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An electric locomotive is a locomotive powered by electricity from overhead lines , a third rail or on-board energy storage such as a battery or a supercapacitor . Locomotives with on-board fuelled prime movers , such as diesel engines or gas turbines , are classed as diesel–electric or gas turbine–electric and not as electric locomotives, because the electric generator/motor combination serves only as a power transmission system .

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140-580: Greenwood & Batley were a large engineering manufacturer with a wide range of products, including armaments, electrical engineering, and printing and milling machinery. They also produced a range of battery-electric railway locomotives under the brand name Greenbat . The works was in Armley , Leeds , UK. Thomas Greenwood and John Batley first set up their business in 1856, both having previously worked at Fairburn's Wellington Foundry in Leeds . Their first premises,

280-519: A power transmission system . Electric locomotives benefit from the high efficiency of electric motors, often above 90% (not including the inefficiency of generating the electricity). Additional efficiency can be gained from regenerative braking , which allows kinetic energy to be recovered during braking to put power back on the line. Newer electric locomotives use AC motor-inverter drive systems that provide for regenerative braking. Electric locomotives are quiet compared to diesel locomotives since there

420-452: A combustion-powered locomotive (i.e., steam- or diesel-powered ) could cause a safety issue due to the risks of fire, explosion or fumes in a confined space. Battery locomotives are preferred for mine railways 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

560-452: A combustion-powered locomotive (i.e., steam- or diesel-powered ) could cause a safety issue due to the risks of fire, explosion or fumes in a confined space. Battery locomotives are preferred for mine railways 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

700-429: A ground and polished journal that is integral to the axle. The other side of the housing has a tongue-shaped protuberance that engages a matching slot in the truck (bogie) bolster, its purpose being to act as a torque reaction device, as well as support. Power transfer from the motor to the axle is effected by spur gearing , in which a pinion on the motor shaft engages a bull gear on the axle. Both gears are enclosed in

840-429: A ground and polished journal that is integral to the axle. The other side of the housing has a tongue-shaped protuberance that engages a matching slot in the truck (bogie) bolster, its purpose being to act as a torque reaction device, as well as support. Power transfer from the motor to the axle is effected by spur gearing , in which a pinion on the motor shaft engages a bull gear on the axle. Both gears are enclosed in

980-415: A liquid-tight housing containing lubricating oil. The type of service in which the locomotive is used dictates the gear ratio employed. Numerically high ratios are commonly found on freight units, whereas numerically low ratios are typical of passenger engines. The Whyte notation system for classifying steam locomotives is not adequate for describing the variety of electric locomotive arrangements, though

1120-415: A liquid-tight housing containing lubricating oil. The type of service in which the locomotive is used dictates the gear ratio employed. Numerically high ratios are commonly found on freight units, whereas numerically low ratios are typical of passenger engines. The Whyte notation system for classifying steam locomotives is not adequate for describing the variety of electric locomotive arrangements, though

1260-409: A modern locomotive can be up to 50% of the cost of the vehicle. Electric traction allows the use of regenerative braking, in which the motors are used as brakes and become generators that transform the motion of the train into electrical power that is then fed back into the lines. This system is particularly advantageous in mountainous operations, as descending locomotives can produce a large portion of

1400-409: A modern locomotive can be up to 50% of the cost of the vehicle. Electric traction allows the use of regenerative braking, in which the motors are used as brakes and become generators that transform the motion of the train into electrical power that is then fed back into the lines. This system is particularly advantageous in mountainous operations, as descending locomotives can produce a large portion of

1540-490: A new type 3-phase asynchronous electric drive motors and generators for electric locomotives at the Fives-Lille Company. Kandó's early 1894 designs were first applied in a short three-phase AC tramway in Évian-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

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1680-429: A new type 3-phase asynchronous electric drive motors and generators for electric locomotives at the Fives-Lille Company. Kandó's early 1894 designs were first applied in a short three-phase AC tramway in Évian-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

1820-473: A single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks. Italian railways were the first in the world to introduce electric traction for the entire length of a mainline rather than just a short stretch. The 106 km Valtellina line was opened on 4 September 1902, designed by Kandó and a team from the Ganz Works . The electrical system

1960-421: A single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks. Italian railways were the first in the world to introduce electric traction for the entire length of a mainline rather than just a short stretch. The 106 km Valtellina line was opened on 4 September 1902, designed by Kandó and a team from the Ganz Works . The electrical system

2100-410: A smaller rail parallel to the main track, above ground level. There are multiple pickups on both sides of the locomotive in order to accommodate the breaks in the third rail required by trackwork. This system is preferred in subways because of the close clearances it affords. During the initial development of railroad electrical propulsion, a number of drive systems were devised to couple the output of

2240-410: A smaller rail parallel to the main track, above ground level. There are multiple pickups on both sides of the locomotive in order to accommodate the breaks in the third rail required by trackwork. This system is preferred in subways because of the close clearances it affords. During the initial development of railroad electrical propulsion, a number of drive systems were devised to couple the output of

2380-819: A speed of 13 km/h. During four months, the train carried 90,000 passengers on a 300-meter-long (984 feet) circular track. The electricity (150 V DC) was supplied through a third insulated rail between the tracks. A contact roller was used to collect the electricity. The world's first electric tram line opened in Lichterfelde near Berlin, Germany, in 1881. It was built by Werner von Siemens (see Gross-Lichterfelde Tramway and Berlin Straßenbahn ). Volk's Electric Railway opened in 1883 in Brighton. Also in 1883, Mödling and Hinterbrühl Tram opened near Vienna in Austria. It

2520-609: A speed of 13 km/h. During four months, the train carried 90,000 passengers on a 300-meter-long (984 feet) circular track. The electricity (150 V DC) was supplied through a third insulated rail between the tracks. A contact roller was used to collect the electricity. The world's first electric tram line opened in Lichterfelde near Berlin, Germany, in 1881. It was built by Werner von Siemens (see Gross-Lichterfelde Tramway and Berlin Straßenbahn ). Volk's Electric Railway opened in 1883 in Brighton. Also in 1883, Mödling and Hinterbrühl Tram opened near Vienna in Austria. It

2660-599: A total of 31 G&B locomotives were used on the Mersey Tunnel construction. Other work developed rapidly. In 1928, flameproof locomotive were built for the Royal Navy and in 1929 the first export order was for seven, pantograph fitted locomotives for the Chinese Engineering and Mining Co Ltd. In 1930 the first standard gauge locomotive was built for Luton Power Station. This was a 15 hp (11 kW) design and

