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.
120-647: The EMD SD70 is a series of diesel-electric locomotives produced by the US company Electro-Motive Diesel . This locomotive family is an extension and improvement of the EMD SD60 series . Production commenced in late 1992 and since then over 5,700 units have been produced; most of these are the SD70M, SD70MAC, and SD70ACe models. While the majority of the production was ordered for use in North America, various models of
240-471: 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
360-427: A thermal efficiency of almost 36%. They are rated at 157,000 lbf (700 kN) continuous tractive effort (191,000 lbf (850 kN) starting). Braking effort is rated at 106,000 lbf (470 kN). Early models featured a bad cab design which was noticed first on CSX as crews reported annoying disturbances such as prime mover noises, traction motors and more. The cab was also known for rattling, leading to
480-429: 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
600-602: A 16-710G3B, whereas a later 2003-built SD70MAC would have a 16-710G3C-T1. The engine is produced in V8 , V12 , V16 , and V20 configurations; most current locomotive production uses the V16 engine, whereas most current marine and stationary engine applications use the V20 engine. All 710 engines are two-stroke 45° V engines . The 710 model was introduced in 1985 and has a 1-inch (25 mm) longer stroke (now 11 in or 279 mm) than
720-787: A 50 percent increase in maximum rated horsepower over Roots-blown engines for the same engine displacement. But, unlike the earlier 645 and 567, which could use either turbochargers or Roots blowers, the turbocharger is a standard feature of most 710 models. Horsepower for any naturally aspirated engine is usually derated at 2.5% per 1,000 feet (300 m) above mean sea level, a penalty which becomes extremely large at altitudes of 10,000 feet (3,000 m) or greater as power losses would exceed 25%. Forced induction effectively eliminates this derating. Some 710 engines have been converted to, or even delivered as, Roots-blown engines with conventional exhaust-driven turbochargers. Others have received modifications that permit lower fuel consumption (but possibly at
840-609: 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
960-527: A broader RPM range, better fuel efficiency, and lower emissions. An EGR system is applied as well, allowing the engine to achieve Tier 4 without the use of urea aftertreatment. Another new feature of this engine is the Double-Walled Fuel Injection System that increases safety and provides simplified maintenance works. The EMD 12-1010 is capable of producing 4,600 horsepower (3,400 kW) total, 4,400 horsepower (3,300 kW)
1080-586: A contract for six SD70ACS locomotives in October 2010. In July 2011 Etihad Rail ordered seven SD70ACS locomotives for delivery in 2012. Seven locomotives were delivered in 2013. In October 2015, EMD started producing SD70ACe-BB locomotives for Brazilian 1,000 mm ( 3 ft 3 + 3 ⁄ 8 in ) railroads. Unlike the standard SD70ACe, the SD70ACe-BB has a B+B-B+B wheel arrangement, meaning that it has eight axles instead of six. To fit
1200-592: 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
1320-504: 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
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#17327805507401440-465: 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
1560-577: 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
1680-422: 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. EMD 710G3B The EMD 710 is a line of diesel engines built by Electro-Motive Diesel (previously General Motors ' Electro-Motive Division). The 710 series replaced the earlier EMD 645 series when
1800-420: A program to convert its SD70s from DC to AC, which will also have a new wide-nose cab, and several other upgrades. They will be designated as SD70ACC. The SD70M has a wide nose and a large comfort cab (officially known as the "North American Safety Cab"), allowing crew members to ride more comfortably inside of the locomotive than the older standard cab designs. There are two versions of this cab on SD70Ms:
1920-421: 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,
2040-486: 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 ,
