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94-527: The ALCO FA is a family of B-B diesel locomotives designed to haul freight trains . The locomotives were built by a partnership of ALCO and General Electric in Schenectady, New York , between January 1946 and May 1959. Designed by General Electric's Ray Patten (along with their ALCO PA cousins), they were of a cab unit design; both cab-equipped lead ( A unit ) FA and cabless booster ( B unit ) FB models were built. A dual passenger-freight version,

188-554: A car with diesel generator set to a neighboring normal HEP car, although both cars can't run their air conditioning or heat on full load in this situation. Those diesel-powered cars can also run on HEP from elsewhere, without using their own diesel. Although considered inefficient and obsolete, mainly because the generator car 'wastes' traction power, staff, and fuel (if running on electrified lines), new cars using AC HEP are still in production, along with new generator cars/sets, mostly for use in areas without electrification, considering that

282-467: A dynamo on the Brotherhood steam locomotive to provide electrical lighting in a train, a concept that was later called head-end power . High steam consumption led to abandonment of the system. Three trains were started in 1883 by London, Brighton and South Coast Railway with electricity generated on board using a dynamo driven from one of the axles. This charged a lead-acid battery in the guard's van, and

376-515: A gas cylinder explosion on the train led them to abandon the experiment. Oil-gas lighting was introduced in late 1870. Electrical lighting was introduced in October 1881 by using twelve Swan carbon filament incandescent lamps connected to an underslung battery of 32 Faure lead-acid rechargeable cells, suitable for about 6 hours lighting before being removed for recharging. The North British Railway in 1881 successfully generated electricity using

470-700: A hinge. Examples include the Milwaukee Road EF-1 "Boxcab" electrics. "B+B-B+B" means there are four trucks under the unit. Within each truck, there are two powered axles, and pairs of them are connected by span bolsters . One example would be the General Electric U50 , built from 1963 to 1965. The 4500 horsepower (3.4 MW) turbine locomotives built by GE for Union Pacific also used this arrangement. The EFVM railway of Brazil uses narrow gauge GE "BB" locomotives with this arrangement, both with "standard" and wide cabs. A GE Dash 9-40BBW , for instance,

564-465: A large number of passenger deaths. This accident prompted railways to adopt electricity for lighting the trains. Throughout the remainder of the age of steam and into the early diesel era, passenger cars were heated by low pressure saturated steam supplied by the locomotive, with the electricity for car lighting and ventilation being derived from batteries charged by axle-driven generators on each car, or from engine-generator sets mounted under

658-535: A locomotive with no HEP supply (or an incompatible HEP supply) a separate generator van may be used such as on the Amtrak Cascades train or Iarnród Éireann 's CAF Mark 4 Driving Van Trailer (with twin MAN 2846 LE 202 (320 kW) / Letag (330 kVA) engine / generator sets, assembled by GESAN). KiwiRail (New Zealand) use AG class luggage-generator vans for their Tranz Scenic passenger services; Tranz Metro on

752-410: A pair of high-powered B-B locomotives on a common frame as far as traction and power was concerned). In fact, a usual consist of a D-D unit included a leading C-C unit and a trailing C-C unit, for a total of about 12,600 hp (9.4 MW) (with four total prime-movers). With today's higher horsepower C-C units (about 4,300 hp (3.2 MW) apiece), three such C-C units exceeds the total power of

846-442: A row, "C" to three powered axles in a row, and "D" to four powered axles in a row. "1" refers to one idler axle, and "2" to two idler axles in a row. A dash ("–") separates trucks or wheel assemblies. A plus sign ("+") refers to articulation, either by connecting bogies with span bolsters or by connecting individual locomotives via solid drawbars instead of couplers . "1A-A1" means there are two trucks (or wheel assemblies) under

940-621: A single power source to handle all those functions, and more, for an entire train. In the steam era, all cars in Finland and Russia had a wood or coal fired fireplace. Such a solution was considered a fire danger in most countries in Europe, but not in Russia. Originally, trains hauled by a steam locomotive would be provided with a supply of steam from the locomotive for heating the carriages. When diesel locomotives and electric locomotives replaced steam,

1034-646: A typical car to more than 150 kW for a Dome car with kitchen and dining area, such as Princess Tours Ultra Dome cars operating in Alaska . Because of train lengths and the high power requirements in North America , HEP is supplied as three-phase AC at 480  V (standard in the US), 575 V, or 600 V. Transformers are fitted in each car for reduction to lower voltages. A typical implementation requires six wires in two cables at size 4/0 AWG. Additional redundancy

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1128-490: Is "Four axle". "B-2-B" means there are three trucks. The center truck has two unpowered axles and the truck at each end has two powered axles. The locomotive frame must either articulate or allow for significant side play to be provided to the center truck. Examples of this type were built as light rail vehicles. "B-B-B" means there are three trucks. Each truck has two powered axles. The locomotive frame must either articulate or allow for significant side play to be provided to