2800-402: Is a locomotive powered by electricity from overhead lines , a third rail or on-board energy storage such as a battery or a supercapacitor . Locomotives with on-board fuelled prime movers , such as diesel engines or gas turbines , are classed as diesel–electric or gas turbine–electric and not as electric locomotives, because the electric generator/motor combination serves only as

2940-650: Is common in Canada and the U.S.) but not for passenger or mixed passenger/freight traffic like on many European railway lines, especially where heavy freight trains must be run at comparatively high speeds (80 km/h or more). These factors led to high degrees of electrification in most European countries. In some countries, like Switzerland, even electric shunters are common and many private sidings are served by electric locomotives. During World War II , when materials to build new electric locomotives were not available, Swiss Federal Railways installed electric heating elements in

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3080-601: Is common in Canada and the U.S.) but not for passenger or mixed passenger/freight traffic like on many European railway lines, especially where heavy freight trains must be run at comparatively high speeds (80 km/h or more). These factors led to high degrees of electrification in most European countries. In some countries, like Switzerland, even electric shunters are common and many private sidings are served by electric locomotives. During World War II , when materials to build new electric locomotives were not available, Swiss Federal Railways installed electric heating elements in

3220-418: Is no easy way to do the voltage/current transformation for DC so efficiently as achieved by AC transformers. AC traction still occasionally uses dual overhead wires instead of single-phase lines. The resulting three-phase current drives induction motors , which do not have sensitive commutators and permit easy realisation of a regenerative brake . Speed is controlled by changing the number of pole pairs in

3360-418: Is no easy way to do the voltage/current transformation for DC so efficiently as achieved by AC transformers. AC traction still occasionally uses dual overhead wires instead of single-phase lines. The resulting three-phase current drives induction motors , which do not have sensitive commutators and permit easy realisation of a regenerative brake . Speed is controlled by changing the number of pole pairs in

3500-1091: Is no engine and exhaust noise and less mechanical noise. The lack of reciprocating parts means electric locomotives are easier on the track, reducing track maintenance. Power plant capacity is far greater than any individual locomotive uses, so electric locomotives can have a higher power output than diesel locomotives and they can produce even higher short-term surge power for fast acceleration. Electric locomotives are ideal for commuter rail service with frequent stops. Electric locomotives are used on freight routes with consistently high traffic volumes, or in areas with advanced rail networks. Power plants, even if they burn fossil fuels , are far cleaner than mobile sources such as locomotive engines. The power can also come from low-carbon or renewable sources , including geothermal power , hydroelectric power , biomass , solar power , nuclear power and wind turbines . Electric locomotives usually cost 20% less than diesel locomotives, their maintenance costs are 25–35% lower, and cost up to 50% less to run. The chief disadvantage of electrification

3640-463: Is now employed largely unmodified by ÖBB to haul their Railjet which is however limited to a top speed of 230 km/h due to economic and infrastructure concerns. An electric locomotive can be supplied with power from The distinguishing design features of electric locomotives are: The most fundamental difference lies in the choice of AC or DC. The earliest systems used DC, as AC was not well understood and insulation material for high voltage lines

3780-463: Is now employed largely unmodified by ÖBB to haul their Railjet which is however limited to a top speed of 230 km/h due to economic and infrastructure concerns. An electric locomotive can be supplied with power from The distinguishing design features of electric locomotives are: The most fundamental difference lies in the choice of AC or DC. The earliest systems used DC, as AC was not well understood and insulation material for high voltage lines

3920-414: Is powered by onboard batteries; a kind of battery electric vehicle . Such locomotives are used where a diesel or conventional electric locomotive would be unsuitable. An example is maintenance trains on electrified lines when the electricity supply is turned off. Another use for battery locomotives is in industrial facilities (e.g. explosives factories, oil, and gas refineries or chemical factories) where

4060-414: Is powered by onboard batteries; a kind of battery electric vehicle . Such locomotives are used where a diesel or conventional electric locomotive would be unsuitable. An example is maintenance trains on electrified lines when the electricity supply is turned off. Another use for battery locomotives is in industrial facilities (e.g. explosives factories, oil, and gas refineries or chemical factories) where

4200-483: Is the high cost for infrastructure: overhead lines or third rail, substations, and control systems. The impact of this varies depending on local laws and regulations. For example, public policy in the U.S. interferes with electrification: higher property taxes are imposed on privately owned rail facilities if they are electrified. The EPA regulates exhaust emissions on locomotive and marine engines, similar to regulations on car & freight truck emissions, in order to limit

4340-483: Is the high cost for infrastructure: overhead lines or third rail, substations, and control systems. The impact of this varies depending on local laws and regulations. For example, public policy in the U.S. interferes with electrification: higher property taxes are imposed on privately owned rail facilities if they are electrified. The EPA regulates exhaust emissions on locomotive and marine engines, similar to regulations on car & freight truck emissions, in order to limit

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4480-452: Is widespread in Europe, with electric multiple units commonly used for passenger trains. Due to higher density schedules, operating costs are more dominant with respect to the infrastructure costs than in the U.S. and electric locomotives have much lower operating costs than diesel. In addition, governments were motivated to electrify their railway networks due to coal shortages experienced during

4620-403: Is widespread in Europe, with electric multiple units commonly used for passenger trains. Due to higher density schedules, operating costs are more dominant with respect to the infrastructure costs than in the U.S. and electric locomotives have much lower operating costs than diesel. In addition, governments were motivated to electrify their railway networks due to coal shortages experienced during

4760-505: The Ganz works and Societa Italiana Westinghouse , was an electro-mechanical converter , allowing the use of three-phase motors from single-phase AC, eliminating the need for two overhead wires. In 1923, the first phase-converter locomotive in Hungary was constructed on the basis of Kandó's designs and serial production began soon after. The first installation, at 16 kV 50 Hz, was in 1932 on

4900-409: The Ganz works and Societa Italiana Westinghouse , was an electro-mechanical converter , allowing the use of three-phase motors from single-phase AC, eliminating the need for two overhead wires. In 1923, the first phase-converter locomotive in Hungary was constructed on the basis of Kandó's designs and serial production began soon after. The first installation, at 16 kV 50 Hz, was in 1932 on

5040-603: The Pennsylvania Railroad applied classes to its electric locomotives as if they were steam. For example, the PRR GG1 class indicates that it is arranged like two 4-6-0 class G locomotives coupled back-to-back. UIC classification system was typically used for electric locomotives, as it could handle the complex arrangements of powered and unpowered axles and could distinguish between coupled and uncoupled drive systems. A battery–electric locomotive (or battery locomotive)

