A diesel locomotive is a type of railway locomotive in which the power source is a diesel engine . Several types of diesel locomotives have been developed, differing mainly in the means by which mechanical power is conveyed to the driving wheels . The most common are diesel–electric locomotives and diesel–hydraulic.
102-528: The EMD GP16 is a series of rebuilt diesel-electric locomotives , a result of a remanufacturing program initiated by the Seaboard Coast Line Railroad (SCL) in an effort to spare the cost of purchasing new motive power in the late 1970s. This involved the rebuilding of their aging fleet of EMD GP7 , GP9 and GP18 road switchers (many of which were over twenty years old). 155 locomotives (122 GP7, 31 GP9 and two GP18) were rebuilt by
204-471: A consist respond in the same way to throttle position. Binary encoding also helps to minimize the number of trainlines (electrical connections) that are required to pass signals from unit to unit. For example, only four trainlines are required to encode all possible throttle positions if there are up to 14 stages of throttling. North American locomotives, such as those built by EMD or General Electric , have eight throttle positions or "notches" as well as
306-429: A "reverser" to allow them to operate bi-directionally. Many UK-built locomotives have a ten-position throttle. The power positions are often referred to by locomotive crews depending upon the throttle setting, such as "run 3" or "notch 3". In older locomotives, the throttle mechanism was ratcheted so that it was not possible to advance more than one power position at a time. The engine driver could not, for example, pull
408-526: A 53 percent stake in Escher Wyss & Cie. in Zurich, reaching an all-time high of over 30,000 employees. In 1969, Escher Wyss AG was taken over in full. In the 1970s, the oil crisis announced a new orientation towards the technology group and the development of materials technologies. Sulzer reacted to the global decline in capital goods in the 1970s after losses in the second half of the 1980s. In 1982,
510-609: A Rational Heat Motor ). However, the large size and poor power-to-weight ratio of early diesel engines made them unsuitable for propelling land-based vehicles. Therefore, the engine's potential as a railroad prime mover was not initially recognized. This changed as research and development reduced the size and weight of the engine. In 1906, Rudolf Diesel, Adolf Klose and the steam and diesel engine manufacturer Gebrüder Sulzer founded Diesel-Sulzer-Klose GmbH to manufacture diesel-powered locomotives. Sulzer had been manufacturing diesel engines since 1898. The Prussian State Railways ordered
612-471: A cost savings of almost 50% over buying new locomotives. Included in the program: Ancillary benefits included a lowered engine idling speed and increased fuel efficiency. SCL committed over 100 of its personnel to the conversion program. The first GP16 emerged from SCL's Uceta ( Tampa ) shop in June 1979 while the last was placed into service during November 1982. The rebuilt locomotives saw service throughout
714-592: A diesel locomotive from the company in 1909, and after test runs between Winterthur and Romanshorn , Switzerland, the diesel–mechanical locomotive was delivered in Berlin in September 1912. The world's first diesel-powered locomotive was operated in the summer of 1912 on the same line from Winterthur but was not a commercial success. During test runs in 1913 several problems were found. The outbreak of World War I in 1914 prevented all further trials. The locomotive weight
816-504: A diesel-driven charging circuit. ALCO acquired the McIntosh & Seymour Engine Company in 1929 and entered series production of 300 hp (220 kW) and 600 hp (450 kW) single-cab switcher units in 1931. ALCO would be the pre-eminent builder of switch engines through the mid-1930s and would adapt the basic switcher design to produce versatile and highly successful, albeit relatively low powered, road locomotives. GM, seeing
918-465: A flashover (also known as an arc fault ), which could result in immediate generator failure and, in some cases, start an engine room fire. Current North American practice is for four axles for high-speed passenger or "time" freight, or for six axles for lower-speed or "manifest" freight. The most modern units on "time" freight service tend to have six axles underneath the frame. Unlike those in "manifest" service, "time" freight units will have only four of
1020-417: A holding structure under the name Sulzer-Unternehmungen AG and subsequently the foreign sales offices were also transferred to independent companies. Sulzer initiates Switzerland’s first regularly published in-house magazine in 1919. At the same time, the technical customer magazine “Technische Rundschau Sulzer” (later “Sulzer Technical Review”) was launched. During the 1930s, production fell by two thirds as
1122-461: A leading supplier of water-treatment technology. The acquisition strengthened Sulzer’s wastewater treatment offering and gave further access to the clean water market, where Sulzer has already been present for years. In September 2021, Sulzer spun off Medmix as a completely separate firm, thereby narrowing Sulzer to a flow-control company focused on the Water and Renewables markets. Sulzer developed
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#17327939524501224-508: A loophole in Swiss capital market regulations and, through the improper use of formally cash-settled options, had granted themselves potential control over voting rights attached to shares or conveyed by options with real settlement. FINMA also found that Zürcher Kantonalbank (ZKB), Deutsche Bank AG Zweigniederlassung Zürich (DBZ) and NZB Neue Zürcher Bank (NZB) had, in some cases, seriously breached their regulatory obligations in connection with