1222-408: Is "Six axle". "1-C+C-1" means there are two sets of articulated axles under the unit. Within each of these sets, there is a truck with one idler axle, and inboard of it are three powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The PRR FF1 and FF2 electric locomotives used this arrangement. "2-C+C-2" means there are two sets of articulated axles under

1316-523: Is a guiding truck with two idler axles, and inboard of this, and hinged to it, is a truck with three powered axles. The GE steam turbine-electric locomotives of 1939 were notable examples of this arrangement. "2-C1+2-C1-B" means there are five trucks. Only the first three axles on the four-axle trucks were powered, as were both axles in the last truck; the first and middle trucks had two unpowered axles each. The only examples of this arrangement were three unique coal -fired steam-turbine locomotives built by

1410-570: Is a narrow-gauge adaptation of the SD45 , which required additional axles due to using smaller traction motors. "2-D+D-2" means there are two sets of articulated axles under the unit. Within each of these sets, there is a truck with two idler axles, and inboard of it are four powered axles. Two of these articulated sets are placed back to back and connected by a hinge. Examples include the Baldwin DR-12-8-1500/2 "Centipede" diesel locomotives and

1504-740: Is a truck with two idler axles, and inboard of it are four powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The Little Joes , Baldwin DR-12-8-1500/2 , and Baldwin 4-8+8-4-750/8-DE locomotives used this arrangement. "D-D" means there are two trucks each with four powered axles. Examples include the EMD DD units. D-D locomotives have fallen out of favor as nearly all of these were twin-engined locomotives, which placed too much horsepower in too few axles which made these consists rather inflexible (each locomotive featured two prime movers , making each unit essentially

1598-399: Is a wide cab GE Dash 9-40CW series 4,000 hp (3,000 kW) locomotive with a B+B-B+B wheel arrangement. The EMD SD70ACe-BB produced from 2015 onward also has a B+B-B+B arrangement. "B-B+B-B" means that the locomotive has four trucks. Each truck contains two powered axles. The middle pair of trucks are connected by a span bolster . In most cases, the locomotive is articulated over

1692-555: Is hotel electric power. A successful attempt by the London, Brighton and South Coast Railway in October 1881 to light the passenger cars on the London to Brighton route heralded the beginning of using electricity to light trains in the world. Oil lamps were introduced in 1842 to light trains. Economics drove the Lancashire and Yorkshire Railway to replace oil with coal gas lighting in 1870, but

1786-473: Is independent from the main propulsion (prime mover) engine. Such engine/generator sets are generally installed in a compartment in the rear of the locomotive. The prime mover and the HEP genset share fuel supplies. Smaller under-car engine/generator sets for providing electricity on short trains are also manufactured. In many applications, the locomotive's prime mover provides both propulsion and head-end power. If

1880-523: Is provisioned by duplication as HEP System A and HEP System B using a total of twelve wires and four cables, supporting up to 400 amps per cable. In the UK, ETS is supplied at 800 V to 1000 V AC/DC two pole (400 or 600 A), 1500 V AC two pole (800 A) or at 415 V 3 phase on the HST . On the former Southern Region, Mk I carriages were wired for a 750 V DC supply. This corresponds to line voltage on

1974-761: Is sometimes found in depots and parking spots. Older European cars used high voltage only for heating, while light, fans and other low-current supply (e.g. shaver sockets in bathrooms) power was provided by axle-driven generator. Even older railcars used hot steam for heating, supplied by a steam locomotive. In the period when both steam and electric locomotives ran, some diesel and electric locomotives also had steam boilers fitted, there were also steam generator cars in use and some cars were fitted with coal- or oil-fired boiler. Later, remaining steam locomotives used diesel powered electricity generator cars, also used sometimes nowadays in passenger trains pulled by freight-adopted diesel locomotives without such function. Today, with

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2068-643: Is supplied in two forms. On all 25A/G cars built before 2005, rebuilt and air-conditioned 22/25B cars, most 25K cars, and most BSP-built 25T cars, HEP is supplied at three-phase 380 V AC by generator cars (originally classified as TZ cars, later reclassified to KD), a small number of DF11G diesel locomotives, and very limited number of retrofitted SS9 electrics. Cars with diesel generator sets (factory-built RZ/RW/CA22/23/25B cars, some rebuilt YZ/YW22/23/25B cars, most German-built 24 cars, and very limited number of 25G/K/T cars for special use) also supply their own power in this form. It's possible to route AC electricity from

2162-546: Is under the back of the unit, and has one idler axle. Examples include the three EMD LWT12 locomotives built by EMD in 1956. Twenty SD70ACe-P4 locomotives were built by EMD with a B1-1B arrangement that has two three axle trucks with each truck having two AC traction motors and one idler axle nearest the fuel tank. The locomotive was designed as an AC traction alternative to the SD70M-2 that uses three DC traction motors on each of two three axle trucks. Only BNSF ordered