2160-421: A single structure (a "weldment"). Blocks may, therefore, be easily repaired, if required, using conventional shop tools. Each bank of cylinders has a camshaft which operates the exhaust valves and the unit injectors. Pre-1995 engines have mechanically controlled unit injectors ( UIs ), patented in 1934 by General Motors, EMD's former owner. Post-1995 engines have electronic unit injectors ( EUIs ) which fit within
2280-665: A third batch of 13 SD70ACe/LCi's (4334–4346) was placed in August 2007, but such was the demand for locomotive power in the Pilbara region, a deal was done with BNSF for BHP Billiton to purchase ten standard North American SD70ACes (4324–4333) that were in build as their 9166, 9167, 9184–9191. Construction was sufficiently advanced when the deal was concluded for them to have been painted, hence they were delivered in BNSF orange livery. Some modifications have been made to bring them in line with
2400-576: A top speed of 74 mph (120 km/h). Although it was designed in 2007, the first orders only occurred in mid-2021, when 16 were purchased for the Mongolian Tavan Tolgoi-Gashuunsukhait Railway project. The SD70ACU is a rebuild performed by Norfolk Southern and Progress Rail Services . It is originally an SD90MAC (or better known as a SD9043MAC) that has been rebuilt to replace its Siemens electrical components with equipment from Mitsubishi and replace
2520-676: Is a DC traction version of the SD70ACe. The "-2" in the model name indicates that the units are EPA Tier II compliant and that the locomotive has upgraded electronics, which was true for older models ( EMD SD40-2 ). Production began in 2005. SD70M-2 models are equipped with the 16-710G3C-T2 or 16-710G3C prime mover which is rated at 4,300 horsepower (3,200 kW). In total, 331 SD70M-2s were built, with Canadian National owning 190 units. Eight units owned by Electro-Motive Diesel and four units owned by CIT Financial were leased by Florida East Coast Railway until early 2015. Canadian National 8964
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#17327805507402640-674: Is a low clearance, export version of the SD70ACe. The LCi in the model designation stands for Low Clearance international as these locomotives are designed to negotiate the tight clearances under the mine equipment. External differences between the SD70ACe and SD70ACe/LCi models include the addition of marker lights, number boards located lower on the nose rather than on top of the cab, windscreen protector panels (to deflect abrasive iron ore when in mid train position), fire suppression canisters, louvre style vents, different horn and subtle differences with handrails. In 2004, BHP Billiton ordered 14 SD70ACe/LCi locomotives for use on iron ore trains in
2760-507: Is as much as 105,000 pounds-force (470 kN). The amount of starting tractive effort is equal to that of the 6,000 horsepower (4,500 kW) SD90MAC-H while, on the other hand, its continuous tractive effort is higher than that of the SD90MAC-H (175,000 pounds-force (780 kN) vs. 165,000 pounds-force (730 kN)). The units are also equipped with "radial bogies" which offer increased adhesion and better ride quality. While it retains
2880-484: 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
3000-533: 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
3120-439: Is entitled to build based on previously earned emissions credits). Union Pacific and Norfolk Southern are currently the only US roads to own Tier 4 credit unit SD70ACe's. Additionally, EMD has continued building Tier 3 SD70ACe's for Ferromex (4100–4118), Ferrosur (4119–4133), and Kansas City Southern de Mexico (4200–4224) at Bombardier Ciudad Sahagun . These locomotives are restricted to Mexico-only operation and cannot cross
3240-407: Is equipped with D90TR DC traction motors and the 710G3B prime mover . They are capable of generating 109,000 lbf (480 kN) of continuous tractive effort. From late 2001, the SD70M was produced with SD45 -style flared radiators allowing for the larger radiator cores needed for split-cooling. Split-cooling is a feature that separates the coolant circuit for the prime mover and the circuit for
3360-414: Is equipped with the 4,000 horsepower (3,000 kW), 16-cylinder EMD 710 prime mover . One hundred and twenty-two examples of this model locomotive were produced for Norfolk Southern (NS), Conrail (CR), Illinois Central (IC) and Southern Peru Copper Corporation (SPCC). Conrail 's assets were split between Norfolk Southern and CSX in 1999, and all 24 of Conrail's SD70 units went to NS. Other than
