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85-697: The Gyeongbu Line railroad passes through Samnangjin, and Mugunghwa-ho class passenger trains frequently stop there. The northern tip of the Gyeongjeon Line also lies with Samnangjin, but there are no stations along that portion of the line. The landscape of Samnangjin is shaped by the Nakdong River and its tributary the Miryang River . Much of the land in Samnangjin lies along the eastern valleys of these two rivers, which also form

170-471: 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

255-429: 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

340-609: 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

425-496: A construction program to complete the railway network, to foster economic growth. On the Gyeongbu Line, the effort was advertised with a new class of express trains named Jaegeon-ho , (Reconstruction train) introduced on May 15, 1962. These trains reduced travel times below the best pre-WWII travel times for the first time, connecting Seoul and Busan in 6 hours 10 minutes at a top speed of 100 km/h (62 mph). From

510-592: 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

595-504: 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

680-465: 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

765-577: 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

850-421: 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,

935-486: 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 ,

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1020-799: A sharp drop on the Daejeon-Daegu section (bypassed by KTX trains) and a sharp increase on the Daegu-Busan section. Diesel locomotive 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. 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

1105-529: Is a railway line in South Korea and is considered to be the most important and one of the oldest in the country. It was constructed in 1905, connecting Seoul with Busan via Suwon , Daejeon , and Daegu . It is by far the most heavily travelled rail line in South Korea. All types of high-speed , express, local, and freight trains provide frequent service along its entire length. In 1894–1895,

1190-484: 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

1275-533: 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

1360-502: 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

1445-447: Is served along its entire length by frequent intercity Saemaul-ho and cross-country Mugunghwa-ho trains. Some trains run along the entire length of the line, others only on some sections, including trains diverging to the connected lines. As of October 2010, direct Saemaul day trains connect Seoul to Busan in a minimum 4 hours 50 minutes, and Mughungwa trains in a minimum 5 hours 28 minutes. Korail launched KTX high-speed services with

1530-414: 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

1615-656: 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

1700-723: 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

1785-611: 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

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1870-494: 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,

1955-798: The Empire of Japan and Qing China fought the First Sino-Japanese War for influence over Korea. Following the war, Japan competed with the Russian Empire 's railway expansion in Northeast Asia, which led it to seek the right from the Korean Empire to build a railway from Busan to Keijō . This railway line was intended by Japan to solidify its strategic positions against Russia, which it would later go to war . Surveying began in 1896, and in spite of local protests,

2040-680: The Gimcheon–Gumi station on the high-speed line. The section between Daegu and Samnangjin, the junction with the Gyeongjeon Line , is also used by the Gyeongjeon KTX services, which connect Seoul to Masan on the Gyeongjeon Line since December 15, 2010, and will be extended to Jinju by 2012. Stops along the Gyeongbu Line will be at Dongdaegu and Miryang. Between Seoul and Cheonan, the Mugunghwa and Saemaul express trains on

2125-528: The Saemaul-ho class of elevated-comfort express trains on August 15, 1974. with the introduction of new streamlined diesel locomotives and then diesel multiple units in Saemaul-ho service, top speed was raised to 140 km/h (87 mph) and travel time was reduced to 4 hours 10 minutes with the timetable valid from November 16, 1985. The Gyeongbu Line was extensively upgraded in parallel with

2210-488: 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

2295-1003: 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

2380-406: 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

2465-432: 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),

2550-466: The 1960s, road construction began to make road transport more attractive and faster. Although top speed rose to 110 km/h (68 mph) and the Seoul–Busan travel time along the Gyeongbu Line was reduced to 4 hours 50 minutes by June 10, 1969, on the parallel Gyeongbu Expressway , completed in 1970, travel time was only 4 hours to 4 hours 30 minutes. Korean National Railroad responded by introducing

2635-459: 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

Samnangjin - Misplaced Pages Continue

2720-523: 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

2805-600: The CR worked with the South Australian Railways to trial diesel traction. However, the technology was not developed enough to be reliable. As in Europe, the usage of internal combustion engines advanced more readily in self-propelled railcars than in locomotives: A diesel–mechanical locomotive uses a mechanical transmission in a fashion similar to that employed in most road vehicles. This type of transmission