2256-465: Is under the back of the unit, and has two idler axles in a row. Examples include the three lightweight RP-210 locomotives built by Baldwin in 1956 and 1957 for use with Pullman-Standard Train-X equipment. "B-A1A" means there are two trucks. The "B" truck is under the front of the unit, and has two powered axles. The "A1A" truck is under the back of the unit, and has one powered axle, one idler axle, and one more powered axle. Examples include some of

2350-587: Is under the front of the unit, and has one powered axle, one idler axle, and one more powered axle. The "3" truck is under the back of the unit, and has three idler axles in a row. An example is the Baldwin DR-6-2-10 1,000 hp (750 kW) cab unit, only one of which was built for the Chicago and North Western Railway in 1948. "A1A-A1A" means there are two trucks under the locomotive. Each truck has two powered axles, with an idler axle between them. This spreads

2444-528: Is under the front of the unit, and has three idler axles in a row. The "A1A" truck is under the rear of the unit, and has one powered axle, one idler axle, and one more powered axle. An example is the later built FM OP800 800 hp (600 kW) railcar, six of which were built by the St. Louis Car Company exclusively for the Southern Railway in 1939. "A1-1A" means there are two trucks or wheel assemblies under

2538-535: Is used even when a locomotive-supplied power is available. When the State of Connecticut began the Shore Line East service, they were using, in many cases, new passenger cars with old freight diesels which were not able to supply HEP, so some of the coaches were delivered with an HEP generator installed. With the acquisition of locomotives with HEP these have since been removed. Where a passenger train must be hauled by

2632-500: Is used in Austria, Germany, Norway, Sweden and Switzerland, where the 15 kV  16.7 Hz AC catenary system is used. The second one (1.5 kV AC) is used in countries which use 25 kV 50 Hz AC catenary system (Croatia, Denmark, Finland, Hungary, Portugal, Serbia and UK, and some lines in France, Italy and Russia). In both cases, the proper voltage is provided by

2726-739: The Baldwin Locomotive Works for the Chesapeake and Ohio Railway between 1947 and 1948. This locomotive is sometimes called the M-1. "C-C+C-C" means there are four trucks under the unit. Each truck has three powered axles. The only examples of this type were the 8500 horsepower (6.3 MW) turbine locomotives built by General Electric for Union Pacific . These locomotives consisted of two permanently coupled C-C units. "C+C-C+C" means there are four trucks. Each truck has three powered axles and pairs of them are connected by span bolsters . This arrangement

2820-813: The British Rail Class 28 are the only locomotives to use this wheel arrangement. "C-C" means there are two identical trucks. Each truck has three powered axles. Examples include the EMD SD (Special Duty), GMD GF6C , EMD GM6C , PRR E44 , GE E60 , Virginian EL-C and GE Evolution Series units, except the ES44C4 and ET44C4 which use the A1A-A1A wheel arrangement. This is a currently popular configuration used in low-speed, high-weight applications, such as unit coal trains. General ("manifest") freight trains also use C-C locomotives. See also Co-Co . An American colloquialism of "C-C"

2914-916: The FM C-liners (most passenger units) built from 1950 to 1955, and the EMD FL9 . "B-B" means there are two identical trucks. Each truck has two powered axles, a currently popular configuration used in high-speed, low-weight applications such as intermodal trains and high-speed rail , as well as switcher locomotives . Examples include the EMD GP (General Purpose), EMD F-units , EMD SW1500 , Acela Express Power Cars , Siemens Charger , Siemens ACS-64 and GE Genesis units. High speed ("time") freight trains, with guaranteed schedules often use B-B locomotives of 3,800 HP (950 HP per axle), but this application, too, has largely been replaced by higher-powered, 4,500 HP C-C locomotives (750 HP per axle). An American colloquialism of "B-B"

ALCO FA - Misplaced Pages Continue

3008-508: The FPA-2/FPB-2 variants) was built between October 1950 and June 1956. Finally, the 1,800 hp (1,300 kW) FPA-4/FPB-4 , powered by the 251 V-12 engine, was built between October 1958 and May 1959 by ALCO's Canadian subsidiary, Montreal Locomotive Works (MLW). The FAs, as well as their cousins, the ALCO PAs , were born as a result of ALCO's development of a new diesel engine design,

3102-756: The FPA/FPB , was also offered. It was equipped with a steam generator for heating passenger cars . ALCO's designation of F marks these locomotives as being geared primarily for freight use, whereas the P designation of the PA sets indicates that they were geared for higher speeds and passenger use. However, beyond this their design was largely similar - aside from the PA/PB's both being larger A1A-A1A types with an even more striking nose - and many railroads used FA and PA locomotives for both freight and passenger service. Several examples of FAs and FBs have been preserved. While most are now in

