fast enough to need the pony trucks. These low-powered shunting locomotives could also make do with a single
118:
or motors were mounted on a rigid frame and drove all the driving wheels coupled together. To permit higher speeds for fast passenger services, leading pony trucks were added. An advantage of electric locomotives was that they could easily have two driver's cabs, so avoiding the need to turn them at
1121:
In service, the Ae 4/6 performed well in some aspects, but had problems with a lack of adhesion and mechanical unreliability. Some aspects of their wartime construction may have reduced their mechanical build quality, leading to high noise levels in the final drives, and a susceptibility to bearing
1117:
of 1941 was derived from half of the 'double locomotive', with a more modern flat-fronted cab at each end. Weight saving in the traction motors allowed a return to the (1A)Bo(A1) layout, with the Java bogie and the
Winterthur drive and avoiding the central carrying axle. They were also intended for
684:
Larger and heavier locomotives required more driving wheels, in order to provide enough adhesion whilst limiting axle load. Some earlier locomotives had already had four driven axles, but these had used either the B+B articulated arrangement or Bo′Bo′ with separate traction motors for each axle and
609:
locomotive. As the two frames were articulated together and the body on top was not a structural component, this was a (1′Co1′)+(1′Co1′) rather than (1′Co1′)(1′Co1′); i.e. articulated in two units, rather than with bogies beneath a single structure. At 2,000 hp, they were around the same power
1144:
in the
Netherlands. Although designed as passenger locomotives with a top speed of 160 kilometres per hour (99 mph), they were soon found to be unreliable when used at speed and spent their working lives restricted to 100 kilometres per hour (62 mph) and mostly freight services. Despite
353:
classes. The D class were built from 1925 to 1943 in several sub-variants and a modernised version, the Da, in the mid 1950s. Both remained in service until around 1990. Both had a pair of traction motors, up to 1,840 kilowatts (2,470 hp) for the Da, and retained the coupling rod drive. The
253:
For these early small locomotives, the power was sufficiently low that both motors could be coupled to the crankpin of the centre axle with a simple rigid triangular coupling rod. Secondary rods carried the drive to the other wheels. The motors were rigidly mounted to the frames and so the centre
449:
used the 1′Co1′ arrangement with separate traction motors, rather than the coupled 1′C1′. This was because these were some decades later than the first electrics, by which time traction motor technology had developed. Also the generators on board the locomotive could generate DC, rather than AC.
912:
class locomotives of 1927 were of 1′Do1′ layout, but operated as permanently coupled pairs, effectively (1′Do1′)+(1′Do1′). Each was built with a driving cab at each end, although only one was equipped. This gave them the possibility to be used as separate 1′Do1′ locomotives at some future time,
827:
bogie arrangement and abandoned rigid frames, some fast passenger locomotives retained them into the 1940s and remained in service into the 1990s. Their large diameter driving wheels encouraged smooth running at speed and reduced the speed required from the motors and their gearing. Retaining
1362:
in 1918. This was the first of a number of 2′D1′ classes, also to support the weight of a large offset low-frequency transformer. They remained in service until the 1950s. These 2′D1′ classes began as a reluctant single prototype, built for comparison with the articulated 2′B+B1′
1318:
to couple the traction motors to the driving axles. The original Swiss drive used a single Buchli gear on one side to drive each axle, the French locomotives used a double-sided drive with the Buchli gear duplicated for each end of the axle, which was considered to reduce wear.
190:, which were able to run equally well in either direction. This was aided by the symmetry of the wheel arrangement. These were often used for suburban passenger services, which needed fast turnarounds at city terminus stations, without needing to turn the locomotive on a
235:. These used large, 2 metre diameter, motors, powerful enough that only one or two motors were needed for the locomotive, but also too large diameter to be mounted easily for a drive to the axle. Accordingly, Kandó frame mounted the motors on resilient springs and used
49:
of these early locomotives, particularly with AC motors, were too large and heavy to be mounted directly to the axles and so were carried on the frame. One of the initial simplest wheel arrangements for a mainline electric locomotive, from around 1900, was the
1056:
but the locomotives were built by SLM and used their
Winterthur drive, with paired traction motors above each axle, driving through a single central gear. The high-mounted motors were also found useful for services on flooded lines during the Indian monsoon.
555:. Although the mainline electrification through York never took place, the locomotive itself was a success in its brief trials. The 6 ft 8 in (2.032 m) driving wheels were unusually large, following the steam locomotive practice with which
828:
frame-mounted motors also allowed large motors and adequate space for cooling airflow. A further advantage for four-motored Do locomotives, rather than the three-motored Co arrangement, is the ease with which the four motors can be switched between
509:, suitable for lighter secondary lines. The heavy central V coupling rod and closely set paired motors of the E.330 were replaced by two motors set either side of the transformer and control gear, and with a lighter rod drive in order to reduce
793:
were used, where the rotors were sprung with the axles and wheels and the field coils fixed. As there were only two poles, horizontally to the sides of the rotor, the rotor was free to move up and down between them with the suspension.