1326-577: A major manufacturer of diesel engines for marine and stationary applications, in 1930. Supported by the General Motors Research Division, GM's Winton Engine Corporation sought to develop diesel engines suitable for high-speed mobile use. The first milestone in that effort was delivery in early 1934 of the Winton 201A, a two-stroke , mechanically aspirated , uniflow-scavenged , unit-injected diesel engine that could deliver
1428-559: A nearly imperceptible start. The positioning of the reverser and movement of the throttle together is conceptually like shifting an automobile's automatic transmission into gear while the engine is idling. Sulzer (manufacturer) Services Sulzer Ltd. [ˈzʊlt͡sɐ] is a Swiss industrial engineering and manufacturing firm, founded by Salomon Sulzer-Bernet in 1775 and established as Sulzer Brothers Ltd. ( Gebrüder Sulzer ) in 1834 in Winterthur , Switzerland . Today it
1530-574: A new organization and production methods. In approximately 1860, Sulzer opened its first foreign sales office in Turin, and the company participated in the world exhibition in Paris in 1867. The workforce had grown by then to more than 1,000 workers. In 1870, Switzerland's first company-owned vocational school with training workshops was founded. In 1872, 24 workers' dwellings were built in Winterthur by
1632-421: A prototype diesel–electric locomotive for "special uses" (such as for runs where water for steam locomotives was scarce) using electrical equipment from Westinghouse Electric Company . Its twin-engine design was not successful, and the unit was scrapped after a short testing and demonstration period. Industry sources were beginning to suggest "the outstanding advantages of this new form of motive power". In 1929,
1734-486: A real prospect with existing diesel technology. Before diesel power could make inroads into mainline service, the limitations of diesel engines circa 1930 – low power-to-weight ratios and narrow output range – had to be overcome. A major effort to overcome those limitations was launched by General Motors after they moved into the diesel field with their acquisition of the Winton Engine Company ,
1836-511: A result of the global economic crisis, and personnel was massively reduced. Out of political and personal considerations, Sulzer decided to sell its subsidiaries in Germany by the beginning of the war. Sulzer was blacklisted by the Allies during World War II due to an increase in trade with Axis countries. Sulzer refused to sign an agreement to limit the future sale of marine diesel engines to
1938-731: A series of rail traction engines in the 1930s and 1940s which were used extensively in diesel locomotives in the UK, Europe and South America. A small number were used in locomotives in Africa and Australia. The Sulzer LDA (prefixed by the number of cylinders, and with a suffix related to the cylinder bore) engine was widely used by British Rail and Romanian Railways . Many were built under licence by Vickers-Armstrong at Barrow as six-, eight- and twelve-cylinder form, and in Romania, by Reșița works for Electroputere Craiova . The twelve-cylinder engine
2040-439: A service provider for aeroderivative gas turbines. By diversifying its service offering, Sulzer reduced its end-market exposure to the challenging utility power sector. In 2020, Sulzer acquired Swiss-German Haselmeier, providing the company access to the highly attractive drug-delivery devices market with self-injection pens for reproductive health, diabetes or osteoporosis patients. In January 2021, Sulzer bought Nordic Water,
2142-577: A settlement with the US plaintiffs and Sulzer paid 75 million US dollars for the settlement, which caused a massive drop in its share price. In 2001, Sulzer sold its textile business (Sulzer Textile) to the Italian Promatech Group. Sulzer Medica was separated from the Sulzer company through a spin-off in 2001, renamed to Centerpulse and sold to the US medical company Zimmer in 2003, where it
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#17327939524502244-663: A sizeable player in the Russian gas turbine service market. The same year, Sulzer’s Chemtech division bought Wärtsilä ’s oil separation technology business (VIEC – Vessel Internal Electrostatic Coalescer), based in Norway. After two years with three divisions, Sulzer added a fourth division to its reporting structure at the beginning of 2017. Since then, the Sulzer Mixpac Systems unit, which has been manufacturing applicators for industrial adhesives since 2006, has formed
2346-623: A small number of GP16s from CSX, which led some people to think the Army built it. The locomotives were sent to Conrail 's Juniata Locomotive Shops to be remanufactured under contract with the Army. When they were completed, Conrail put a GP9M plate on them. These locomotives are controlled by Woodward PGR type diesel engine governors. Diesel locomotive Early internal combustion locomotives and railcars used kerosene and gasoline as their fuel. Rudolf Diesel patented his first compression-ignition engine in 1898, and steady improvements to
2448-530: Is a publicly traded company with some 180 manufacturing facilities and service centers around the world. The company's shares are listed on the Swiss Stock Exchange . Sulzer specializes in technologies for fluids of all types. The company's inventions includes the first precision valve steam engine (1876), the Sulzer diesel engine (1898) and artificial hip joints (1965). Sulzer Brothers helped develop shuttleless weaving and their core business in
2550-484: Is because clutches would need to be very large at these power levels and would not fit in a standard 2.5 m (8 ft 2 in)-wide locomotive frame, or would wear too quickly to be useful. The first successful diesel engines used diesel–electric transmissions , and by 1925 a small number of diesel locomotives of 600 hp (450 kW) were in service in the United States. In 1930, Armstrong Whitworth of
2652-533: Is better able to cope with overload conditions that often destroyed the older types of motors. A diesel–electric locomotive's power output is independent of road speed, as long as the unit's generator current and voltage limits are not exceeded. Therefore, the unit's ability to develop tractive effort (also referred to as drawbar pull or tractive force , which is what actually propels the train) will tend to inversely vary with speed within these limits. (See power curve below). Maintaining acceptable operating parameters