3196-608: The GE " Little Joe " electric locomotives . "B-D+D-B" means there are two sets of articulated axles under the unit. Within each of these sets, there is a truck with two powered axles, and inboard of it are four powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The W-1 class of electric locomotives built by General Electric for the Great Northern Railway used this arrangement. "1B+D+D+B1" means there are four sets of articulated axles under

3290-520: The Great Northern Z-1 electric locomotives (for the Cascade Tunnel electrification) used this arrangement. "2-D-2" means there are three trucks. At either end are trucks with two idler axles; the center truck has four powered axles. The PRR R1 electric locomotive used this arrangement. "2-D+D-2" means there are two sets of articulated axles under the unit. Within each of these sets, theare

3384-712: The South Australian Railways (SAR) in 1955 as the 930 class . In 1957, the SAR received the first of an eventual 31 built to a two-cab design, the end with the second cab being flat-fronted. A few months later, the first of an up-rated version of the two-cab design arrived on the Department of Railways New South Wales as the 44 class , of which 100 were in service by 1968. Number Numbers Similar DL500 locomotives were also used in Greece, Pakistan, Peru, and Spain. In India

3478-488: The Southern Railway in 1939. "2-B" means there are two trucks or wheel assemblies. The "2" truck is under the front of the unit, and has two idler axles in a row. The "B" truck is under the rear of the unit, and has two powered axles. Examples include the three lightweight power cars built by ALCO / ACF in 1935 and 1937 for use with the Rebel streamliners. "3-A1A" means there are two trucks or wheel assemblies. The "3" truck

3572-532: The Texas Mexican Railway . "2-A1A" means there are two trucks or wheel assemblies. The "2" truck is under the front of the unit, and has two idler axles in a row. The "A1A" truck is under the rear of the unit, and has one powered axle, one idler axle, and one more powered axle. An example is the FM OP800 800 hp (600 kW) railcar, six of which were built by the St. Louis Car Company exclusively for

3666-512: The Virginian Railway 's EL-2B electric locomotives. Head-end power In rail transport , head-end power ( HEP ), also known as electric train supply ( ETS ), is the electrical power distribution system on a passenger train. The power source, usually a locomotive (or a generator car) at the front or 'head' of a train, provides the electricity used for heating, lighting, electrical and other 'hotel' needs. The maritime equivalent

3760-627: The baggage cars of the Florida Special and the Chicago Limited trains in the US supplied electric lighting to all the cars of the train by wiring them, to introduce the other form of head-end power. The oil-gas lighting provided a higher intensity of light compared to electric lighting and was more popularly used until September 1913, when an accident on the Midland Railway at Aisgill caused

3854-455: The "1" truck is under the front of the unit, and has one idler axle. The remaining 4 axles are rigidly mounted to the frame behind this lead truck (or grouped in a second truck). This is roughly the equivalent of a 2-8-0 Consolidation in the Whyte notation, particularly when built as a 1-truck/4 rigid axle locomotive. The only known examples are a series of diesel boxcab locomotives built and owned by

ALCO FA - Misplaced Pages Continue

3948-572: The Americas where ALCO-built cab units, such as All America Latina Logistica (ALL), still see daily usage in freight duty is Argentina. A total of 369 DL500 locomotives were built by ALCO, AE Goodwin , and MLW between May 1953 and December 1967. Variants of the ALCO "World Locomotive" saw service in Australia, where it was built under license by AE Goodwin , Sydney . Six single-cab locomotives were delivered to

4042-743: The Baltimore and Ohio and the Erie. By this time, however, the cab unit had fallen out of favor due to the greater versatility of road switchers, and US production of the FA line ended in 1956, with Canadian production ending in 1959. From the 1970s until 1999, the Long Island Rail Road used 20 FA units converted into "power packs". The traction motors were removed, and original prime movers replaced with 600 horsepower (450 kW) engines/generators solely for supplying Head-end power (HEP). The engineer's control stand

4136-633: The DL500 were introduced as the Indian locomotive class WDM-1 in 1957. They were in service until the early 2000s. Number 12. Craig, R. (2010, December 29). Alco DL500 World Locomotives . www.the diesel shop.us. Retrieved April 5, 2023, from http://thedieselshop.us/Alco_DL500.HTML AAR wheel arrangement#B-B The AAR system (like UIC) counts axles, unlike Whyte, which counts wheels. Letters refer to powered axles, and numbers to unpowered (or idler) axles. "A" refers to one powered axle, "B" to two powered axles in

4230-406: The HEP generator is driven by the engine then it must run at a constant speed ( RPM ) to maintain the required 50 Hz or 60 Hz AC line frequency . An engineer will not have to keep the throttle in a higher run position, as the onboard electronics control the speed of the engine to maintain the set frequency. More recently, locomotives have adopted the use of a static inverter, powered from

4324-455: The Model 244. In early 1944, development started on the new design, and by November 1945, the first engines were beginning to undergo tests. This unusually short testing sequence was brought about by the decision of ALCO's senior management that the engine and an associated line of road locomotives had to be introduced no later than the end of 1946. In preparation for this deadline, by January 1946,