5180-491: The Pennsylvania Railroad applied classes to its electric locomotives as if they were steam. For example, the PRR GG1 class indicates that it is arranged like two 4-6-0 class G locomotives coupled back-to-back. UIC classification system was typically used for electric locomotives, as it could handle the complex arrangements of powered and unpowered axles and could distinguish between coupled and uncoupled drive systems. A battery–electric locomotive (or battery locomotive)

5320-635: The Pennsylvania Railroad , which had introduced electric locomotives because of the NYC regulation, electrified its entire territory east of Harrisburg, Pennsylvania . The Chicago, Milwaukee, St. Paul, and Pacific Railroad (the Milwaukee Road ), the last transcontinental line to be built, electrified its lines across the Rocky Mountains and to the Pacific Ocean starting in 1915. A few East Coastlines, notably

5460-420: The Pennsylvania Railroad , which had introduced electric locomotives because of the NYC regulation, electrified its entire territory east of Harrisburg, Pennsylvania . The Chicago, Milwaukee, St. Paul, and Pacific Railroad (the Milwaukee Road ), the last transcontinental line to be built, electrified its lines across the Rocky Mountains and to the Pacific Ocean starting in 1915. A few East Coastlines, notably

5600-612: The Royal Scottish Society of Arts Exhibition in 1841. The seven-ton vehicle had two direct-drive reluctance motors , with fixed electromagnets acting on iron bars attached to a wooden cylinder on each axle, and simple commutators . It hauled a load of six tons at four miles per hour (6 kilometers per hour) for a distance of one and a half miles (2.4 kilometres). It was tested on the Edinburgh and Glasgow Railway in September of

5740-445: The Royal Scottish Society of Arts Exhibition in 1841. The seven-ton vehicle had two direct-drive reluctance motors , with fixed electromagnets acting on iron bars attached to a wooden cylinder on each axle, and simple commutators . It hauled a load of six tons at four miles per hour (6 kilometers per hour) for a distance of one and a half miles (2.4 kilometres). It was tested on the Edinburgh and Glasgow Railway in September of

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5880-522: The SJ Class Dm 3 locomotives on Swedish Railways produced a record 7,200 kW. Locomotives capable of commercial passenger service at 200 km/h appeared in Germany and France in the same period. Further improvements resulted from the introduction of electronic control systems, which permitted the use of increasingly lighter and more powerful motors that could be fitted inside the bogies (standardizing from

6020-419: The SJ Class Dm 3 locomotives on Swedish Railways produced a record 7,200 kW. Locomotives capable of commercial passenger service at 200 km/h appeared in Germany and France in the same period. Further improvements resulted from the introduction of electronic control systems, which permitted the use of increasingly lighter and more powerful motors that could be fitted inside the bogies (standardizing from

6160-472: The United Kingdom (750 V and 1,500 V); Netherlands , Japan , Ireland (1,500 V); Slovenia , Belgium , Italy , Poland , Russia , Spain (3,000 V) and Washington, D.C. (750 V). Electrical circuits require two connections (or for three phase AC , three connections). From the beginning, the track was used for one side of the circuit. Unlike model railroads the track normally supplies only one side,

6300-416: The United Kingdom (750 V and 1,500 V); Netherlands , Japan , Ireland (1,500 V); Slovenia , Belgium , Italy , Poland , Russia , Spain (3,000 V) and Washington, D.C. (750 V). Electrical circuits require two connections (or for three phase AC , three connections). From the beginning, the track was used for one side of the circuit. Unlike model railroads the track normally supplies only one side,

6440-574: The Virginian Railway and the Norfolk and Western Railway , electrified short sections of their mountain crossings. However, by this point electrification in the United States was more associated with dense urban traffic and the use of electric locomotives declined in the face of dieselization. Diesel shared some of the electric locomotive's advantages over steam and the cost of building and maintaining

6580-410: The Virginian Railway and the Norfolk and Western Railway , electrified short sections of their mountain crossings. However, by this point electrification in the United States was more associated with dense urban traffic and the use of electric locomotives declined in the face of dieselization. Diesel shared some of the electric locomotive's advantages over steam and the cost of building and maintaining

6720-404: The traction motors to the wheels. Early locomotives often used jackshaft drives. In this arrangement, the traction motor is mounted within the body of the locomotive and drives the jackshaft through a set of gears. This system was employed because the first traction motors were too large and heavy to mount directly on the axles. Due to the number of mechanical parts involved, frequent maintenance

6860-404: The traction motors to the wheels. Early locomotives often used jackshaft drives. In this arrangement, the traction motor is mounted within the body of the locomotive and drives the jackshaft through a set of gears. This system was employed because the first traction motors were too large and heavy to mount directly on the axles. Due to the number of mechanical parts involved, frequent maintenance

7000-522: The 1990s onwards on asynchronous three-phase motors, fed through GTO-inverters). In the 1980s, the development of very high-speed service brought further electrification. The Japanese Shinkansen and the French TGV were the first systems for which devoted high-speed lines were built from scratch. Similar programs were undertaken in Italy , Germany and Spain ; in the United States the only new mainline service

7140-422: The 1990s onwards on asynchronous three-phase motors, fed through GTO-inverters). In the 1980s, the development of very high-speed service brought further electrification. The Japanese Shinkansen and the French TGV were the first systems for which devoted high-speed lines were built from scratch. Similar programs were undertaken in Italy , Germany and Spain ; in the United States the only new mainline service

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7280-482: The 56 km section of the Hungarian State Railways between Budapest and Komárom . This proved successful and the electrification was extended to Hegyeshalom in 1934. In Europe, electrification projects initially focused on mountainous regions for several reasons: coal supplies were difficult, hydroelectric power was readily available, and electric locomotives gave more traction on steeper lines. This

7420-415: The 56 km section of the Hungarian State Railways between Budapest and Komárom . This proved successful and the electrification was extended to Hegyeshalom in 1934. In Europe, electrification projects initially focused on mountainous regions for several reasons: coal supplies were difficult, hydroelectric power was readily available, and electric locomotives gave more traction on steeper lines. This

7560-683: The Albion Foundry, was taken over from Thomas W. Lord. The foundry was located on East Street by the River Aire ( Aire & Calder Navigation ), however this quickly became too small for their needs and in 1859 they constructed the Albion Works in Armley Road, Leeds. In 1885 the company branched out into Flour and Oil Milling Machinery as a result of the acquisition of the business of Joseph Whitham, Perseverance Iron Works, Kirkstall Road, Leeds. By 1888

7700-425: The Albion Works that can be found on the secondhand market—an indication of the quality of the products. The only local reminder of the Albion Works is the name of the public house "The Albion" which must have served many a pint to thirsty workers. Battery-electric locomotive Electric locomotives benefit from the high efficiency of electric motors, often above 90% (not including the inefficiency of generating