406:. This used a single transmission and jackshaft drive from one end, with coupling rods. The locomotive was unsuccessful, owing to problems with the transmission and lay unused for several years before being scrapped in 1943.
226:
This first 1′C1′ arrangement was only a common one for electric locomotives in the early years. It was used for some early AC examples, mostly
Italian, between 1900 and 1920. Italian railways had begun electrification with a
788:
though was a single rigid frame with four separately driven axles and two leading and trailing trucks. The traction motors at this time were simple ungeared motors, with the rotor mounted around the axle shaft. Two-pole
716:
with a 12-stage tap changer. The taps for each motor were changed alternately, giving an effective 24 step control. The Swiss railways used low-frequency single-phase AC, at 11 kV for the
Rhaetian and 15 kV for the BLS.
1300:(1927–1934). If length of service is considered, these were one of the most successful electric locomotive classes, lasting seventy years in service. They were a development of an earlier three-axle 2′Co1′ class, the
896:
1476:
The belief was not merely that the two gears shared the load, thus the rate of wear, but also that it reduced the effects of torsion in the shaft. A similar effect was noted with the phasing gears of the early
1209:, then known as the T-2, after an accident two days after entering service in 1907. They were then rebuilt as 2′Do2′ with bogies rather than single axle trucks and renamed to their original name as 'S-Motors'.
254:
crankpin had a vertical slide mechanism in the triangular rod, for suspension travel. Each of these two motors were rated at 600 bhp and weighed 8.2 metric tons, 40% of the total weight of the locomotive.
434:
for each axle, rather than them being coupled together. As each axle was driven, there was no longer a need for the coupling rod connection between them. This independence would in time raise the issue of
1013:, to permit suspension movement, and as the pivot was so close to the axle this linkage could also absorb the bogie's movement, as the driven axle twisted in place but did not move sideways by much.
815:
The multiple motor Do arrangement, compared to the rod-drive locomotives and despite their powerful AC motors, had advantages for running at high speed, with no reciprocating mass to balance or give
1052:. They were asymmetric, with a 2′Bo(A1) arrangement and a Java bogie at one end; a four-wheeled bogie at the other supported the electrical equipment. This electrical equipment was supplied by
312:
When the production locomotives from these prototypes were to be built, they were to follow the
Westinghouse design of E 3201 but they were so delayed by the war that when they emerged as
194:. Although quite powerful locomotives were used, to give good acceleration between closely spaced stations, they did not need the sustained speed or fuel capacity of an express locomotive.
306:
358:
placed level with the other axles, in the position where a third equi-spaced axle would have been, and so did not require the complicated or heavy triangular drives of earlier designs.
673:
678:
289:
electrified at 12 kV 16⅔ Hz AC in 1912, six locomotives of this type were ordered for trials, from the major electric locomotive makers of Europe: E 3001, E 3101,
88:
55:
761:
450:
Control of DC was more sophisticated by this time and there was no need for the traction motors to be the large diameter that the 1900 AC electrics had required.
1191:
arrangement. Four wheeled bogies replaced the pony trucks, giving better stability at high speeds. Four separate traction motors allowed high power. Sometimes a
797:
68:
By the middle of the century, the bogie arrangement for locomotives became more popular and rigid-framed locomotives are now rare, except for small shunters.
1464:
701:
415:
458:
375:
use, rather than the large diameter many-pole AC motors. As diesel locomotives developed, the per-axle traction motor design became ubiquitous, with
1154:
563:
of
Manchester. The locomotive was heavy for a DC electric and in consideration of its high design speed, four-wheel bogies were used at each end.
542:
1264:
Western
Australian railways. Their additional carrying axles allowed a low 12 ton axle loading, permitting their use across the whole network.
548:
228:
1140:, were ordered from the same makers but were delayed by the war until 1948. Three were built by SLM, but the remainder were licence-built by
946:
This little-known variant of the 1′Do1′ articulates the trucks at each end by forming a bogie with one driven axle and one carrying axle.
