The Canadian Locomotive Company , commonly referred to as CLC , was a Canadian manufacturer of railway locomotives in Kingston, Ontario . Its works were on the south side of Ontario Street between William and Gore streets on Kingston's waterfront.
135-665: The CLC had its beginnings with a number of predecessor businesses. It began business as the Ontario Foundry in 1848, but after commencing construction of locomotives it became known as the Kingston Locomotive Works . The first steam locomotive was turned out on Wednesday, December 20, 1854. This was the first of four locomotives for the Grand Trunk Railway of Canada, which was being built at that time. A further order of five locomotives for
270-659: A Scottish inventor, built a small-scale prototype of a steam road locomotive in Birmingham . A full-scale rail steam locomotive was proposed by William Reynolds around 1787. An early working model of a steam rail locomotive was designed and constructed by steamboat pioneer John Fitch in the US during 1794. Some sources claim Fitch's model was operable already by the 1780s and that he demonstrated his locomotive to George Washington . His steam locomotive used interior bladed wheels guided by rails or tracks. The model still exists at
405-660: A (newly identified) Killingworth Billy in 1816. He also constructed The Duke in 1817 for the Kilmarnock and Troon Railway , which was the first steam locomotive to work in Scotland. In 1825, Stephenson built Locomotion No. 1 for the Stockton and Darlington Railway , north-east England, which was the first public steam railway in the world. In 1829, his son Robert built in Newcastle The Rocket , which
540-448: A balance has to be struck between obtaining sufficient draught for combustion whilst giving the exhaust gases and particles sufficient time to be consumed. In the past, a strong draught could lift the fire off the grate, or cause the ejection of unburnt particles of fuel, dirt and pollution for which steam locomotives had an unenviable reputation. Moreover, the pumping action of the exhaust has the counter-effect of exerting back pressure on
675-486: A crankpin on the driving wheel ( Main driver in the US) or to a crank on a driving axle. The movement of the valves in the steam chest is controlled through a set of rods and linkages called the valve gear , actuated from the driving axle or from the crankpin; the valve gear includes devices that allow reversing the engine, adjusting valve travel and the timing of the admission and exhaust events. The cut-off point determines
810-431: A deployable "water scoop" fitted under the tender or the rear water tank in the case of a large tank engine; the fireman remotely lowered the scoop into the trough, the speed of the engine forced the water up into the tank, and the scoop was raised again once it was full. Water is essential for the operation of a steam locomotive. As Swengel argued: Electro-Motive Diesel Electro-Motive Diesel (abbreviated EMD )
945-720: A fireman, then locomotive engineer, on the Southern Pacific Railroad , then became a manager with the Florida East Coast Railway before he left railroading for a marketing position with the White Motor Company , an early manufacturer of trucks and buses, in Denver. Training and service agreements were part of White's marketing package that Hamilton would carry over to EMC. Aware of the needs of branch line services of railroads and
1080-560: A foothold in the industry with their opposed piston marine powerplant, left the locomotive field in 1963. General Electric dissolved the ALCO-GE partnership in the wake of ALCO's lackluster efforts at developing reliable higher-powered engines, and took over the ALCO-GE gas-turbine-electric venture in 1953. In 1956 GE was marketing its own Universal series Cooper-Bessemer powered diesel-electrics as export locomotives. ALCO's belated introduction of improved locomotive power in 1956 provided
1215-429: A gauge mounted in the cab. Steam pressure can be released manually by the driver or fireman. If the pressure reaches the boiler's design working limit, a safety valve opens automatically to reduce the pressure and avoid a catastrophic accident. The exhaust steam from the engine cylinders shoots out of a nozzle pointing up the chimney in the smokebox. The steam entrains or drags the smokebox gases with it which maintains
1350-593: A locomotive test track on a 75-acre (0.30 km ) site located in Muncie, Indiana . The Muncie facility allows EMD to supply locomotives to publicly funded passenger rail agencies that require their rail equipment be assembled in the United States exclusively. (see Buy America Act ) On July 25, 2011, it was announced that production at the facility was planned to begin by the end of the year, with 125 workers having been hired and plans to add more. On October 28,
1485-731: A locomotive test track. Following reorganization under the Diesel Division of General Motors of Canada in 1969, the facility was at times used to produce a variety of products in the General Motors family, including transit buses (until 1979) and military vehicles. Following passage of the US-Canada Free Trade Agreement in 1989, EMD London became the location where all of the construction, finishing, and testing of EMD locomotives in North America
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#17327718735911620-488: A lower pressure in the smokebox than that under the firebox grate. This pressure difference causes air to flow up through the coal bed and keeps the fire burning. The search for thermal efficiency greater than that of a typical fire-tube boiler led engineers, such as Nigel Gresley , to consider the water-tube boiler . Although he tested the concept on the LNER Class W1 , the difficulties during development exceeded
1755-433: A lower reciprocating mass than three, four, five or six coupled axles. They were thus able to turn at very high speeds due to the lower reciprocating mass. A trailing axle was able to support a huge firebox, hence most locomotives with the wheel arrangement of 4-4-2 (American Type Atlantic) were called free steamers and were able to maintain steam pressure regardless of throttle setting. The chassis, or locomotive frame ,
1890-450: A more attractive option. The War Production Board stopped production of new passenger equipment between September 1942 and December 1944. Later in the war, diesel locomotive production for freight service was picking up as more locomotives were needed to haul wartime supplies. By the time the FT model was replaced in 1945, 555 cab units and 541 booster units had been produced. EMD emerged from
2025-639: A number of Swiss steam shunting locomotives were modified to use electrically heated boilers, consuming around 480 kW of power collected from an overhead line with a pantograph . These locomotives were significantly less efficient than electric ones ; they were used because Switzerland was suffering a coal shortage because of the War, but had access to plentiful hydroelectricity . A number of tourist lines and heritage locomotives in Switzerland, Argentina and Australia have used light diesel-type oil. Water
2160-461: A number of important innovations that included using high-pressure steam which reduced the weight of the engine and increased its efficiency. Trevithick visited the Newcastle area in 1804 and had a ready audience of colliery (coal mine) owners and engineers. The visit was so successful that the colliery railways in north-east England became the leading centre for experimentation and development of
