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.
126-633: The New South Wales XPT (short for e X press P assenger T rain) is a class of diesel-powered passenger trains built by Comeng and ABB . Based on the British Rail -designed High Speed Train , each XPT set comprises two XP power cars in a push-pull configuration and, between them, between four and seven passenger carriages. The XPT was procured following a competitive tendering process under an initial contract for 30 trainsets, comprising 10 power cars and 20 carriages, in March 1980. The design of
252-471: 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
378-579: A level crossing in the Gerogery level crossing accident . Five people in the car were killed, and the train was derailed. On 20 February 2020, a Sydney to Melbourne bound XPT derailed in the Wallan derailment , killing the train's driver and pilot and injuring twelve. The leading powercar, XP2018 was rebuilt as XP2019, re-entering service in February 2023. Two carriages were written off. In October 2016,
504-551: A loading gauge bigger than that of railways in Britain, were based on a Budd design. Nonetheless, the passenger car bogies were based on the British Rail BT10 design; later trailer cars used an ABB design. The XPT is theoretically capable of reaching speeds of 200 km/h (125 mph). During August 1981, the first power car and trailer commenced testing with a stainless steel luggage van . The initial XPT livery
630-534: A "mixed marriage" because the odd-numbered car came with General Electric motors and equipment and was permanently coupled to the even-numbered car, which had Westinghouse motors and equipment. One car in this fleet was air conditioned. These cars were replaced with more modern, air-conditioned M-4 units from 1997 to 1999. Some cars were transferred to the Norristown High Speed Line in the early 1990s. The cars had to be re-trucked , because
756-429: 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
882-609: 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
1008-518: A change in how the commuters were handled but were the first cars in commuter service to have air conditioning . The Burlington retrofitted its earlier cars with air conditioning once the new cars entered service. With the first of the new commuter cars in service on the Burlington , the Atchison, Topeka and Santa Fe Railway also approached Budd to improve their rolling stock. In September 1952,
1134-592: 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
1260-504: 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
1386-465: 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
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#17327905983171512-800: A further five power cars and 15 trailers were ordered; these allowed the Canberra XPT to commence in August 1983 followed by the Northern Tablelands XPT to Glen Innes and Tenterfield (two times per week only) in June 1984. The XPT cut 50 minutes off the trip between Sydney and Canberra. By tightening up the diagrams, an overnight South XPT to Albury was introduced, but was withdrawn in June 1985 due to low patronage. During 1985, an additional 12 trailer carriages were ordered to allow six sets of 7 carriages to be formed. From October 1985,
1638-464: A locomotive hauled set on a service to Grafton. During October 1990, the government announced that eight sleeper carriages would be ordered for use on overnight services to Brisbane, Murwillumbah and Melbourne. These were included in an order placed with ABB in 1991 for four power cars and 13 trailers that was jointly funded by the New South Wales and Victorian governments. At the same time,
1764-577: 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
1890-683: A modernized diesel passenger car which was very problematic, as it had only four buyers: ( Amtrak , ONCF , Metro-North and Connecticut Department of Transportation ) and was prematurely retired within 15 years. The fallout from the SPV-2000 furthered the company's decline. In 1978, as Budd began to phase out its railcar business to concentrate on the automotive industry, it was acquired by Thyssen AG, becoming its automotive division in Europe (Thyssen Automotive) and North America (Budd Thyssen). The CTA 2600 series cars were finished in 1987 and were
2016-496: 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. Budd Company The Budd Company was a 20th-century metal fabricator, a major supplier of body components to the automobile industry, and a manufacturer of stainless steel passenger rail cars , airframes , missile and space vehicles, and various defense products. Budd
2142-607: A number of Budd-built cars in its collection in Strasburg : the 1937 observation car built for the Reading Company " Crusader ", a Lehigh Valley Railroad rail diesel car of 1951, and Pennsylvania Railroad 860, a Metroliner snackbar-coach built in 1968. The Bellefonte Historical Railroad Society has two RDCs in its collection: #5718, built in 1953 for the New Haven Railroad , and #7001, built in 1961 for