2754-502: Is generally limited to low-powered, low-speed shunting (switching) locomotives, lightweight multiple units and self-propelled railcars . The mechanical transmissions used for railroad propulsion are generally more complex and much more robust than standard-road versions. There is usually a fluid coupling interposed between the engine and gearbox, and the gearbox is often of the epicyclic (planetary) type to permit shifting while under load. Various systems have been devised to minimise
2856-476: Is still managed as a successful business unit. With the sale of the compressor business Burckhardt to its management in 2002, the divestiture program was finished. The time since 2003 is called a new beginning. Since then, the Group has been smaller but more profitable and has recorded strong growth. Sulzer increased operating income and net income by more than 50 percent. In the years to come, Sulzer strengthened
2958-414: Is the same as placing an automobile's transmission into neutral while the engine is running. To set the locomotive in motion, the reverser control handle is placed into the correct position (forward or reverse), the brake is released and the throttle is moved to the run 1 position (the first power notch). An experienced engine driver can accomplish these steps in a coordinated fashion that will result in
3060-621: The Atchison, Topeka & Santa Fe and the Union Pacific . Teething problems plagued these machines and their operation in revenue earning service was brief. Research into correcting their problems continued but was eventually curtailed by Morrison Knudsen late in 1982. These power units were descendants of the LVA range. In 1990, Sulzer spun off the diesel engine division into a separate company named "New Sulzer Diesel" (NSD) and sold most of
3162-605: The Burlington Route and Union Pacific used custom-built diesel " streamliners " to haul passengers, starting in late 1934. Burlington's Zephyr trainsets evolved from articulated three-car sets with 600 hp power cars in 1934 and early 1935, to the Denver Zephyr semi-articulated ten car trainsets pulled by cab-booster power sets introduced in late 1936. Union Pacific started diesel streamliner service between Chicago and Portland Oregon in June 1935, and in
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3264-723: The Busch-Sulzer company in 1911. Only limited success was achieved in the early twentieth century with internal combustion engined railcars, due, in part, to difficulties with mechanical drive systems. General Electric (GE) entered the railcar market in the early twentieth century, as Thomas Edison possessed a patent on the electric locomotive, his design actually being a type of electrically propelled railcar. GE built its first electric locomotive prototype in 1895. However, high electrification costs caused GE to turn its attention to internal combustion power to provide electricity for electric railcars. Problems related to co-ordinating
3366-611: The Canadian National Railways became the first North American railway to use diesels in mainline service with two units, 9000 and 9001, from Westinghouse. However, these early diesels proved expensive and unreliable, with their high cost of acquisition relative to steam unable to be realized in operating cost savings as they were frequently out of service. It would be another five years before diesel–electric propulsion would be successfully used in mainline service, and nearly ten years before fully replacing steam became
3468-494: The DFH1 , began in 1964 following the construction of a prototype in 1959. In Japan, starting in the 1920s, some petrol–electric railcars were produced. The first diesel–electric traction and the first air-streamed vehicles on Japanese rails were the two DMU3s of class Kiha 43000 (キハ43000系). Japan's first series of diesel locomotives was class DD50 (国鉄DD50形), twin locomotives, developed since 1950 and in service since 1953. In 1914,
3570-488: The Società per le Strade Ferrate del Mediterrano in southern Italy in 1926, following trials in 1924–25. The six-cylinder two-stroke motor produced 440 horsepower (330 kW) at 500 rpm, driving four DC motors, one for each axle. These 44 tonnes (43 long tons; 49 short tons) locomotives with 45 km/h (28 mph) top speed proved quite successful. In 1924, two diesel–electric locomotives were taken in service by
3672-948: The Soviet railways , almost at the same time: In 1935, Krauss-Maffei , MAN and Voith built the first diesel–hydraulic locomotive, called V 140 , in Germany. Diesel–hydraulics became the mainstream in diesel locomotives in Germany since the German railways (DRG) were pleased with the performance of that engine. Serial production of diesel locomotives in Germany began after World War II. In many railway stations and industrial compounds, steam shunters had to be kept hot during many breaks between scattered short tasks. Therefore, diesel traction became economical for shunting before it became economical for hauling trains. The construction of diesel shunters began in 1920 in France, in 1925 in Denmark, in 1926 in
3774-406: The electrification of the line in 1944. Afterwards, the company kept them in service as boosters until 1965. Fiat claims to have built the first Italian diesel–electric locomotive in 1922, but little detail is available. Several Fiat- TIBB Bo'Bo' diesel–locomotives were built for service on the 950 mm ( 3 ft 1 + 3 ⁄ 8 in ) narrow gauge Ferrovie Calabro Lucane and
3876-432: The 1,500 kW (2,000 hp) British Rail 10100 locomotive), though only few have proven successful (such as the 1,342 kW (1,800 hp) DSB Class MF ). In a diesel–electric locomotive , the diesel engine drives either an electrical DC generator (generally, less than 3,000 hp (2,200 kW) net for traction), or an electrical AC alternator-rectifier (generally 3,000 hp net or more for traction),