4418-566: The Third Rail network. Class 73 Locomotives simply supply this line voltage direct to the ETS jumpers, whilst Class 33 Diesel Electric Locomotives have a separate engine driven Train Heating Generator which supplies 750 V DC to the train heating connections. In Ireland, HEP is provided at European/IEC standard 230/400 V 50 Hz (originally 220/380 V 50 Hz.) This is to the same specification as

4512-453: The UK, the Class 31 uses this wheel arrangement. "A1A-B+B" means there are three trucks. The first truck has three axles, with the center one unpowered. A pair of two-axle trucks, each with both axles powered, are connected by a span bolster under the rear of the unit. The only example to date of this arrangement was a single experimental EMD SDP45 . "B" means there are two powered axles under

4606-460: The all-electric Amfleet car, hauled by General Electric (GE) P30CH and E60CH locomotives, later augmented by EMD F40PH and AEM-7 locomotives, all of which were equipped to furnish HEP. Five Amtrak E8s were rebuilt with HEP generators for this purpose. In addition, 15 baggage cars were converted to HEP generator cars to allow the hauling of Amfleet by non-HEP motive power (such as GG1s substituting for unreliable Metroliner EMUs ). Following

4700-411: The carbody. Starting in the 1930s, air conditioning became available on railcars, with the energy to run them being provided by mechanical power take offs from the axle, small dedicated engines or propane . The resulting separate systems of lighting power, steam heat, and engine-driven air conditioning, increased the maintenance workload as well as parts proliferation. Head-end power would allow for

4794-680: The care of railroad museums, a few remain in operational status on such lines as the Cuyahoga Valley Scenic Railroad , Grand Canyon Railway and the Napa Valley Wine Train . Three different models were offered. The FA-1/FB-1 , which featured a 1,500 horsepower (1,100 kW) rating, was built from January 1946 to October 1950, with a 1,600 hp (1,200 kW) version produced between March and August 1950 (many early models were subsequently upgraded to 1,600 hp). The 1,600 hp (1,200 kW) FA-2/FB-2 (along with

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4888-505: The center truck. The Russian VL85 and US-American EMD GM10B was a notable example. See also Bo-Bo-Bo . "B+B+B" means there are three articulated sets of two powered axles each under the unit. The locomotive frame must allow for significant side play to be provided to the center axle set, as well as allowing for end play for the end sets. The ten Mexican Railway GE boxcab electrics of 1923 are examples of this wheel arrangement. "2-B+B-2" means there are two sets of articulated axles under

4982-438: The center trucks. "B-B+B-B+B-B" means that the locomotive has six trucks. Each truck contains two powered axles. The only known locomotives to have this configuration were the two EMD TR3 locomotives made of three permanently coupled B-B units, which had solid drawbars connecting the units instead of the typical couplers. "C" means there are three powered axles under the unit. They are not articulated relative to other parts of

5076-426: The developments in solid state electronics (thyristors and IGBTs), most cars have switching power supplies which take any RIC voltage (1.0–3.0 kV DC or 16 + 2 ⁄ 3 /50 Hz AC) and can supply all the needed lower voltages. Low voltages differ depending on manufacturers, but typical values are: Electric heating was typically supplied from high-voltage HEP line, but the unusual voltages are not common on

5170-617: The discontinuation of the old systems. Following its formation in 1971, Amtrak's initial locomotive purchase was the Electro-Motive (EMD) SDP40F , an adaptation of the widely used SD40-2 3000 horsepower freight locomotive, fitted with a passenger style carbody and steam generating capability. The SDP40F permitted the use of modern motive power in conjunction with the old steam-heated passenger cars acquired from predecessor railroads, allowing Amtrak time to procure purpose-built cars and locomotives. In 1975, Amtrak started to take delivery of

5264-629: The equivalent of an FPA-2 riding on A1A trucks. ALCO's "World Locomotive", the DL500 (introduced in 1953), originated as a newly designed demonstrator based on the FA-2. The first 25 DL500s used the model 244 engine rated at 1,600 horsepower (1,200 kW). Later DL500s were like the FPA-4 and utilize the ALCO model 251B diesel engine as the prime mover and are rated at 1,800 horsepower (1,300 kW). All DL500s were built with C-C trucks, but B-B or paired A-1-A trucks were offered as an option. The only locale within

5358-454: The fall of 1950, an upgraded model, the FA-2, was launched. This model featured an uprated Model 244 engine, with an output of 1,600 horsepower. Additionally, the carbody was lengthened, making possible the addition of a steam generator in the A unit to allow for use in passenger service. Models equipped as such were designated the FPA-2/FPB-2. The first FA-2s were delivered in October 1950 to