7840-531: The B&;O to the new line to New York through a series of tunnels around the edges of Baltimore's downtown. Parallel tracks on the Pennsylvania Railroad had shown that coal smoke from steam locomotives would be a major operating issue and a public nuisance. Three Bo+Bo units were initially used, the EL-1 Model. At the south end of the electrified section; they coupled onto the locomotive and train and pulled it through

7980-430: The B&O to the new line to New York through a series of tunnels around the edges of Baltimore's downtown. Parallel tracks on the Pennsylvania Railroad had shown that coal smoke from steam locomotives would be a major operating issue and a public nuisance. Three Bo+Bo units were initially used, the EL-1 Model. At the south end of the electrified section; they coupled onto the locomotive and train and pulled it through

8120-681: The Buchli drive was mainly used by the French SNCF and Swiss Federal Railways . The quill drive was also developed about this time and mounted the traction motor above or to the side of the axle and coupled to the axle through a reduction gear and a hollow shaft – the quill – flexibly connected to the driving axle. The Pennsylvania Railroad GG1 locomotive used a quill drive. Again, as traction motors continued to shrink in size and weight, quill drives gradually fell out of favor in low-speed freight locomotives. In high-speed passenger locomotives used in Europe,

8260-578: The Buchli drive was mainly used by the French SNCF and Swiss Federal Railways . The quill drive was also developed about this time and mounted the traction motor above or to the side of the axle and coupled to the axle through a reduction gear and a hollow shaft – the quill – flexibly connected to the driving axle. The Pennsylvania Railroad GG1 locomotive used a quill drive. Again, as traction motors continued to shrink in size and weight, quill drives gradually fell out of favor in low-speed freight locomotives. In high-speed passenger locomotives used in Europe,

8400-563: The Fairbairn-Lawson Group in the late 1960s; however, trading conditions were not favourable, and in April 1980 the receivers were called in and 480 employees made redundant. The company was bought by Hunslet Holdings for £1.65M who continued to use the Greenbat name for their battery locomotives. By 1984 the work had been transferred to Jack Lane and the Albion Works were mothballed. In 1987

8540-505: The First and Second World Wars. Diesel locomotives have less power compared to electric locomotives for the same weight and dimensions. For instance, the 2,200 kW of a modern British Rail Class 66 diesel locomotive was matched in 1927 by the electric SBB-CFF-FFS Ae 4/7 (2,300 kW), which is lighter. However, for low speeds, the tractive effort is more important than power. Diesel engines can be competitive for slow freight traffic (as it

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8680-457: The First and Second World Wars. Diesel locomotives have less power compared to electric locomotives for the same weight and dimensions. For instance, the 2,200 kW of a modern British Rail Class 66 diesel locomotive was matched in 1927 by the electric SBB-CFF-FFS Ae 4/7 (2,300 kW), which is lighter. However, for low speeds, the tractive effort is more important than power. Diesel engines can be competitive for slow freight traffic (as it

8820-473: The London Underground. One setback for third rail systems is that level crossings become more complex, usually requiring a gap section. The original Baltimore and Ohio Railroad electrification used a sliding pickup (a contact shoe or simply the "shoe") in an overhead channel, a system quickly found to be unsatisfactory. It was replaced by a third rail , in which a pickup rides underneath or on top of

8960-412: The London Underground. One setback for third rail systems is that level crossings become more complex, usually requiring a gap section. The original Baltimore and Ohio Railroad electrification used a sliding pickup (a contact shoe or simply the "shoe") in an overhead channel, a system quickly found to be unsatisfactory. It was replaced by a third rail , in which a pickup rides underneath or on top of

9100-580: The Navy, and Horse Shoes for the British Government. Patent Platen Printing Machines. Patent Boot Sewing Machines. Cloth Cutting Machines. Patent Boot Sewing Machines. Cloth Cutting Machines for Wholesale Clothiers, &c. Greenbat was the trade name for the railway locomotives built by Greenwood & Batley. The company specialised in electric locomotives , particularly battery-powered types for use in mines and other hazardous environments. In 1876

9240-430: The amount of carbon monoxide, unburnt hydrocarbons, nitric oxides, and soot output from these mobile power sources. Because railroad infrastructure is privately owned in the U.S., railroads are unwilling to make the necessary investments for electrification. In Europe and elsewhere, railway networks are considered part of the national transport infrastructure, just like roads, highways and waterways, so are often financed by

9380-430: The amount of carbon monoxide, unburnt hydrocarbons, nitric oxides, and soot output from these mobile power sources. Because railroad infrastructure is privately owned in the U.S., railroads are unwilling to make the necessary investments for electrification. In Europe and elsewhere, railway networks are considered part of the national transport infrastructure, just like roads, highways and waterways, so are often financed by

9520-457: The boilers of some steam shunters , fed from the overhead supply, to deal with the shortage of imported coal. Recent political developments in many European countries to enhance public transit have led to another boost for electric traction. In addition, gaps in the unelectrified track are closed to avoid replacing electric locomotives by diesel for these sections. The necessary modernization and electrification of these lines are possible, due to

9660-457: The boilers of some steam shunters , fed from the overhead supply, to deal with the shortage of imported coal. Recent political developments in many European countries to enhance public transit have led to another boost for electric traction. In addition, gaps in the unelectrified track are closed to avoid replacing electric locomotives by diesel for these sections. The necessary modernization and electrification of these lines are possible, due to

9800-746: The company built an experimental compressed air tramcar. The vehicle was supplied by a 100-cubic-foot (2,800 L) reservoir filled at 1000psi. Similarly, in 1878 a Loftus Perkins tramway locomotive was built, fed by a water-tube boiler nominally rated at 500psi. Leeds Corporation placed an order for 25 electric tramcars in 1896, and the vehicles entered service in 1897, but there were no repeat orders. Greenwood & Batley's first successful venture into locomotive building occurred in July 1927, when five 4 hp (3.0 kW) battery-electric narrow gauge locomotives were completed for Edmund Nuttall 's Mersey Tunnel contract. These locomotives proved very reliable and

9940-516: The company was able to provide similar generator stations for both public supplies and industrial applications e.g. tramways, as one of its range of products. A further acquisition in 1896 saw Greenwood & Batley take over Smith, Beacock & Tannett, Victoria Foundry, Water Lane, Leeds. This company were the successors to the Murray Round Foundry and were principally involved in the manufacture of Machine Tools. The company became part of

10080-564: The early development of electric locomotion was driven by the increasing use of tunnels, particularly in urban areas. Smoke from steam locomotives was noxious and municipalities were increasingly inclined to prohibit their use within their limits. The first electrically worked underground line was the City and South London Railway , prompted by a clause in its enabling act prohibiting the use of steam power. It opened in 1890, using electric locomotives built by Mather and Platt . Electricity quickly became