2295-459: A rigid frame with a 30% weight reduction. Generally, the largest locomotives are permanently coupled to a tender that carries the water and fuel. Often, locomotives working shorter distances do not have a tender and carry the fuel in a bunker, with the water carried in tanks placed next to the boiler. The tanks can be in various configurations, including two tanks alongside ( side tanks or pannier tanks ), one on top ( saddle tank ) or one between
2430-401: A tank in the locomotive tender or wrapped around the boiler in the case of a tank locomotive . Periodic stops are required to refill the tanks; an alternative was a scoop installed under the tender that collected water as the train passed over a track pan located between the rails. While the locomotive is producing steam, the amount of water in the boiler is constantly monitored by looking at
2565-466: A time of rapidly rising demand. EMD London's Canadian location was useful for General Motors' when attempting to procure Canadian federal contracts and serve Canadian rail customers. Situated on a 100-acre (0.40 km ) site, the EMD London facility included two main buildings and multiple ancillary buildings with over 500,000 square feet (46,000 m ) of office and manufacturing space, as well as
2700-641: A turbocharged 3,600 hp (2,700 kW) V20 for the EMD SD45 . The final variant of the sixteen cylinder 645 (the 16-645F) produced 3,500 hp (2,600 kW). In 1972, EMD introduced modular control systems with the Dash-2 line; the EMD SD40-2 became one of the most successful diesel locomotive designs in history, both in terms of sales and service longevity. A total of 3,945 SD40-2 units were built. EMD introduced their new 710 engine in 1984 with
2835-678: Is ISO 9001:2008 Certified for Quality and ISO 14001 Certified for Environmental Management. A large part of the property's land has been sold off including the land where the original factory building stood. With the sale of the land, the large sign of "Electro Motive Division" that stood at the corner of 55th St. and East Ave. was removed but is preserved at the Illinois Railway Museum . The EMD London plant, in London, Ontario , Canada , opened in 1949 under EMD's Canadian subsidiary General Motors Diesel , to produce locomotives during
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#17327718735912970-614: Is a brand of diesel-electric locomotives , locomotive products and diesel engines for the rail industry. Formerly a division of General Motors , EMD has been owned by Progress Rail since 2010. Electro-Motive Diesel traces its roots to the Electro-Motive Engineering Corporation, founded in 1922 and purchased by General Motors in 1930. After purchase by GM, the company was known as GM's Electro-Motive Division . In 2005, GM sold EMD to Greenbriar Equity Group and Berkshire Partners , and in 2010, EMD
3105-475: Is crucial to the efficiency of any steam locomotive, and the internal profiles of the chimney (or, strictly speaking, the ejector ) require careful design and adjustment. This has been the object of intensive studies by a number of engineers (and often ignored by others, sometimes with catastrophic consequences). The fact that the draught depends on the exhaust pressure means that power delivery and power generation are automatically self-adjusting. Among other things,
3240-419: Is directed upwards out of the locomotive through the chimney, by way of a nozzle called a blastpipe , creating the familiar "chuffing" sound of the steam locomotive. The blastpipe is placed at a strategic point inside the smokebox that is at the same time traversed by the combustion gases drawn through the boiler and grate by the action of the steam blast. The combining of the two streams, steam and exhaust gases,
3375-470: Is fuelled by burning combustible material (usually coal , oil or, rarely, wood ) to heat water in the locomotive's boiler to the point where it becomes gaseous and its volume increases 1,700 times. Functionally, it is a steam engine on wheels. In most locomotives, the steam is admitted alternately to each end of its cylinders in which pistons are mechanically connected to the locomotive's main wheels. Fuel and water supplies are usually carried with
3510-415: Is the principal structure onto which the boiler is mounted and which incorporates the various elements of the running gear. The boiler is rigidly mounted on a "saddle" beneath the smokebox and in front of the boiler barrel, but the firebox at the rear is allowed to slide forward and backwards, to allow for expansion when hot. European locomotives usually use "plate frames", where two vertical flat plates form
3645-836: The Canada-United States Free Trade Agreement came into effect in 1989, EMD decided to consolidate all locomotive production at the Diesel Division of General Motors of Canada (formerly GMD) plant in London, Ontario , a development which ended locomotive production at the La Grange, Illinois plant in 1991, although the Illinois facility continued to produce engines and generators. In the late 1980s and 1990s EMD introduced AC induction motor drive in EMD locomotives using Siemens technology. In
3780-924: The Drache , was delivered in 1848. The first steam locomotives operating in Italy were the Bayard and the Vesuvio , running on the Napoli-Portici line, in the Kingdom of the Two Sicilies. The first railway line over Swiss territory was the Strasbourg – Basel line opened in 1844. Three years later, in 1847, the first fully Swiss railway line, the Spanisch Brötli Bahn , from Zürich to Baden
3915-542: The Electro-Motive Division -designs constructed by General Motors Diesel . By 1957, orders had fallen off and Fairbanks-Morse eventually left the locomotive business in both Canada and the United States. Following the departure of Baldwin and MLW, the Canadian market was left to just two companies, General Electric and General Motors Diesel. Before this however, CLC also sought more opportunities in
4050-591: The Ohio Historical Society Museum in Columbus, US. The authenticity and date of this locomotive is disputed by some experts and a workable steam train would have to await the invention of the high-pressure steam engine by Richard Trevithick , who pioneered the use of steam locomotives. The first full-scale working railway steam locomotive was the 3 ft ( 914 mm ) gauge Coalbrookdale Locomotive built by Trevithick in 1802. It
4185-549: The Pennsylvania Railroad class S1 achieved speeds upwards of 150 mph, though this was never officially proven. In the United States, larger loading gauges allowed the development of very large, heavy locomotives such as the Union Pacific Big Boy , which weighs 540 long tons (550 t ; 600 short tons ) and has a tractive effort of 135,375 pounds-force (602,180 newtons). Beginning in
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4320-462: The tariffs encumbering trade with non-Commonwealth nations, gaining the same market access as ALCO and Baldwin through their subsidiaries Montreal Locomotive Works and Canadian Locomotive Company . EMD's road-switcher locomotives with power and reliability sufficient for mainline use overturned the market for freight locomotives, soon displacing their competitors' road-switchers, then later their own F-series carbody locomotives. The GP9 became
4455-492: The 1930s that the future of mainline service remained with steam, and by financial difficulties that effectively froze their diesel development while EMC and ALCO continued theirs. Baldwin started producing diesel-electric switch engines in 1939. Passenger trains made little money for the railroads, but replacement of steam engines with reliable diesel units could provide railroads with a crucial difference for profitability. With standardized production of locomotives, EMC simplified