2268-582: A number of railroads; many of these were known, at least colloquially, as "silverliners". After briefly dabbling with French Michelin rubber-tired technology (" Michelines " and the Silver Slipper ), they built the Pioneer Zephyr for the Chicago, Burlington and Quincy Railroad in 1934, the first of several integrated streamliner trainsets. The General Pershing Zephyr of 1938 pioneered
2394-421: 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,
2520-486: 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 ,
2646-503: A reinforced plastic in sheet form, suitable for stamping out body panels in much the same way, and as quickly as sheet metal equivalents are made. The Pontiac Fiero has some exterior SMC body parts manufactured by Budd Plastics – such as quarter panels, roof skin, headlamp covers, and trunk lids. From the 1930s until 1987, the Budd Company was a leading manufacturer of stainless steel streamlined passenger rolling stock for
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#17327905983172772-568: A report into NSW rail services. On purely economic grounds, the report recommended closing all country passenger services as they were judged unviable; however this was not politically acceptable. If services were to be maintained, the report recommended operating a reduced rail service, all with XPTs. During February 1990, both the Brisbane Limited and Pacific Coast Motorail were withdrawn and replaced by XPT services to Brisbane and Murwillumbah . To provide rolling stock for these,
2898-698: A seven-day repeating cycle as follows: Between each duty in Sydney, trains are serviced at the XPT Service Centre south of Sydenham station . This pattern has led to the XPT being one of the most utilised train fleets worldwide with only three significant periods of downtime in the cycle. This includes one overnight stabling in Grafton, between days 2 and 3, and two overnight stablings in Sydney, between days 4 and 5, and days 7 and 1. During 1986, an agreement
3024-477: A similar concept to Ford first. In 1961, Budd combined a 1957 Ford Thunderbird body with a 1961 Ford Falcon chassis to produce a sporty convertible. Ford chose to develop its entry into this segment, the Mustang , on its own Falcon chassis. In 1965, Budd designed and manufactured a front disc brake system for some Chrysler , Imperial , and full-size Plymouth and Dodge automobiles from 1966 to 1968. By
3150-704: A similar set of cars (known as the Breda A650 ) were built by Breda for the Red and Purple lines of the Los Angeles Metro Rail between 1988 and 1997. Stainless steel railcars were also built in Portugal by Sorefame under license. Amtrak 's 492 Amfleet I and 150 Amfleet II cars were built by Budd in 1975–77 and 1981–83. The Metroliner-based Amfleet body was recycled for use in the SPV-2000 ,
3276-706: A small class of four-current six-axle high speed electric locomotives for Trans Europ Express service between Paris , Brussels , and Amsterdam and SNCB class 56 EMU. In Japan, the Tokyu Car Corporation became the licensee of the Budd process and made stainless steel commuter cars like its Series 7000. Mafersa continued to manufacture cars based on Budd designs, building 38 for Virginia Railway Express between 1990 and 1992, some now at Shore Line East . Canadian Vickers and Avco built cars and incomplete kit shells (for GE) under Budd license, including
3402-526: A tender for a train based on the British Rail designed High Speed Train , which had entered service in the United Kingdom in 1976. During August 1979, Comeng was announced as the successful bidder and, although the tender had called for 100 vehicles, by the time the contract was signed in March 1980, the order was only for 30: 10 power cars and 20 carriages, enough to form four five-carriage trains with two spare power cars. The High Speed Train design
3528-443: A way to increase capacity on commuter trains serving Chicago, Illinois , without having to add more cars. Chicago Union Station charged railroads by the length of each train. Budd proposed coaches that were taller than the typical lightweight passenger car while keeping the streamlined car's length of 85 feet but with double the capacity of cars. To address the issue of the conductor collecting tickets without having to climb stairs,
3654-484: 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
3780-533: 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
3906-502: 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
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4032-414: 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
4158-1011: The Northern Tablelands XPT and the Riverina XPT . An XPT fare surcharge was discontinued in May 1985. During the early 1990s, sleeping cars were procured, permitting the XPT to effectively take on overnight services such as the Sydney/Melbourne Express . There were also advanced plans made for additional XPTs to be produced for Thailand, but these were later abandoned. The XPTs are presently operated under NSW TrainLink , running on long-distance regional and interstate North Coast , Main Western and Main Southern line services throughout New South Wales and interstate into Victoria and Queensland . The trains have been subject to refurbishments and overhauls to permit their use into