10220-518: The early development of electric locomotion was driven by the increasing use of tunnels, particularly in urban areas. Smoke from steam locomotives was noxious and municipalities were increasingly inclined to prohibit their use within their limits. The first electrically worked underground line was the City and South London Railway , prompted by a clause in its enabling act prohibiting the use of steam power. It opened in 1890, using electric locomotives built by Mather and Platt . Electricity quickly became

10360-481: The electricity). Additional efficiency can be gained from regenerative braking , which allows kinetic energy to be recovered during braking to put power back on the line. Newer electric locomotives use AC motor-inverter drive systems that provide for regenerative braking. Electric locomotives are quiet compared to diesel locomotives since there is no engine and exhaust noise and less mechanical noise. The lack of reciprocating parts means electric locomotives are easier on

10500-474: The electrification of many European main lines. European electric locomotive technology had improved steadily from the 1920s onwards. By comparison, the Milwaukee Road class EP-2 (1918) weighed 240 t, with a power of 3,330 kW and a maximum speed of 112 km/h; in 1935, German E 18 had a power of 2,800 kW, but weighed only 108 tons and had a maximum speed of 150 km/h. On 29 March 1955, French locomotive CC 7107 reached 331 km/h. In 1960

10640-474: The electrification of many European main lines. European electric locomotive technology had improved steadily from the 1920s onwards. By comparison, the Milwaukee Road class EP-2 (1918) weighed 240 t, with a power of 3,330 kW and a maximum speed of 112 km/h; in 1935, German E 18 had a power of 2,800 kW, but weighed only 108 tons and had a maximum speed of 150 km/h. On 29 March 1955, French locomotive CC 7107 reached 331 km/h. In 1960

10780-501: The expo site at Frankfurt am Main West, a distance of 280 km. Using experience he had gained while working for Jean Heilmann on steam–electric locomotive designs, Brown observed that three-phase motors had a higher power-to-weight ratio than DC motors and, because of the absence of a commutator , were simpler to manufacture and maintain. However, they were much larger than the DC motors of

10920-410: The expo site at Frankfurt am Main West, a distance of 280 km. Using experience he had gained while working for Jean Heilmann on steam–electric locomotive designs, Brown observed that three-phase motors had a higher power-to-weight ratio than DC motors and, because of the absence of a commutator , were simpler to manufacture and maintain. However, they were much larger than the DC motors of

11060-508: The financing of the railway infrastructure by the state. British electric multiple units were first introduced in the 1890s, and current versions provide public transit and there are also a number of electric locomotive classes, such as: Class 76 , Class 86 , Class 87 , Class 90 , Class 91 and Class 92 . Russia and other countries of the former Soviet Union have a mix of 3,000 V DC and 25 kV AC for historical reasons. Electric locomotive An electric locomotive

11200-738: The first main-line three-phase locomotives to the 40 km Burgdorf–Thun railway (highest point 770 metres), 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 15 kV, 50 Hz 345 kW (460 hp), 48 tonne locomotives used transformers and rotary converters to power DC traction motors. In 1894, Hungarian engineer Kálmán Kandó developed

11340-613: The first main-line three-phase locomotives to the 40 km Burgdorf–Thun railway (highest point 770 metres), 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 15 kV, 50 Hz 345 kW (460 hp), 48 tonne locomotives used transformers and rotary converters to power DC traction motors. In 1894, Hungarian engineer Kálmán Kandó developed

11480-399: The following year, but the limited power from batteries prevented its general use. It was destroyed by railway workers, who saw it as a threat to their job security. The first electric passenger train was presented by Werner von Siemens at Berlin in 1879. The locomotive was driven by a 2.2 kW, series-wound motor, and the train, consisting of the locomotive and three cars, reached

11620-399: The following year, but the limited power from batteries prevented its general use. It was destroyed by railway workers, who saw it as a threat to their job security. The first electric passenger train was presented by Werner von Siemens at Berlin in 1879. The locomotive was driven by a 2.2 kW, series-wound motor, and the train, consisting of the locomotive and three cars, reached

11760-999: The ground. The first electric locomotive built in 1837 was a battery locomotive. It was built by chemist Robert Davidson of Aberdeen in Scotland , and it was powered by galvanic cells (batteries). Another early example was at the Kennecott Copper Mine , McCarthy, Alaska , wherein 1917 the underground haulage ways were widened to enable working by two battery locomotives of 4 + 1 ⁄ 2 short tons (4.0 long tons; 4.1 t). In 1928, Kennecott Copper ordered four 700-series electric locomotives with onboard batteries. These locomotives weighed 85 short tons (76 long tons; 77 t) and operated on 750 volts overhead trolley wire with considerable further range whilst running on batteries. The locomotives provided several decades of service using nickel–iron battery (Edison) technology. The batteries were replaced with lead-acid batteries , and

11900-886: The ground. The first electric locomotive built in 1837 was a battery locomotive. It was built by chemist Robert Davidson of Aberdeen in Scotland , and it was powered by galvanic cells (batteries). Another early example was at the Kennecott Copper Mine , McCarthy, Alaska , wherein 1917 the underground haulage ways were widened to enable working by two battery locomotives of 4 + 1 ⁄ 2 short tons (4.0 long tons; 4.1 t). In 1928, Kennecott Copper ordered four 700-series electric locomotives with onboard batteries. These locomotives weighed 85 short tons (76 long tons; 77 t) and operated on 750 volts overhead trolley wire with considerable further range whilst running on batteries. The locomotives provided several decades of service using nickel–iron battery (Edison) technology. The batteries were replaced with lead-acid batteries , and

12040-537: The largest powers, for driving Factories, Mills, Electrical Installations, &c. Sole Manufacturers of The Brayton Patent Oil Engine. all kinds of Dynamos and Motors for Lighting or Transmission of Power. Speciality: Motors for electrically driven Machine Tools &c. De Laval's Patent Steam Turbine Motors, Turbine Dynamos, Turbine Pumps and Fans (for Great Britain and Colonies, China and Japan). Manufacturers of all kinds of Military Small Arms Ammunition e.g. .303 British . Self-propelling Torpedoes (Whitehead's) for

12180-1120: The locomotives were retired shortly afterward. All four locomotives were donated to museums, but one was scrapped. The others can be seen at the Boone and Scenic Valley Railroad , Iowa, and at the Western Railway Museum in Rio Vista, California. The Toronto Transit Commission previously operated on the Toronto subway 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. As of 2022 , battery locomotives with 7 and 14 MWh energy capacity have been ordered by rail lines and are under development. In 2020, Zhuzhou Electric Locomotive Company , manufacturers of stored electrical power systems using supercapacitors initially developed for use in trams , announced that they were extending their product line to include locomotives. Electrification