4590-536: The 1950s-70s, and after NOHAB's closure Kalmar Verkstad (KVAB) (Sweden) in the 1980s. When the KVAB and Henschel factories were acquired by ABB in 1990, EMD-licensed manufacture ended. In Belgium, EMD-engined locomotives were manufactured by Société Franco-Belge , and then by La Brugeoise et Nivelles in the 1950s and 60s. In Spain, MACOSA and its successors assembled and manufactured EMD locomotives, including standard EMD export designs as well as variants for
4725-581: The 60 Series locomotives ( EMD SD60 and EMD GP60 ), the EMD 645 engine continued to be offered in certain models (such as the 50 Series) until 1988. The 710 is produced as an eight-, twelve-, sixteen-, and twenty-cylinder engine for locomotive, marine and stationary applications. Concurrently with the introduction of the 710, EMD's control systems on locomotives changed to microprocessors, with computer-controlled wheel slip prevention, among other systems. EMD's North American market share dropped below that of its main competitor General Electric in 1987. After
4860-450: The ALCO-GE partnership developed a prototype gas-turbine-electric locomotive; series production began in 1952. Latecomers to the diesel locomotive business Baldwin, Fairbanks-Morse , and Lima-Hamilton struggled in the market as their products failed to gain a solid reputation. By 1950 it was clear that EMD's competitors could not crack their position in mainline road diesels and in 1949 their new EMD GP7 road switcher locomotive invaded
4995-931: The CPR, delivering nearly one-third of their locomotives over many decades. These "Dübs-boilered" locomotives were regarded as durable and long-lasting. In January 1900, following the decision of both the CPR and the GTR to build their own locomotives, the CL&;EC once again became insolvent, and the plant was closed. It was bought by new investors and incorporated in February 1901 as the Canadian Locomotive Company Ltd. Improvements followed which allowed production of one locomotive per week. Reorganization once again took place under new management in June 1911 although
5130-546: The EMD London facility, after refusing to ratify EMD's proposed new contract which included a pay cut of 50% for some workers - labour costs at the Canadian plant were much greater than in some of the company's US plants. In February 2012 Progress Rail announced the closure of the plant; Caterpillar's actions were criticised in Canada; the company stated it would relocate production to other sites in North and South America, including
5265-681: The GTR followed in October and November 1856. However, less than three dozen locomotives were built before the business went bankrupt in 1860. The Canadian Engine & Machinery Company was a shareholder -owned successor company founded in 1865. It too ran into financial troubles during the depression of 1878–1879 and also went bankrupt. It was re-organized in February 1878 as the Canadian Locomotive and Engine Company Ltd. (CL&EC). After yet another re-organization in April 1881,
5400-576: The H-engine was concurrently produced alongside EMD's two stroke engines, although mainly for export. Acceptance of the 265H was limited over reliability issues. The 265H, at 6,300 hp (4,700 kW), was the most powerful engine ever produced by EMD and the first four-stroke engine offered to the market by EMD or its ancestral companies since the Winton 201A introduced their breakthrough in two-stroke diesel power in 1934. In 1999, Union Pacific placed
5535-547: The SD70M-2 meets the United States EPA Tier 2 diesel emissions requirements using the same engine. And like the "ACe", the "M-2" is certified to be in conformance with ISO 9001:2000 and ISO 14001:2004 . In June 2004, The Wall Street Journal published an article indicating EMD was being put up for sale. On January 11, 2005, Reuters published a story indicating a sale to "two private U.S. equity groups"
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5670-582: The Saar (today part of Völklingen ), but neither could be returned to working order after being dismantled, moved and reassembled. On 7 December 1835, the Adler ran for the first time between Nuremberg and Fürth on the Bavarian Ludwig Railway . It was the 118th engine from the locomotive works of Robert Stephenson and stood under patent protection. In Russia , the first steam locomotive
5805-423: The US), or screw-reverser (if so equipped), that controls the cut-off, therefore, performs a similar function to a gearshift in an automobile – maximum cut-off, providing maximum tractive effort at the expense of efficiency, is used to pull away from a standing start, whilst a cut-off as low as 10% is used when cruising, providing reduced tractive effort, and therefore lower fuel/water consumption. Exhaust steam
5940-617: The United States, including John Fitch's miniature prototype. A prominent full sized example was Col. John Steven's "steam wagon" which was demonstrated on a loop of track in Hoboken, New Jersey in 1825. Many of the earliest locomotives for commercial use on American railroads were imported from Great Britain, including first the Stourbridge Lion and later the John Bull . However, a domestic locomotive-manufacturing industry
6075-510: The Winton acquisition, renaming it Electro-Motive Corporation (EMC), a subsidiary of GM. Supported by the GM Research Division headed by Charles F. Kettering , GM's Winton Engine Corporation focused on developing diesel engines with improved power-to-weight ratios and output flexibility suitable for mobile use. Eugene W. Kettering, son of Charles Kettering, led Winton's side of the development project. In 1933 EMC designed
6210-550: The adhesive weight. Equalising beams connecting the ends of leaf springs have often been deemed a complication in Britain, however, locomotives fitted with the beams have usually been less prone to loss of traction due to wheel-slip. Suspension using equalizing levers between driving axles, and between driving axles and trucks, was standard practice on North American locomotives to maintain even wheel loads when operating on uneven track. Locomotives with total adhesion, where all of
6345-611: The biggest growth market was for freight locomotives. To meet post-war demands, EMD opened another locomotive production facility in Cleveland, Ohio, in 1948. Alco-GE was EMD's strongest competitor during the dieselization era, having produced the first road-switcher diesel locomotives in 1941 and gained about a 26% market share of diesel locomotives, mostly for switching and short-haul applications, as of 1946. ALCO's higher-powered locomotives for mainline service were less successful, as they were plagued by reliability problems. In 1948
6480-487: The body construction to St Louis Car Company , electrical components to General Electric, and the prime mover to the Winton Engine Company of Cleveland, Ohio . The motorcars were delivered in 1924 and worked well, fortunate for the fledgling company, because the sales were conditional on satisfactory performance. In 1925 EMC entered full-scale production, selling 27 railcars. In 1930 General Motors (GM)
6615-402: The boiler materials to the point where it needs to be rebuilt or replaced. Start-up on a large engine may take hours of preliminary heating of the boiler water before sufficient steam is available. Although the boiler is typically placed horizontally, for locomotives designed to work in locations with steep slopes it may be more appropriate to consider a vertical boiler or one mounted such that
6750-404: The boiler remains horizontal but the wheels are inclined to suit the slope of the rails. The steam generated in the boiler fills the space above the water in the partially filled boiler. Its maximum working pressure is limited by spring-loaded safety valves. It is then collected either in a perforated tube fitted above the water level or by a dome that often houses the regulator valve, or throttle,