5452-604: The first four locomotives with the 244 engines had been built. Two FA-1s and an FB-1 were painted in ALCO Demonstrator colors and were released for road tests for a month and a half on the Delaware and Hudson Railway . A strike at ALCO delayed production beyond the first four units and the three demonstrator units began working on the Gulf, Mobile, and Ohio Railroad in mid February 1946. The demonstrators were returned to Schenectady when

5546-478: The guard operated and maintained the equipment. The system successfully provided electric lighting in the train. In 1885, electric lighting was introduced in trains in Frankfurt am Main using a Moehring-type dynamo and accumulators. The dynamo was driven by pulleys and belts from the axle at speeds of 18 to 42 mph (29 to 68 km/h), and at lower speeds the power was lost. In 1887, steam-driven generators in

5640-416: The high-altitude Qinghai–Tibet Railway also supply power at 600 V DC. With new DC-equipped engines and cars entering service rapidly, as well as ageing and retirement of older equipments using AC, DC HEP has become the more prominent form of power supply of China Railways. Very limited number of cars, mostly 25Ts, can run on both forms of HEP. Although most locomotive-hauled trains take power directly from

5734-789: The introduction of the Amfleet, the (all-electric) Superliner railcar was placed into operation on long-distance western routes. Amtrak subsequently converted a portion of the steam-heated fleet to all-electric operation using HEP, and retired the remaining unconverted cars by the mid-1980s. A head-end power car (also called a generator car) is a rail car that supplies head-end power ("HEP"). Since most modern locomotives supply HEP, they are now mostly used by heritage railways that use older locomotives, or by railroad museums that take their equipment on excursions. Some head-end power cars started out as other forms of rolling stock that have been rebuilt with diesel generators and fuel tanks to supply HEP to

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5828-626: The locomotive for heating. Some early diesel streamliners took advantage of their fixed-consist construction to employ electrically powered lighting, air conditioning, and heating. As the cars were not meant to mix with existing passenger stock, compatibility of these systems was not a concern. For example, the Nebraska Zephyr trainset has three diesel generator sets in the first car to power onboard equipment. When diesel locomotives were introduced to passenger service, they were equipped with steam generators to provide steam for car heating. However,

5922-622: The locomotive's main transformer or an AC alternator in diesel locomotives. In countries using DC power (either 1.5 kV or 3 kV DC), the voltage collected by the pantograph is supplied directly to the cars. (Belgium, Poland and Spain, and some lines in Russia and Italy use 3 kV, and the Netherlands, and some lines in France use 1.5 kV; see more detailed information in the List of railway electrification systems article). Modern cars often support 1,000 V 50 Hz AC as well, this variety

6016-472: The locomotive, there have been examples (mainly in continental Europe ) where restaurant cars could take power directly from the overhead wires while the train is standing and not connected to head-end power. For example, the German restaurant cars WRmz 135 (1969), WRbumz 139 (1975) and ARmz 211 (1971) were all equipped with pantographs . Some Finnish dining/catering cars have a built-in diesel-generator set that

6110-501: The locomotive. This arrangement is only used on very small locomotives (e.g. the PRR B1 ). This arrangement is sometimes referred to as 0-6-0 , the Whyte notation equivalent. "C-B" means there are two trucks. The "C" truck is under the front of the unit, and has three powered axles. The "B" truck is under the rear of the unit, and has two powered axles. The Japanese DE10 , DE11 , and DE15 and

6204-411: The locomotives to assist axle generators in maintaining battery charge. While many commuter fleets were quickly converted to HEP, long-distance trains continued to operate with steam heat and battery-powered electrical systems. This gradually changed following the transfer of intercity passenger rail service to Amtrak and Via Rail , ultimately resulting in full adoption of HEP in the US and Canada and

6298-402: The low average speeds and frequent stops characteristic of a commuter operation, the axle generators' output was insufficient to keep the batteries charged, resulting in passenger complaints about lighting and ventilation failures. In response, the railroad installed higher capacity generators on the locomotives assigned to these trains, providing connections to the cars. The cars used steam from

6392-399: The market and the equipment is expensive. A standard RIC-compliant HV heater has six resistors which are being switched accordingly to voltage: 6 in series (3 kV DC), 2 × 3 in series (1.5 kV AC or DC) or 3 × 2 in series (1 kV AC). The selection and switching of a proper configuration is automatic for the sake of safety. Passengers can only operate thermostat . In China, HEP

6486-536: The maximum consumption of electricity that it could use. The sum of all the indices must not exceed the index of the locomotive. One "ETH index unit" equals 5 kW; a locomotive with an ETH index of 95 can supply 475 kW of electrical power to the train. The first advance over the old axle generator system was developed on the Boston and Maine Railroad , which had placed a number of steam locomotives and passenger cars into dedicated commuter service in Boston . Due to

