79-448: The Drewry Car Co. was a railway locomotive and railcar manufacturer and sales organisation from 1906 to 1984. At the start and the end of its life it built its own products, for the rest of the time it sold vehicles manufactured by sub-contractors . It was separate from the lorry-builder, Shelvoke & Drewry , but it is believed that James Sidney Drewry was involved with both companies. Charles Stewart Drewry (c. 1843–1929) ran
158-480: A conventional diesel or electric locomotive would be unsuitable. An example is maintenance trains on electrified lines when the electricity supply is turned off. Another use is in industrial facilities where a combustion-powered locomotive (i.e., steam- or diesel-powered ) could cause a safety issue due to the risks of fire, explosion or fumes in a confined space. Battery locomotives are preferred for mines where gas could be ignited by trolley-powered units arcing at
237-463: A diesel–electric locomotive ( E 2 original number Юэ 001/Yu-e 001) started operations. It had been designed by a team led by Yury Lomonosov and built 1923–1924 by Maschinenfabrik Esslingen in Germany. It had 5 driving axles (1'E1'). After several test rides, it hauled trains for almost three decades from 1925 to 1954. An electric locomotive is a locomotive powered only by electricity. Electricity
316-423: A ground and polished journal that is integral to the axle. The other side of the housing has a tongue-shaped protuberance that engages a matching slot in the truck (bogie) bolster, its purpose being to act as a torque reaction device, as well as a support. Power transfer from motor to axle is effected by spur gearing , in which a pinion on the motor shaft engages a bull gear on the axle. Both gears are enclosed in
395-410: A high ride quality and less electrical equipment; but EMUs have less axle weight, which reduces maintenance costs, and EMUs also have higher acceleration and higher seating capacity. Also some trains, including TGV PSE , TGV TMST and TGV V150 , use both non-passenger power cars and additional passenger motor cars. Locomotives occasionally work in a specific role, such as: The wheel arrangement of
474-550: A higher power-to-weight ratio than DC motors and, because of the absence of a commutator , were simpler to manufacture and maintain. However, they were much larger than the DC motors of the time and could not be mounted in underfloor bogies : they could only be carried within locomotive bodies. In 1894, Hungarian engineer Kálmán Kandó developed a new type 3-phase asynchronous electric drive motors and generators for electric locomotives. Kandó's early 1894 designs were first applied in
553-632: A large order in 1934 from the LMS for 4-6-0 "Black Fives" and 2-8-0 Stanier-designed locomotives. During 1953-54 the company built sixty J class 2-8-0 locomotives for the Victorian Railways in Australia. From 1939 the works was mostly concerned with the war effort, becoming involved in the development and production of the Matilda II tank. From 1943 large orders were received from
632-498: A larger locomotive named Galvani , exhibited at the Royal Scottish Society of Arts Exhibition in 1841. The seven-ton vehicle had two direct-drive reluctance motors , with fixed electromagnets acting on iron bars attached to a wooden cylinder on each axle, and simple commutators . It hauled a load of six tons at four miles per hour (6 kilometers per hour) for a distance of one and a half miles (2.4 kilometres). It
711-410: A liquid-tight housing containing lubricating oil. The type of service in which the locomotive is used dictates the gear ratio employed. Numerically high ratios are commonly found on freight units, whereas numerically low ratios are typical of passenger engines. Electricity is typically generated in large and relatively efficient generating stations , transmitted to the railway network and distributed to
790-486: A locomotive describes how many wheels it has; common methods include the AAR wheel arrangement , UIC classification , and Whyte notation systems. In the second half of the twentieth century remote control locomotives started to enter service in switching operations, being remotely controlled by an operator outside of the locomotive cab. The main benefit is one operator can control the loading of grain, coal, gravel, etc. into
869-727: A massive rebuilding plan. The Vulcan Foundry benefited from orders for XE , XD , and YD 2-8-2s; and ten WG 2-8-2s sub-contracted from the North British Locomotive Company , but the writing was on the wall for all British manufacturers. Not only was the competition fierce from other countries, but India had developed the ability to build its own locomotives. The company had experience of both diesel and electric locomotives , having built thirty-one so-called "Crocodile" 2600 hp 1,500 V DC electric freight locomotives in 1929 for India . These were classified as EF/1 which after Indian independence became