6885-399: The boiler. Boiler water surrounds the firebox to stop the metal from becoming too hot. This is another area where the gas transfers heat to the water and is called the firebox heating surface. Ash and char collect in the smokebox as the gas gets drawn up the chimney ( stack or smokestack in the US) by the exhaust steam from the cylinders. The pressure in the boiler has to be monitored using
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#17327718735917020-436: The chain of locomotive production by transitioning from General Electric equipment to in-house produced generators and traction motors. With Eugene Kettering moving to EMC that year, EMC moved into a leading role in further development of GM's locomotive engines. GM-Winton-EMC's long development efforts put the company in an advantageous position relative to other developers of diesel-electric locomotion. Their nearest competitor
7155-613: The company little benefit; they no longer had the marketing, financing, or service support of GE and the GP9 was a formidable competitor in the saturated domestic market. In 1960 the U25B was the first of GE's road locomotives powered by their FDL-16 diesel engine, which would rapidly displace ALCO's position and eventually displace EMD's position in the domestic market. Competition from the two giants with large capital resources overwhelmed ALCO until they went out of business in 1969. The 567 engine
7290-401: The contiguous United States (i.e. Canada, Alaska, Mexico, and overseas). EMD had originally thought the 710 engine could be modified or "tuned-up" to meet Tier-4 standards, but it was not able to meet those requirements while maintaining optimum performance and reliability during rigorous "real world conditions" tests. Development of a Tier-4-compliant locomotive shifted from its original focus on
7425-480: The corporation's administrative offices, La Grange houses design engineering, emissions testing, rebuild operations, and manufacturing of major components, including prime mover engines, traction alternators, electrical cabinets, and turbochargers. The La Grange facility includes three main buildings, with over 1,200,000 square feet (110,000 m ) of office and manufacturing space. Ancillary buildings are used to provide maintenance and testing capabilities. EMD La Grange
7560-426: The critical postwar years. New model passenger locomotives were delivered starting in February 1945. New models of their freight locomotive followed later in 1945 and 1946 . By the late 1940s the vast majority of American railroads had decided to dieselize their locomotive fleets. Passenger services facing increasing competition from air and automotive travel rapidly replaced steam for image and cost reasons, but
7695-821: The domestic market, as of 2011 EMD-engined diesels are still manufactured in Spain as the Vossloh Euro series. Đuro Đaković of Croatia (Yugoslavia) also held a license from EMD and manufactured locomotives for the Yugoslav Railways . By 2000, EMD had produced with its collaborators around 300 locomotives using EMD technology in Scandinavia, 500 in western Europe, and 400 in eastern Europe. Approximately 75% of EMD's European locomotives sold by 2000 were license-built in Europe. The company also entered into
7830-689: The dominant fuel worldwide in steam locomotives. Railways serving sugar cane farming operations burned bagasse , a byproduct of sugar refining. In the US, the ready availability and low price of oil made it a popular steam locomotive fuel after 1900 for the southwestern railroads, particularly the Southern Pacific. In the Australian state of Victoria, many steam locomotives were converted to heavy oil firing after World War II. German, Russian, Australian and British railways experimented with using coal dust to fire locomotives. During World War 2,
7965-440: The early 1900s, steam locomotives were gradually superseded by electric and diesel locomotives , with railways fully converting to electric and diesel power beginning in the late 1930s. The majority of steam locomotives were retired from regular service by the 1980s, although several continue to run on tourist and heritage lines. The earliest railways employed horses to draw carts along rail tracks . In 1784, William Murdoch ,
8100-462: The early 1990s, EMD introduced the radial steering truck , which reduced wheel and track wear. In 1995 EMD replaced mechanical unit injectors with electronically controlled unit injectors on its 710 engines. In 1998 EMD introduced the four-stroke sixteen cylinder 265H-Engine , used as the prime mover in the EMD SD90MAC-H locomotive. Instead of completely replacing the 710 series engine,
8235-431: The exhaust gas volume was vented through a cooling tower, allowing the steam exhaust to draw more air past the radiator. Running gear includes the brake gear, wheel sets , axleboxes , springing and the motion that includes connecting rods and valve gear. The transmission of the power from the pistons to the rails and the behaviour of the locomotive as a vehicle, being able to negotiate curves, points and irregularities in
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#17327718735918370-528: The export market with the involvement of government agencies , exporting small industrial locomotives of Davenport-Besler design. In 1955 CLC bought the Davenport-Besler Corp. Inc., including its inventory of Porter locomotives. A Canadian-only DTC (Diesel Torque Converter) was built for the CPR featuring a diesel- hydraulic design rather than the conventional diesel-electric . On July 26, 1965, CLC became Fairbanks-Morse (Canada) Ltd. and
8505-448: The firebox becomes exposed. Without water on top of the sheet to transfer away the heat of combustion , it softens and fails, letting high-pressure steam into the firebox and the cab. The development of the fusible plug , a temperature-sensitive device, ensured a controlled venting of steam into the firebox to warn the fireman to add water. Scale builds up in the boiler and prevents adequate heat transfer, and corrosion eventually degrades
8640-568: The first SD70ACe units, which were advertised by EMD as more reliable, fuel efficient, and easier to maintain than predecessor model SD70MAC . The model meets the EPA Tier 2 emission requirements using the two-stroke 710 diesel engine. The following year Norfolk Southern became the first carrier to receive the new SD70M-2 - successor to the SD70M . Like its sister road switcher, the SD70ACe,
8775-476: The first FT unit to the Atchison, Topeka & Santa Fe Railway , numbered Unit 100, and through that year they were in full-stride production of road and switch locomotives, becoming the world's biggest producer. America's entry into World War II temporarily slowed EMD's locomotive production; United States Navy ships gained priority for diesel power and the petroleum crisis of 1942-43 made coal-fired steam
8910-497: The first steam locomotive known to have hauled a load over a distance at Pen-y-darren in 1804, although he produced an earlier locomotive for trial at Coalbrookdale in 1802. Salamanca , built in 1812 by Matthew Murray for the Middleton Railway , was the first commercially successful steam locomotive. Locomotion No. 1 , built by George Stephenson and his son Robert's company Robert Stephenson and Company ,
9045-512: The frames ( well tank ). The fuel used depended on what was economically available to the railway. In the UK and other parts of Europe, plentiful supplies of coal made this the obvious choice from the earliest days of the steam engine. Until 1870, the majority of locomotives in the United States burned wood, but as the Eastern forests were cleared, coal gradually became more widely used until it became