3978-459: The 1960s, the DC generator was replaced by an alternator using a diode bridge to convert its output to DC. This advance greatly improved locomotive reliability and decreased generator maintenance costs by elimination of the commutator and brushes in the generator. Elimination of the brushes and commutator, in turn, eliminated the possibility of a particularly destructive type of event referred to as
4080-575: The 1970s and 1980s was loom manufacturing. Rudolf Diesel worked for Sulzer in 1879 and in 1893 Sulzer bought certain rights to diesel engines . Sulzer built their first diesel engine in 1898. The company is organized into three divisions: The Sulzer Ltd shares are registered at the SIX Swiss Exchange . As of 29 May 2018, Tiwel Holding AG (controlled by Renova Group ) held a total of 48.82% of Sulzer's share capital. Sulzer’s Board of Directors consists of seven members. Each member of
4182-713: The 1970s for the South African nuclear weapons program. Following discussions with the Division of Trade of the Federal Department of Economic Affairs (DEA), Sulzer said to only supply important parts for uranium enrichment plants to South Africa on condition that the International Atomic Energy Agency (IAEA) would be allowed to surveil South Africa. Otherwise, the company would only deliver non-sensitive equipment. Meanwhile,
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4284-523: The 1990s, starting with the Electro-Motive SD70MAC in 1993 and followed by General Electric's AC4400CW in 1994 and AC6000CW in 1995. The Trans-Australian Railway built 1912 to 1917 by Commonwealth Railways (CR) passes through 2,000 km of waterless (or salt watered) desert terrain unsuitable for steam locomotives. The original engineer Henry Deane envisaged diesel operation to overcome such problems. Some have suggested that
4386-615: The Austrian technology company VA Tech. In 2000, Sulzer acquired the Finnish company Ahlstrom Pumps. In the middle of the year, the steam locomotive and machine factory DLM became independent, the remains of the former SLM became Winpro AG in 2001 through a management buyout. In 2001, patients experienced problems with contaminated hip joint implants from Sulzer Medica in the USA, leading to class action lawsuits. In 2002, Sulzer Medica agreed on
4488-572: The Axis countries, and was blacklisted by the Allies as a result. From 1945, a growth phase began with a flourishing economy and strong expansion of foreign activities. In the 1950s, increasing production was carried out by guest workers, mainly from southern Europe. New divisions for energy, plant engineering and textile machinery were created, accompanied by better working conditions, expansion of social benefits, women's work for "lighter factory work" and housing subsidies in surrounding communities. During
4590-846: The Board of Directors is individually elected or re-elected by Sulzer’s shareholders at the company’s Annual General Meeting. The current members of the Board of Directors of Sulzer Ltd are: There are currently five standing committees in the Board of Directors: the Audit Committee, the Nomination Committee, the Remuneration Committee, the Strategy and Sustainability Committee, and the Governance Committee. The Executive Committee consists of
4692-600: The CR worked with the South Australian Railways to trial diesel traction. However, the technology was not developed enough to be reliable. As in Europe, the usage of internal combustion engines advanced more readily in self-propelled railcars than in locomotives: A diesel–mechanical locomotive uses a mechanical transmission in a fashion similar to that employed in most road vehicles. This type of transmission
4794-717: The Chief Executive Officer (CEO), the Chief Financial Officer (CFO), the Chief Human Resources Officer and three Division Presidents. The current members of the Executive Committee of Sulzer Ltd are: The company Gebrüder Sulzer, Foundry in Winterthur was founded in 1834 by Johann Jacob Sulzer. His sons, Johann Jakob and Salomon produced cast iron and built fire extinguishers, pumps and apparatus for
4896-895: The Netherlands, and in 1927 in Germany. After a few years of testing, hundreds of units were produced within a decade. Diesel-powered or "oil-engined" railcars, generally diesel–mechanical, were developed by various European manufacturers in the 1930s, e.g. by William Beardmore and Company for the Canadian National Railways (the Beardmore Tornado engine was subsequently used in the R101 airship). Some of those series for regional traffic were begun with gasoline motors and then continued with diesel motors, such as Hungarian BC (The class code doesn't tell anything but "railmotor with 2nd and 3rd class seats".), 128 cars built 1926–1937, or German Wismar railbuses (57 cars 1932–1941). In France,
4998-620: The Office of Foreign Assets Control (OFAC) to take over five million shares from Renova, which was granted on 11 April. In this way, Vekselberg's shareholding fell to just below 50%, which no longer corresponded to a majority. With this measure, Sulzer was able to free itself from the sphere of influence of the American sanctions within a few days. On 12 April 2018 the company reported, "Transfer of shares completed - Renova ownership below 50% - Sulzer free from US sanctions." With the acquisition of
5100-583: The SCL. 155 locomotives were rebuilt by the Seaboard Coast Line. The vast majority of them came from Atlantic Coast Line , Seaboard Air Line and their subsidiaries ( Atlanta and West Point Railroad , Charleston and Western Carolina Railway , Georgia Railroad , Western Railway of Alabama , Winston-Salem Southbound Railway ); eight units came from Clinchfield Railroad (with one of them ex Nashville, Chattanooga and St. Louis Railway ), not counting
5202-558: The Swiss Federation of Commerce and Industry intervened in the debate and indirectly exerted pressure in favor of admitting the deal. Later, when it became known that compressors had been supplied to an enrichment plant in South Africa, Sulzer claimed its South African subsidiary, over which it did not exert any control legally, might have supplied such compressors and that Sulzer had not been informed about that. In 2007,