366:
1′C1′ was not generally used for diesel locomotives. The overlap between viable diesel locomotives, owing to the development of the first
1961:
1336:
1273:
885:
572:
474:
399:
1394:
1072:
A derivative design was used for the Swiss 'double locomotives' of 1931, built for heavy freight service on the steep gradients of the
750:
522:
1369:
980:
965:
1937:
1858:
1839:
298:
462:
285:
The 1′C1′ arrangement was considered as something of a standard pattern for small passenger locomotives, so that when the French
688:
1925:
1915:
1894:
1041:
1732:
1087:, although each of the three was different. The first used the same Buchli drives, but from the second they introduced the
1966:
1049:
1045:
1034:
1434:
1737:
829:
533:
27:
1956:
1447:
439:, starting with a single axle, but that was not an issue for the early locomotives, with their low ratios of power to
403:
1088:
995:
446:
176:
1359:
781:
247:
1009:
The bogie was arranged so that the pivot axis was just behind the pivoted driven axle. The axles were driven by
1259:
1206:
785:
765:
367:
696:
The first electric locos to extend the 1′C1′ arrangement to 1′D1′ were the Swiss 440 kilowatts (590 hp)
1380:
697:
658:
646:
1192:
866:
270:
218:
984:
954:
494:
465:
in 1933, was of this type. This locomotive was unsuccessful and scrapped after only a few years, in 1937.
355:
336:
286:
862:. They were of increasing technical sophistication, the first having the Buchli drive, later cup drives.
65:, as for steam locomotives. Others had individual motors for each axle, as would later become universal.
1212:
1165:
165:
989:
959:
832:. When this was used for three-motored locomotives, a double-wound armature on the motor was required.
642:
606:
591:
232:
665:
mounted in the body, driving by rods downwards to a central jackshaft and then to the driving wheels.
583:
1822:
1451:
1375:
1364:
1348:
777:
560:
436:
1017:
840:
627:
623:
1077:
1065:
454:
321:
111:
42:
1301:
949:
Only a few examples of the (1A)Bo(A1) were built. They originated in
Switzerland with the work of
913:
although this was never needed in practice and they remained coupled until withdrawn in favour of
1297:
1289:
909:
901:
631:
92:
1353:
1040:
A group of three different trial express passenger locomotives were supplied for the 1,500 V DC
705:
1322:
136:
1933:
1911:
1890:
1854:
1835:
969:
855:
395:
191:
96:
1905:
1814:
1180:
1125:
1073:
654:
615:
556:
161:
120:
1675:
1673:
1424:
for wheel arrangements, as widely used for steam locomotives in the English-speaking world.
1873:
1401:
824:
820:
662:
440:
388:
384:
278:
123:
and so the wheel arrangement was made symmetrical to run equally well in both directions.
1781:
1779:
845:
823:
could also be reduced, encouraging smooth running. Although many locomotives adopted the
730:
719:
653:
The smaller four-driver 1′B1′ layout was not generally used, but the Swiss narrow-gauge
1766:
1764:
1421:
1022:
859:
851:
836:
809:
734:
723:
692:
Frames and running gear of a BLS Fb 5/7, showing the transformers and two large motors
611:
598:
588:
552:
506:
502:
498:
431:
243:
212:
169:
115:
110:
The description is most commonly applied to some locomotives from the early decades of
76:
46:
32:
505:, of three-phase AC locomotives. These were intended to be a development of the 1′C1′
485:
320:
design with bogies instead of pony trucks and with three vertically mounted motors by
1950:
1478:
1241:
1230:
1216:
1197:
1169:
1137:
1130:
974:
914:
871:
790:
769:
275:
180:
1702:
1700:
1326:
2D2 5500, showing the traction motors above each axle, and the Buchli gears to them
1030:
332:
1315:
1255:
1010:
950:
236:
104:
62:
1094:
1374:, which had themselves been a reaction to the poor performance of the 1912 1′D1′
1306:
729:
By 1922, the Italian three-phase system was also using heavier and more powerful
1060:
930:
816:
510:
294:
207:
187:
1296:
The Swiss also used a large four-axle similar to the 2D2 5500, the 2′Do1′
1082:
1284:
1205:
The arrangement was first used as a conversion of the first production 1′Do1′
1103:
1003:
738:
430:
wheel arrangement was similar, except that the wheels were driven by separate
100:
1587:
1108:
934:
Plan view of an (1A)Bo(A1), showing the articulated 'Java bogies' at each end
710:
1877:
1400:
A rare example of the 2′D2′ layout was the unique British diesel-mechanical
1053:
634:
arrangement, with the carrying axles moved to the ends as twin-axle bogies.