9180-418: The grate into an ashpan. If oil is used as the fuel, a door is needed for adjusting the air flow, maintaining the firebox, and cleaning the oil jets. The fire-tube boiler has internal tubes connecting the firebox to the smokebox through which the combustion gases flow transferring heat to the water. All the tubes together provide a large contact area, called the tube heating surface, between the gas and water in
9315-544: The hiatus of locomotive production for the domestic market. EMD maintains major facilities in McCook, Illinois , and Muncie, Indiana in the United States , Sete Lagoas, Brazil and San Luis Potosí, Mexico . The company operated a manufacturing facility in London, Ontario , Canada until its closure in 2012. Since its ground breaking in 1935, the La Grange facility has been the headquarters for EMD. In addition to
9450-582: The highly mineralised water was available, and locomotive boilers were lasting less than a quarter of the time normally expected. In the days of steam locomotion, about half the total train load was water for the engine. The line's operator, Commonwealth Railways , was an early adopter of the diesel-electric locomotive . The fire-tube boiler was standard practice for steam locomotive. Although other types of boiler were evaluated they were not widely used, except for some 1,000 locomotives in Hungary which used
9585-476: The largest single order for diesel locomotives in North American railroad history when they ordered 1,000 units of the EMD SD70M . Union Pacific's fleet of SD70Ms has since been expanded by more than 450 additional units. In addition, Union Pacific also owns nearly 500 EMD SD70ACe locomotives, six of which have been painted in "Fallen Flags" (acquired/merged railroads) commemorative liveries. All of these locomotives are 710G-powered. In 2004, CSX took delivery of
9720-588: The last groups of steam locomotives, completed in 1955, was 120 1,676 mm ( 5 ft 6 in ) broad gauge , streamlined 4-6-2 types for passenger service in India. CLC felt its future lay with diesel locomotives , but lacking expertise it sought out opportunities with existing builders in the United States . In 1948 CLC became the Canadian representative for Baldwin Locomotive Works which also owned Whitcomb Locomotive Works . However,
9855-681: The locomotive ran on a circular track in the factory yard. It was the first locomotive to be built on the European mainland and the first steam-powered passenger service; curious onlookers could ride in the attached coaches for a fee. It is portrayed on a New Year's badge for the Royal Foundry dated 1816. Another locomotive was built using the same system in 1817. They were to be used on pit railways in Königshütte and in Luisenthal on
9990-475: The locomotive, either on the locomotive itself or in a tender coupled to it. Variations in this general design include electrically powered boilers, turbines in place of pistons, and using steam generated externally. Steam locomotives were first developed in the United Kingdom during the early 19th century and used for railway transport until the middle of the 20th century. Richard Trevithick built
10125-403: The main chassis, with a variety of spacers and a buffer beam at each end to form a rigid structure. When inside cylinders are mounted between the frames, the plate frames are a single large casting that forms a major support element. The axleboxes slide up and down to give some sprung suspension, against thickened webs attached to the frame, called "hornblocks". American practice for many years
10260-509: The mainframes. Locomotives with multiple coupled-wheels on a rigid chassis would have unacceptable flange forces on tight curves giving excessive flange and rail wear, track spreading and wheel climb derailments. One solution was to remove or thin the flanges on an axle. More common was to give axles end-play and use lateral motion control with spring or inclined-plane gravity devices. Railroads generally preferred locomotives with fewer axles, to reduce maintenance costs. The number of axles required
10395-807: The market for diesel-electric locomotives in North America. The only other significant competitor is Wabtec -owned GE Transportation , holding an approximate 70% market share of the North American market. Harold L. Hamilton and Paul Turner founded the Electro-Motive Engineering Corporation in Cleveland, Ohio , in 1922, soon renaming it to Electro-Motive Company (EMC). The company developed and marketed self-propelled railcars using General Electric 's newly developed internal combustion-electric propulsion and control systems. Hamilton started his railroading career as
10530-409: The market niche previously held by ALCO and Baldwin. In 1950, EMD's new plant in London, Ontario , Canada, began production. The plant was operated by the Canadian subsidiary General Motors Diesel (GMD), producing existing EMD as well as unique GMD designs for the Canadian domestic and export markets. GMD were, as a Canadian concern, able to sell products to other British Commonwealth nations without
10665-441: The mid-1930s, building on experience with the Winton 201A, to develop diesel engines to better meet the specific needs of locomotive use. The fruit of that effort was GM's new 567 engine , introduced by their renamed Cleveland Diesel Engine Division in 1938. The new engine upgraded the horsepower of EMC's E series locomotives to 2000 per locomotive unit and increased reliability substantially. Also in 1938, EMC increased its reach up
10800-739: The mid-1980s. In 1962 GM moved their remaining production of large non-locomotive diesel engines from Cleveland to the EMD facility in McCook, ending the existence of the Cleveland Diesel Engine Division. In late 1965, EMD introduced the enlarged 645 engine . Power ratings were 1,500 hp (1,100 kW) V-12 nonturbocharged, 1,500 hp (1,100 kW) V-8 turbocharged, 2,300 hp (1,700 kW) V-12 turbocharged, 2,000 hp (1,500 kW) V-16 nonturbocharged, and 3,000 hp (2,200 kW) V-16 turbocharged. In late 1965 EMD built their first twenty-cylinder engine,
10935-470: The moment when the valve blocks a steam port, "cutting off" admission steam and thus determining the proportion of the stroke during which steam is admitted into the cylinder; for example a 50% cut-off admits steam for half the stroke of the piston. The remainder of the stroke is driven by the expansive force of the steam. Careful use of cut-off provides economical use of steam and in turn, reduces fuel and water consumption. The reversing lever ( Johnson bar in
11070-455: The most-produced EMD model ever, with 4,112 A units and 165 B units sold between 1954 and 1963. Owing to their ease of maintenance and versatility, most locomotives sold in North America since the introduction of the GP9 have been road-switcher, or hood , units. Flush-sided locomotives based on a road-switcher chassis, or cowl units, would later be produced for passenger service. During the mid-1950s, more difficult market conditions followed
11205-550: The name remained the same. CLC contributed to the war effort in two world wars by manufacturing armaments and munitions , as did the competing shops of the Montreal Locomotive Works , the CPR, and others. Large numbers of locomotives were also built for the war effort and for reconstruction afterwards. By the end of World War II steam technology was at its peak, but production was declining except for exports to France , Belgium and India . One of
11340-548: The new freight locomotive. General Motors moved production of locomotive engines under the authority of EMC to create the GM Electro-Motive Division (EMD) on January 1, 1941. With that move, EMD became a fully self-contained development, production, marketing, and service entity. Nonlocomotive products (large marine and stationary diesel engines) continued under GM's Cleveland Diesel Engine Division for another twenty years. In January 1941 EMD delivered