4284-568: The Burlington Route (and Burlington Northern after the merger), Rock Island , and Milwaukee Road lines during the 1960s and 1970s; most of these cars are still in service on today's Metra routes. The Santa Fe cars were the inspiration for the Amtrak Superliner and Superliner II which ply the rails on many different routes today, though they were not a product of Budd. Stainless steel Budd cars originally built for
4410-539: 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
4536-723: 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
4662-611: 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
4788-990: The Canadian Pacific Railway 's 1955 train The Canadian are still in service with Via Rail Canada . Since 1951, two formations of six Budd cars operated by Ferrobaires have run a weekly service called "El Marplatense" from Buenos Aires to the ocean-side city of Mar del Plata in Buenos Aires Province, Argentina ; they were originally built for the Chesapeake and Ohio Railway . Budd-patented processes and designs were also used in Brazil (by Mafersa ), France, and Belgium after World War II to construct SNCF electric-powered multiple-unit cars, push-pull suburban trainsets, Wagons-Lits [CIWL] sleeping cars and even SNCF Class CC 40100 ,
4914-623: The Canberra XPT was withdrawn and replaced by a locomotive hauled train and the Northern Tablelands Express was truncated to become a day return service to Tamworth . In June 1990, the government announced that it would purchase a fleet of Xplorers to reintroduce services to Armidale and Moree . When these were introduced in October 1993, the Northern Tablelands XPT ceased and the stock replaced
5040-494: 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,
5166-781: The Mid North Coast XPT to Kempsey ceased, being replaced by the Holiday Coast XPT to Grafton . The Northern Tablelands XPT also was cut back to Armidale and only ran on alternate days with a HUB / RUB set operating on the other days. Initially, the XPT carried a fare surcharge compared to parallel locomotive hauled services; however this charge was abolished from May 1985. It was proposed to extend operations to Melbourne with costs to be shared with V/Line . A five-carriage promotional train ran to Melbourne on Sunday 17 February 1985, running four free return shuttles to Tullamarine Loop. Crew training commenced on
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5292-742: The North East line between Albury and Benalla in July 1985 with services scheduled to commence on 3 August, however agreement could not be reached with the Australian Federated Union of Locomotive Employees over crewing and the plan was shelved. Another promotional train ran to Melbourne in November 1990. Following the election of the Greiner government in March 1988, consultants Booz Allen Hamilton were commissioned to prepare
5418-614: The Prime Minister of Thailand to announce the agreement on television, however the Australian Department of Trade withdrew its support at the last moment and the deal fell through. [REDACTED] Media related to XPT at Wikimedia Commons 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
5544-558: The Reading Railroad . The Reading Blue Mountain and Northern Railroad has three operating RDCs, with road numbers 9166, 9167 and 9168. A 1949 R11 (8013) and a 1964 R32 pair (3352-53) are in the New York Transit Museum fleet. Another R32 pair (3350-3351) is preserved by Railway Preservation Corp. The Indiana Transportation Museum maintains a fleet of fourteen closed-window Budd coaches built for
5670-488: 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
5796-1003: 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
5922-611: The United States Navy using stainless steel in many places instead of aluminum. Only 25 were built but after the war, 14 found their way to the fledgling Flying Tiger Line . In 1962, Budd produced an operational concept car , the XR-400 , for the American Motors Corporation (AMC). It was designed to use AMC's existing chassis but ultimately did not enter production. Ironically, Budd tried to sell
6048-530: The Wallan derailment in 2020, UGL Rail was contracted to convert two XF economy sitting cars to an XAM sleeper and XBR first buffet. As at June 2023, the carriage fleet of 58 carriages comprised Initially, all services operated with five carriage sets. Following the purchase of extra carriages, this was increased to seven. In 1998, each set was reduced to six carriages. During 2001, all were reduced to five carriages outside of school holiday periods. Presently, XPTs operate with four carriages to Dubbo (formed from
6174-471: The XPT Service Centre , a purpose built depot south of Sydenham station within the confines of the Meeks Road Triangle. All work is performed here except for wheel reprofiling which is performed on a wheel lathe at Flemington Maintenance Depot . On 3 May 1991, an XPT locomotive derailed at Henty , injuring the driver and six passengers. On 27 January 2001, an XPT collided with a car on
6300-406: 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
6426-432: 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),
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#17327905983176552-459: 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