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#1732787940106948-573: A mechanical stoker and six of them were fitted with booster engines on the tender, providing an extra 7,670 lb (3,480 kg) tractive effort. Of the 24 exported, one returned to the UK and is preserved at the National Railway Museum in York . Through the 1930s the company survived the trade recessions with the aid of more orders from India, some from Tanganyika and Argentina , and
1027-571: A motor and cycle repair business called Drewry & Sons at Herne Hill Motor Works, Railway Arches, Herne Hill , London . His son, James Sidney Drewry (1882–1952), formed the Drewry Car Co on 27 November 1906 and opened a small works in Teddington where he started building Birmingham Small Arms Company (BSA) engined rail trolleys and inspection railcars. The products of this works were sold by A.G. Evans & Co of London. A ready market
1106-404: A number of important innovations including the use of high-pressure steam which reduced the weight of the engine and increased its efficiency. In 1812, Matthew Murray 's twin-cylinder rack locomotive Salamanca first ran on the edge-railed rack-and-pinion Middleton Railway ; this is generally regarded as the first commercially successful locomotive. Another well-known early locomotive
1185-517: A regional railway at that time operated by the Indian State Railway, ordered eleven broad gauge locomotives, measuring 5 feet 6 inches between the rails, favoured because it allowed the engineers designing the locomotives to build larger fireboxes and boilers, enabling the engines to pull longer and heavier loads. The healthy export trade continued, particularly to India and South America , and continued after World War I . Following
1264-403: A separate fourth rail for this purpose. The type of electrical power used is either direct current (DC) or alternating current (AC). Various collection methods exist: a trolley pole , which is a long flexible pole that engages the line with a wheel or shoe; a bow collector , which is a frame that holds a long collecting rod against the wire; a pantograph , which is a hinged frame that holds
1343-483: A short three-phase AC tramway in Evian-les-Bains (France), which was constructed between 1896 and 1898. In 1918, Kandó invented and developed the rotary phase converter , enabling electric locomotives to use three-phase motors whilst supplied via a single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks. In 1896, Oerlikon installed
1422-522: A significantly larger workforce is required to operate and service them. British Rail figures showed that the cost of crewing and fuelling a steam locomotive was about two and a half times larger than the cost of supporting an equivalent diesel locomotive, and the daily mileage they could run was lower. Between about 1950 and 1970, the majority of steam locomotives were retired from commercial service and replaced with electric and diesel–electric locomotives. While North America transitioned from steam during
1501-727: A strong Stephenson influence, many during the following decade being of the "long boiler" design. In 1852 the first locomotives ever to run in India were supplied to the Great Indian Peninsula Railway . A number of Fairlie locomotives were built, including Taliesin for the Ffestiniog Railway , Mountaineer for the Denver & Rio Grande Railway , and Josephine one of the NZR E class (1872) . During 1870
1580-533: A successful locomotive and railcar company in the post-war years, though it had no production facilities. It continued to rely on contracting out the manufacture, using companies such as Vulcan Foundry and Robert Stephenson & Hawthorns . In 1962, Drewry acquired a controlling interest in E E Baguley Ltd, and formed Baguley-Drewry Ltd, thus once again building its own locomotives, in Burton upon Trent . The company closed in 1984. Locomotive A locomotive
1659-457: Is a rail transport vehicle that provides the motive power for a train . If a locomotive is capable of carrying a payload, it is usually rather referred to as a multiple unit , motor coach , railcar or power car ; the use of these self-propelled vehicles is increasingly common for passenger trains , but rare for freight trains . Traditionally, locomotives pulled trains from the front. However, push-pull operation has become common, where
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#17327879401061738-456: Is common to classify locomotives by their source of energy. The common ones include: A steam locomotive is a locomotive whose primary power source is a steam engine . The most common form of steam locomotive also contains a boiler to generate the steam used by the engine. The water in the boiler is heated by burning combustible material – usually coal, wood, or oil – to produce steam. The steam moves reciprocating pistons which are connected to
1817-529: Is just north of Winwick Junction, where the line to Newton-le-Willows branches off to the west from the West Coast Main Line . All the former factory buildings on the site were demolished in October 2007 however, the workers cottages, known as "Vulcan Village", still survive at the southern corner of the site. By early 2010, work had started on the construction of 630 homes on the levelled site by