3480-568: Is gear-driven and has an overrunning clutch that allows it to act as a centrifugal blower at low engine speeds (when exhaust gas flow and temperature alone are insufficient to drive the turbine) and a purely exhaust-driven turbocharger at higher speeds. The turbocharger can revert to acting as a supercharger during demands for large increases in engine output power. While more expensive to maintain than Roots blowers, EMD claims that this design allows "significantly" reduced fuel consumption and emissions, improved high-altitude performance, and even up to
3600-502: 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
3720-717: Is numbered in remembrance of that date. CP 7015 led the CP business train for a short time due to a mechanical failure with the regular units and then returned to freight service. The remaining units received the standard CP red paint scheme. In 2021, Canadian Pacific purchased 40 more SD90MACs from the Union Pacific for further rebuilding into SD70ACU engines. Diesel-electric 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
EMD SD70 series - Misplaced Pages Continue
3840-874: Is the Tier 4 emissions standards-compliant successor of the SD70ACe. The first locomotive, EMDX 1501, was built in summer 2015, and made its debut at the Railway Interchange Expo in Minneapolis, Minnesota during the weekend of October 3–4, 2015. It features a new 4-stroke engine called the EMD 12-1010 "J" series - a V12 with 1,010 in displacement for each cylinder. This new prime mover has a two-stage turbocharger system consisting of three turbos; one turbo (the primary/high pressure turbo) for low-mid RPM and two turbos (the secondary/low pressure turbos) for mid-high RPM. The results of this setup are higher power throughout
3960-414: 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
4080-498: Is used for traction. With a new computer software for the on-board computer and one inverter per axle (or "P6"; EMD named it "Individual Axle Control") - unlike most of previous EMD locomotives that use one inverter per truck, the SD70ACe-T4 is capable of generating 200,000 pounds-force (890 kN) of starting tractive effort, and 175,000 pounds-force (780 kN) of continuous tractive effort. Meanwhile, its dynamic braking effort
4200-552: The Alaska Railroad . The SD70ACe is the successor to the SD70MAC with design changes to comply with emission standards. The engine fires with 15% lower internal pressure to improve emissions and features fewer internal components in the inverter. The SD70ACe is equipped with EMD's 16-710-G3C-T2 prime mover, rated at 4,300 horsepower (3,200 kW); later Tier 3 models are rated at 4,500 horsepower (3,400 kW), and have
4320-587: The B+B trucks , the SD70ACe-BB was elongated to 74 ft 9 in (22.78 m), making it 2 ft 5 in (0.74 m) longer than the standard SD70ACe. The SD70ACe/45 is a diesel-electric locomotive built by EMD plant in Sete Lagoas, MG Brazil. Different from the SD70ACe in North America, the SD70ACe/45 has a longer frame (76 ft. 6 in.) and three radiator fans on the radiator section since it uses
4440-656: 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
4560-723: 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
4680-611: 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
4800-578: The Carajás mine pulling trainloads of iron ore . Since CVRD track is gauged at 1,600 mm ( 5 ft 3 in ), a wider bogie , the HTSC2, was designed for these units by EMD. The SD70I is a version of the SD70 which has been fitted with a cab that is isolated from the frame of the locomotive with rubber gaskets (officially known as a "WhisperCab"). The isolation reduces noise and vibration from
4920-494: 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,
EMD SD70 series - Misplaced Pages Continue
5040-544: The GE Dash 9-44CW . The majority of SD70MAC models were produced with the 4,000 horsepower (3,000 kW) EMD 710 prime mover while later units are rated at 4,300 horsepower (3,200 kW) and feature EMD SD45 -style flared radiators. Starting in 1993, the Alaska Railroad ordered SD70MACs with head-end power to make them suitable for both freight and passenger service; no other railroad ordered this variant. Due to
5160-597: The Pilbara region of Western Australia . The first member of the class (4300) was purchased for parts and dismantled upon arrival in Australia. This was because it was cheaper to purchase a complete locomotive than buy the components individually. They were named after sidings on the BHP system. Since they did not have the newer, isolated cab of the second and subsequent batches, 4301–4313 were traded in to Progress Rail for locomotives with newer cab assemblies and repatriated to
