Everything about Locomotives totally explained
A
locomotive is a
railway vehicle that provides the motive power for a
train. The word originates from the
Latin loco - "from a place", ablative of
locus, "place" + Medieval Latin
motivus, "causing motion".
A locomotive has no payload capacity of its own, and its sole purpose is to move the train along the tracks. In contrast, some trains have self-propelled payload-carrying vehicles. These are not normally considered locomotives, and may be referred to as
multiple units,
motor coaches or
railcars. The use of these self-propelled vehicles is increasingly common for
passenger trains, but very rare for
freight (see
CargoSprinter). Vehicles which provide motive power to haul an unpowered train, but are not generally considered locomotives because they've payload space or are rarely detached from their trains, are known as
power cars.
Traditionally, locomotives pull trains from the front. Increasingly common is
push-pull operation, where a locomotive pulls the train in one direction and pushes it in the other, and is optionally controlled from a control cab at the opposite end of the train.
Origins
The first successful locomotives were built by
Cornish inventor
Richard Trevithick. In 1804 his unnamed
steam locomotive hauled a train along the
tramway of the
Penydarren ironworks, near
Merthyr Tydfil in
Wales. Although the locomotive hauled a train of 10 tons of iron and 70 passengers in five wagons over nine miles (14 km), it was too heavy for the
cast iron rails used at the time. The locomotive only ran three trips before it was abandoned. Trevithick built a series of locomotives after the Penydarren experiment, including one which ran at a colliery in Tyneside where it was seen by the young
George Stephenson.
The first commercially successful steam locomotive was
Matthew Murray's
rack locomotive,
The Salamanca, built for the
narrow gauge Middleton Railway in 1812. This was followed in 1813 by the
Puffing Billy built by Christopher Blackett and
William Hedley for the
Wylam Colliery Railway, the first successful locomotive running by
adhesion only. Puffing Billy is now on display in the
Science Museum in
London, the oldest locomotive in existence.
In 1814
George Stephenson, inspired by the early locomotives of Trevithick and Hedley persuaded the manager of the
Killingworth colliery where he worked to allow him to build a
steam-powered machine. He built the
Blücher, one of the first successful
flanged-wheel adhesion locomotives. Stephenson played a pivotal role in the development and widespread adoption of steam locomotives. His designs improved on the work of the pioneers. In 1825 he built the
Locomotion for the
Stockton and Darlington Railway which became the first public steam railway. In 1829 he built
The Rocket which was entered in and won the
Rainhill Trials. This success led to Stephenson establishing his company as the pre-eminent builder of steam locomotives used on railways in the United Kingdom, the United States and much of Europe.
Locomotives vs. multiple units
Advantages of locomotives
There are many reasons why the motive power for trains has been traditionally isolated in a locomotive, rather than in
self-propelled vehicles.
Ease : Should the locomotive fail, it's easy to replace it with another. Failure of the motive power unit doesn't require taking the entire train out of service.
; Maximum utilization of power cars : Idle trains waste costly motive power resources. Separate locomotives enable costly motive power assets to be moved around as needed.
Flexibility : Large locomotives can be substituted for small locomotives where the grades are steeper and more power is needed.
; Obsolescence cycles : Separating the motive power from payload-hauling cars enables one to be replaced without affecting the other. At times locomotives have become obsolete when their cars were not, and vice versa.
Advantages of multiple units
There are several advantages of
multiple unit (MU) trains compared to locomotives.
Energy efficiency : Multiple units are more energy efficient than locomotive-hauled trains and more nimble, especially on grades, as much more of the train's weight (sometimes all of it) is placed on driven wheels, rather than suffer the dead weight of unpowered coaches.
; No need to turn locomotive : Many multiple units have cabs at both ends or are arranged so that a set of cars has cabs at both ends, so that the train may be reversed without uncoupling/re-coupling the locomotive, giving quicker turnaround times, reducing crew costs, and enhancing safety.
Reliability : As multiple unit trains have multiple engines, the failure of one engine doesn't prevent the train from continuing its journey. A locomotive drawn passenger train typically only has one power unit, meaning the failure of this causes the train to be disabled. However, some locomotive hauled passenger trains may utilize more than one locomotive, as do most locomotive hauled freight trains, and are able to continue at reduced speed after the failure of one locomotive.
; Safety : Multiple units normally have completely independent braking systems on all cars, meaning the failure of the brakes on one car doesn't prevent the brakes throughout the train from operating safely.
Locomotive classifications
Motive power
Locomotives may generate their power from fuel (wood, coal, petroleum or natural gas), or they may take
power from an outside source of electricity. It is common to classify locomotives by their source of energy. The common ones include:
Steam
In the 19th century the first railway locomotives were powered by
steam, usually generated by burning
coal. Because steam locomotives included one or more steam engine, they're sometimes referred to as "steam engines". The steam locomotive remained by far the most common type of locomotive until after
World War II.