1896-416: Is supplied to moving trains with a (nearly) continuous conductor running along the track that usually takes one of three forms: an overhead line , suspended from poles or towers along the track or from structure or tunnel ceilings; a third rail mounted at track level; or an onboard battery . Both overhead wire and third-rail systems usually use the running rails as the return conductor but some systems use
1975-522: Is that these power cars are integral part of a train and are not adapted for operation with any other types of passenger coaches. On the other hand, many high-speed trains such as the Shinkansen network never use locomotives. Instead of locomotive-like power-cars, they use electric multiple units (EMUs) or diesel multiple units (DMUs) – passenger cars that also have traction motors and power equipment. Using dedicated locomotive-like power cars allows for
2054-590: The EMD FL9 and Bombardier ALP-45DP There are three main uses of locomotives in rail transport operations : for hauling passenger trains, freight trains, and for switching (UK English: shunting). Freight locomotives are normally designed to deliver high starting tractive effort and high sustained power. This allows them to start and move long, heavy trains, but usually comes at the cost of relatively low maximum speeds. Passenger locomotives usually develop lower starting tractive effort but are able to operate at
2133-535: The English Electric company. Baguley (Engineers) Ltd failed in 1931. In 1931, Drewry had a very successful demonstration of its new petrol engined railcar (made by English Electric) on the 7 mile line from Preston to Longridge . This comprised one powered carriage, and one trailed carriage. The powered car had two 155 hp Parsons M8 engines, and the transmission was 5-speed self-changing. The powered coach had 16 first class seats and 26 second class,
2212-539: The Liverpool & Manchester Railway . Other early orders came from the Leicester and Swannington Railway and there were also some 4-2-0s for America which were among the first British ' bogie ' locomotives. From 1835 the company was selling to Belgium, France, and in 1836 to Austria and Russia, the beginnings of an export trade which was maintained throughout the life of the company. The company's locomotives had
2291-590: The London, Midland and Scottish Railway (LMS) announced that it was to hold an extensive trial of heavy oil locomotives for shunting duties, and among the contenders was a Drewry shunter built by the English Electric company. This was a 26-ton 0-4-0 and had an Allen 8RS18 176 hp, eight-cylinder diesel engine. It was delivered in spring 1934, and after operating in Salford goods yard it was sent on loan to
2370-674: The Medieval Latin motivus 'causing motion', and is a shortened form of the term locomotive engine , which was first used in 1814 to distinguish between self-propelled and stationary steam engines . Prior to locomotives, the motive force for railways had been generated by various lower-technology methods such as human power, horse power, gravity or stationary engines that drove cable systems. Few such systems are still in existence today. Locomotives may generate their power from fuel (wood, coal, petroleum or natural gas), or they may take power from an outside source of electricity. It
2449-668: The Ministry of Supply for locomotives, 390 Austerity 2-8-0s and fifty Austerity 0-6-0 saddle tanks . In 1944 the Vulcan Foundry acquired Robert Stephenson and Hawthorns and in 1945 received an order for 120 "Liberation" 2-8-0 locomotives for the United Nations Relief and Rehabilitation Administration in Europe. The war had left India's railways in a parlous state and in 1947, with foreign aid, embarked on
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2528-581: The WCG-1 class. India's National Rail Museum, New Delhi exhibits an WCG-1 locomotive from the Vulcan foundry. They also helped in supply of the WCM-1 and WCM-2 class. In 1931, the company supplied the first experimental diesel shunter to the London, Midland and Scottish Railway . In 1936, Vulcan , a diesel-mechanical 0-6-0 shunter with a Vulcan-Frichs 6-cylinder 275 hp (205 kW) diesel engine
2607-601: The War Department in 1940, and they purchased it in 1943. The shunting locomotive appeared successful, and in 1938 it was reported that Drewry Car Co had received an order for 15 from the New Zealand government, to be built for Drewry by Dick, Kerr & Company , Preston. It says a lot for the robustness of the Drewry design that two of these pre-war locos are still in use - see New Zealand TR class locomotive . In
2686-500: The traction motors and axles adapts the power output to the rails for freight or passenger service. Passenger locomotives may include other features, such as head-end power (also referred to as hotel power or electric train supply) or a steam generator . Some locomotives are designed specifically to work steep grade railways , and feature extensive additional braking mechanisms and sometimes rack and pinion. Steam locomotives built for steep rack and pinion railways frequently have