6678-596: The 1980 PATCO Series II cars, Metro-North M-2 Cosmopolitan , and the Arrow II/III/Silverliner IV MUs. Budd also issued a licence to Australian manufacturer Commonwealth Engineering in Sydney in the late 1950s and 1989 for a variety of projects including the monocoque self steer V set double-decker interurban electric multiple units considered by many to be one of the world's most advanced double-decker designs. Budd's extensive research into
6804-523: 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
6930-526: The Budd Pioneer construction methods first used in 1956 on some of the later commuter cars, such as the Milwaukee Road gallery cars that operated out of Chicago and electric multiple unit (EMU) high-speed cars that operated between Washington, D.C. , and New York City . The final few RDC cars were built by Canadian Car & Foundry under license from Budd. In the late 1950s, Budd built
7056-535: The Budd Company and made its first flight in 1931. Built under Restricted License NR749, its design utilized concepts developed for the Savoia-Marchetti S-56 and was powered by a single 210 horsepower (160 kW) Kinner C-5 five-cylinder radial engine . The stainless steel construction process for the BB-1 was patented in 1942. At the time, stainless steel was not considered practical and only one
7182-547: 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
7308-544: The InterCity 125 was substantially modified. Testing commenced in August 1981 and the first set entered service under the State Rail Authority during January 1982. The XPT proved to be considerably faster than existing rolling stock, reducing the journey time between Sydney and Melbourne by up to two hours. Throughout the 1980s, additional XPT sets were procured, permitting the launch of services such as
7434-664: The NSW government announced the XPTs would be replaced as part of the Regional Train Project . Two months later, it was announced that several different train manufacturers had been shortlisted to supply the replacement trains. During February 2019, a contract with the Spanish rolling stock manufacturer Construcciones y Auxiliar de Ferrocarriles (CAF) was signed for a new fleet of bi-mode Civity trains; these are to replace
7560-718: 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,
7686-561: The Norristown line is standard gauge (4' 8½") while the Market-Frankford line is Pennsylvania trolley gauge (5' 2½"). Industrial historian Jonathan Feldman has concluded that Budd, along with other "old-line" suppliers of subway cars, "lacked advanced systems-integration know-how and the skills required to manage complex electrical systems and electronics. Each of these firms had built railroad and subway cars, but modern subway cars became increasingly complicated. Like aircraft and automobiles, they became platforms for electronics." In 1930,
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#17327905983177812-530: The PRR and Reading Company lines. Budd was contracted in 1966 by the PRR and the U.S. Department of Commerce's Office of High-Speed Ground Transportation (prior to the establishment of USDOT ) to build the original Metroliner multiple unit cars for luxury high-speed service on the Northeast Corridor . The 50 original cars were delivered in 1967–69. An additional 11 coaches were built for SEPTA but were not put into service until 1972 by Amtrak. The Metroliners have been either retired, rebuilt into coaches without
7938-540: The Santa Fe placed an order for two two-level prototypes, Budd's Lot 9679–129. Carrying the numbers 526 and 527, they were delivered in July 1954, at which time both were placed into service for evaluation. These prototypes had seating on both levels, stairs on one end to provide access to single-level cars, a stairway at the center of the car for access to toilets on the lower level, and a side door for passenger access. The lower floor also contained various mechanical and pneumatic equipment that otherwise would be mounted below
8064-460: The Santa Fe re-equipped the El Capitan , the only coach train operated between Chicago and Los Angeles , and assigned some to the Chicago – Galveston, Texas , Texas Chief line. An additional 12 step-down coaches, numbered 538 to 549, and 12 convertible coaches, numbered 725 to 736, were ordered in November 1962 and delivered between December 1963 and April 1964. Budd continued to build gallery passenger cars for Chicago -area commuter service on
8190-440: 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
8316-427: 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
8442-449: The XPTs. Originally scheduled to enter service sometime in 2023, the Civity fleet has been delayed, allegedly due to requested design changes. The government has not ruled out retaining XPTs after the introduction of the new trains. The XPT fleet is currently used on services from Sydney to Grafton , Casino , Brisbane , Dubbo and Melbourne . The Dubbo set is captive and operates a daily return service. The other seven sets rotate on
8568-433: 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
8694-589: 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
8820-420: 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,