12320-908: The locomotives were retired shortly afterward. All four locomotives were donated to museums, but one was scrapped. The others can be seen at the Boone and Scenic Valley Railroad , Iowa, and at the Western Railway Museum in Rio Vista, California. The Toronto Transit Commission previously operated on the Toronto subway 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. As of 2022 , battery locomotives with 7 and 14 MWh energy capacity have been ordered by rail lines and are under development. In 2020, Zhuzhou Electric Locomotive Company , manufacturers of stored electrical power systems using supercapacitors initially developed for use in trams , announced that they were extending their product line to include locomotives. Electrification

12460-468: The middle of the two battery boxes to the driven wheels. At the steered end was a driver's platform, with a steering tiller (like a narrowboat ) and controller, with foot pedal operating brake and on/off switch. A 3/4 ton example can be found on the Embsay and Bolton Abbey Railway. Today there is no tangible evidence of this once-great establishment except occasional surviving artifacts such as machinery made at

12600-434: The other side(s) of the circuit being provided separately. Railways generally tend to prefer overhead lines , often called " catenaries " after the support system used to hold the wire parallel to the ground. Three collection methods are possible: Of the three, the pantograph method is best suited for high-speed operation. Some locomotives use both overhead and third rail collection (e.g. British Rail Class 92 ). In Europe,

12740-434: The other side(s) of the circuit being provided separately. Railways generally tend to prefer overhead lines , often called " catenaries " after the support system used to hold the wire parallel to the ground. Three collection methods are possible: Of the three, the pantograph method is best suited for high-speed operation. Some locomotives use both overhead and third rail collection (e.g. British Rail Class 92 ). In Europe,

12880-424: The performance of AC locomotives was sufficiently developed to allow all its future installations, regardless of terrain, to be of this standard, with its associated cheaper and more efficient infrastructure. The SNCF decision, ignoring as it did the 2,000 miles (3,200 km) of high-voltage DC already installed on French routes, was influential in the standard selected for other countries in Europe. The 1960s saw

13020-424: The performance of AC locomotives was sufficiently developed to allow all its future installations, regardless of terrain, to be of this standard, with its associated cheaper and more efficient infrastructure. The SNCF decision, ignoring as it did the 2,000 miles (3,200 km) of high-voltage DC already installed on French routes, was influential in the standard selected for other countries in Europe. The 1960s saw

13160-490: The period of electrification of the Italian railways, tests were made as to which type of power to use: in some sections there was a 3,600 V 16 + 2 ⁄ 3  Hz three-phase power supply, in others there was 1,500 V DC, 3 kV DC and 10 kV AC 45 Hz supply. After WW2, 3 kV DC power was chosen for the entire Italian railway system. A later development of Kandó, working with both

13300-440: The period of electrification of the Italian railways, tests were made as to which type of power to use: in some sections there was a 3,600 V 16 + 2 ⁄ 3  Hz three-phase power supply, in others there was 1,500 V DC, 3 kV DC and 10 kV AC 45 Hz supply. After WW2, 3 kV DC power was chosen for the entire Italian railway system. A later development of Kandó, working with both

13440-567: The power required for ascending trains. Most systems have a characteristic voltage and, in the case of AC power, a system frequency. Many locomotives have been equipped to handle multiple voltages and frequencies as systems came to overlap or were upgraded. American FL9 locomotives were equipped to handle power from two different electrical systems and could also operate as diesel–electrics. While today's systems predominantly operate on AC, many DC systems are still in use – e.g., in South Africa and

13580-513: The power required for ascending trains. Most systems have a characteristic voltage and, in the case of AC power, a system frequency. Many locomotives have been equipped to handle multiple voltages and frequencies as systems came to overlap or were upgraded. American FL9 locomotives were equipped to handle power from two different electrical systems and could also operate as diesel–electrics. While today's systems predominantly operate on AC, many DC systems are still in use – e.g., in South Africa and

13720-597: The power supply infrastructure, which discouraged new installations, brought on the elimination of most main-line electrification outside the Northeast. Except for a few captive systems (e.g. the Deseret Power Railroad ), by 2000 electrification was confined to the Northeast Corridor and some commuter service; even there, freight service was handled by diesel. Development continued in Europe, where electrification

13860-421: The power supply infrastructure, which discouraged new installations, brought on the elimination of most main-line electrification outside the Northeast. Except for a few captive systems (e.g. the Deseret Power Railroad ), by 2000 electrification was confined to the Northeast Corridor and some commuter service; even there, freight service was handled by diesel. Development continued in Europe, where electrification

14000-530: The power supply of choice for subways, abetted by Sprague's invention of multiple-unit train control in 1897. Surface and elevated rapid transit systems generally used steam until forced to convert by ordinance. The first use of electrification on an American 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

14140-418: The power supply of choice for subways, abetted by Sprague's invention of multiple-unit train control in 1897. Surface and elevated rapid transit systems generally used steam until forced to convert by ordinance. The first use of electrification on an American 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

14280-467: The production of components such as bullets and shell cases. They also produced some of the first tanks in the First World War. An early innovation was the installation of their own electricity generating station, completed in 1894. This allowed machine tools to be electrically driven rather than the traditional common shafts driven by steam. This development was to prove profitable in other ways, as

14420-400: The quill drive is still predominant. Another drive was the " bi-polar " system, in which the motor armature was the axle itself, the frame and field assembly of the motor being attached to the truck (bogie) in a fixed position. The motor had two field poles, which allowed a limited amount of vertical movement of the armature. This system was of limited value since the power output of each motor

14560-400: The quill drive is still predominant. Another drive was the " bi-polar " system, in which the motor armature was the axle itself, the frame and field assembly of the motor being attached to the truck (bogie) in a fixed position. The motor had two field poles, which allowed a limited amount of vertical movement of the armature. This system was of limited value since the power output of each motor

14700-420: The recommended geometry and shape of pantographs are defined by standard EN 50367/IEC 60486 Mass transit systems and suburban lines often use a third rail instead of overhead wire. It allows for smaller tunnels and lower clearance under bridges, and has advantages for intensive traffic that it is a very sturdy system, not sensitive to snapping overhead wires. Some systems use four rails, especially some lines in

14840-420: The recommended geometry and shape of pantographs are defined by standard EN 50367/IEC 60486 Mass transit systems and suburban lines often use a third rail instead of overhead wire. It allows for smaller tunnels and lower clearance under bridges, and has advantages for intensive traffic that it is a very sturdy system, not sensitive to snapping overhead wires. Some systems use four rails, especially some lines in