5280-488: 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
5400-1003: 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
5520-573: The United States Environmental Protection Agency 's Tier 4 locomotive emission regulations went into effect. EMD could not successfully modify the SD70ACe's 2-stroke 710 series prime mover to be Tier 4-compliant; thus, the Tier 3 SD70ACe was succeeded by the SD70ACe-T4 in late 2015. However, US production of the Tier 3-compliant SD70ACe continues with Tier 4 'credit units' (new Tier 3-compliant units EMD
5640-539: The Yakutian Railway received two SD70ACes, designated 2TE3250 (Russian: 2ТЭ3250 ) by Yakutian Railway itself. These units, numbered 0001 and 0002, are currently in use in Yakutia , and are operated as a two-section locomotive. In November 2021, Yakutian Railway announced a tender for 6 more, single-section locomotives. However, as of 4 February 2022, it has been unable to make an order for them. The SD70M-2
5760-406: 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
5880-432: 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),
6000-459: 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
6120-523: 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
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#17327805507406240-416: The 2010-decade parked in long-term storage, with the exception of three, which were retired and scrapped in 2012. The remaining 58, along with two surplus Union Pacific SD90MACs, will be used as cores for the 60 SD70ACUs. These units began delivering in 2019. From this order came numerous heritage units. Namely: CP 7010-7014 in CP's tuscan red, gray, and gold paint scheme with script lettering, CP 7015-7019 in
6360-428: The 567 Series General Motors Locomotive Engine , which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine . These same considerations apply to the 645 and 710, as these engines were a development of the 567C, applying a cylinder bore increase (645) and a stroke increase (710), to achieve a greater power output, without changing the external size or weight of
6480-426: The 645 (10 in or 254 mm stroke). The engine is uniflow scavenged with four poppet exhaust valves in the cylinder head. For maintenance, a power assembly , consisting of a cylinder head, cylinder liner, piston, piston carrier, and piston rod can be individually and relatively easily and quickly replaced. The block is made from flat, formed, and rolled structural steel members and steel forgings welded into
6600-491: The 645F series proved to be unreliable in the early 1980s 50-series locomotives which featured a maximum engine speed of 950 rpm. The EMD 710 is a relatively large medium-speed two-stroke diesel engine that has 710 cubic inches (11.6 liters) displacement per cylinder , and a maximum engine speed of 900 rpm. In 1951, E. W. Kettering (son of Charles F. Kettering ) wrote a paper for the ASME entitled, History and Development of
6720-687: The Alaska Railroad's satisfaction with these locomotives, they specially ordered additional models after EMD had transitioned production to the SD70ACe .The last order of Alaska Railroad SD70MACs was built/delivered in late 2007. The trucks were replaced with HTCR-4, instead of HTCR-I on former model. The SD70MAC is no longer produced due to EPA regulations, and was replaced by the SD70ACe in 2004. In total, 1,109 SD70MACs were produced, purchased by Burlington Northern (and its successor, BNSF ), Conrail , CSX , Transportación Ferroviaria Mexicana (TFM; units now owned by Kansas City Southern Railway (KCS)), and
6840-725: The CR paint scheme these units were built to NS specifications and numbered (2557 - 2580) in series with Norfolk Southern's already purchased SD70s. Production of the standard cab at EMD's London, Ontario plant ended in 1999. The 24 Conrail SD70s were assembled from kits at Conrail's Juniata Shops in Altoona, Pennsylvania , where the IC and SPCC SD70s were assembled from kits at Super Steel Schenectady. Most SD70s are still in service with Norfolk Southern and Canadian National (CN), which merged with Illinois Central in 1999. In February 2017, NS began
6960-552: 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