2765-492: The 1890s which contains a lot of guesswork and invention, with many quite fictitious locomotives, for the period before 1845. This list claims that the first two locomotives were 0-4-0 Tayleur and Stephenson built in 1833 for "Mr Hargreaves, Bolton", but this seems unlikely. The earliest authenticated products were 0-4-0 Titan and Orion , similar to Stephenson's design, and delivered in September and October 1834 to
2844-408: The 1950s, and continental Europe by the 1970s, in other parts of the world, the transition happened later. Steam was a familiar technology that used widely-available fuels and in low-wage economies did not suffer as wide a cost disparity. It continued to be used in many countries until the end of the 20th century. By the end of the 20th century, almost the only steam power remaining in regular use around
2923-648: The 40 km Burgdorf—Thun line , Switzerland. The first implementation of industrial frequency single-phase AC supply for locomotives came from Oerlikon in 1901, using the designs of Hans Behn-Eschenburg and Emil Huber-Stockar ; installation on the Seebach-Wettingen line of the Swiss Federal Railways was completed in 1904. The 15 kV, 50 Hz 345 kW (460 hp), 48 tonne locomotives used transformers and rotary converters to power DC traction motors. Italian railways were
3002-700: The United Kingdom was a petrol–mechanical locomotive built by the Maudslay Motor Company in 1902, for the Deptford Cattle Market in London . It was an 80 hp locomotive using a three-cylinder vertical petrol engine, with a two speed mechanical gearbox. Diesel locomotives are powered by diesel engines . In the early days of diesel propulsion development, various transmission systems were employed with varying degrees of success, with electric transmission proving to be
3081-813: The boiler tilted relative to the locomotive frame , so that the boiler remains roughly level on steep grades. Locomotives are also used on some high-speed trains. Some of them are operated in push-pull formation with trailer control cars at another end of a train, which often have a cabin with the same design as a cabin of locomotive; examples of such trains with conventional locomotives are Railjet and Intercity 225 . Also many high-speed trains, including all TGV , many Talgo (250 / 350 / Avril / XXI), some Korea Train Express , ICE 1 / ICE 2 and Intercity 125 , use dedicated power cars , which do not have places for passengers and technically are special single-ended locomotives. The difference from conventional locomotives
3160-522: The cars. In addition, the same operator can move the train as needed. Thus, the locomotive is loaded or unloaded in about a third of the time. [REDACTED] Media related to Locomotives at Wikimedia Commons Vulcan Foundry The Vulcan Foundry Limited was an English locomotive builder sited at Newton-le-Willows , Lancashire (now Merseyside ). The Vulcan Foundry opened in 1832, as Charles Tayleur and Company to produce girders for bridges, switches, crossings and other ironwork following
3239-460: The center section would have a 200-ton reactor chamber and steel walls 5 feet thick to prevent releases of radioactivity in case of accidents. He estimated a cost to manufacture atomic locomotives with 7000 h.p. engines at approximately $ 1,200,000 each. Consequently, trains with onboard nuclear generators were generally deemed unfeasible due to prohibitive costs. In 2002, the first 3.6 tonne, 17 kW hydrogen (fuel cell) -powered mining locomotive
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3318-407: The collecting shoes against the wire in a fixed geometry; or a contact shoe , which is a shoe in contact with the third rail. Of the three, the pantograph method is best suited for high-speed operation. Electric locomotives almost universally use axle-hung traction motors, with one motor for each powered axle. In this arrangement, one side of the motor housing is supported by plain bearings riding on
3397-455: The collection shoes, or where electrical resistance could develop in the supply or return circuits, especially at rail joints, and allow dangerous current leakage into the ground. Battery locomotives in over-the-road service can recharge while absorbing dynamic-braking energy. The first known electric locomotive was built in 1837 by chemist Robert Davidson of Aberdeen , and it was powered by galvanic cells (batteries). Davidson later built
3476-656: The company supplied the first locomotive to run in Japan , and a flangeless 0-4-0 T for a steelworks in Tredegar which was still using angle rails. A number of Matthew Kirtley 's double-framed goods engines were also produced for the Midland Railway . In c.1911, following a report by the Locomotive Committee on Standard Locomotives for Indian Railways which was published in 1910, North-Western Railway,
3555-405: The driving wheels by means of connecting rods, with no intervening gearbox. This means the combination of starting tractive effort and maximum speed is greatly influenced by the diameter of the driving wheels. Steam locomotives intended for freight service generally have smaller diameter driving wheels than passenger locomotives. In diesel–electric and electric locomotives the control system between