The first steam locomotive was built by
Richard Trevithick; it first ran on
21 February 1804, although it was some years before steam locomotive design became economically practical.
The all-time speed record for steam trains is held by an
LNER Class A4 4-6-2 Pacific locomotive of the
LNER in the United Kingdom, number 4468
Mallard, which pulling six carriages (plus a dynamometer car) reached 126 mph (203 km/h) on a slight downhill gradient down Stoke Bank on
3 July 1938. Aerodynamic passenger locomotives in Germany attained speeds very close to this and due to the difficulties of adequately balancing and lubricating the running gear, this is generally thought to be close to the practicable limit for a direct-coupled steam locomotive.
Before the middle of the 20th century, electric and diesel-electric locomotives began replacing steam locomotives. Steam locomotives are less efficient than their more modern diesel and electric counterparts and require much greater manpower to operate and service.
British Rail figures showed the cost of crewing and fuelling a steam locomotive was some two and a half times that of diesel power, and the daily mileage achievable was far lower. As labour costs rose, particularly after the second world war, non-steam technologies became much more cost-efficient. By the end of the 1960s-1970s, most western countries had completely replaced steam locomotives in passenger service. Freight locomotives generally were replaced later. Other designs, such as locomotives powered by gas turbines, have been experimented with, but have seen little use.
By the end of the 20th century, almost the only steam power still in regular use in
North America and Western
European countries was on
heritage railways specifically aimed at tourists and/or railroad enthusiasts, known as
railfans or
train spotters, although some
narrow gauge lines in Germany which form part of the public transport system, running to all-year-round timetables retain steam for all or part of their motive power. Steam locomotives remained in commercial use in parts of
Mexico into the late 1970s. Steam locomotives were in regular use until 2004 in the
People's Republic of China, where
coal is a much more abundant resource than
petroleum for diesel fuel.
India switched over from steam-powered trains to electric and diesel-powered trains in the 1980s, except heritage trains. In some mountainous and high altitude rail lines, steam engines remain in use because they're less affected by reduced air pressure than diesel engines.
As of 2006 DLM AG (Switzerland) continues to manufacture new steam locomotives.
Diesel
Starting in the 1940s, the
diesel-powered locomotive began to displace
steam power on American railroads. Following the end of
World War II, diesel power began to appear on railroads in many countries, By the 1960s, few major railroads continued to operate steam locomotive.
(See Dieselization)
As is the case with any vehicle powered by an
internal combustion engine, diesel locomotives require some type of
power transmission system to couple the output of the
prime mover to the driving wheels. In the early days of diesel railroad propulsion development,
electric,
hydraulic and
mechanical power transmission systems were all employed with varying degrees of success. Of the three, electric transmission proved to be most practical, and, except for some diesel-hydraulic locomotives manufactured for lower power applications, nearly all modern Diesel-powered locomotives are diesel-electric.
Diesel locomotives require considerably less maintenance than steam, with a corresponding reduction in the number of personnel needed to keep the fleet in service. The best steam locomotives spent an average of three to five days per month in the shop for routine maintenance and running repairs. Heavy overhauls were frequent, often involving removal of the
boiler from the frame for major repairs. In contrast, a typical diesel locomotive requires no more than eight to ten hours of maintenance per month. and may run for many years between heavy overhauls.
Diesel units are not as polluting as steam power; modern units produce low levels of exhaust emissions. Diesel-electric locomotives are often fitted with "
dynamic brakes" that use the traction motors as
generators during braking to assist in controlling the speed of a train on a descending grade.
Gas turbine-electric
]
A gas turbine-electric locomotive, or GTEL, is a locomotive that uses a
gas turbine to drive an
electrical generator or
alternator. The electric current thus produced is used to power
traction motors. This type of locomotive was first experimented with in 1920 but reached its peak in the 1950s to 1960s. The turbine (similar to a
turboshaft engine) drives an output shaft, which drives the alternator via a system of
gears.
A turbine offers some advantages over a
piston engine. The number of moving parts is much smaller, and the
power to weight ratio is much higher. A turbine of a given power output is also physically smaller than an equally powerful piston engine, allowing a locomotive to be very powerful without being inordinately large. However, a turbine's power output and efficiency both drop dramatically with
rotational speed, unlike a piston engine, which has a comparatively flat power curve.
Gas turbine locomotives are very powerful, but also tend to be very loud.
Union Pacific Railroad operated the largest fleet of gas turbine-electric locomotives in the world, and was the only railroad to use them for hauling freight in regular service. Most other GTELs have been built for small passenger trains, and only a few have seen any real success in that role.
After the
1973 oil crisis and the subsequent rise in fuel costs, gas turbine locomotives became uneconomical to operate, and many were taken out of service. This type of locomotive is now rare.
Electric
The
electric locomotive is supplied externally with electric power, either through an
overhead pickup or through a
third rail. While the capital cost of electrifying track is high, electric trains and locomotives are capable of higher performance and in some cases lower operational costs than steam or diesel power. Electric locomotives, because they tend to be less technically complex than diesel-electric locomotives, are both easier and cheaper to maintain and have extremely long working lives -- there are many examples of electric locomotives operating for more than half a century with minimal overhaul, and it isn't unusual for electric locomotives to be operating close to their centenary.