11475-576: The non-unionised plant in Muncie, Indiana . At the time of closure the plant employed approximately 775 people directly. On April 14, 2010, Electro-Motive opened a facility in San Luis Potosí, Mexico for the maintenance, rebuild, and overhaul of traction motors and other electrical equipment. In October 2010, Caterpillar announced it was investing US$ 50 million to acquire and to renovate an existing 740,000-square-foot (69,000 m ) building for assembly of EMD brand locomotives and to build
11610-557: The opportunities provided with GE's new internal combustion-electric propulsion and control technology, he quit his position with White and set up shop in a Chicago hotel with his partner and a designer to develop and market a new generation of self-propelled railcars. In 1923 EMC sold two gasoline-powered rail motor cars, one to the Chicago Great Western and the other to the Northern Pacific . EMC subcontracted
11745-808: The original John Bull was on static display in the National Museum of American History in Washington, D.C. The replica is preserved at the Railroad Museum of Pennsylvania . The first railway service outside the United Kingdom and North America was opened in 1829 in France between Saint-Etienne and Lyon ; it was initially limited to animal traction and converted to steam traction early 1831, using Seguin locomotives . The first steam locomotive in service in Europe outside of France
11880-524: The peak demand of the dieselization era. The 1950s saw collapse in the positions of all of EMD's established competitors and the strong emergence of a new one, the General Electric Company . Lima-Hamilton failed first, in 1951 merging with Baldwin to form Baldwin-Lima-Hamilton. Baldwin's own position was precarious, with their market share dwindling until they left the locomotive business in 1956. Fairbanks-Morse, after struggling to maintain
12015-468: The piston in turn. In a two-cylinder locomotive, one cylinder is located on each side of the vehicle. The cranks are set 90° out of phase. During a full rotation of the driving wheel, steam provides four power strokes; each cylinder receives two injections of steam per revolution. The first stroke is to the front of the piston and the second stroke to the rear of the piston; hence two working strokes. Consequently, two deliveries of steam onto each piston face in
12150-537: The plant was officially opened, and the first locomotive produced at the plant, a Ferromex SD70ACe #4092, was rolled out. The company also entered into subcontracting and licensing arrangements, both for whole locomotives, and diesel and electrical drivetrains ( genset plus traction motors and control electronics). In Europe, licensees included Henschel (Germany) from the 1950s-80s which manufactured locomotives for export to African, South Asian, and Scandinavian countries, as well as Austria; NOHAB (Sweden) from
12285-484: The plant was updated and expanded. The syndicate of investors who owned the Canadian Pacific Railway also owned a large portion of the CL&EC, and when funds were needed to further work on the CPR, their shares were sold to the respected locomotive builder Dübs and Company , of Glasgow , Scotland , which eventually gained control effective January 1, 1888. CL&EC became a major supplier to
12420-774: The power setups for the Zephyr and M-10000 streamliners , a breakthrough in the power and speed available with their propulsion systems. The Zephyr used the first major product of the new GM-Winton venture, a 600 hp, eight cylinder version of the Winton 201A Roots blown , uniflow scavenged , unit injected , 2-stroke diesel engine . As the Budd and Pullman Standard companies entered contracts to build more diesel-powered streamliners, they became major customers for EMC. Diesel power had been shown suitable for small, lightweight, high speed trains, in addition to its more established role in yard service. Seeing opportunities to broaden
12555-431: The processes for ordering, manufacturing, and servicing locomotives and introduced economies of scale that would lower unit costs. EMC offered support services including financing, training, and field maintenance that would ease the transition from steam to diesel and boost their market in the last years before US entry into World War II. The performance of the new 567 engine in passenger locomotives also built confidence in
12690-411: The purpose of which is to control the amount of steam leaving the boiler. The steam then either travels directly along and down a steam pipe to the engine unit or may first pass into the wet header of a superheater , the role of the latter being to improve thermal efficiency and eliminate water droplets suspended in the "saturated steam", the state in which it leaves the boiler. On leaving the superheater,
12825-703: The railway locomotive market. Baldwin's shares in CLC were acquired in 1950 by the newly formed Canadian Fairbanks Morse. Orders were more extensive and longer-lasting, especially for the Train Master and Consolidated line designs. However, the Fairbanks-Morse designs proved to be no match in the marketplace for the ALCO -designed locomotives offered by the Montreal Locomotive Works or to
12960-544: The result of this collaboration was less than outstanding — the Whitcomb locomotives built for the Canadian National Railway with Sterling diesel engines proved problematic, and orders for Baldwin-designed locomotives were modest. CLC then turned to Fairbanks-Morse , a manufacturer of opposed piston diesel engines primarily used in maritime applications that was itself attempting to break into
13095-426: The role of diesel in railroading, EMC invested in a new locomotive factory and started development work on the locomotives that it would produce. The factory headquarters on 55th Street in McCook, Illinois , west of Chicago, remains the corporate headquarters. The 1935 EMC 1800 hp B-B development design locomotives featured the multiple-unit control systems that became the basis of cab/booster locomotive sets, and
13230-418: The side of the piston receiving steam, thus slightly reducing cylinder power. Designing the exhaust ejector became a specific science, with engineers such as Chapelon , Giesl and Porta making large improvements in thermal efficiency and a significant reduction in maintenance time and pollution. A similar system was used by some early gasoline/kerosene tractor manufacturers ( Advance-Rumely / Hart-Parr ) –
13365-416: The soil, it has recently been redeveloped with three high-rise apartment/condominium buildings (Locomotive Apartments, Carruthers Wharf, and Royal George), a high-rise hotel (Marriott Residences Inn), and a small municipal park (Battery Park). Steam locomotive A steam locomotive is a locomotive that provides the force to move itself and other vehicles by means of the expansion of steam . It
13500-504: The steam exits the dry header of the superheater and passes down a steam pipe, entering the steam chests adjacent to the cylinders of a reciprocating engine. Inside each steam chest is a sliding valve that distributes the steam via ports that connect the steam chest to the ends of the cylinder space. The role of the valves is twofold: admission of each fresh dose of steam, and exhaust of the used steam once it has done its work. The cylinders are double-acting, with steam admitted to each side of