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#17327939524505304-597: The US-headquartered GTC Technology in April 2019, Sulzer complemented its Chemtech offering with proprietary processes and systems for the production of aromatics and other petrochemicals. This acquisition enabled Sulzer to get into the technology licensing business, thus making Sulzer’s business less cyclical. Sulzer grew its aftermarket activities in July 2019 through the acquisition of Alba Power,
5406-566: The United Kingdom delivered two 1,200 hp (890 kW) locomotives using Sulzer -designed engines to Buenos Aires Great Southern Railway of Argentina. In 1933, diesel–electric technology developed by Maybach was used to propel the DRG Class SVT 877 , a high-speed intercity two-car set, and went into series production with other streamlined car sets in Germany starting in 1935. In the United States, diesel–electric propulsion
5508-615: The Viennese investors Ronny Pecik and Georg Stumpf together with the Russian oligarch Viktor Vekselberg acquired a majority stake in Sulzer. None of these investors had ever filed a disclosure statement with Sulzer before. This surprising entry drew the longest investigation by the Swiss Financial Market Supervisory Authority ( FINMA ), at the end of which a charge of breach of disclosure obligations resulted. The investors had taken advantage of
5610-499: The War Production Board put a halt to building new passenger equipment and gave naval uses priority for diesel engine production. During the petroleum crisis of 1942–43 , coal-fired steam had the advantage of not using fuel that was in critically short supply. EMD was later allowed to increase the production of its FT locomotives and ALCO-GE was allowed to produce a limited number of DL-109 road locomotives, but most in
5712-433: The axles connected to traction motors, with the other two as idler axles for weight distribution. In the late 1980s, the development of high-power variable-voltage/variable-frequency (VVVF) drives, or "traction inverters", allowed the use of polyphase AC traction motors, thereby also eliminating the motor commutator and brushes. The result is a more efficient and reliable drive that requires relatively little maintenance and
5814-570: The banks). In the late 1970s, locomotive rebuilder Morrison Knudsen installed a series of Sulzer power units into several existing locomotives. The first applications were of the marine based 6ASL25/30 & 8ASL25/30 series used in a Morrison-Knudsen demonstrator and four M-K TE70-4S units for the Southern Pacific . This was merely reworking of an existing design into a new application Ten 16 ASV25/30 3,600 hp (2,700 kW) power units were installed into locomotives belonging to
5916-722: The benefits of an electric locomotive without the railroad having to bear the sizeable expense of electrification. The unit successfully demonstrated, in switching and local freight and passenger service, on ten railroads and three industrial lines. Westinghouse Electric and Baldwin collaborated to build switching locomotives starting in 1929. However, the Great Depression curtailed demand for Westinghouse's electrical equipment, and they stopped building locomotives internally, opting to supply electrical parts instead. In June 1925, Baldwin Locomotive Works outshopped
6018-420: The break in transmission during gear changing, such as the S.S.S. (synchro-self-shifting) gearbox used by Hudswell Clarke . Diesel–mechanical propulsion is limited by the difficulty of building a reasonably sized transmission capable of coping with the power and torque required to move a heavy train. A number of attempts to use diesel–mechanical propulsion in high power applications have been made (for example,
6120-422: The design of diesel engines reduced their physical size and improved their power-to-weight ratios to a point where one could be mounted in a locomotive. Internal combustion engines only operate efficiently within a limited power band , and while low-power gasoline engines could be coupled to mechanical transmissions , the more powerful diesel engines required the development of new forms of transmission. This
6222-443: The engine governor and electrical or electronic components, including switchgear , rectifiers and other components, which control or modify the electrical supply to the traction motors. In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear. Originally, the traction motors and generator were DC machines. Following the development of high-capacity silicon rectifiers in
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#17327939524506324-419: The engine and traction motor with a single lever; subsequent improvements were also patented by Lemp. Lemp's design solved the problem of overloading and damaging the traction motors with excessive electrical power at low speeds, and was the prototype for all internal combustion–electric drive control systems. In 1917–1918, GE produced three experimental diesel–electric locomotives using Lemp's control design,
6426-423: The engine driver operates the controls. When the throttle is in the idle position, the prime mover receives minimal fuel, causing it to idle at low RPM. In addition, the traction motors are not connected to the main generator and the generator's field windings are not excited (energized) – the generator does not produce electricity without excitation. Therefore, the locomotive will be in "neutral". Conceptually, this
6528-456: The first diesel railcar was Renault VH , 115 units produced 1933/34. In Italy, after six Gasoline cars since 1931, Fiat and Breda built a lot of diesel railmotors, more than 110 from 1933 to 1938 and 390 from 1940 to 1953, Class 772 known as Littorina , and Class ALn 900. In the 1930s, streamlined highspeed diesel railcars were developed in several countries: In 1945, a batch of 30 Baldwin diesel–electric locomotives, Baldwin 0-6-6-0 1000 ,