6580-471: The model in 2014. The other locomotive with this wheel arrangement is the EMD SD70MACH , which is an SD70MAC rebuilt by Progress Rail for Metra and used for passenger service. In 2020, Metra approved of the purchase of 15 of these locomotives with options to purchase up to 27 more. "B-2" means there are two trucks. The "B" truck is under the front of the unit, and has two powered axles. The "2" truck

6674-427: The passenger equipment. Although diesel-powered cars are more common, electric ones also exist and are used to provide power to trains when hauled by locos without HEP, or when not attached to a locomotive. The HEP generator can be driven by either a separate engine mounted in the locomotive or generator car, or by the locomotive's prime mover . Genset-supplied HEP is usually through an auxiliary diesel unit that

6768-565: The power systems used in Irish and EU domestic and commercial buildings and industry. On the Cork-Dublin CAF MK4 sets, this is provided by two generators, located in the driving trailer van and on the push-pull Enterprise sets, this is provided by generators in a dedicated tailing van. Irish DMU trains, which make up the majority of the fleet, use small generators located under each coach. Historically, HEP and, in older vehicles, steam heating

6862-701: The remainder of the order began delivery in May 1946. The GM&O order was completed in April 1947 for a total of 80 units. Before the end of this production run, ALCO upgraded the generators and traction motors in the locomotives, with the first of these models entering service in February 1947 for the New York Central . In 1950, the Montreal Locomotive Works , an affiliate of ALCO, began production of FAs as well. In

6956-509: The span bolster. The Union Pacific 's M-10002 diesel streamliner and New York Central 's T-Motor third-rail electric locomotives are examples of this type. This arrangement also includes locomotives made of two permanently coupled B-B units, such as some EMD FT units which had a solid drawbar connecting two units instead of the typical couplers. "B-B-B-B" means there are four trucks. Each truck has two powered axles. The locomotive frame must allow for significant side play to be provided to

7050-451: The steam heating was then supplied by a steam-heat boiler . This was oil-fired (in diesel locomotives) or heated by an electric element (in electric locomotives). Oil-fired steam-heat boilers were unreliable. They caused more locomotive failures on any class to which they were fitted than any other system or component of the locomotive, and this was a major incentive to adopt a more reliable method of carriage heating. At this time, lighting

7144-479: The traction generator, which allows the prime mover to have a larger RPM range. When derived from the prime mover, HEP is generated at the expense of traction power. For example, the General Electric 3,200  hp (2.4 MW) P32 and 4,000 hp (3.0 MW) P40 locomotives are derated to 2,900 and 3,650 hp (2.16 and 2.72 MW), respectively, when supplying HEP. The Fairbanks-Morse P-12-42

7238-455: The unit. At each end, there is one unpowered axle and two powered axles, hinged to a set of four powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The "Bi-Polar" electric locomotives used by the Milwaukee Road used this arrangement. "(B+B-B+B)+(B+B-B+B)" means there are 2 units, each with 4 trucks in a B+B-B+B wheel arrangement. An example was

7332-584: The unit. Each truck has one powered axle and one idler axle, with the idler axles to the outside. Examples include Budd RDC diesel multiple unit ( DMU ) cars. "1B-1B" means there are two trucks with a leading idler axle in front of two powered axles. This arrangement was used to upgrade the B-B arrangement of two EMC 1800 hp B-B locomotives owned by the Santa Fe Railroad in 1938, for greater stability at speed. "1-D" means there are two trucks or groups of axles;

7426-591: The unit. Each truck has one powered axle and one idler axle, with the powered axles to the outside. "A1A-2" means there are two trucks. The "A1A" truck is under the front of the unit, and has one powered axle, one idler axle, and one more powered axle. The "2" truck is under the back of the unit, and has two idler axles in a row. An example is the Silver Charger power car for the General Pershing Zephyr . "A1A-3" means there are two trucks. The "A1A" truck

7520-461: The unit. These axles are not articulated relative to other parts of the locomotive. This arrangement is only used on very small locomotives, such as the EMD Model 40 . It is also used on speeders . This arrangement is sometimes referred to as 0-4-0 , the Whyte notation equivalent. "B-1" means there are two trucks. The "B" truck is under the front of the unit, and has two powered axles. The "1" truck

7614-420: The unit. Within each of these sets, there is a truck with two idler axles, and inboard of it are three powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The Pennsylvania Railroad 's GG1 and Companhia Paulista 's electric locomotives were notable examples of this arrangement. "2+C-C+2" means there are two sets of axles under the unit. Within each of these sets, there

7708-570: The unit. Within each of these sets, there is a truck with two idler axles, and inboard of it are two powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The PRR DD1 and DD2 electric locomotives used this arrangement. "2-B+B+B+B-2" means there are two sets of articulated axles under the unit. Within each of these sets, there is a truck with two idler axles, and inboard of it are two powered axles, hinged to yet another set of two powered axles. Two of these articulated sets are placed back to back and connected by