8946-568: The cabs, or de-powered and used as cab cars . The Silverliner II had a top speed of 90 mph (140 km/h) but ran at up to 100 mph (160 km/h) when the PRR used them on its Philadelphia-Harrisburg service. The Metroliner EMU cars operated at 110 to 125 mph (201 km/h), but every car was tested to at least 160 mph (260 km/h), although breakdowns in the system led Amtrak to derate them to 90 mph (140 km/h). Since their retirement from regular service, Amtrak has used them as cab-coaches. In 1960, Budd manufactured
9072-455: The car converted from the high level on both ends to a step-down car as needed, coaches with both ends of the car having the end door at the upper level's height to provide access to adjoining passenger cars, and dining and lounge cars (with kitchens on the lower level) with partially glassed-in roofs similar to the Big Dome lounge cars that were also built by Budd and delivered around the time
9198-807: The closure of the Murwillumbah line , the XPT service was cut back to Casino from May 2004. During October 2013, using a set that had been isolated west of Lithgow by bushfires , it was deployed on the Outback Xplorer service to Broken Hill . A total of 19 XP power cars were built, originally powered by a Paxman Valenta 12RP200L engine with a single turbocharger. These were replaced from June 2000 by Paxman VP185 12-cylinder, diesel engines with four low-pressure turbochargers and two high-pressure turbochargers boasting 1,492 kW or 2,001 horsepower that had been successfully used by some British Rail High Speed Trains since 1994. Traction equipment
9324-484: The company made its first foray into the aviation industry by signing contracts to manufacture aircraft wheels and stainless steel wing ribs. Enea Bossi joined the company as the head of stainless steel research to supervise the design and construction of a four-seat biplane amphibian aircraft, the Budd BB-1 Pioneer . It was the first built with a stainless steel structure. This was the first aircraft for
9450-462: The country end as XL, XBR, XF and XFH), and five (formed from the country end as XAM, XL, XBR, XF and XFH) on the North Coast and Melbourne services, with six during peak times when an extra XF is added (formed from the country end as XAM, XL, XBR, XF, XF and XFH) The Dubbo set can operate with one power car if required, with the power car turned at its destination. The XPT fleet is maintained at
9576-422: 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
9702-514: The earlier stock was repainted in CountryLink livery. The power cars were repainted by Clyde Engineering at Kelso while the carriages were done in Breemar . In November 1993, XPTs replaced locomotive hauled stock on the overnight Sydney/Melbourne Express . In December 1994, an XPT daylight service to Melbourne was introduced by extending the Riverina XPT from Albury. The XPTs reduced
9828-790: The end of the 1950s, Budd had the following divisions and subsidiaries: Budd built two series of "L" cars for the Chicago Transit Authority , the 2200 series (1969–1970). and the 2600 series (1981–1987). They also built the New York City Subway R32 (1964–1965), the first PATCO Speedline cars (1968–1969) and the Long Island Rail Road / Metro-North Railroad M-1/M-3 (1968–1973,1984–1986). The Baltimore Metro and Miami Metrorail cars (1983) were built by Budd and marketed as Universal Transit Vehicles ;
9954-443: 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
10080-419: 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,
10206-423: 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
10332-562: The first "safety" two-piece truck wheel, used extensively in World War II , and also built truck cargo bodies for the US military. Following the introduction of the " unibody " Citroën Traction Avant in 1934 using its technology, Budd developed North America's first mass-produced unibody automobile, the Nash 600 . In the mid-1980s, Budd's Plastics Division introduced sheet moulding compound ,
10458-861: The first all-steel automobile bodies. His first major supporters were the Dodge brothers. Following discussions which began in 1913, the brothers purchased from Budd 70,000 all-steel open touring bodies in 1916. They were soon followed by an all-steel Dodge sedan. Budd Company jointly founded , and from 1926 to 1936, held an interest in The Pressed Steel Company of Great Britain Limited ( Cowley , England), which built bodies for Morris Motors and others, and Ambi-Budd (Germany), which supplied Adler , Audi , BMW , NAG and Wanderer ; and earned royalties from Bliss (who built bodies for Citroën and Ford of Britain ). The Budd Company also created
10584-456: 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 ,
10710-480: 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
10836-575: The first stainless steel production subway cars for Philadelphia 's Market–Frankford Line . 270 M-3 cars were jointly owned by the City of Philadelphia and the Philadelphia Transportation Company , (later known as SEPTA). Some rail enthusiasts nicknamed the cars "Almond Joys" because the four hump-shaped ventilators on the roof evoked the candy bar's shape. There were 46 single units and 112 "married" pairs. The pairs were