6630-480: The first known to be built in the United States. Following this development, the 1923 Kaufman Act banned steam locomotives from New York City, because of severe pollution problems. The response to this law was to electrify high-traffic rail lines. However, electrification was uneconomical to apply to lower-traffic areas. The first regular use of diesel–electric locomotives was in switching (shunter) applications, which were more forgiving than mainline applications of
6732-569: The following year would add Los Angeles, CA , Oakland, CA , and Denver, CO to the destinations of diesel streamliners out of Chicago. The Burlington and Union Pacific streamliners were built by the Budd Company and the Pullman-Standard Company , respectively, using the new Winton engines and power train systems designed by GM's Electro-Motive Corporation . EMC's experimental 1800 hp B-B locomotives of 1935 demonstrated
6834-406: The freight market including their own F series locomotives. GE subsequently dissolved its partnership with ALCO and would emerge as EMD's main competitor in the early 1960s, eventually taking the top position in the locomotive market from EMD. Early diesel–electric locomotives in the United States used direct current (DC) traction motors but alternating current (AC) motors came into widespread use in
6936-600: The issuance or trading of these options. In 2010, Sulzer acquired Dowding & Mills, a provider of maintenance and repair services for generators and engines, and renamed it Sulzer Electro Mechanical Services. In spring 2011, Sulzer announced the acquisition of the Cardo Flow Solutions pump division of the Swedish company Assa Abloy for CHF 858 million, thus strengthening the Sulzer Pumps division in
7038-519: The limitations of contemporary diesel technology and where the idling economy of diesel relative to steam would be most beneficial. GE entered a collaboration with the American Locomotive Company (ALCO) and Ingersoll-Rand (the "AGEIR" consortium) in 1924 to produce a prototype 300 hp (220 kW) "boxcab" locomotive delivered in July 1925. This locomotive demonstrated that the diesel–electric power unit could provide many of
7140-431: The locomotive business were restricted to making switch engines and steam locomotives. In the early postwar era, EMD dominated the market for mainline locomotives with their E and F series locomotives. ALCO-GE in the late 1940s produced switchers and road-switchers that were successful in the short-haul market. However, EMD launched their GP series road-switcher locomotives in 1949, which displaced all other locomotives in
7242-784: The market positions of its divisions by several acquisitions. The company’s Metco business acquired the Canadian Ambeon division of Westaim and German OSU Machine Construction in 2004. The same year, Sulzer Pumps took over the Johnston, Crown, and Paco pump activities from Precision Castparts Corp. (PCC), located in Houston, Texas, USA, and in Wuxi, China. Sulzer Chemtech acquired US Cana-Tex in 2005, strengthening its field services for separation columns, Swiss companies Mixpac, Werfo and Mold in 2006 to expand static mixing activities, followed by
7344-525: The mid-1950s. Generally, diesel traction in Italy was of less importance than in other countries, as it was amongst the most advanced countries in the electrification of the main lines and as Italian geography makes freight transport by sea cheaper than rail transportation even on many domestic connections. Adolphus Busch purchased the American manufacturing rights for the diesel engine in 1898 but never applied this new form of power to transportation. He founded
7446-546: The multiple-unit control systems used for the cab/booster sets and the twin-engine format used with the later Zephyr power units. Both of those features would be used in EMC's later production model locomotives. The lightweight diesel streamliners of the mid-1930s demonstrated the advantages of diesel for passenger service with breakthrough schedule times, but diesel locomotive power would not fully come of age until regular series production of mainline diesel locomotives commenced and it
7548-790: The new Applicator Systems Division together with the acquired beauty business Geka (bought in 2016), industrial dispensers provider PC Cox (2016), dental applicators producer Transcodent (2017), healthcare dispensing/mixing products supplier Medmix (2018), and drug delivery devices manufacturer Haselmeier (2020). In 2018, Sulzer acquired US company JWC Environmental, LLC, a provider of solids reduction and removal products such as grinders, screens and dissolved air flotation system for municipal, industrial and commercial wastewater applications. The transaction allowed Sulzer to grow its wastewater treatment segment. Also in 2018, Sulzer took over Brithinee Electric of Colton, California, expanding its electromechanical services business into Southern California to serve
7650-402: The output of which provides power to the traction motors that drive the locomotive. There is no mechanical connection between the diesel engine and the wheels. The important components of diesel–electric propulsion are the diesel engine (also known as the prime mover ), the main generator/alternator-rectifier, traction motors (usually with four or six axles), and a control system consisting of
7752-584: The performance and reliability of the new 567 model engine in passenger locomotives, EMC was eager to demonstrate diesel's viability in freight service. Following the successful 1939 tour of EMC's FT demonstrator freight locomotive set, the stage was set for dieselization of American railroads. In 1941, ALCO-GE introduced the RS-1 road-switcher that occupied its own market niche while EMD's F series locomotives were sought for mainline freight service. The US entry into World War II slowed conversion to diesel;
