British Rail 18000 was built by Brown Boveri and delivered in 1949.
Both fuel and water supplies are carried with the locomotive, either on the locomotive itself, in bunkers and tanks, (this arrangement is known as a "tank locomotive") or pulled behind the locomotive, in tenders, (this arrangement is known as a "tender locomotive"). The first full-scale working railway steam locomotive was built by Richard Trevithick in 1802.
On 21 February 1804, the first recorded steam-hauled railway journey took place as another of Trevithick's locomotives hauled a train from the Penydarren ironworks, in Merthyr Tydfil, to Abercynon in South Wales.
British Rail 18100 was built by Metropolitan-Vickers and delivered in 1951.
The design incorporated a number of important innovations including the use of high-pressure steam which reduced the weight of the engine and increased its efficiency. In 1812, Matthew Murray's twin-cylinder rack locomotive Salamanca first ran on the edge-railed rack-and-pinion Middleton Railway; this is generally regarded as the first commercially successful locomotive.
Another well-known early locomotive was Puffing Billy, built 1813–14 by engineer William Hedley for the Wylam Colliery near Newcastle upon Tyne.
In 1829, his son Robert built The Rocket in Newcastle upon Tyne.
Battery locomotives are preferred for mines where gas could be ignited by trolley-powered units arcing at the collection shoes, or where electrical resistance could develop in the supply or return circuits, especially at rail joints, and allow dangerous current leakage into the ground. The first known electric locomotive was built in 1837 by chemist Robert Davidson of Aberdeen, and it was powered by galvanic cells (batteries).
Davidson later built a larger locomotive named Galvani, exhibited at the Royal Scottish Society of Arts Exhibition in 1841.
A gas turbine locomotive was patented in 1861 by Marc Antoine Francois Mennons (British patent no.
The first electric passenger train was presented by Werner von Siemens at Berlin in 1879.
The world's first electric tram line opened in Lichterfelde near Berlin, Germany, in 1881.
The Volk's Electric Railway opened in 1883 in Brighton, and is the oldest surviving electric railway.
Also in 1883, Mödling and Hinterbrühl Tram opened near Vienna in Austria.
The first known kerosene rail vehicle was a draisine built by Gottlieb Daimler in 1887, but this was not technically a locomotive as it carried a payload. A kerosene locomotive was built in 1894 by the Priestman Brothers of Kingston upon Hull for use on Hull docks.
electric trolleys were pioneered in 1888 on the Richmond Union Passenger Railway, using equipment designed by Frank J.
It opened in 1890, using electric locomotives built by Mather & Platt.
In 1891, Brown had demonstrated long-distance power transmission, using three-phase AC, between a hydro-electric plant at Lauffen am Neckar and Frankfurt am Main West, a distance of 280 km.
The first known kerosene rail vehicle was a draisine built by Gottlieb Daimler in 1887, but this was not technically a locomotive as it carried a payload. A kerosene locomotive was built in 1894 by the Priestman Brothers of Kingston upon Hull for use on Hull docks.
However, they were much larger than the DC motors of the time and could not be mounted in underfloor bogies: they could only be carried within locomotive bodies. In 1894, Hungarian engineer Kálmán Kandó developed a new type 3-phase asynchronous electric drive motors and generators for electric locomotives. Kandó's early 1894 designs were first applied in a short three-phase AC tramway in Evian-les-Bains (France), which was constructed between 1896 and 1898.
Electricity quickly became the power supply of choice for subways, abetted by the Sprague's invention of multiple-unit train control in 1897. The first use of electrification on a main line was on a four-mile stretch of the Baltimore Belt Line of the Baltimore and Ohio Railroad (B&O) in 1895 connecting the main portion of the B&O to the new line to New York through a series of tunnels around the edges of Baltimore's downtown.
and delivered to Woolwich Arsenal railway in 1896.
The company built four kerosene locomotives between 1896 and 1903, for use at the Arsenal. ====Petrol==== Petrol locomotives use petrol (gasoline) as their fuel.
However, they were much larger than the DC motors of the time and could not be mounted in underfloor bogies: they could only be carried within locomotive bodies. In 1894, Hungarian engineer Kálmán Kandó developed a new type 3-phase asynchronous electric drive motors and generators for electric locomotives. Kandó's early 1894 designs were first applied in a short three-phase AC tramway in Evian-les-Bains (France), which was constructed between 1896 and 1898.