3634-524: The early 1950s, Lyle Borst of the University of Utah was given funding by various US railroad line and manufacturers to study the feasibility of an electric-drive locomotive, in which an onboard atomic reactor produced the steam to generate the electricity. At that time, atomic power was not fully understood; Borst believed the major stumbling block was the price of uranium. With the Borst atomic locomotive,
3713-520: The first commercial example of the system on the Lugano Tramway . Each 30-tonne locomotive had two 110 kW (150 hp) motors run by three-phase 750 V 40 Hz fed from double overhead lines. Three-phase motors run at constant speed and provide regenerative braking , and are well suited to steeply graded routes, and the first main-line three-phase locomotives were supplied by Brown (by then in partnership with Walter Boveri ) in 1899 on
3792-514: The first in the world to introduce electric traction for the entire length of a main line rather than just a short stretch. The 106 km Valtellina line was opened on 4 September 1902, designed by Kandó and a team from the Ganz works. The electrical system was three-phase at 3 kV 15 Hz. The voltage was significantly higher than used earlier and it required new designs for electric motors and switching devices. The three-phase two-wire system
3871-495: The formation of the London, Midland and Scottish Railway in 1923 some very large orders were received, including over a hundred LMS Fowler Class 3F 0-6-0T engines and seventy-five LMS Compound 4-4-0 locomotives. The most notable design manufactured for an overseas railway during this period was the large 4-8-4 built for the Chinese National Railways in 1934–35. These fine locomotives were equipped with
3950-400: The high speeds required to maintain passenger schedules. Mixed-traffic locomotives (US English: general purpose or road switcher locomotives) meant for both passenger and freight trains do not develop as much starting tractive effort as a freight locomotive but are able to haul heavier trains than a passenger locomotive. Most steam locomotives have reciprocating engines, with pistons coupled to
4029-441: The locomotive's main wheels, known as the " driving wheels ". Both fuel and water supplies are carried with the locomotive, either on the locomotive itself, in bunkers and tanks , (this arrangement is known as a " tank locomotive ") or pulled behind the locomotive, in tenders , (this arrangement is known as a " tender locomotive "). The first full-scale working railway steam locomotive was built by Richard Trevithick in 1802. It
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#17327879401064108-675: The locomotives were retired shortly afterward. All four locomotives were donated to museums, but one was scrapped. The others can be seen at the Boone and Scenic Valley Railroad , Iowa, and at the Western Railway Museum in Rio Vista, California. The Toronto Transit Commission previously operated a battery electric locomotive built by Nippon Sharyo in 1968 and retired in 2009. London Underground regularly operates battery–electric locomotives for general maintenance work. In
4187-405: The mid-1950s, negotiations began to sell the company. In 1957, the purchase was finalised and the business became part of the English Electric group. Although the works still produced diesel engines under name Ruston Paxman Diesels Limited , which had been moved from Lincoln , locomotive manufacturing finished in 1970. Output was mainly for marine and stationary applications, but the company
4266-494: The most popular. In 1914, Hermann Lemp , a General Electric electrical engineer, developed and patented a reliable direct current electrical control system (subsequent improvements were also patented by Lemp). Lemp's design used a single lever to control both engine and generator in a coordinated fashion, and was the prototype for all diesel–electric locomotive control. In 1917–18, GE produced three experimental diesel–electric locomotives using Lemp's control design. In 1924,
4345-511: The opening of the Liverpool and Manchester Railway . Due to the distance from the locomotive works in Newcastle-upon-Tyne , it seemed preferable to build and support them locally. In 1832, Robert Stephenson became a partner for a few years. The company had become The Vulcan Foundry Company in 1847 and acquired limited liability in 1864. From the beginning of 1898, the name changed again to The Vulcan Foundry Limited, dropping
4424-606: The post war period Drewry shunters were adopted as the British Rail Class 04 shunters, of which 142 were built. While Baguley (Engineers) Ltd had failed in 1931, E E Baguley Ltd rose from the ashes to maintain existing Baguley locomotives, and their business grew so that in 1934 they opened their new works in Uxbridge Street, Burton-on-Trent and started producing their own Baguley diesel locomotives, and rail inspection vehicles for Drewry. Drewry continued as
4503-688: The power supply of choice for subways, abetted by the Sprague's invention of multiple-unit train control in 1897. The first use of electrification on a main line was on a four-mile stretch of the Baltimore Belt Line of the Baltimore & Ohio (B&O) in 1895 connecting the main portion of the B&;O to the new line to New York through a series of tunnels around the edges of Baltimore's downtown. Three Bo+Bo units were initially used, at