7080-465: The HTCR made less costly by removing radial components) was made standard on the SD70ACe and SD70M-2 models; the radial HTCR truck remained available as an option. The EMD SD70 typically has the smaller spartan cab , typical on preceding SD60 models, instead of the larger comfort cab used on later models. Notable differences between the SD70 and SD60 are the radial steering EMD HTCR truck instead of
7200-895: The Netherlands, and in 1927 in Germany. After a few years of testing, hundreds of units were produced within a decade. Diesel-powered or "oil-engined" railcars, generally diesel–mechanical, were developed by various European manufacturers in the 1930s, e.g. by William Beardmore and Company for the Canadian National Railways (the Beardmore Tornado engine was subsequently used in the R101 airship). Some of those series for regional traffic were begun with gasoline motors and then continued with diesel motors, such as Hungarian BC (The class code doesn't tell anything but "railmotor with 2nd and 3rd class seats".), 128 cars built 1926–1937, or German Wismar railbuses (57 cars 1932–1941). In France,
7320-566: The Phase 1 cab, which was first introduced on the SD60M , and the Phase 2 cab, which is a boxier design similar to the original three-piece windscreen on the SD60M, which is shared with the Phase 2 SD90MAC , SD89MAC , and SD80ACe . The Phase 2 cab has a two-piece windscreen like the Phase 1 windscreen but the design of the nose is more boxy, with a taller square midsection for more headroom. The SD70M
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#17327805507407440-693: The SD70M ceased in late 2004 as production of the SD70M-2 model began (the EPA's Tier 2 regulations went into effect on 1 January 2005). 1,609 examples of the SD70M model were produced. Purchasers included New York, Susquehanna & Western (NYSW; part of EMDX order no. 946531), Norfolk Southern and Southern Pacific (SP; now part of the Union Pacific Railroad), but the vast majority were purchased by Union Pacific . In 2000, an order of SD70Ms made history when Union Pacific ordered 1000 units of
7560-556: The Tier 4 credit SD70ACe's UP 8997–9096. All UP SD70ACe-T4's are classified as SD70AHs . SD70ACeP4-T4's EMDX 1603 and 1604 were built and painted as demonstrators for the BNSF Railway . These units have a B1-1B wheel arrangement akin to the SD70ACe-P4. In August 2018, CSX Transportation ordered 10 SD70ACe-T4's. They were classified by CSX as ST70AH . In July 2023, CSX Transportation sidelined their ST70AH locomotives due to
7680-609: The US border (just as Canadian National's newest Tier 3 GE ES44AC's are restricted to Canadian use only). In March 2016, EMD replaced the standard cast HTCR-4 trucks on NS SD70ACe 1000 with the new fabricated HTCR-6 trucks for testing. UP and BNSF plan to test the new HTCR-6 trucks on some of their SD70ACe units also. Union Pacific received 281 additional SD70ACe units, numbered 8824 - 9104, in 2014, 2016 and 2018. These are referred to as SD70AH (T4C) , H for "heavy", because they are ballasted to 428,000 lb (194,138 kg) rather than 420,000 lb (190,509 kg). In mid-2021,
7800-566: The United Kingdom delivered two 1,200 hp (890 kW) locomotives using Sulzer -designed engines to Buenos Aires Great Southern Railway of Argentina. In 1933, diesel–electric technology developed by Maybach was used to propel the DRG Class SVT 877 , a high-speed intercity two-car set, and went into series production with other streamlined car sets in Germany starting in 1935. In the United States, diesel–electric propulsion
7920-509: The United States in January 2015 being taken to Muncie, Indiana for store. They were overhauled and sold to Chemin de fer Arnaud (4), Montana Rail Link (4) and Quebec North Shore & Labrador (5). BHP operated in 2015 a fleet of 23 SD70ACe/LCi locomotives beside of 142 standard SD70ACe, from which the newest locomotives are built in 2014. The second batch of 10 SD70ACes (4314–4323) arrived between August and November 2006. An order for
8040-499: The War Production Board put a halt to building new passenger equipment and gave naval uses priority for diesel engine production. During the petroleum crisis of 1942–43 , coal-fired steam had the advantage of not using fuel that was in critically short supply. EMD was later allowed to increase the production of its FT locomotives and ALCO-GE was allowed to produce a limited number of DL-109 road locomotives, but most in