1141:
141:
1389:
1331:
1268:
1149:
880:
776:
Electric railways in the US had begun with low-voltage DC systems: 675 V (
745:
567:
517:
469:
410:
131:
1246:
1235:
1221:
1187:
The ultimate development of the rigid-framed electric locomotive was the
1174:
313:
290:
99:
of three coupled driving wheels, with a leading and trailing articulated
938:
262:
1617:
819:. Once geared and isolated traction motor drives were available, their
1618:"Armstrong Whitworth Locomotives & Railcars in the United Kingdom"
1112:
602:
164:
was a popular one for a long period. The first was the South African
154:
17:
1044:
in 1928. The first of these was most successful and followed by the
551:
commissioned a large express passenger locomotive, later classed as
297:, E 3401, E 3501. Only E 3201, built by the American
1588:"Armstrong Whitworth Worldwide Locomotive & Railcar Production"
1534:
1532:
805:
242:
The first of these locomotives were the Italian RA 361, later
1321:
1283:
1211:
1164:
1124:
1093:
1059:
1029:
937:
929:
895:
865:
The power required for the last of these, the E 19, was such that
804:
796:
760:
718:
687:
672:
641:
582:
532:
484:
350:
331:
269:
261:
217:
206:
150:
130:
75:
26:
1240:(1929–1943) and related classes, then the much improved post-war
559:
were more familiar, and the electrical equipment was supplied by
999:
346:
339:
302:
61:
Some of these locomotives had their driving wheels coupled with
1889:. Dover Transportation. Courier Corporation. pp. 149–150.
1495:
1493:
661:
in 1912. These were low-frequency AC locomotives with a single
345:
Some of the last 1′C1′ locomotives in service were the Swedish
301:, was considered successful and it lasted in service under the
547:
electrification on the Shildon–Newport line coal traffic, the
309:, used the 1′Co1′ layout, with separate motors for each axle.
1292:, showing the large external housings over the Buchli drives
601:
of 1919–1927 combined two 1′Co1′ sub-frames beneath a single
1733:"Motor Generator Locomotives for the Great Northern Railway"
904:
class locomotives in 1901, operating as a (1′Do1′)+(1′Do1′)
1660:
1658:
1068:'double locomotive' and its (1A)A1A(A1)+(1A)A1A(A1) layout
801:
E 18 traction motor, driving wheel and cooling fan blower
1202:
was used, where two motors were geared to the same axle.
1645:
1643:
1930:
Armstrong Whitworth: A Pioneer of World Diesel Traction
1229:
This arrangement was used in France, with the pre-war
1604:
835:Germany constructed a series of these pre-war, the
1785:
1770:
1706:
1691:
1679:
1550:
618:, although also lighter and more stable at speed.
31:Swiss 1,100 hp 3-phase locomotive of 1907 for the
1122:and gear failures, particularly after wheelslip.
168:of 1875. Building of 2-6-2T classes, such as the
1347:Asymmetrical layout had also been used for the
1797:
1538:
1523:
1511:
1499:
1467:for an explanation of the 4/6 and 5/7 notation
453:The first British mainline diesel locomotive,
1832:The Pictorial History of Electric Locomotives
876:were required with two motors for each axle.
830:series, parallel and series-parallel circuits
394:A rare exception was the Armstrong Whitworth
383:designs in early years, later with bogies as
305:as 1C1 3900 until 1959. E 3401, by
103:. The driving wheels are coupled by external
8:
1849:Hollingsworth, Brian; Cook, Arthur (2000).
1731:C.E. Baston, Westinghouse (February 1927).
1465:Swiss locomotive and railcar classification
737:. These now had a wheelbase so long that a
630:, were required in the 1930s, these used a
1314:All of these, both French and Swiss, used
166:Cape Government Railways 2nd Class 2-6-2TT
1887:Encyclopedia of World Railway Locomotives
1145:this, they stayed in service until 1982.
979:express passenger locomotives, built by
1868:Parshall, H. F.; Hobart, H. M. (1907).
1718:
1664:
1649:
1489:
1413:
1788:, pp. 56–57, Class Ae 4/7 2-Do-1.
1016:They were followed in 1926 by the two
246:, for the 1902 electrification of the
41:were some of the first generations of
700:class of 1912. In the same year, the
7:
1773:, pp. 98–99, Class 9100 2-Do-2.
1755:
1682:, pp. 26–27, Nº 1–3 Bo+Bo.
1634:
1574:
1562:
1258:diesel-electrics were built for the
1819:British Railways today and tomorrow
1435:Armstrong Whitworth 40-ton shunters
400:Buenos Aires Great Southern Railway
229:low-frequency three-phase AC system
1738:Railway and Locomotive Engineering
1450:Bo+Bo locomotives of 1895 for the
966:Swiss Locomotive and Machine Works
489:E.332.1 of Italian State Railways
231:, to the designs of the Hungarian
222:Italian RA 361 Valtellina of 1904
25:
1885:Ransome-Wallis, P., ed. (2001) .
1709:, pp. 30–31, Class S 1-Do-1.
1098:SBB Ae 4/6, with Winterthur drive
1048:class of 21 and later the single
1006:' for this form of articulation.
657:did have one class of seven, the
622:When additional locomotives, the
39:Rigid-framed electric locomotives
1388:
1330:
1267:
1148:
1002:. These gave their name to the '
879:
772:sectioned through the armatures
744:
566:
516:
468:
409:
1872:. London: Archibald Constable.