10962-494: The floors of single-level cars. With the two Hi-Level prototypes in service proving to not only meet the needs of line but also being popular with passengers, the Santa Fe again approached Budd with the idea of building additional two-level cars. Budd developed another generation of cars for Santa Fe in five different configurations: step-down coaches like the two prototype cars, convertible coaches which could have one end of
11088-569: 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
11214-406: 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
11340-754: The last railcars to be built by Budd/Transit America. In the mid-1980s, Budd reorganized its rail operations under the name Transit America. Nonetheless, on April 3, 1987, Budd ended all railcar production at its Red Lion plant in Philadelphia and sold its rail designs to Bombardier Transportation . Many of its engineers joined the staff of Louis T. Klauder and Associates, a local railway vehicles and systems engineering consulting firm. When Thyssen merged with Krupp in 1999, Budd Thyssen became ThyssenKrupp Budd Co. in North America and ThyssenKrupp Automotive Systems GmbH in Europe. In 2006, ThyssenKrupp sold
11466-519: 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
11592-431: 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
11718-564: The majority of Budd's operations. Its body and chassis operations were sold to Martinrea International Inc. The plastics manufacturing and molding operations were sold to Continental Structural Plastics and the aluminum casing company Stahl was sold to Speyside Equity. Its last remaining operation was sold in 2012. Numerous Budd railcars are preserved either by museums or private owners, many of which run them in charter service. Their quality of construction and elegant design have made them highly prized. The Railroad Museum of Pennsylvania has
11844-581: 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
11970-546: 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
12096-475: The name “2 Dads”. Both XP2011 and XP2008 display their names as decals under the side cab windows. XP2000–XP2014 were built by Comeng , Granville while XP2015–XP2018 were built by ABB , Dandenong . The XPT carriages were refurbished between 1992 and 1993, which included their repainting in CountryLink livery. All were refurbished again between 2005 and 2008. After two carriages were written off after
12222-402: 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
12348-584: 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;
12474-484: 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
12600-532: The prototype Hi-Level cars were built. The order for additional cars was placed in March 1955 for 10 68-seat step-down coaches (delivered between December 1955 and January 1956 and numbered 528 to 537), 25 72-seat Hi-Level coaches (delivered between January and April 1956 numbered 700 to 724), six 60-seat bar/lounge/news-stand coaches with 26-seat lower-level lounges (delivered between May and June 1956), and six 80-seat dining cars (delivered between June and August 1956 numbered 650 to 655). With these cars delivered,
12726-565: The prototype Pioneer III . When re-designed and outfitted with electrical propulsion and end cabs as EMU coaches, six were purchased by the Pennsylvania Railroad for medium-distance use in its electrified territory. In 1963, they became known as Silverliner I cars when their use was supplemented by the Silverliner II, which used an improved Pioneer III body. They were placed into Philadelphia-area commuter rail service on
12852-450: 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
12978-405: 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
13104-432: 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
13230-479: 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
13356-495: The travel time to Melbourne by up to two hours. During 1995, CountryLink trialled three Swedish Railways X2000 tilting train carriages. After conducting a statewide tour in March, they were used on Canberra services from 23 April until 18 June 1995 with modified XPT power cars XP2000 and XP2009. Starting in 2003, an XPT has operated a service each January to Parkes for the Parkes Elvis Festival . Following
13482-527: The twenty-first century. During October 2016, the NSW government announced the XPT fleet would be entirely replaced as part of the Regional Train Project. The replacement fleet , originally set to enter service in 2023, has encountered delays (now scheduled for around 2025–2027), thus the XPT will operate longer than originally anticipated with the potential for them to be retained after the new trains enter service. Improving public transport
13608-494: The upper level was designed with its center portion open so that the conductor could reach the tickets from upper-level passengers. Rows of individual seats on each side of the car provided the increase in seating capacity. The unique design of the upper level's open center section led to the cars being called Gallery Cars . Burlington approved the design and ordered 30 cars. These cars, built as Budd lot 9679–041, were delivered between August 1950 and January 1951 and not only marked