4582-700: The same company nine years later. The works has produced many locomotives for both domestic and foreign railways. It was a major supplier of diesel-electrics to British Railways notably the Class 55 Deltic . The works also developed a prototype gas turbine locomotive , the British Rail GT3 . Other classes of diesel locomotives to be built for British Railways at the Vulcan Foundry included: Class 20 , Class 37 , Class 40 and Class 50 . Electric locomotives were also built for British Rail by Vulcan Foundry, which included many Class 86s in 1965 and 1966. In
4661-425: The south end of the electrified section; they coupled onto the locomotive and train and pulled it through the tunnels. DC was used on earlier systems. These systems were gradually replaced by AC. Today, almost all main-line railways use AC systems. DC systems are confined mostly to urban transit such as metro systems, light rail and trams, where power requirement is less. The first practical AC electric locomotive
4740-479: The sub-contract manufacture of the Drewry railcars from BSA. The Drewry locomotives were soon fitted with Baguley's own 'R'-type engine. In 1923, Baguley changed its name from Baguley Cars Ltd to Baguley (Engineers) Ltd, but in the late 1920s Drewry had ambitions for standard gauge railcars, which were on a scale not readily accommodated in the Baguley works, and from 1930 many Drewry locomotives were built instead by
4819-571: The trailed coach was all first class. The demonstration train was one built for service on the Bermuda Railway , and the passengers were VIPs of the railway world from many countries and companies. In Bermuda they gave good service until the railway closed in 1948, and then the railway locomotives and rolling stock were shipped to British Guiana - where they were used until that line closed in 1972. Drewry went on to export its railcars to many countries, including 35 to New Zealand . In 1933,
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#17327879401064898-454: The train may have a locomotive (or locomotives) at the front, at the rear, or at each end. Most recently railroads have begun adopting DPU or distributed power. The front may have one or two locomotives followed by a mid-train locomotive that is controlled remotely from the lead unit. The word locomotive originates from the Latin loco 'from a place', ablative of locus 'place', and
4977-464: The trains. Some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility . The railway usually provides its own distribution lines, switches and transformers . Electric locomotives usually cost 20% less than diesel locomotives, their maintenance costs are 25–35% lower, and cost up to 50% less to run. The earliest systems were DC systems. The first electric passenger train
5056-413: The word 'company.' The site had its own railway station, Vulcan Halt, on the former Warrington and Newton Railway line from Earlestown to Warrington Bank Quay . The wooden-platformed halt was opened on 1 November 1916 by the London and North Western Railway , and closed on 12 June 1965. Details of the earliest locomotives are not precisely known despite an "official" list apparently concocted in
5135-433: The world was on heritage railways . Internal combustion locomotives use an internal combustion engine , connected to the driving wheels by a transmission. They typically keep the engine running at a near-constant speed whether the locomotive is stationary or moving. Internal combustion locomotives are categorised by their fuel type and sub-categorised by their transmission type. The first internal combustion rail vehicle
5214-705: Was Puffing Billy , built 1813–14 by engineer William Hedley for the Wylam Colliery near Newcastle upon Tyne . This locomotive is the oldest preserved, and is on static display in the Science Museum, London. George Stephenson built Locomotion No. 1 for the Stockton & Darlington Railway in the north-east of England, which was the first public steam railway in the world. In 1829, his son Robert built The Rocket in Newcastle upon Tyne. Rocket
5293-502: Was a kerosene -powered draisine built by Gottlieb Daimler in 1887, but this was not technically a locomotive as it carried a payload. The earliest gasoline locomotive in the western United States was built by the Best Manufacturing Company in 1891 for San Jose and Alum Rock Railroad . It was only a limited success and was returned to Best in 1892. The first commercially successful petrol locomotive in
5372-789: Was constructed for the Coalbrookdale ironworks in Shropshire in England 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 from the Penydarren ironworks, in Merthyr Tydfil , to Abercynon in South Wales. Accompanied by Andrew Vivian , it ran with mixed success. The design incorporated