1694:, pp. 34–35, Be 5/7 1-E-1.
1155:(1A)Bo(A1) electric locomotives
994:in 1924 in Switzerland for the
702:Bern–Lötschberg–Simplon railway
354:motors were geared to a single
1910:. Voyageur Press. p. 37.
1042:Great Indian Peninsula Railway
324:of Britain, not Westinghouse.
1:
996:Electrische Staats Spoorwegen
741:was used to articulate them.
587:Frames and running gear of a
541:After the initial promise of
45:design. When these began the
1870:Electric Railway Engineering
1524:Parshall & Hobart (1907)
1512:Parshall & Hobart (1907)
1500:Parshall & Hobart (1907)
497:constructed two series, the
186:Many of these prairies were
537:NER No. 13, later LNER EE1
447:Diesel-electric locomotives
398:locomotive of 1929 for the
380:
376:
1983:
1553:, pp. 52–53, Class D.
1089:Winterthur Universal Drive
610:as a pair of the previous
317:
51:
1834:. Oak Tree Publications.
1786:Modern Locomotives (2000)
1771:Modern Locomotives (2000)
1707:Modern Locomotives (2000)
1692:Modern Locomotives (2000)
1680:Modern Locomotives (2000)
1605:Allen, Today and Tomorrow
1551:Modern Locomotives (2000)
1360:Silesian Mountain Railway
1207:New York Central S-Motors
942:JNR Nº 7001, later ED54-2
920:
733:locomotives, such as the
614:, which had often worked
368:high-speed diesel engines
1932:. Lightmoor Publishing.
1261:3 ft 6 in
786:New York Central S-Motor
80:1′C1′ wheel arrangement
1904:Solomon, Brian (2003).
698:Rhaetian Railway Ge 4/6
647:Rhaetian Railway Ge 2/4
459:800 bhp locomotive
1327:
1293:
1254:In the mid-1950s, the
1226:
1184:
1133:
1099:
1069:
1037:
968:. The first were four
943:
935:
905:
867:double traction motors
812:
802:
773:
726:
693:
681:
650:
594:
538:
495:Italian State Railways
490:
342:
337:Swedish State Railways
287:Chemins de fer du Midi
282:
267:
239:drives to the wheels.
223:
215:
179:, continued almost to
146:
81:
35:
1798:Ransome-Wallis (1959)
1539:Ransome-Wallis (1959)
1397:at Wikimedia Commons
1339:at Wikimedia Commons
1325:
1287:
1276:at Wikimedia Commons
1215:
1193:double traction motor
1168:
1157:at Wikimedia Commons
1128:
1097:
1063:
1033:
941:
933:
899:
888:at Wikimedia Commons
808:
800:
764:
753:at Wikimedia Commons
722:
691:
677:1920 1D1 E 25 of the
676:
645:
586:
575:at Wikimedia Commons
549:North Eastern Railway
536:
525:at Wikimedia Commons
488:
477:at Wikimedia Commons
418:at Wikimedia Commons
391:and heavier designs.
335:
274:One of the two large
273:
265:
221:
210:
134:
79:
30:
1967:Electric locomotives
1907:Electric Locomotives
1800:, pp. 150, 153.
1577:, pp. 8, 15–16.
1452:Howard Street Tunnel
926:and the 'Java bogie'
561:Metropolitan-Vickers
544:1,500 V DC
281:used for E 3301
198:Electric locomotives
1541:, pp. 149–150.
1514:, pp. 330–341.
1136:A Dutch class, the
455:Armstrong Whitworth
112:electric locomotive
43:electric locomotive
1957:UIC classification
1851:Modern Locomotives
1830:Haut, FJG (1970).
1637:, pp. 93–113.
1526:, p. 332–335.
1448:Baltimore and Ohio
1446:Such as the first
1337:2′Do1′ locomotives
1328:
1294:
1274:2′Do2′ locomotives
1227:
1185:
1134:
1100:
1070:
1038:
944:
936:
917:in the mid-1950s.
910:Great Northern Z-1
906:
902:Great Northern Z-1
900:A coupled pair of
886:1′Do1′ locomotives
813:
803:
774:
727:
694:
682:
651:
595:
573:2′Co2′ locomotives
539:
491:
475:1′Co1′ locomotives
362:Diesel locomotives
343:
316:they had become a
283:
268:
224:
216:
149:The equivalent is
147:
93:railway locomotive
89:UIC classification
82:
56:UIC classification
36:
1962:1′C1′ locomotives
1815:Allen, G. Freeman
1721:, pp. 16–19.
1667:, pp. 32–36.
1607:, pp. 49–51.
1565:, pp. 44–49.