In 1918, Kandó invented and developed the rotary phase converter, enabling electric locomotives to use three-phase motors whilst supplied via a single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks. In 1896, Oerlikon installed the first commercial example of the system on the Lugano Tramway.
Electricity quickly became the power supply of choice for subways, abetted by the Sprague's invention of multiple-unit train control in 1897. The first use of electrification on a main line was on a four-mile stretch of the Baltimore Belt Line of the Baltimore and Ohio Railroad (B&O) in 1895 connecting the main portion of the B&O to the new line to New York through a series of tunnels around the edges of Baltimore's downtown.
However, they were much larger than the DC motors of the time and could not be mounted in underfloor bogies: they could only be carried within locomotive bodies. In 1894, Hungarian engineer Kálmán Kandó developed a new type 3-phase asynchronous electric drive motors and generators for electric locomotives. Kandó's early 1894 designs were first applied in a short three-phase AC tramway in Evian-les-Bains (France), which was constructed between 1896 and 1898.
Three-phase motors run at constant speed and provide regenerative braking, and are well suited to steeply graded routes, and the first main-line three-phase locomotives were supplied by Brown (by then in partnership with Walter Boveri) in 1899 on the 40 km Burgdorf—Thun line, Switzerland.
The first implementation of industrial frequency single-phase AC supply for locomotives came from Oerlikon in 1901, using the designs of Hans Behn-Eschenburg and Emil Huber-Stockar; installation on the Seebach-Wettingen line of the Swiss Federal Railways was completed in 1904.
The first commercially successful petrol locomotive was a petrol-mechanical locomotive built by the Maudslay Motor Company in 1902, for the Deptford Cattle Market in London.
The 106 km Valtellina line was opened on 4 September 1902, designed by Kandó and a team from the Ganz works.
The company built four kerosene locomotives between 1896 and 1903, for use at the Arsenal. ====Petrol==== Petrol locomotives use petrol (gasoline) as their fuel.
Blake of Kew in January 1903 for the Richmond Main Sewerage Board. =====Petrol-electric===== Petrol-electric locomotives are petrol locomotives which use electric transmission to deliver the power output of the engine to the driving wheels.
The first implementation of industrial frequency single-phase AC supply for locomotives came from Oerlikon in 1901, using the designs of Hans Behn-Eschenburg and Emil Huber-Stockar; installation on the Seebach-Wettingen line of the Swiss Federal Railways was completed in 1904.
Kandó was invited in 1905 to undertake the management of Società Italiana Westinghouse and led the development of several Italian electric locomotives. ====Battery-electric==== A battery-electric locomotive (or battery locomotive) is an electric locomotive powered by on-board batteries; a kind of battery electric vehicle. Such locomotives are used where a conventional diesel or electric locomotive would be unsuitable.
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.
The Prussian State Railways ordered a diesel locomotive from the company in 1909.
The world's first diesel-powered locomotive (a diesel-mechanical locomotive) was operated in the summer of 1912 on the Winterthur–Romanshorn railway in Switzerland, but was not a commercial success.
The vast majority of diesel locomotives today are diesel-electric. In 1914, Hermann Lemp, a General Electric electrical engineer, developed and patented a reliable direct current electrical control system (subsequent improvements were also patented by Lemp).
In 1917–18, GE produced three experimental diesel–electric locomotives using Lemp's control design.
It was tested on the Edinburgh and Glasgow Railway in September of the following year, but the limited power from batteries prevented its general use. Another example was at the Kennecott Copper Mine, Latouche, Alaska, where in 1917 the underground haulage ways were widened to enable working by two battery locomotives of tons.
In 1918, Kandó invented and developed the rotary phase converter, enabling electric locomotives to use three-phase motors whilst supplied via a single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks. In 1896, Oerlikon installed the first commercial example of the system on the Lugano Tramway.
It had been designed by a team led by Yury Lomonosov and built 1923–1924 by Maschinenfabrik Esslingen in Germany.
In 1924, a diesel-electric locomotive (Eel2 original number Юэ 001/Yu-e 001) started operations.
After several test rides, it hauled trains for almost three decades from 1925 to 1954. =====Diesel-hydraulic===== Diesel–hydraulic locomotives are diesel locomotives using hydraulic transmission.
In 1928, Kennecott Copper ordered four 700-series electric locomotives with on-board batteries.
In 1939 the Swiss Federal Railways ordered Am 4/6, a GTEL with a of maximum engine power from Brown Boveri.