7854-484: The prime mover and electric motor were immediately encountered, primarily due to limitations of the Ward Leonard current control system that had been chosen. GE Rail was formed in 1907 and 112 years later, in 2019, was purchased by and merged with Wabtec . A significant breakthrough occurred in 1914, when Hermann Lemp , a GE electrical engineer, developed and patented a reliable control system that controlled
7956-450: The required performance for a fast, lightweight passenger train. The second milestone, and the one that got American railroads moving towards diesel, was the 1938 delivery of GM's Model 567 engine that was designed specifically for locomotive use, bringing a fivefold increase in life of some mechanical parts and showing its potential for meeting the rigors of freight service. Diesel–electric railroad locomotion entered mainline service when
8058-653: The second heyday after the Second World War, the Sulzer Tower was built in the early 1960s - the company's new headquarters, a landmark of Winterthur and at 99.7 meters the tallest building in Switzerland at the time. It served as Sulzer’s headquarters until 1999, and again from 2012. In 1961, Swiss Locomotive and Machine Works (SLM) in Winterthur was acquired, and the large diesel engine became Sulzer's flagship product worldwide. In 1966, Sulzer acquired
8160-548: The separation business of UK-based KnitMesh Ltd in 2007 and several tower field service companies in Australia, Thailand, India, Germany in 2009 and Canada in 2011. Sulzer’s service business (Turbo Services) expanded its business in South America in 2008 with the acquisition of Capime. In 2005, a Swiss-government sponsored historical study authored by historian Peter Hug revealed that Sulzer provided fissile material in
8262-488: The six units rebuilt at Paducah; seven units came from the Louisville and Nashville Railroad (including four ex- Chicago and Eastern Illinois Railroad units). The required modifications took nine weeks per unit on average to complete. The rebuild work was done at the railroad's Uceta Shops near Tampa , Florida , with the engines, bogies and traction motors rebuilt at Waycross and Jacksonville . The program resulted in
8364-405: The success of the custom streamliners, sought to expand the market for diesel power by producing standardized locomotives under their Electro-Motive Corporation . In 1936, EMC's new factory started production of switch engines. In 1937, the factory started producing their new E series streamlined passenger locomotives, which would be upgraded with more reliable purpose-built engines in 1938. Seeing
8466-495: The system, engaging in a variety of duties from local switching to main-line freight hauling. Though SCL became part of CSX in the 1980s, the majority of the units remained active until 1992, when the bulk of the roster was retired and sold-off. Many GP16s remain in active service today on short line railroads around the country, far exceeding their 15-year projected lifespan. In 1993, the United States Army bought
8568-512: The textile industry; later, they also started installing heaters. In 1836 the workforce grew to some forty journeymen, subworkers and apprentices. In 1839, a foundry was added, a mechanical workshop was set up, and the first steam engine was built and installed in Winterthur (1841). In 1845, the company's own "Sick Support Association for Factory Workers" was founded. This later became the Sulzer Health Insurance Fund; this
8670-432: The throttle from notch 2 to notch 4 without stopping at notch 3. This feature was intended to prevent rough train handling due to abrupt power increases caused by rapid throttle motion ("throttle stripping", an operating rules violation on many railroads). Modern locomotives no longer have this restriction, as their control systems are able to smoothly modulate power and avoid sudden changes in train loading regardless of how
8772-479: The throttle setting, as determined by the engine driver and the speed at which the prime mover is running (see Control theory ). Locomotive power output, and therefore speed, is typically controlled by the engine driver using a stepped or "notched" throttle that produces binary -like electrical signals corresponding to throttle position. This basic design lends itself well to multiple unit (MU) operation by producing discrete conditions that assure that all units in
8874-451: The use of an internal combustion engine in a railway locomotive is the prototype designed by William Dent Priestman , which was examined by William Thomson, 1st Baron Kelvin in 1888 who described it as a " Priestman oil engine mounted upon a truck which is worked on a temporary line of rails to show the adaptation of a petroleum engine for locomotive purposes." In 1894, a 20 hp (15 kW) two-axle machine built by Priestman Brothers
8976-841: The water and wastewater market. The deal added the ABS and Scanpumps brands to Sulzer's workforce with 1,800 new employees. In July 2013, Sulzer announced its intention to divest the fourth division "Sulzer Metco" to focus on its core markets. The purpose was also to fund new acquisitions and to grow production capacity. In June 2014, the sale of "Sulzer Metco" to the Swiss Oerlikon was completed. In 2017, Sulzer bought French pump manufacturer Ensival Moret to close specific product gaps (such as axial flow pumps) in its general industry pumps portfolio. The company also acquired control of Rotec’s gas turbine service business (Rotec GT) in Russia, becoming
9078-576: The weaving machine business was expanded. In 1984, the year of its 150th anniversary, Sulzer recorded losses and underwent massive restructuring. Medical technology was expanded by the purchase of the American Intermedics Group for one billion Swiss francs in 1988. The Winterthur machine factory was closed in 1990 and the founding site in Winterthur was vacated. For the first time, Sulzer employed more people abroad than in Switzerland. On 14 May 1993 Gebrüder Sulzer, Aktiengesellschaft