13635-477: The steam locomotive. Trevithick continued his own steam propulsion experiments through another trio of locomotives, concluding with the Catch Me Who Can in 1808, first in the world to haul fare-paying passengers. In 1812, Matthew Murray 's successful twin-cylinder rack locomotive Salamanca first ran on the edge-railed rack-and-pinion Middleton Railway . Another well-known early locomotive
13770-425: The time, Canada's second largest commercial builder after Montreal Locomotive Works. The site of the old plant (known as "Block D") sat vacant for 35 years while several proposed developments failed to materialize or obtain municipal approval. It would be the last vacated portion of Ontario Street's formerly industrial waterfront to be developed. After work to negate the effects of a century of industrial pollutants in
13905-434: The track, is of paramount importance. Because reciprocating power has to be directly applied to the rail from 0 rpm upwards, this creates the problem of adhesion of the driving wheels to the smooth rail surface. Adhesive weight is the portion of the locomotive's weight bearing on the driving wheels. This is made more effective if a pair of driving wheels is able to make the most of its axle load, i.e. its individual share of
14040-485: The transaction on August 2, 2010. Although Caterpillar announced that John S. Hamilton would continue in his roles of president and CEO of EMD after the close of the transaction, Hamilton left EMD for unspecified reasons in late August 2010. The U.S. Environmental Protection Agency's Tier-4 locomotive emissions regulations on new locomotives went into effect on January 1, 2015. As of that date, EMD's 710-engined locomotives (e.g. SD70ACe's) could be built only for use outside
14175-478: The twin engine format that would be adopted for the newest Zephyr power units in 1936 and EMC's E series streamlined passenger locomotives that their new factory began producing in 1937. Prior to their introduction of the E units EMC was in production of switch engines, which remained the mainstay of their production until dieselization of freight and passenger service hit full stride in the mid-1940s. The GM-Winton research and development effort continued through
14310-433: The two cylinders generates a full revolution of the driving wheel. Each piston is attached to the driving axle on each side by a connecting rod, and the driving wheels are connected together by coupling rods to transmit power from the main driver to the other wheels. Note that at the two " dead centres ", when the connecting rod is on the same axis as the crankpin on the driving wheel, the connecting rod applies no torque to
14445-847: The two-stroke 710 to the four-stroke 1010J engine, derived from the 265H engine. The first (pre-production) locomotive using the 1010J engine, the SD70ACe-T4, using a 4,600 horsepower (3,400 kW) (4,400 traction hp) 12 cylinder engine was unveiled in late 2015. Testing of the new locomotives began in the Spring of 2016. The first two units of a 65 unit order for the new locomotive were delivered to Union Pacific in December 2016. In 2022, Progress Rail celebrated 100 years EMD. Progress Rail continues to offer 710-powered EMD locomotives for export as well as "ECO" upgrade packages for modernizing of older locomotives, which sustained their business during
14580-459: The viability of diesel power for freight service. In 1939 the company built a four-unit freight locomotive demonstrator, the FT , and began a tour of the continent's railroads. The tour was a success. Western railroads in particular saw that the diesels could free them from dependence on scarce water supplies for steam locomotives. In 1940, after incorporating dynamic braking at the suggestion of customers, they were receiving their first orders for
14715-656: The war years with major advantages over its competitors in diesel locomotive production, having entered them with fully developed lines of mainline road diesel locomotives while war production allocations restricted their competitors, principally the American Locomotive Company (ALCO) and the Baldwin Locomotive Works , to selling mainly diesel switchers and steam locomotives of pre-existing designs. That gave an advantage to EMD's state of technical development with higher powered diesels in
14850-419: The water level in a transparent tube, or sight glass. Efficient and safe operation of the boiler requires keeping the level in between lines marked on the sight glass. If the water level is too high, steam production falls, efficiency is lost and water is carried out with the steam into the cylinders, possibly causing mechanical damage. More seriously, if the water level gets too low, the crown sheet (top sheet) of
14985-401: The water-tube Brotan boiler . A boiler consists of a firebox where the fuel is burned, a barrel where water is turned into steam, and a smokebox which is kept at a slightly lower pressure than outside the firebox. Solid fuel, such as wood, coal or coke, is thrown into the firebox through a door by a fireman , onto a set of grates which hold the fuel in a bed as it burns. Ash falls through
15120-408: The wheel. Therefore, if both cranksets could be at "dead centre" at the same time, and the wheels should happen to stop in this position, the locomotive could not start moving. Therefore, the crankpins are attached to the wheels at a 90° angle to each other, so only one side can be at dead centre at a time. Each piston transmits power through a crosshead , connecting rod ( Main rod in the US) and
15255-411: The wheels are coupled together, generally lack stability at speed. To counter this, locomotives often fit unpowered carrying wheels mounted on two-wheeled trucks or four-wheeled bogies centred by springs/inverted rockers/geared rollers that help to guide the locomotive through curves. These usually take on weight – of the cylinders at the front or the firebox at the rear – when the width exceeds that of
15390-406: The will to increase efficiency by that route. The steam generated in the boiler not only moves the locomotive, but is also used to operate other devices such as the whistle, the air compressor for the brakes, the pump for replenishing the water in the boiler and the passenger car heating system. The constant demand for steam requires a periodic replacement of water in the boiler. The water is kept in
15525-878: The world also runs in Austria: the GKB 671 built in 1860, has never been taken out of service, and is still used for special excursions. In 1838, the third steam locomotive to be built in Germany, the Saxonia , was manufactured by the Maschinenbaufirma Übigau near Dresden , built by Prof. Johann Andreas Schubert . The first independently designed locomotive in Germany was the Beuth , built by August Borsig in 1841. The first locomotive produced by Henschel-Werke in Kassel ,
15660-562: Was Puffing Billy , built 1813–14 by engineer William Hedley . It was intended to work on the Wylam Colliery near Newcastle upon Tyne. This locomotive is the oldest preserved, and is on static display at the Science Museum, London . George Stephenson , a former miner working as an engine-wright at Killingworth Colliery , developed up to sixteen Killingworth locomotives , including Blücher in 1814, another in 1815, and
15795-644: Was built in 1834 by Cherepanovs , however, it suffered from the lack of coal in the area and was replaced with horse traction after all the woods nearby had been cut down. The first Russian Tsarskoye Selo steam railway started in 1837 with locomotives purchased from Robert Stephenson and Company . In 1837, the first steam railway started in Austria on the Emperor Ferdinand Northern Railway between Vienna-Floridsdorf and Deutsch-Wagram . The oldest continually working steam engine in
