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Steam locomotives constructed in the 21st century fall into two broad categories: those that use advanced steam technology to be commercially competitive with diesels; and those built to more traditional designs for hauling tourist trains. Even locomotives in the second case likely use some modern methods and materials.
The AC6000CW is a 6,000-horsepower (4,500 kW) diesel electric locomotive built between 1995 and 2001 by GE Transportation. It is among the world's most powerful single-engined diesel locomotives. The locomotive was designed for extremely high horsepower needs, such as pulling heavy coal and ore trains.
Voith Maxima 40CC is the most powerful single-engine diesel-hydraulic locomotive ever built. XA Triplex: Virginian Railway: 700 Baldwin: 1916 Steam 2-8-8-8-4: 532 tonnes (586 short tons) 741 kilonewtons (166,600 lbf) compound — Rebuilt into separate locomotives; Maximum speed approx. 10 mph. Yellowstone
Engines (i.e. self-contained prime movers) used to power rail locomotives. These are almost all diesel engines, although a few of the early examples used petrol (gasoline) and spark ignition, a few later examples are gas turbines. Steam locomotives are not included here, as they don't contain a separate prime mover as such.
Locomotives exported to Indonesia are quite different from other locomotives produced by GE. They use the same type of engine across all models (GE 7FDL-8, except for UM 106T Locomotives which used Alco 12-244E). Despite using the same type of engine, the power capabilities from type to type are different as some models are equipped with dual ...
The mediumweight diesel locomotive VR Class Dv12 was designed as a road switcher. It is widely used as a shunter on switch yards, but it is also used as a line locomotive, both for passenger and freight trains, on unelectrified tracks. The first Dv 12 engines entered service in 1963, and they are planned to serve up until 2040s. [citation needed]
Long hood forward is a fading practice. Most modern locomotives produced in the USA feature wide-nose Canadian comfort cabs with desktop style controls, which bar the ability to operate the unit long hood forward because the desktop style prevents the engineer from turning in his or her chair to face the other end of the locomotive.