5451-671: Was demonstrated in Val-d'Or , Quebec . In 2007 the educational mini-hydrail in Kaohsiung , Taiwan went into service. The Railpower GG20B finally is another example of a fuel cell–electric locomotive. There are many different types of hybrid or dual-mode locomotives using two or more types of motive power. The most common hybrids are electro-diesel locomotives powered either from an electricity supply or else by an onboard diesel engine . These are used to provide continuous journeys along routes that are only partly electrified. Examples include
5530-471: Was designed by Charles Brown , then working for Oerlikon , Zürich. In 1891, Brown had demonstrated long-distance power transmission, using three-phase AC , between a hydro-electric plant at Lauffen am Neckar and Frankfurt am Main West, a distance of 280 km. Using experience he had gained while working for Jean Heilmann on steam–electric locomotive designs, Brown observed that three-phase motors had
5609-602: Was entered into, and won, the Rainhill Trials . This success led to the company emerging as the pre-eminent early builder of steam locomotives used on railways in the UK, US and much of Europe. The Liverpool & Manchester Railway , built by Stephenson, opened a year later making exclusive use of steam power for passenger and goods trains . The steam locomotive remained by far the most common type of locomotive until after World War II . Steam locomotives are less efficient than modern diesel and electric locomotives, and
5688-646: Was found in South America , Africa and India . In 1908, BSA (of motor-cycle fame) took over building the railcars in Small Heath , Birmingham . The person in charge of this was Ernest Baguley who had joined BSA from Ryknield Motor Company in 1907. In 1911 Ryknield went into administration and Ernest Baguley left BSA and bought the Ryknield Shobnall Road works from the liquidator, forming Baguley Cars . In 1912 Baguley Cars took over
5767-605: Was loaned to the LMS, and was then used by the War Department , which numbered it 75 (later 70075). Following the end of World War II , it found industrial use in Yugoslavia . In 1938, ten diesel railcars were ordered by New Zealand Railways , the NZR RM class (Vulcan) . They were supplied in 1940, although one was lost at sea to enemy action. In 1948, it supplied 10 Class 15 Diesel Electric shunters to Malayan Railways , as well as twenty Class 20 Diesel Electric locomotives for
5846-426: Was presented by Werner von Siemens at Berlin in 1879. The locomotive was driven by a 2.2 kW, series-wound motor, and the train, consisting of the locomotive and three cars, reached a speed of 13 km/h. During four months, the train carried 90,000 passengers on a 300-metre-long (984 feet) circular track. The electricity (150 V DC) was supplied through a third insulated rail between the tracks. A contact roller
5925-886: Was tested on the Edinburgh and Glasgow Railway in September of the following year, but the limited power from batteries prevented its general use. Another example was at the Kennecott Copper Mine , Latouche, Alaska , where in 1917 the underground haulage ways were widened to enable working by two battery locomotives of 4 + 1 ⁄ 2 tons. In 1928, Kennecott Copper ordered four 700-series electric locomotives with on-board batteries. These locomotives weighed 85 tons and operated on 750-volt overhead trolley wire with considerable further range whilst running on batteries. The locomotives provided several decades of service using Nickel–iron battery (Edison) technology. The batteries were replaced with lead-acid batteries , and
6004-650: Was the first in the world in regular service powered from an overhead line. Five years later, in the U.S. electric trolleys were pioneered in 1888 on the Richmond Union Passenger Railway , using equipment designed by Frank J. Sprague . The first electrically worked underground line was the City & South London Railway , prompted by a clause in its enabling act prohibiting use of steam power. It opened in 1890, using electric locomotives built by Mather & Platt . Electricity quickly became
6083-434: Was the supplier of choice for British Rail Engineering Limited for locomotives built at Doncaster and Crewe . The factory passed through various hands as English Electric was bought by GEC , which in turn became GEC Alsthom (later renamed Alstom ) and finally as part of MAN Diesel in 2000. At the end of 2002, the works closed. It was then an industrial estate, appropriately called "Vulcan Industrial Estate". The site
6162-546: Was used on several railways in Northern Italy and became known as "the Italian system". Kandó was invited in 1905 to undertake the management of Società Italiana Westinghouse and led the development of several Italian electric locomotives. A battery–electric locomotive (or battery locomotive) is an electric locomotive powered by onboard batteries ; a kind of battery electric vehicle . Such locomotives are used where
6241-638: Was used to collect the electricity. The world's first electric tram line opened in Lichterfelde near Berlin, Germany, in 1881. It was built by Werner von Siemens (see Gross-Lichterfelde Tramway and Berlin Straßenbahn ). The Volk's Electric Railway opened in 1883 in Brighton, and is the oldest surviving electric railway. Also in 1883, Mödling and Hinterbrühl Tram opened near Vienna in Austria. It
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