1395:2′D1′ locomotives
1393:Media related to
1335:Media related to
1302:Ae 3/6
1272:Media related to
1153:Media related to
892:(1′Do1′)+(1′Do1′)
884:Media related to
751:1′D1′ locomotives
749:Media related to
607:(1′Co1′)+(1′Co1′)
592:(1′Co1′)+(1′Co1′)
579:(1′Co1′)+(1′Co1′)
571:Media related to
523:2′C2′ locomotives
521:Media related to
473:Media related to
416:1′C1′ locomotives
414:Media related to
396:hydrostatic drive
177:Standard Class 2s
162:steam locomotives
127:Steam locomotives
121:terminus stations
114:design, when the
97:wheel arrangement
52:1′C1′ arrangement
16:(Redirected from
1974:
1943:
1921:
1900:
1881:
1864:
1845:
1826:
1821:(3rd ed.).
1801:
1795:
1789:
1783:
1774:
1768:
1759:
1753:
1747:
1746:
1728:
1722:
1716:
1710:
1704:
1695:
1689:
1683:
1677:
1668:
1662:
1653:
1647:
1638:
1632:
1626:
1625:
1614:
1608:
1602:
1596:
1595:
1584:
1578:
1572:
1566:
1560:
1554:
1548:
1542:
1536:
1527:
1521:
1515:
1509:
1503:
1497:
1482:
1474:
1468:
1461:
1455:
1444:
1438:
1431:
1425:
1418:
1392:
1384:
1373:
1357:
1334:
1310:
1271:
1262:
1250:
1239:
1225:
1201:
1178:
1152:
1116:
1086:
1074:Gotthard Railway
1026:
993:
978:
963:
925:
924:
883:
875:
849:
748:
714:
655:Rhaetian Railway
570:
557:Darlington Works
545:
520:
472:
413:
371:traction motor.
279:repulsion motors
181:the end of steam
160:arrangement for
145:
21:
1982:
1981:
1977:
1976:
1975:
1973:
1972:
1971:
1947:
1946:
1940:
1924:
1918:
1903:
1897:
1884:
1867:
1861:
1848:
1842:
1829:
1813:
1805:
1804:
1796:
1792:
1784:
1777:
1769:
1762:
1754:
1750:
1730:
1729:
1725:
1717:
1713:
1705:
1698:
1690:
1686:
1678:
1671:
1663:
1656:
1648:
1641:
1633:
1629:
1616:
1615:
1611:
1603:
1599:
1586:
1585:
1581:
1573:
1569:
1561:
1557:
1549:
1545:
1537:
1530:
1522:
1518:
1510:
1506:
1498:
1491:
1486:
1485:
1475:
1471:
1462:
1458:
1445:
1441:
1432:
1428:
1419:
1415:
1410:
1402:Fell locomotive
1378:
1376:Prussian EG 501
1367:
1365:Prussian EP 209
1351:
1349:Prussian EP 235
1345:
1304:
1282:
1260:
1244:
1233:
1219:
1195:
1172:
1163:
1106:
1080:
1020:
987:
972:
957:
928:
922:
921:
894:
869:
843:
821:unsprung weight
759:
708:
671:
669:1′D1′ and 1′E1′
663:repulsion motor
640:
605:body to make a
581:
543:
531:
483:
441:adhesive weight
432:traction motors
424:
364:
330:
260:
248:Valtellina line
205:
200:
139:
129:
74:
47:traction motors
23:
22:
15:
12:
11:
5:
1980:
1978:
1970:
1969:
1964:
1959:
1949:
1948:
1945:
1944:
1938:
1922:
1916:
1901:
1895:
1882:
1865:
1859:
1846:
1840:
1827:
1810:
1809:
1803:
1802:
1790:
1775:
1760:
1748:
1723:
1719:Solomon (2003)
1711:
1696:
1684:
1669:
1665:Solomon (2003)
1654:
1650:Solomon (2003)
1639:
1627:
1609:
1597:
1579:
1567:
1555:
1543:
1528:
1516:
1504:
1502:, p. 332.
1488:
1487:
1484:
1483:
1469:
1456:
1439:
1426:
1422:Whyte notation
1412:
1411:
1409:
1406:
1344:
1341:
1281:
1278:
1162:
1159:
1018:JGR class 7000
927:
919:
893:
890:
837:DRG class E 16
810:DRG Class E 19
791:bipolar motors
770:bipolar motors
768:, showing the
758:
755:
735:FS class E.431
724:FS class E.431
670:
667:
639:
636:
599:New Haven EP-2
589:New Haven EP-2
580:
577:
530:
527:
482:
479:
461:built for the
423:
420:
363:
360:
329:
326:
259:
256:
244:FS class E.360
213:FS class E.380
204:
201:
199:
196:
128:
125:
116:traction motor
73:
70:
33:Simplon Tunnel
24:
14:
13:
10:
9:
6:
4:
3:
2:
1979:
1968:
1965:
1963:
1960:
1958:
1955:
1954:
1952:
1941:
1939:9781899889457
1935:
1931:
1927:
1923:
1919:
1913:
1909:
1908:
1902:
1898:
1892:
1888:
1883:
1879:
1875:
1871:
1866:
1862:
1860:0-86288-351-2
1856:
1852:
1847:
1843:
1841:0-498-07644-X
1837:
1833:
1828:
1824:
1820:
1816:
1812:
1811:
1807:
1806:
1799:
1794:
1791:
1787:
1782:
1780:
1776:
1772:
1767:
1765:
1761:
1758:, p. 90.