15930-458: Was compelled to respond to the challenge offered by GE's U25B, upgrading the features of their GP (General Purpose) and SD (Special Duty/Standard Duty) series locomotives, boosting the power of their 567 engines, then developing the more powerful 645 engines. Those endeavors as well as the feature upgrades introduced with the SD40-2 were sufficient to maintain EMD's competitive advantage over GE until
16065-760: Was constructed for the Coalbrookdale ironworks in Shropshire in the United Kingdom though no record of it working there has survived. On 21 February 1804, the first recorded steam-hauled railway journey took place as another of Trevithick's locomotives hauled a train along the 4 ft 4 in ( 1,321 mm )-wide tramway from the Pen-y-darren ironworks, near Merthyr Tydfil , to Abercynon in South Wales. Accompanied by Andrew Vivian , it ran with mixed success. The design incorporated
16200-501: Was continuously improved and upgraded. The original six-cylinder 567 produced 600 hp (450 kW), the V-12 1,000 hp (750 kW), and the V-16 1,350 hp (1,010 kW). EMD began turbocharging the 567 around 1958; the final version, the 567D3A (built from October, 1963, to about January, 1966) produced 2,500 hp (1,900 kW) in its V-16 form. As the 1960s opened EMD
16335-411: Was dictated by the maximum axle loading of the railroad in question. A builder would typically add axles until the maximum weight on any one axle was acceptable to the railroad's maximum axle loading. A locomotive with a wheel arrangement of two lead axles, two drive axles, and one trailing axle was a high-speed machine. Two lead axles were necessary to have good tracking at high speeds. Two drive axles had
16470-487: Was entered in and won the Rainhill Trials . This success led to the company emerging as the pre-eminent builder of steam locomotives used on railways in the UK, US and much of Europe. The Liverpool and Manchester Railway opened a year later making exclusive use of steam power for passenger and goods trains . Before the arrival of British imports, some domestic steam locomotive prototypes were built and tested in
16605-584: Was likely to be announced "this week". Confirmation came the following day, with a press release issued by General Motors, stating it had agreed to sell EMD to a partnership led by Greenbriar Equity Group and Berkshire Partners . The newly spun-off company was called Electro-Motive Diesel, Inc. , thus retaining the famous "EMD" initials. The sale closed on April 4, 2005. On June 1, 2010, Caterpillar announced it had agreed to buy Electro-Motive Diesel from Greenbriar, Berkshire et al. for $ 820 million. Caterpillar's wholly owned subsidiary, Progress Rail , completed
16740-658: Was named The Elephant , which on 5 May 1835 hauled a train on the first line in Belgium, linking Mechelen and Brussels. In Germany, the first working steam locomotive was a rack-and-pinion engine, similar to the Salamanca , designed by the British locomotive pioneer John Blenkinsop . Built in June 1816 by Johann Friedrich Krigar in the Royal Berlin Iron Foundry ( Königliche Eisengießerei zu Berlin),
16875-486: Was no longer an independent Canadian company. Locomotive construction dwindled even further as the company branched out into industrial machinery such as marine engines and weigh scales. None of this could save the company. Declining business and a union strike in April 1969 closed the plant that June. It was demolished in August 1971 after having constructed over 3000 locomotives from its earliest beginnings, making it at
17010-534: Was opened. The arid nature of south Australia posed distinctive challenges to their early steam locomotion network. The high concentration of magnesium chloride in the well water ( bore water ) used in locomotive boilers on the Trans-Australian Railway caused serious and expensive maintenance problems. At no point along its route does the line cross a permanent freshwater watercourse, so bore water had to be relied on. No inexpensive treatment for
17145-417: Was performed. The facility also manufactured components such as locomotive underframes, traction motors, truck assemblies, and locomotive equipment racks. The rate of production was approximately one locomotive completed per day. EMD London was ISO 9001:2000 Certified for Quality and ISO 14001 Certified for Environmental Management. In January 2012, 450 Canadian Auto Workers union workers were locked out of
17280-405: Was seeking to enter production of diesel engines and broaden their range of applications. They purchased the Winton Engine Company , who had in their product line a variety of stationary and marine diesel engines and spark-ignition engines for heavy vehicles. GM saw EMC's role in developing and marketing Winton-engined heavy vehicles as fitting their objectives and purchased the company shortly after
17415-531: Was sold to Progress Rail , a subsidiary of the heavy equipment manufacturer Caterpillar . Upon the 2005 sale, the company was renamed to Electro-Motive Diesel. EMD's headquarters and engineering facilities are based in McCook, Illinois , while its final locomotive assembly line is located in Muncie, Indiana . EMD also operates a traction motor maintenance, rebuild, and overhaul facility in San Luis Potosí, Mexico . As of 2008, EMD employed approximately 3,260 people, and in 2010 it held approximately 30 percent of
17550-577: Was soon established. In 1830, the Baltimore and Ohio Railroad 's Tom Thumb , designed by Peter Cooper , was the first commercial US-built locomotive to run in America; it was intended as a demonstration of the potential of steam traction rather than as a revenue-earning locomotive. The DeWitt Clinton , built in 1831 for the Mohawk and Hudson Railroad , was a notable early locomotive. As of 2021 ,
17685-403: Was supplied at stopping places and locomotive depots from a dedicated water tower connected to water cranes or gantries. In the UK, the US and France, water troughs ( track pans in the US) were provided on some main lines to allow locomotives to replenish their water supply without stopping, from rainwater or snowmelt that filled the trough due to inclement weather. This was achieved by using
17820-518: Was the American Locomotive Company (ALCO), who had produced diesel-electric switch engines since the mid-1920s, provided motive power for the Rebel streamliner trainsets in 1935, and started production of development design locomotives to compete with the E-units in 1939. EMC's other main competitor, the Baldwin Locomotive Works , had their development work with diesel delayed by their belief through
17955-461: Was the first steam locomotive to haul passengers on a public railway, the Stockton and Darlington Railway , in 1825. Rapid development ensued; in 1830 George Stephenson opened the first public inter-city railway, the Liverpool and Manchester Railway , after the success of Rocket at the 1829 Rainhill Trials had proved that steam locomotives could perform such duties. Robert Stephenson and Company
18090-399: Was the pre-eminent builder of steam locomotives in the first decades of steam for railways in the United Kingdom, the United States, and much of Europe. Towards the end of the steam era, a longstanding British emphasis on speed culminated in a record, still unbroken, of 126 miles per hour (203 kilometres per hour) by LNER Class A4 4468 Mallard , however there are long-standing claims that
18225-404: Was to use built-up bar frames, with the smokebox saddle/cylinder structure and drag beam integrated therein. In the 1920s, with the introduction of "superpower", the cast-steel locomotive bed became the norm, incorporating frames, spring hangers, motion brackets, smokebox saddle and cylinder blocks into a single complex, sturdy but heavy casting. A SNCF design study using welded tubular frames gave
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