8160-442: The air pumps and turbocharger . There are two versions of this radiator: the older version has two large radiator panels on each side, and the newer version has four square panels on each side. This modification was made in response to the enactment of the United States Environmental Protection Agency 's (EPA) Tier 1 environmental regulations. Also the truck was replaced with HTCR-4, instead of HTCR-I on former model. Production of
8280-433: 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
8400-642: The basic SD70 designation, the locomotive has several major new features that set it apart from its successful ancestor such as a vibration-isolated powertrain, and alternator start capability. In addition, it features a newly redesigned cab reminiscent of the earlier SD70M, featuring the classic "teardrop" windshields first introduced on the FP45 in December 1967; new fabricated trucks; a longer frame at 76 feet 8 inches (23.37 m); longer radiators with three radiator fans instead of two; an additional step on
8520-722: The benefits of an electric locomotive without the railroad having to bear the sizeable expense of electrification. The unit successfully demonstrated, in switching and local freight and passenger service, on ten railroads and three industrial lines. Westinghouse Electric and Baldwin collaborated to build switching locomotives starting in 1929. However, the Great Depression curtailed demand for Westinghouse's electrical equipment, and they stopped building locomotives internally, opting to supply electrical parts instead. In June 1925, Baldwin Locomotive Works outshopped
8640-420: 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,
8760-403: The cab with the new EMD Phase-II cab to comply with the most recent safety requirements. 100 of the 110 units Norfolk Southern purchased were originally SD9043MACs previously operated by Union Pacific . The other 10 units were acquired by a trade with Cit Group for MP15DCs. All NS-owned SD9043MACs were rebuilt by NS at its shops in Altoona, Pennsylvania . The first locomotives were released from
8880-641: The delivery of the first of a fleet of 19, later extended to 21 (701–721). The SD70ACS is a 4,500 horsepower (3,400 kW) AC variant for heavy haul freight, used in desert environments. The first 25 units were ordered for Saudi Railway Company in April 2009 and assembled in the London, Ontario , plant for delivery in the second half of 2010. Special features include a pulse filtration system, movable sand plows, EM2000 control system and FIRE display system. Mauritania's Société Nationale Industrielle et Minière placed
9000-422: 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
9120-435: The earlier 645 is still supported and most 645 service parts are still in new production, as many 645E-powered GP40-2 and SD40-2 locomotives are still operating after four decades of service. These often serve as a benchmark for engine reliability, which the 710 would meet and eventually exceed. A significant number of non-SD40-2 locomotives ( SD40 , SD45 , SD40T-2 , and SD45T-2 , and even some SD50s ) have been rebuilt to
9240-443: 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
9360-419: 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,
9480-423: 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
9600-480: The engines, thereby achieving significant improvements in horsepower per unit volume and horsepower per unit weight. Since its introduction, EMD has continually upgraded the 710G diesel engine. Power output has increased from 3,800 horsepower (2,800 kW) on 1984's 16-710G3A to 4,500 horsepower (3,400 kW) (as of 2012) on the 16-710G3C-T2, although most current examples are 4,300 horsepower (3,200 kW). The 710 has proved to be exceptionally reliable, although
9720-505: The equivalent of SD40-2s with new or remanufactured engines and other subsystems, using salvaged locomotives as a starting point. Some of these rebuilds have been made using new 12-cylinder 710 engines in place of the original 16-cylinder 645 engines, retaining the nominal rating of 3000 horsepower, but with lower fuel consumption. Over the production span of certain locomotive models, upgraded engine models have been fitted when these became available. For example, an early 1994-built SD70MAC had