2890-636: The Gyeongbu KTX service also returned to the Gyeongbu Line for two short sections crossing Daejeon and Daegu, where local disputes about the high-speed line alignment across urban areas held up construction; and all the way from Daegu to Busan. Consequently, all but two of the stations of the Gyeongbu KTX service were on the conventional Gyeongbu Line: after the two stations on the high-speed line, Gwangmyeong and Cheonan-Asan, stops were at Daejeon, Dongdaegu (East Daegu), Miryang, Gupo and Busan. Some Gyeongbu KTX services maintained service on this relation after

2975-551: The Gyeongbu Line en route to Janghang , Gwangju , Mokpo , Suncheon , Yeosu , Pohang , Ulsan , Haeundae , Masan , and Jinju . Trains for Jecheon , Andong , and Yeongju also operate along sections of the Gyeongbu Line. On the section between Seoul Station, Guro (where roughly half of the trains leave the Gyeongbu Line to head out to Incheon via the Gyeongin Line ), Suwon, and Byeongjeom, Seoul Subway Line 1 provides frequent commuter services. The Gyeongbu Line

3060-480: The Gyeongbu Line gave rail around a fifth of the modal share before the launch of KTX services. Due to the short distance and the location of the KTX station outside the city, the conventional line could retain most of its passengers, and the increase in the total modal share of rail was modest. On the medium-distance relation from Seoul to Daejeon, KTX gained market share mostly at the expense of normal express services on

3145-404: The Gyeongbu Line, which decreased by half in the first year, while the total share of rail increased to a third. On the long-distance relations from Seoul to Daegu and Busan, the total share of rail increased from around two-fifths to a market dominating three-fifths, with the bulk of that traffic taken by the KTX. For intercity passenger traffic on the conventional Gyeongbu Line, that translates to

3230-525: The Korean Empire gave Japan the right to build the line in 1898. Construction of the railway started on August 20, 1901, with a ceremony at Eitōho-ku , Keijō. Construction was supervised by Japanese, with local Koreans commandeered into forced labor and paid with coupons. Japan also sought to gain control of the Keigi Railway project that was to continue tracks further north, recognizing

3315-895: 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,

3400-578: The November 1, 2010, opening of the second phase of the Gyeongbu HSR, with the daily number of halts in Miryang and Gupo increased. Korail met local demands by introducing additional KTX services between Seoul and Dongdaegu in June 2007, which used the conventional Gyeongbu Line between Daejeon and Dongdaegu to serve Gimcheon and Gumi . However, these services were discontinued with the opening of

3485-587: The Seoul–Busan express train re-established on May 20, 1946, was named Chosun Liberator . During the Korean War , the line transported troops and refugees. The line remained the backbone of transport in South Korea after the war, when diesel locomotives and the cross-country Mugunghwa-ho train class was introduced. Following the 1961 coup, the Supreme Council for National Reconstruction started South Korea's first five-year plan , which included

Samnangjin - Misplaced Pages Continue

3570-566: 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

3655-499: 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

3740-433: 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

3825-722: 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

3910-420: 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,

3995-491: The conventional Gyeongbu Line for KTX services on the sections paralleling the parts of the high-speed line not completed in the first phase. Plans foresaw the development of the Gyeongbu Line into a high-capacity freight corridor after the completion of the second phase of the Gyeongbu HSR. At the time of the opening of the Daegu–Busan section of the high-speed line on November 1, 2010, capacity available for freight trains on

4080-466: The conventional line was expected to increase by a factor of 7.7, while the capacity for passenger transport in the entire corridor increased by a factor of 3.4. The line was electrified in stages from 1974 to 2006: For KTX trains and new electric locomotives, top speed was also raised to up to 150 km/h. The Gyeongbu Line is the major route out of Seoul and Yongsan stations and, in addition to regular departures for Busan, trains travel along

4165-422: 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

4250-608: The development of the Seoul Metropolitan Subway urban rapid transit system and the Korea Train Express (KTX) high-speed rail system from the 1970s. The Gyeongbu Line is six-tracked from Seoul to Guro, four-tracked from Guro to Cheonan, and double-tracked from Cheonan all the way to Busan. The entire line is electrified. The Seoul – Busan axis is Korea's main traffic corridor. In 1995, it housed 73.3% of Korea's population, and conducted 70% of