1757:
1752:
1749:
1744:
1740:
1739:
1734:
1727:
1724:
1720:
1715:
1712:
1708:
1703:
1701:
1697:
1693:
1688:
1685:
1681:
1676:
1674:
1670:
1666:
1661:
1659:
1655:
1652:, p. 37.
1651:
1646:
1644:
1640:
1636:
1631:
1628:
1623:
1622:Derby Sulzers
1619:
1613:
1610:
1606:
1601:
1598:
1593:
1592:Derby Sulzers
1589:
1583:
1580:
1576:
1571:
1568:
1564:
1559:
1556:
1552:
1547:
1544:
1540:
1535:
1533:
1529:
1525:
1520:
1517:
1513:
1508:
1505:
1501:
1496:
1494:
1490:
1480:
1479:Napier Deltic
1473:
1470:
1466:
1460:
1457:
1453:
1449:
1443:
1440:
1436:
1430:
1427:
1423:
1417:
1414:
1407:
1405:
1403:
1398:
1396:
1391:
1386:
1382:
1377:
1371:
1366:
1361:
1355:
1350:
1342:
1340:
1338:
1333:
1324:
1320:
1317:
1316:Buchli drives
1312:
1308:
1303:
1299:
1291:
1288:2′Do1′ Swiss
1286:
1279:
1277:
1275:
1270:
1265:
1263:
1257:
1252:
1248:
1243:
1237:
1232:
1223:
1218:
1214:
1210:
1208:
1203:
1199:
1194:
1190:
1182:
1181:Cité du Train
1176:
1171:
1167:
1160:
1158:
1156:
1151:
1146:
1143:
1139:
1132:
1127:
1123:
1119:
1114:
1110:
1105:
1096:
1092:
1090:
1084:
1079:
1075:
1067:
1064:The enormous
1062:
1058:
1055:
1051:
1047:
1043:
1036:
1032:
1028:
1024:
1019:
1014:
1012:
1011:Buchli drives
1007:
1005:
1001:
997:
991:
986:
982:
976:
971:
967:
961:
956:
952:
947:
940:
932:
918:
916:
915:dieselisation
911:
903:
898:
891:
889:
887:
882:
877:
873:
868:
863:
861:
857:
853:
847:
842:
838:
833:
831:
826:
822:
818:
811:
807:
799:
795:
792:
787:
783:
780:) and 660 V (
779:
771:
767:
763:
756:
754:
752:
747:
742:
740:
736:
732:
725:
721:
717:
712:
707:
703:
699:
690:
686:
680:
679:Paris–Orléans
675:
668:
666:
664:
660:
656:
648:
644:
637:
635:
633:
629:
625:
619:
617:
613:
608:
604:
600:
597:The American
593:
590:
585:
578:
576:
574:
569:
564:
562:
558:
554:
550:
546:
535:
528:
526:
524:
519:
514:
512:
508:
504:
500:
496:
487:
480:
478:
476:
471:
466:
464:
460:
456:
451:
448:
444:
442:
438:
433:
429:
421:
419:
417:
412:
407:
405:
401:
397:
392:
390:
386:
382:
378:
372:
369:
361:
359:
357:
352:
348:
341:
338:
334:
327:
325:
323:
319:
315:
310:
308:
304:
300:
296:
292:
288:
280:
277:
272:
264:
257:
255:
251:
249:
245:
240:
238:
234:
230:
220:
214:
209:
202:
197:
195:
193:
189:
184:
182:
178:
174:
173:
167:
163:
159:
156:
152:
143:
138:
133:
126:
124:
122:
117:
113:
108:
106:
105:coupling rods
102:
98:
94:
90:
86:
78:
71:
69:
66:
64:
63:coupling rods
59:
57:
53:
48:
44:
40:
34:
29:
19:
1929:
1906:
1886:
1869:
1850:
1831:
1818:
1793:
1751:
1742:
1736:
1726:
1714:
1687:
1630:
1621:
1612:
1600:
1591:
1582:
1570:
1558:
1546:
1519:
1507:
1472:
1459:
1442:
1433:Such as the
1429:
1416:
1399:
1387:
1346:
1329:
1313:
1295:
1266:
1256:WAGR X class
1253:
1228:
1204:
1188:
1186:
1147:
1135:
1120:
1101:
1071:
1039:
1015:
1008:
951:Jakob Buchli
948:
945:
907:
878:
864:
834:
814:
775:
743:
728:
695:
685:two bogies.