The
world speed record for a wheeled train was set in February 2007 by a French TGV which reached a speed of 575 km/h (357 mph).
Some electric locomotives can also operate off
battery power to enable short journeys or shunting on non-electrified lines or yards. Battery-powered locomotives are used in mines and other underground locations where diesel fumes or smoke would endanger crews, and where external electricity supplies can't be used due to the danger of sparks igniting flammable gas. Battery locomotives are also used on many underground railways for maintenance operations, as they're required when operating in areas where the electricity supply has been temporarily disconnected. However, the cost and weight of batteries prohibit using battery-powered locomotives on extended runs.
Magnetic levitation
The newest technology in trains is
magnetic levitation (maglev). These electrically powered trains have an open motor which floats the train above the rail without wheels. This greatly reduces friction. Very few systems are in service and the cost is very high. The experimental
Japanese magnetic levitation train
JR-Maglev MLX01 has reached 581 km/h (361 mph).
The
transrapid maglev train connects
Shanghai's airport with the city.
The first commercial maglev trains ran in the 1980s in
Birmingham,
United Kingdom, providing a low-speed shuttle service between the airport and the railway station. Despite the interest and excitement, the system was shut down due to a lack of spare parts and replaced by wheeled cablecars a few years later.
Hybrid
A hybrid locomotive is a Locomotive that uses an on-board
rechargeable energy storage system (RESS) and a fuelled power source for propulsion.
Hybrid trains typically are powered either by
Fuel Cell technology or the diesel-electric hybrid which reduces fuel consumption through
regenerative braking and switching off the hydrocarbon engine when idling or stationary (as used in automobiles such as the
Toyota Prius).
Experimental
There are other forms of motive power in experimental use.
Parry People Movers make an experimental
light rail railcar powered by energy stored in a
flywheel. The flywheel is powered from an onboard battery-driven motor or internal combustion engine and is also recharged through
regenerative braking. A proposed alternative is to recharge the flywheel from external electric motors installed at station stops. Although this would increase installation costs it would substantially reduce the weight of the vehicles. It would cost less than providing a continuous electrical supply.
Parry People Movers have been tested on several railways, including the
Ffestiniog Railway, the
Welsh Highland Railway and the
Welshpool and Llanfair Light Railway. The first mainstream timetable service for the flywheel railcar was launched in February 2006 providing the Sunday service on the short link between
Stourbridge junction and
Stourbridge Town in the
United Kingdom.
Utilisation
The three main categories of locomotives are often subdivided in their usage in
rail transport operations. There are
passenger locomotives,
freight locomotives and
switcher (or shunting) locomotives. These categories mainly describe the locomotive's combination of physical size, starting
tractive effort and maximum permitted speed. Freight locomotives are normally designed to deliver high starting
tractive effort—needed to start trains that may weigh as much as 15,000
tons—and deliver sustained high power, at the sacrifice of maximum speed. Passenger locomotives develop less starting tractive effort but are able to operate at the high speeds demanded by passenger schedules.
Mixed traffic locomotives (US English: general purpose or road switcher locomotives) are built to provide elements of both requirements. They don't develop as much starting tractive effort as a freight unit but are able to haul heavier trains than a passenger engine.
Most steam locomotives are reciprocating units, in which the pistons are coupled to the drivers (driving wheels) by means of connecting rods. Therefore, the combination of starting tractive effort and maximum speed is greatly influenced by the diameter of the drivers. Steam locomotives intended for freight service generally have relatively small diameter drivers, whereas passenger models have large diameter drivers (as large as 84 inches in some cases).
With
diesel-electric and electric locomotives, the gear ratio between the
traction motors and
axles is what adapts the unit to freight or passenger service, although a passenger unit may include other features, such as
head end power (aka hotel power) or a
steam generator.
Some locomotives are designed specifically to work mountain railways, and feature extensive additional braking mechanisms and sometimes rack and pinion. Steam locomotives built for steep rack and pinion railways frequently have the boiler tilted relative to the wheels, so that the boiler remains roughly level on steep grades.
Wheel arrangement
Wheel Arrangement classification is a common type of classification. Common methods include the
AAR wheel arrangement,
UIC classification, and
Whyte notation systems.
Locomotives in numismatics
Locomotives has been the main motive for collectors' coins and medals. One of the most famous and recent ones is the 25 euro
150 Years Semmering Alpine Railway Coin. The obverse shows two locomotives: a historical and a modern one. This represents the technical development in locomotive construction between the years 1854 and 2004. The upper half depicts the “Taurus”, a high performance locomotive. Below is shown the first functional Alpine locomotive, the
Engerth; constructed by
Wilhelm Freiherr von Engerth.
Further Information
Get more info on 'Locomotives'.
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