9840-420: The expense of higher NOx emissions or reduced power output), lower emissions, or even higher power (at the expense of increased fuel consumption). JT38CW-DC Like most EMD engines, the 710 is also sold for stationary and marine applications. Stationary and marine installations are available with either a left or right-hand rotating engine. Marine engines differ from railroad and stationary engines mainly in
9960-456: 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 ,
10080-480: 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
10200-569: 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
10320-406: 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
10440-559: The front and rear; and a smoother long hood roofline. Fifteen SD70ACe-T4 demonstrators were built at Muncie, Indiana by November 2016. Union Pacific was the first customer to order SD70ACe-T4's. UP 3012–3014, the first production SD70ACe-T4's, were assigned to active service in early November 2016. Union Pacific acquired 100 SD70ACe-T4's: 12 former demonstrators rostered as UP 3000–3011, and 88 production units (3012–3099). 3012-3056 were built at Bombardier's Sahagun, Mexico plant. 3057-3099 will be built at Muncie, IN, following completion of
10560-539: The leasing agreement being expired. All 10 have been taken back to PRLX and will more than likely be used as parts. Norfolk Southern originally ordered 10 SD70ACe-T4's, but opted for more SD70ACe Tier-4 credit locomotives instead. The cancelled units are currently part of the Progress Rail lease fleet. EMDX 1501 will remain in Progress Rail Services ownership as a test bed. The SD70ACe/LCi
10680-570: 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
10800-431: 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
10920-581: 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
11040-657: The model (UP 4000 through UP 4999, inclusive, although 4014 was renumbered 4479 to accommodate Big Boy 4014 in 2019). This order was later extended by nearly 500 additional units (UP 3999 and below, UP 5000 and above, except for 3985, which was left vacant for Challenger 3985 ). This locomotive model is also built for export, and is still catalogued by EMD (at 4,300 hp or 3,200 kW). CVG Ferrominera Orinoco has 6 SD70Ms that were built as an add-on order to UPs FIRE cab equipped SD70Ms. Companhia Vale do Rio Doce (CVRD) in Brazil has ordered 55 of this model for service for
11160-546: 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
11280-576: The nickname "Thundercabs". As a result, these units are also not approved for leading trains. In 2012, EMD also built four models known as the SD70ACe-P6 . These units, unlike previous SD70ACe's, have one inverter per axle on the trucks, rather than EMD's traditional one inverter per truck design. Four of those ( EMDX 1206, 1208, 1209 and 1210) were sold to Canadian National Railway and renumbered to CN 8100–8103. In 2014, BNSF Railway took delivery of 20 SD70ACe-P4 units, numbered 8500 - 8519. This model
11400-537: The older HTC truck, and the SD70's overall length of 72 ft 4 in (22.05 m), with the older SD60 being 2 inches shorter. The SD70 also rides higher as its frame is approximately 1 ⁄ 2 inch (13 mm) higher than the SD60. This model is equipped with direct current (DC) traction motors , which simplifies the locomotive's electrical system by obviating the need for computer-controlled inverters (as are required for alternating current (AC) power). It
11520-402: 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
11640-584: 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;
11760-484: 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
11880-479: The prime mover. A seam is visible across the nose and on the long hood where the cab connects with the body. 26 examples of this model locomotive were produced, all for Canadian National . The WhisperCab feature was incorporated into some SD70MACs and was standard on both the SD80MAC and SD90/43MAC models. The SD70MAC uses three phase AC traction motors. Production of the model commenced in 1993, competing against
12000-450: 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
12120-472: The rest of the fleet. A fifth batch of SD70ACes (Numbers 4347–4355) was delivered in July 2009. An additional 18 units (numbers 4356–4373) were delivered in the second half of 2010, bringing the total of SD70ACe type locomotives in service to 72. In March 2012, BHP Billiton ordered a further 80. As at October 2020, BHP operated 10 SD70ACes (4324–4333) and 174 SD70 Ace/LCis (4314–4323, 4334–4497) In July 2012 fellow Pilbara operator, Fortescue Metals Group , took