9180-402: The wind, cement and water markets. Although Sulzer was not directly listed on OFAC 's sanctions list in April 2018, it was negatively affected by them because Russian oligarch Viktor Vekselberg controlled 63.42% of the industrial conglomerate through Renova , a financial company he controls. In order to avoid Sulzer being indirectly exposed to US sanctions, the company submitted a request to
9282-672: The world's first functional diesel–electric railcars were produced for the Königlich-Sächsische Staatseisenbahnen ( Royal Saxon State Railways ) by Waggonfabrik Rastatt with electric equipment from Brown, Boveri & Cie and diesel engines from Swiss Sulzer AG . They were classified as DET 1 and DET 2 ( de.wiki ). Because of a shortage of petrol products during World War I, they remained unused for regular service in Germany. In 1922, they were sold to Swiss Compagnie du Chemin de fer Régional du Val-de-Travers , where they were used in regular service up to
9384-467: The “Gesellschaft für Erstellung billiger Wohnhäuser” (Society for Affordable Housing Construction). Further apartment buildings in addition to private homes followed in other parts of Winterthur. From 1880, steam engines particularly contributed to the growth of Sulzer to around 2,000 employees. In 1881 a branch was founded in Ludwigshafen am Rhein, Germany. In 1898, the first Sulzer diesel engine
9486-473: Was 95 tonnes and the power was 883 kW (1,184 hp) with a maximum speed of 100 km/h (62 mph). Small numbers of prototype diesel locomotives were produced in a number of countries through the mid-1920s. One of the first domestically developed Diesel vehicles of China was the Dongfeng DMU (东风), produced in 1958 by CSR Sifang . Series production of China's first Diesel locomotive class,
9588-527: Was brought to high-speed mainline passenger service in late 1934, largely through the research and development efforts of General Motors dating back to the late 1920s and advances in lightweight car body design by the Budd Company . The economic recovery from World War II hastened the widespread adoption of diesel locomotives in many countries. They offered greater flexibility and performance than steam locomotives , as well as substantially lower operating and maintenance costs. The earliest recorded example of
9690-688: Was delivered from the United States to the railways of the Soviet Union. In 1947, the London, Midland and Scottish Railway (LMS) introduced the first of a pair of 1,600 hp (1,200 kW) Co-Co diesel–electric locomotives (later British Rail Class D16/1 ) for regular use in the United Kingdom, although British manufacturers such as Armstrong Whitworth had been exporting diesel locomotives since 1930. Fleet deliveries to British Railways, of other designs such as Class 20 and Class 31, began in 1957. Series production of diesel locomotives in Italy began in
9792-667: Was developed in cooperation with Rudolf Diesel. By approximately 1900, the company had over 3,000 employees and sales offices in Milan, Paris, Cairo, London, Moscow and Bucharest, as well as the Japanese city of Kobe from 1914. As a family business, the company had grown over the years in the form of a general partnership, and in June 1914 it was converted into two stock corporations with registered offices in Winterthur and Ludwigshafen am Rhein, both of which were renamed Gebrüder Sulzer Aktiengesellschaft. In 1917, both companies were bundled in
9894-400: Was one of the principal design considerations that had to be solved in early diesel–electric locomotive development and, ultimately, led to the complex control systems in place on modern units. The prime mover's power output is primarily determined by its rotational speed ( RPM ) and fuel rate, which are regulated by a governor or similar mechanism. The governor is designed to react to both
9996-498: Was renamed Provita in 1997 and now operates as an independent health insurance fund as part of the SWICA insurance company. In 1851, English engineer Charles Brown joined Sulzer. With the development of new steam engines, he was instrumental for the early success and growth of the company. In 1859, the first "partnership agreement" between the Sulzer brothers was signed. New products were introduced, first steam engines, later also ships,
10098-683: Was renamed Sulzer Ltd. In 1996, a technology center was built in the Oberwinterthur Industrial Park. In 1997, Sulzer Medica went public, and Sulzer Thermtec (equipment and valves for power plants) was sold to the British IMI. In 1999, another reorganization took place and Sulzer Industries became independent with its own CEO. The pumps business in China was strengthened by founding a joint venture with Dalian Pumps. The company sold its water turbine business (Sulzer Hydra) to
10200-494: Was shown suitable for full-size passenger and freight service. Following their 1925 prototype, the AGEIR consortium produced 25 more units of 300 hp (220 kW) "60 ton" AGEIR boxcab switching locomotives between 1925 and 1928 for several New York City railroads, making them the first series-produced diesel locomotives. The consortium also produced seven twin-engine "100 ton" boxcabs and one hybrid trolley/battery unit with
10302-471: Was used in the British Rail Class 47 , Romanian Railways Class 60/62 , Polish Railways Class ST43 , China Railways ND2 , and several others. The 12LDA28 engine was a double bank engine having, in effect, two six-cylinder engines side by side, rather than a V-type as favoured by many other manufacturers. Sulzer V-type engines for rail use bore the type number LVA (with a 50-degree angle between
10404-737: Was used on the Hull Docks . In 1896, an oil-engined railway locomotive was built for the Royal Arsenal in Woolwich , England, using an engine designed by Herbert Akroyd Stuart . It was not a diesel, because it used a hot-bulb engine (also known as a semi-diesel), but it was the precursor of the diesel. Rudolf Diesel considered using his engine for powering locomotives in his 1893 book Theorie und Konstruktion eines rationellen Wärmemotors zum Ersatz der Dampfmaschine und der heute bekannten Verbrennungsmotoren ( Theory and Construction of
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