The Cristiani Compressed Steam System used a diesel engine to power a compressor to drive and recirculate steam produced by a boiler; effectively using steam as the power transmission medium, with the diesel engine being the prime mover In the 1940s, diesel locomotives began to displace steam power on American railroads.
It was completed in 1941, and then underwent testing before entering regular service.
British Rail 18000 was built by Brown Boveri and delivered in 1949.
Between about 1950 and 1970, the majority of steam locomotives were retired from commercial service and replaced with electric and diesel-electric locomotives.
While North America transitioned from steam during the 1950s, and continental Europe by the 1970s, in other parts of the world, the transition happened later.
In this arrangement, they use one or more torque converters, in combination with gears, with a mechanical final drive to convey the power from the diesel engine to the wheels. The main worldwide user of main-line hydraulic transmissions was the Federal Republic of Germany, with designs including the 1950s DB Class V 200, and the 1960 and 1970s DB V 160 family.
Union Pacific Railroad ran a large fleet of turbine-powered freight locomotives starting in the 1950s.
Diesel units do not pollute as much as steam trains; modern units produce low levels of exhaust emissions. ====Atomic-electric==== In the early 1950s, Dr.
British Rail 18100 was built by Metropolitan-Vickers and delivered in 1951.
In 1952, Renault delivered a prototype four-axle 1150 hp gas-turbine-mechanical locomotive fitted with the Pescara "free turbine" gas- and compressed-air producing system, rather than a co-axial multi-stage compressor integral to the turbine.
After several test rides, it hauled trains for almost three decades from 1925 to 1954. =====Diesel-hydraulic===== Diesel–hydraulic locomotives are diesel locomotives using hydraulic transmission.
British Rail introduced a number of diesel hydraulic designs during it 1955 Modernisation Plan, initially license built versions of German designs.
This model was succeeded by a pair of six-axle 2400 hp locomotives with two turbines and Pescara feeds in 1959.
In this arrangement, they use one or more torque converters, in combination with gears, with a mechanical final drive to convey the power from the diesel engine to the wheels. The main worldwide user of main-line hydraulic transmissions was the Federal Republic of Germany, with designs including the 1950s DB Class V 200, and the 1960 and 1970s DB V 160 family.
In Spain Renfe Operadora used high power to weight ratio twin engined German designs to haul high speed trains from the 1960s to 1990s.
The Toronto Transit Commission previously operated a battery electric locomotive built by Nippon Sharyo in 1968 and retired in 2009. London Underground regularly operates battery-electric locomotives for general maintenance work. In the 1960s, development of very high-speed service brought further electrification.
A third locomotive, the British Rail GT3, was constructed in 1961.
The Toronto Transit Commission previously operated a battery electric locomotive built by Nippon Sharyo in 1968 and retired in 2009. London Underground regularly operates battery-electric locomotives for general maintenance work. In the 1960s, development of very high-speed service brought further electrification.
Between about 1950 and 1970, the majority of steam locomotives were retired from commercial service and replaced with electric and diesel-electric locomotives.
While North America transitioned from steam during the 1950s, and continental Europe by the 1970s, in other parts of the world, the transition happened later.
In this arrangement, they use one or more torque converters, in combination with gears, with a mechanical final drive to convey the power from the diesel engine to the wheels. The main worldwide user of main-line hydraulic transmissions was the Federal Republic of Germany, with designs including the 1950s DB Class V 200, and the 1960 and 1970s DB V 160 family.
In Spain Renfe Operadora used high power to weight ratio twin engined German designs to haul high speed trains from the 1960s to 1990s.
By the late 1990s, only heritage railways continued to operate steam locomotives in most countries. Diesel locomotives require considerably less maintenance than steam, with a corresponding reduction in the number of personnel needed to keep the fleet in service.
Consequently, trains with onboard nuclear generators were generally deemed unfeasible due to prohibitive costs. ====Fuel cell-electric==== In 2002, the first 3.6 tonne, 17 kW [(fuel cell) -powered mining locomotive was demonstrated in
The Toronto Transit Commission previously operated a battery electric locomotive built by Nippon Sharyo in 1968 and retired in 2009. London Underground regularly operates battery-electric locomotives for general maintenance work. In the 1960s, development of very high-speed service brought further electrification.
Railway electrification has constantly increased in the past decades, and as of 2012, electrified tracks account for nearly one third of total tracks globally. In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs.
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