14980-1463: The site was sold and the works demolished. At the start of the twentieth century Greenwood & Batley offered the following products:- Every description of General and Special machine [tools] for Railway, Marine and General Engineers, including Hydraulic and other Forging and Stamping Machinery, Lathes, Punching, Shearing, Planing, Milling, Shaping, Drilling and Boring Machines. Bolt, Nut and Screw Machinery. Testing Machines for strength of Material. Wood Working Machinery. This YouTube video shows old Greenwood and Batley screw machines still in use in Pakistan: For making Armour Plates, Ordnance, Gun Mountings and Ammunition: also for Small Arms Cartridges, Gunpowder, &c., and every description of War Material. Rolling Mills for Metal Coining, Presses and Minting Machinery. The "Albion," "Leeds, " and Anglo-American systems for Extraction of every kind of Vegetable Oil including Machinery for Preparing and Decorticating Seeds, Nuts &c. Presses for making Cattle Feeding Cakes, Seed and Grain Elevators and Warehousing machinery. Oil Refineries. Cotton and other Baling Presses. Improved Patented Machines for Preparing and Spinning Waste Silk, China Grass, Rhea, Ramie, and other fibres. Whyte's patent Cop Winding Machine. Frickart's Improved Corliss Steam Engines, single compound and triple expansion of

15120-439: The state. Operators of the rolling stock pay fees according to rail use. This makes possible the large investments required for the technically and, in the long-term, also economically advantageous electrification. 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

15260-439: The state. Operators of the rolling stock pay fees according to rail use. This makes possible the large investments required for the technically and, in the long-term, also economically advantageous electrification. 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

15400-399: The stator circuit, with acceleration controlled by switching additional resistors in, or out, of the rotor circuit. The two-phase lines are heavy and complicated near switches, where the phases have to cross each other. The system was widely used in northern Italy until 1976 and is still in use on some Swiss rack railways . The simple feasibility of a fail-safe electric brake is an advantage of

15540-399: The stator circuit, with acceleration controlled by switching additional resistors in, or out, of the rotor circuit. The two-phase lines are heavy and complicated near switches, where the phases have to cross each other. The system was widely used in northern Italy until 1976 and is still in use on some Swiss rack railways . The simple feasibility of a fail-safe electric brake is an advantage of

15680-442: The system, while speed control and the two-phase lines are problematic. Rectifier locomotives, which used AC power transmission and DC motors, were common, though DC commutators had problems both in starting and at low velocities. Today's advanced electric locomotives use brushless three-phase AC induction motors . These polyphase machines are powered from GTO -, IGCT - or IGBT -based inverters. The cost of electronic devices in

15820-442: The system, while speed control and the two-phase lines are problematic. Rectifier locomotives, which used AC power transmission and DC motors, were common, though DC commutators had problems both in starting and at low velocities. Today's advanced electric locomotives use brushless three-phase AC induction motors . These polyphase machines are powered from GTO -, IGCT - or IGBT -based inverters. The cost of electronic devices in

15960-600: The time and could not be mounted in underfloor bogies : they could only be carried within locomotive bodies. In 1896, Oerlikon installed the first commercial example of the system on the Lugano Tramway . Each 30-tonne locomotive had two 110 kW (150 hp) motors run by three-phase 750 V 40 Hz fed from double overhead lines. Three-phase motors run at a constant speed and provide regenerative braking and are thus well suited to steeply graded routes; in 1899 Brown (by then in partnership with Walter Boveri ) supplied

16100-544: The time and could not be mounted in underfloor bogies : they could only be carried within locomotive bodies. In 1896, Oerlikon installed the first commercial example of the system on the Lugano Tramway . Each 30-tonne locomotive had two 110 kW (150 hp) motors run by three-phase 750 V 40 Hz fed from double overhead lines. Three-phase motors run at a constant speed and provide regenerative braking and are thus well suited to steeply graded routes; in 1899 Brown (by then in partnership with Walter Boveri ) supplied

16240-960: The track, reducing track maintenance. Power plant capacity is far greater than any individual locomotive uses, so electric locomotives can have a higher power output than diesel locomotives and they can produce even higher short-term surge power for fast acceleration. Electric locomotives are ideal for commuter rail service with frequent stops. Electric locomotives are used on freight routes with consistently high traffic volumes, or in areas with advanced rail networks. Power plants, even if they burn fossil fuels , are far cleaner than mobile sources such as locomotive engines. The power can also come from low-carbon or renewable sources , including geothermal power , hydroelectric power , biomass , solar power , nuclear power and wind turbines . Electric locomotives usually cost 20% less than diesel locomotives, their maintenance costs are 25–35% lower, and cost up to 50% less to run. The chief disadvantage of electrification

16380-640: The tunnels. Railroad entrances to New York City required similar tunnels and the smoke problems were more acute there. A collision in the Park Avenue tunnel in 1902 led the New York State legislature to outlaw the use of smoke-generating locomotives south of the Harlem River after 1 July 1908. In response, electric locomotives began operation in 1904 on the New York Central Railroad . In the 1930s,

16520-408: The tunnels. Railroad entrances to New York City required similar tunnels and the smoke problems were more acute there. A collision in the Park Avenue tunnel in 1902 led the New York State legislature to outlaw the use of smoke-generating locomotives south of the Harlem River after 1 July 1908. In response, electric locomotives began operation in 1904 on the New York Central Railroad . In the 1930s,

16660-443: The use of low currents; transmission losses are proportional to the square of the current (e.g. twice the current means four times the loss). Thus, high power can be conducted over long distances on lighter and cheaper wires. Transformers in the locomotives transform this power to a low voltage and high current for the motors. A similar high voltage, low current system could not be employed with direct current locomotives because there

16800-443: The use of low currents; transmission losses are proportional to the square of the current (e.g. twice the current means four times the loss). Thus, high power can be conducted over long distances on lighter and cheaper wires. Transformers in the locomotives transform this power to a low voltage and high current for the motors. A similar high voltage, low current system could not be employed with direct current locomotives because there

16940-473: The works covered 11 acres (45,000 m) and employed around 1600 men. A rail connection with the Great Northern Railway was installed in 1890 to bring in raw materials and to deliver finished products. Greenwood & Batley rapidly became a giant of a company, manufacturing an incredible range of products. Their primary business was military equipment both in terms of machinery to make armaments and

17080-439: The world. Another successful product line were the battery-electric factory flat trucks , small vehicles designed for transporting goods inside factories, where the exhaust fumes of an internal combustion engine could not be tolerated. The truck consisted of a flat load bed, with a battery box and wheels underneath. One set of wheels was driven, and the other steered, with the motor positioned between them. The prop-shaft went down