13734-585: The use of disc brakes on railroad passenger cars. Budd built thousands of streamlined lightweight stainless steel passenger cars for new trains in the US in the 1930s through the 1980s. In 1949, Budd built ten prototype stainless steel R11 subway cars for the New York City Board of Transportation ; these were intended for the Second Avenue Subway . In the late 1940s, the Chicago, Burlington and Quincy Railroad sought
13860-451: 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
13986-688: The use of stainless steel carries on today in consulting businesses like Bay Rail. In 1949, Budd introduced the Rail Diesel Car (RDC), a stainless steel self-propelled "train in one car" which expanded rail service on lightly populated railway lines and provided an adaptable car for suburban service. More than 300 RDCs were built, and some are still in service in Canada , the United States , Cuba , and Saudi Arabia . Similar but shorter cars were built under license by Mafersa in Brazil using
14112-672: 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
14238-473: 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,
14364-568: Was a major issue in the 1976 New South Wales state election . One of the commitments of the incoming Wran government was to buy new rolling stock for country rail services. During January 1978, the Public Transport Commission invited tenders for 25 high-speed railcars , which were to be broadly similar to Western Australia's Prospector railcars delivered by Comeng in 1971. The tender allowed bidders to suggest alternative types of high-speed train. Comeng submitted
14490-484: Was broken by Queensland Rail 's Electric Tilt Train in May 1999. In January 1982, the first full test XPT set started running. The first four sets entered service on the Central West XPT to Dubbo during April 1982, the Mid North Coast XPT to Kempsey in May 1982 and the Riverina XPT to Albury in August 1982. The XPT cut one hour and 54 minutes off the travel time from Sydney to Dubbo. In 1983,
14616-527: 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
14742-557: Was built. It logged about 1,000 flying hours while touring the United States and Europe . In 1934, this plane was stripped of its fabric covering and lower wing, and mounted outside the Franklin Institute in Philadelphia . The plane was memorialized in the children's book Spirited Philadelphia Adventure by Deirdre Cimino. During World War II , Budd designed and built the RB-1 Conestoga transport airplane for
14868-688: 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
14994-690: Was founded in 1912 in Philadelphia by Edward G. Budd , whose fame came from his development of the first all-steel automobile bodies in 1913, and his company's invention of the " shotweld " technique for joining pieces of stainless steel without damaging its anti-corrosion properties in the 1930s. Budd Company became part of Budd Thyssen in 1978, and in 1999 a part of ThyssenKrupp Budd . Body and chassis operations were sold to Martinrea International in 2006. No longer an operating company, Budd filed for bankruptcy in 2014. It currently exists to provide benefits to its retirees. Edward G. Budd developed
15120-560: Was manufactured in England by Brush Traction of Loughborough . Power cars comprise five main compartments at the platform level. At the front is the drivers' cab, followed by the clean air compartment, engine room, cooling group, and compressor room at the rear of the locomotive. The XP power cars were named after cities and towns that the XPT served: In November 2022, power car XP2011 was named "Kimbo" in honour of retiring driver Kim Andronicus. During late 2023, power car XP2008 received
15246-400: 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
15372-497: Was reached to build a fleet of XPTs for the State Railway of Thailand . To allow the train to be built to the narrower 1,000 mm ( 3 ft 3 + 3 ⁄ 8 in ) metre gauge while retaining the same fuel capacity, it was proposed to extend the power cars by 2.7 to 20 metres (8 ft 10 in to 65 ft 7 in) and mount them on Bo′Bo′Bo′ bogies. The negotiations were sufficiently advanced for
15498-566: Was red, black and orange with InterCity XPT signwriting on the power cars. On a demonstration run to Albury on 6 September 1981, the XPT set a new Australian rail speed record of 183 km/h between Table Top and Gerogery in southern NSW, breaking that set by the Western Australian Government Railways' Prospector railcar in 1971. On a test run to Albury on 18 September 1992, the XPT reached 193 km/h between Table Top and Yerong Creek . This record
15624-494: 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
15750-492: Was significantly modified, with the power cars being 50 cm (19.7 in) shorter, the Paxman Valenta engine downrated from 2250 to 2000 bhp (1680 to 1490 kW), gearing lowered for a top operating speed of 160 km/h (100 mph), suspension modified to operate on inferior track, and air filters and a cooling system modified to cater for hotter, dustier Australian conditions. The passenger cars, built to
15876-737: 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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