683:
652:
620:
596:
565:
540:
515:
492:
467:
452:
445:
427:
425:
408:
393:
373:
365:
344:
311:
299:Westinghouse
284:
266:E 3101
252:
241:
237:coupling rod
233:Kálmán Kandó
225:
188:tank engines
185:
171:
157:
148:
109:
84:
83:
67:
60:
38:
37:
1926:Webb, Brian
1756:Haut (1970)
1745:(2): 52–54.
1635:Webb (2010)
1575:Webb (2010)
1563:Webb (2010)
1379: [
1368: [
1352: [
1305: [
1245: [
1234: [
1220: [
1196: [
1183:, Mulhouse
1173: [
1107: [
1081: [
1078:SBB Ae 8/14
1066:SBB Ae 8/14
1021: [
988: [
973: [
958: [
870: [
844: [
817:hammer blow
709: [
632:(2′C)+(C2′)
616:in multiple
511:Hammer blow
295:E 3301
291:E 3201
140: [
1951:Categories
1917:1610606264
1896:0486412474
1408:References
1290:SBB Ae 4/7
1104:SBB Ae 4/6
1102:The Swiss
1004:Java bogie
923:(1A)Bo(A1)
854:(Austrian
739:Zara bogie
706:BLS Fb 5/7
322:Dick, Kerr
101:pony truck
1878:23297005M
1823:Ian Allan
1817:(1962) .
1404:of 1955.
1142:Werkspoor
1054:Metrovick
1050:GIPR EA/2
1046:GIPR EA/1
1035:GIPR EA/1
778:Baltimore
626:and then
437:wheelslip
404:Argentina
356:jackshaft
192:turntable
137:BT Eb 3/5
1928:(2010).
1358:for the
1251:(1950).
1242:2D2 9100
1231:2D2 5500
1217:2D2 9100
1170:2D2 5500
970:ESS 3000
964:, later
856:ÖBB 1018
782:New York
493:In 1914
314:2C2 3100
211:Italian
172:Prairies
1808:Sources
1481:engine.
1420:In the
1179:at the
1138:NS 1000
1131:NS 1000
766:S-Motor
387:, then
340:D class
307:Jeumont
158:Prairie
95:with a
87:is the
1936:
1914:
1893:
1876:
1857:
1838:
1298:Ae 4/7
1280:2′Do1′
1189:2′Do2′
1161:2′Do2′
1129:Dutch
858:) and
825:Bo′Bo′
757:1′Do1′
659:Ge 2/4
649:1′B1′
603:boxcab
529:2′Co2′
428:1′Co1′
422:1′Co1′
389:Co′Co′
385:Bo′Bo′
381:1′Do1′
377:1′Co1′
328:Sweden
258:France
155:2-6-2T
135:Swiss
91:for a
1383:]
1372:]
1356:]
1343:2′D1′
1309:]
1249:]
1238:]
1224:]
1200:]
1177:]
1115:]
1085:]
1025:]
992:]
977:]
962:]
874:]
848:]
731:1′D1′
713:]
638:1′B1′
612:EP-1s
507:E.330
503:E.332
499:E.331
481:2′C2′
318:2′C2′
203:Italy
151:2-6-2
144:]
85:1′C1′
72:1′C1′
54:, in
18:1′C1′
1934:ISBN
1912:ISBN
1891:ISBN
1855:ISBN
1836:ISBN
1463:See
1000:Java
983:and
908:The
860:E 19
852:E 18
841:E 17
628:EP-4
624:EP-3
501:and
463:LNER
426:The
379:and
349:and
347:SJ D
303:SNCF
276:Déri
170:GWR
998:of
985:BBC
981:SLM
955:BBC
953:of
704:'s
553:EE1
457:'s
402:of
175:or
153:or
1953::
1874:OL
1853:.
1778:^
1763:^
1743:XL
1741:.
1735:.
1699:^
1672:^
1657:^
1642:^
1620:.
1590:.
1531:^
1492:^
1385:.
1381:de
1370:de
1354:de
1307:de
1247:fr
1236:fr
1222:fr
1198:de
1175:fr
1113:fr
1111:;
1109:de
1083:de
1023:de
990:de
975:de
960:de
872:de
850:,
846:de
839:,
711:de
443:.
351:Da
293:,
250:.
183:.
142:de
107:.
58:.
1942:.
1920:.
1899:.
1880:.
1863:.
1844:.
1825:.
1624:.
1594:.
1454:.
1437:.
20:)
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