17220-576: Was an extension of electrification over the Northeast Corridor from New Haven, Connecticut , to Boston, Massachusetts , though new electric light rail systems continued to be built. On 2 September 2006, a standard production Siemens electric locomotive of the Eurosprinter type ES64-U4 ( ÖBB Class 1216) achieved 357 km/h (222 mph), the record for a locomotive-hauled train, on the new line between Ingolstadt and Nuremberg. This locomotive

17360-461: Was an extension of electrification over the Northeast Corridor from New Haven, Connecticut , to Boston, Massachusetts , though new electric light rail systems continued to be built. On 2 September 2006, a standard production Siemens electric locomotive of the Eurosprinter type ES64-U4 ( ÖBB Class 1216) achieved 357 km/h (222 mph), the record for a locomotive-hauled train, on the new line between Ingolstadt and Nuremberg. This locomotive

17500-567: Was capable of hauling one hundred tons at 4 mph (6.4 km/h) on the level. This locomotive is preserved at the Armley Mills Industrial Museum , Leeds. A standard gauge passenger-carrying vehicle was constructed in 1933 for use by the Royal Navy at Gosport. This locomotive used two 10 hp (7.5 kW) motors and could run at 20 mph (32 km/h) up a 1 in 137 gradient. Other products for which they were well known

17640-652: Was coke car locomotive for Gas Works and Coking Plants. Greenwood & Batley also made a number of Coke oven locomotives. These strange-looking machines were made to go very slowly for long periods, and had to be extremely reliable. One is at the Middleton Railway in Leeds. One of the last orders was the London Post Office Railway 1980 Stock . In their short period of production, Greenwood & Batley built 1367 electric locomotives which were exported around

17780-404: Was limited. The EP-2 bi-polar electrics used by the Milwaukee Road compensated for this problem by using a large number of powered axles. Modern freight electric locomotives, like their Diesel–electric counterparts, almost universally use axle-hung traction motors, with one motor for each powered axle. In this arrangement, one side of the motor housing is supported by plain bearings riding on

17920-404: Was limited. The EP-2 bi-polar electrics used by the Milwaukee Road compensated for this problem by using a large number of powered axles. Modern freight electric locomotives, like their Diesel–electric counterparts, almost universally use axle-hung traction motors, with one motor for each powered axle. In this arrangement, one side of the motor housing is supported by plain bearings riding on

18060-399: Was necessary. The jackshaft drive was abandoned for all but the smallest units when smaller and lighter motors were developed, Several other systems were devised as the electric locomotive matured. The Buchli drive was a fully spring-loaded system, in which the weight of the driving motors was completely disconnected from the driving wheels. First used in electric locomotives from the 1920s,

18200-399: Was necessary. The jackshaft drive was abandoned for all but the smallest units when smaller and lighter motors were developed, Several other systems were devised as the electric locomotive matured. The Buchli drive was a fully spring-loaded system, in which the weight of the driving motors was completely disconnected from the driving wheels. First used in electric locomotives from the 1920s,

18340-498: Was not available. DC locomotives typically run at relatively low voltage (600 to 3,000 volts); the equipment is therefore relatively massive because the currents involved are large in order to transmit sufficient power. Power must be supplied at frequent intervals as the high currents result in large transmission system losses. As AC motors were developed, they became the predominant type, particularly on longer routes. High voltages (tens of thousands of volts) are used because this allows

18480-498: Was not available. DC locomotives typically run at relatively low voltage (600 to 3,000 volts); the equipment is therefore relatively massive because the currents involved are large in order to transmit sufficient power. Power must be supplied at frequent intervals as the high currents result in large transmission system losses. As AC motors were developed, they became the predominant type, particularly on longer routes. High voltages (tens of thousands of volts) are used because this allows

18620-457: Was particularly applicable in Switzerland, where almost all lines are electrified. An important contribution to the wider adoption of AC traction came from SNCF of France after World War II . The company had assessed the industrial-frequency AC line routed through the steep Höllental Valley , Germany, which was under French administration following the war. After trials, the company decided that

18760-403: Was particularly applicable in Switzerland, where almost all lines are electrified. An important contribution to the wider adoption of AC traction came from SNCF of France after World War II . The company had assessed the industrial-frequency AC line routed through the steep Höllental Valley , Germany, which was under French administration following the war. After trials, the company decided that

18900-513: Was the first in the world in regular service powered from an overhead line. Five years later, in the U.S. electric trolleys were pioneered in 1888 on the Richmond Union Passenger Railway , using equipment designed by Frank J. Sprague . The first electrified Hungarian railway lines were opened in 1887. Budapest (See: BHÉV ): Ráckeve line (1887), Szentendre line (1888), Gödöllő line (1888), Csepel line (1912). Much of

19040-439: Was the first in the world in regular service powered from an overhead line. Five years later, in the U.S. electric trolleys were pioneered in 1888 on the Richmond Union Passenger Railway , using equipment designed by Frank J. Sprague . The first electrified Hungarian railway lines were opened in 1887. Budapest (See: BHÉV ): Ráckeve line (1887), Szentendre line (1888), Gödöllő line (1888), Csepel line (1912). Much of

19180-506: Was three-phase at 3 kV 15 Hz. The voltage was significantly higher than used earlier and it required new designs for electric motors and switching devices. The three-phase two-wire system was used on several railways in Northern Italy and became known as "the Italian system". Kandó was invited in 1905 to undertake the management of Società Italiana Westinghouse and led the development of several Italian electric locomotives. During

19320-449: Was three-phase at 3 kV 15 Hz. The voltage was significantly higher than used earlier and it required new designs for electric motors and switching devices. The three-phase two-wire system was used on several railways in Northern Italy and became known as "the Italian system". Kandó was invited in 1905 to undertake the management of Società Italiana Westinghouse and led the development of several Italian electric locomotives. During

19460-530: Was widespread. 1,500 V DC is still used on some lines near France and 25 kV 50 Hz is used by high-speed trains. The first practical AC electric locomotive was designed by Charles Brown , then working for Oerlikon , Zürich. In 1891, Brown had demonstrated long-distance power transmission for the International Electrotechnical Exhibition , using three-phase AC , between a hydro–electric plant at Lauffen am Neckar and

19600-447: Was widespread. 1,500 V DC is still used on some lines near France and 25 kV 50 Hz is used by high-speed trains. The first practical AC electric locomotive was designed by Charles Brown , then working for Oerlikon , Zürich. In 1891, Brown had demonstrated long-distance power transmission for the International Electrotechnical Exhibition , using three-phase AC , between a hydro–electric plant at Lauffen am Neckar and

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