7802-422: The use of axle generators and batteries persisted for many years. This started to change in the late 1950s, when the Chicago and North Western Railway removed the steam generators from their EMD F7 and E8 locomotives in commuter service and installed diesel generator sets (see Peninsula 400 ). This was a natural evolution, as their commuter trains were already receiving low-voltage, low-current power from

7896-496: The usual D-D consist by 300 hp (220 kW) (with one fewer prime-mover than a usual D-D consist, thereby significantly improving reliability and dramatically reducing maintenance). Although the D-D arrangement is associated with twin-prime-mover locomotives of high power, this does not mean a D-D with a single high-power prime mover may be built in the future, nor does it exclude two-truck, eight-axle electric locomotive. The EMD DDM45

7990-503: The various FP models with the largest quantity, 38% of the total production, sold to Canadian National Railway . Some 20 units of various designations exist today in a preserved state. Several excursion railways own operating examples which are in regular service, including MLW units received from Via Rail Canada . Locomotives not sold to tourist railroads have been sold to museums and other owners. Alco built 23 A1A-A1A trucked FCA-3s for Pakistan Railways in 1951 and 1953. These were

8084-409: The vast majority of China Railways' engines that are capable of supplying HEP are electric locomotives. On most newer 25G cars and 25/19T cars, power is supplied at 600 V DC by electric locos such as SS7C, SS7D, SS7E, SS8 , SS9 , HXD1D , HXD3C , HXD3D , and some DF11G diesels (No.0041, 0042, 0047, 0048, 0053-0056, 0101-0218). Small number of special generator cars (QZ-KD25T) designated for use on

8178-534: The weight of the locomotive more evenly over the track and counteracts the tendency of trucks to oscillate at high speeds, which is a problem with two axle trucks. The idler wheels may be smaller than the powered wheels. Examples of locomotives with this wheel arrangement include the EMD E-units and ALCO PAs , which were high speed passenger locomotives, and the dual service FM Erie-built . BNSF took delivery of ES44C4 locomotives with this type of truck in 2009. In

8272-638: Was left intact, allowing the engines to be used in push-pull service with other locomotives, which usually lacked HEP. By the late 1990s and early 2000s, the railroad began retiring the ALCOs in favor of new bi-level cab cars and locomotives with HEP installed. Almost 800 FA units were built by ALCO and MLW, with just over 15% of them sold to New York Central Railroad , and another 5% each to Union Pacific Railroad , Gulf, Mobile and Ohio Railroad and Missouri Pacific Railroad . About half as many FB units were produced and sold in similar ratios. ALCO and MLW built 152 of

8366-522: Was one of the first HEP equipped locomotives to have its prime mover configured to run at a constant speed, with traction generator output regulated solely by varying excitation voltage. One of the first tests of HEP powered by an EMD locomotive's prime mover was in 1969, on Milwaukee Road EMD E9 #33C, which was converted to have a constant speed rear engine. HEP power supplies the lighting, HVAC , dining car, kitchen, and battery charging loads. Individual car electrical loading ranges from 20 kW for

8460-480: Was powered by batteries which were charged by a dynamo underneath each carriage when the train was in motion, and buffet cars would use bottled gas for cooking and water heating . Later diesels and electric locomotives were equipped with Electric Train Heating ( ETH ) apparatus, which supplied electrical power to the carriages to run electric heating elements installed alongside the steam-heat apparatus, which

8554-426: Was provided by trailing generator vans containing generators and steam boilers . These were normally located on the rear of train sets. The Enterprise Dublin-Belfast train sets initially used HEP from GM 201 diesel-electric locomotives , but due to reliability issues and excessive wear on the locomotives systems, generator vans (sourced from retired Irish Rail MK3 sets and adapted for push-pull use) were added. HEP mode

8648-506: Was retained for use with older locomotives. Later carriage designs abolished the steam-heat apparatus, and made use of the ETH supply for heating, lighting (including charging the train lighting batteries), ventilation, air conditioning , fans, sockets and kitchen equipment in the train. In recognition of this ETH was eventually renamed Electric Train Supply ( ETS ). Each coach has an index relating to

8742-522: Was scrapped when a IE 201 Class locomotive caught fire. Russian cars use electric heating with either 3 kV DC voltage on DC lines or 3 kV AC voltage on AC lines provided by locomotive's main transformer. Newer cars are mostly made by Western European manufacturers and are equipped similarly to RIC cars. RIC cars must be able to be supplied at all the following four voltages: 1,000 V 16 + 2 ⁄ 3  Hz AC, 1,500 V 50 Hz AC, 1,500 V DC and 3,000 V DC. The first one

8836-609: Was used on the Jawn Henry coal -fired steam-turbine locomotive built by the Baldwin Locomotive Works for the Norfolk & Western Railway in May, 1954. "1-D-1" means there are three trucks under the unit. At either end are trucks with one idler axle; the center truck has four powered axles. The original 1904–1909 New York Central S-Motor third-rail electric locomotives (for the Grand Central Terminal electrification) and

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