12240-728: The same car body of the SD80ACe produced by EMD plant in London, Canada to Vale mining in Brazil. It uses 1,600 mm ( 5 ft 3 in ) gauge. 80 SD70ACe/45s had been built. In early 2019 with the delivery of the new SD70ACe-T4C locomotives to Norfolk Southern , a new type of the T4C (Tier 4 Credit) locomotives was rolled out of Progress Rail in Muncie, Indiana. IAC stands for Individual Axle Control. They are still classified as SD70ACe's on
12360-560: The same paint but with block lettering, CP 7020 in NATO green representing temperate climates, CP 7021 in the sand color used for arid climates, CP 7022 wears the grey, red and black colour pattern of modern warships, CP 7023 wears a two-tone gray paint scheme inspired by fighter jets, CP 6644 wears the camouflage colours applied to Royal Canadian Air Force “Spitfire” fighter planes flown at the Allied invasion of Normandy, France, on June 6, 1944 and
12480-411: The same space as a mechanical unit injector. The use of EUI is EMD's implementation of non-common-rail electronic fuel injection on its large-displacement diesel engines. See EMD 645 for general specifications common to all 567, 645, and 710 engines. Unlike the 567 or 645, which could use either Roots blowers or a turbocharger , the 710 engine is only offered with turbocharging. The turbocharger
12600-452: The series have been used worldwide. All locomotives of this series are hood units with C-C trucks , except the SD70ACe-P4 and SD70MACH which have a B1-1B wheel configuration, and the SD70ACe-BB, which has a B+B-B+B wheel arrangement. Superseding the HT-C truck, a new bolsterless radial HTCR truck was fitted to all EMD SD70s built 1992–2002; in 2003 the non-radial HTSC truck (basically
12720-566: The shop in January 2016. By May 7, 2019, all 110 SD70ACU units owned by Norfolk Southern were completed and released to active service. 46 of these were sold in November 2020 with 30 of them going to Ferromex in 2024. Canadian Pacific has also begun a program to convert their SD90MAC units into SD70ACUs, but unlike Norfolk Southern, Progress Rail is performing the rebuilds. The initial order was for 30 units and then increased to 60. Canadian Pacific originally rostered 61 SD90MACs, which spent much of
12840-477: The side of the locomotive but are designated as SD70IAC within the cab controls. The new IAC system improves the existing traction system. The SD70ACe/LW is designed specifically for rail networks using Russian gauge , featuring a new isolated cab similar to the flat nosed cab of the GT46C-ACe Gen-II. The SD70ACe/LW has a 16-710G3C-T2 prime-mover with 4,500 horsepower. It uses an AC traction system with
12960-405: 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
13080-432: 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
13200-479: 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
13320-451: 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
13440-672: 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
13560-473: 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,
13680-527: 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
13800-636: 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
13920-437: Was designed with a B1-1B wheel arrangement to compete with GE's ES44C4 model, which has an A1A-A1A wheel arrangement. Both wheel arrangements mean that there are only two traction motors per truck instead of three, those being the ones next to the fuel tank. Two SD70ACe-P4 demonstrators began a 5-year lease at Tacoma Rail in late 2014, and were later sold to Arkansas & Missouri Railroad in late 2023. On January 1, 2015,
14040-400: 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
14160-494: 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
14280-563: Was the last SD70M-2, built in February 2011. Vermont Railway owns 2 units numbered 431 and 432. Norfolk Southern ordered 130 SD70M-2s, of which 46 remained in service as of July 2023 with 2 units rebuilt with AC traction. Currently, NBM Railways owns 13 SD70M-2, former NS units, numbered 6401–6413 with plans for six more rounding it out to 6419. All are marked for the various NBM companies, New Brunswick Southern Railway , Eastern Maine Railway , and Maine Northern Railway . The SD70ACe-T4
14400-737: 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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