4335-443: The engine governor and electrical or electronic components, including switchgear , rectifiers and other components, which control or modify the electrical supply to the traction motors. In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear. Originally, the traction motors and generator were DC machines. Following the development of high-capacity silicon rectifiers in

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4420-419: 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,

4505-423: 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

4590-456: 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 ,

4675-480: 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

4760-569: 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

4845-406: 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

4930-574: The freight traffic and 66% of the passenger traffic. With both the Gyeongbu Expressway and Korail 's Gyeongbu Line congested, the government saw the need to develop railways. The first proposals for a second Seoul-Busan railway line originated from a study prepared between 1972 and 1974 by experts of France's SNCF and Japan Railway Technical Service (JARTS) on a request from the IBRD . A more detailed 1978-1981 study by KAIST , focusing on

5015-570: 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

5100-572: The line was traversed by direct trains from Busan to Andong (today Dandong ) across the border. From December 1, 1936, the Akatsuki luxury express trains ran on the line with a maximum speed of 90 km/h (56 mph), and achieved the shortest pre-war travel time of 6 hours 30 minutes in the timetable valid from November 1, 1940. Travel times increased greatly while the line was used for transport in World War II . Following World War II,

5185-431: 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

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5270-581: 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

5355-546: 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

5440-616: The needs of freight transport, also came to the conclusion that the necessary capacity for freight transport on the existing Gyeongbu Line could best be released by separating off long-distance passenger traffic on a parallel high speed passenger railway, which was then taken up in Korea's next Five Year Plan . Following the 1997 Asian Financial Crisis , the government decided to finish the Gyeongbu High Speed Railway (Gyeongbu HSR) in two phases, and upgrade and electrify

5525-486: The opening of the first phase of the Gyeongbu HSR on April 1, 2004. The Seoul–Busan travel distance was shortened to 408.5 km, the shortest travel time was 2 hours 40 minutes. All KTX services use the conventional Gyeongbu Line between Seoul and the start of the Siheung Interconnection at a junction after Geumcheon-gu Office station , until the Siheung Interconnection diverges in a tunnel towards

5610-402: 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

5695-584: 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;

5780-432: The plans were dropped in face of opposition from locals living around Gwangmyeong station along the Gyeongbu HSR, who feared that Yeongdeungpo would draw away passengers from the new station and force its closing. However, the November 1, 2010, timetable change made Yeongdeungpo a KTX stop, for newly introduced trains that also use the Gyeongbu Line on the entire Seoul–Daejeon section, to serve Suwon . From its opening,

5865-463: The present start of the Gyeongbu HSR. The terminal for most Gyeongbu KTX services is Seoul Station, for most Honam KTX services, Yongsan station. In addition, some trains continue beyond Seoul Station for 14.9 km along the Gyeongui Line to terminate at Haengsin station , next to which KTX trains have a depot. An additional stop at Yeongdeungpo station was proposed in 2004, however,

5950-484: 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

6035-450: 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

6120-405: 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

6205-432: 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

6290-479: 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

6375-615: The trunk route as a means to keep Korea under its influence. After the outbreak of the Russo-Japanese War, Japan ignored Korea's declaration of neutrality and transported troops to Incheon . Japan also forced the Korean government to sign an agreement that ceded its control of the railway. Japanese military bases were established in connection with the railway, the biggest of them next to Ryūzan Station in Keijō. The Gyeongbu line

6460-451: 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

6545-402: The western border of the eup . Notable mountains on the borders of Samnangjin include Cheontaesan to the south and Maneosan to the north. Much of the agriculture in Samnangjin is focused on livestock , particularly beef cattle. The Miryang campus of Pusan National University is located in Samnangjin's Cheonghak-ri. Gyeongbu Line The Gyeongbu line ( Gyeongbuseon )

6630-672: 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

6715-473: 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,

6800-527: 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

6885-688: 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

6970-400: 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

7055-580: Was publicly inaugurated on January 1, 1905 as the Keibu Railway ( 京釜鐵道 , Keibu tetsudō ) . The first trains travelled the line in 17 hours 4 minutes. By April 1906, travel time was reduced to 11 hours, while top speed was 60 km/h (37 mph). The line developed into the backbone of transport in Korea under Japanese rule . Following the Japanese invasion of Manchuria , from April 1, 1933,

7140-494: 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

7225-737: 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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