In most trains, the power ranges anywhere between 5000 to 7000 horsepower.
- The conversion between the two is that one horsepower equals 746 watts. Therefore, to get from horsepower to watts, multiply by 746 and to get from watts to horsepower divide by 746. In most trains, the power ranges anywhere between 5000 to 7000 horsepower.
How much power does a train engine have?
According to the specifications provided by the Railways, these locomotives are state of art IGBT based, 3 phase drive, 9000 KW (12000 horsepower) electric locomotive. It is capable of the maximum tractive effort of 706 kN, which is capable of starting and running a 6000 T train in the gradient of 1 in 150.
How much HP does a train locomotive have?
How many horsepower is a diesel locomotive? A locomotive’s diesel engine is connected to an electric generator that is either DC or AC. In either case, the power produced is around 3,200 horsepower. The generator uses this power to convert it into a massive amount of current, approximately 4,700 amperes.
How much torque does a train have?
How Much Torque Does It Take To Move A Train? To take a trip on a straight level train, you will need a force of between two and five pounds. In slow yards, only 2 to 3 pounds are needed before moving higher at speeds up to 5 pounds. 5
Do trains have turbos?
turbo train, high- speed passenger train powered by a gas-turbine engine similar to that used in jet aircraft. A pendulous banking suspension system enables the turbo train to travel around corners safely and smoothly at speeds 30 to 40 percent faster than other types of trains.
Why do trains have 2 engines?
Advantages. Double heading is practised for a number of reasons: The most common reason is the need for additional motive power when a single locomotive is unable to haul the train due to uphill grades, excessive train weight, or a combination of the two.
What fuel do trains use?
Freight train engines rely almost exclusively on diesel. The first over-the-road diesel freight engines entered service in the 1930s and the number of diesel-powered trains in the U.S. surpassed 1,000 in 1940 – most for passenger service.
How are train engines so powerful?
Locomotives can pull massive weights due to these bad boys. Hydraulic dampers, essentially large springs. There are springs behind the disk shaped things, and also behind the hook. Its to cushion the forces.
How much force does a freight train have?
First, a force of 2 to 5 pounds per ton of train weight is required to move on straight level track. At very slow yard speeds only 2 to 3 pounds is needed while increasing to about 5 pounds at higher speeds. This force is required to overcome bearing friction, rail deflection, minor flange contact, etc.
How powerful is a train engine torque?
Generally, how much torque does a train engine have? – Quora. Ok a 710–16 2 stroke EMD makes about 4600 HP at 900 rpm’s. HP = (T * RPM)/5252 si solving for torque is gonna give you 26,843 ft-lbs of torque! That’s a lot of torque.
How much HP does a horse have?
While it is true that the maximum output of a horse is around 15 horsepower, when you average the output of a horse over the course of a work day it ends up being around a horsepower. Watt defined this amount as “the amount of work required from a horse to pull 150 pounds out of a hole that was 220 feet deep”.
What is the strongest train in the world?
All hail Mother Russia: with 17,838 horsepower, the Novocherkassk 4E5K locomotive is the most powerful in the world.
Is steam more powerful than diesel?
Firstly the diesel engine has an impressively high thermal efficiency – with modern diesel engines achieving 45% efficiency compared to a steam engines 10% giving them to achieve greater distances between refuelling stops.
What size engine does a train have?
In the US, the General Electric (GE) built locomotives have 4-stroke engines whereas General Motors (GM) always used 2-stroke engines until the introduction of their SD90MAC 6000 hp “H series” engine, which is a 4-stroke design.
How Much Horsepower Does a Train Have? Passenger Locomotive –
How much horsepower does a train have? Trains need a lot of horsepower to pull those heavy cars, loaded with freight or passengers, right? Well not really. But let’s answer the question.
Short answer: between 4,000 -18,000 horsepower.
Is that a long answer? Let’s get this party started. At its most basic level of definition, the term “train” refers to a collection of cars and locomotives, sometimes known as a “train consist.” The locomotive, on the other hand, has more pulling power than the train. The locomotive, usually referred to as the engine, is the vehicle that pulls the carriages, which together make a railroad train. The fact that the train force used to move the cars is not measured in horsepower, but rather in tractive effort, is another essential consideration.
The distinction between horsepower, torque, and tractive effort has been discussed in this section.
What is the horsepower rating of a freight locomotive engine?
How Much Horsepower Does a Train Have?
Let’s take a closer look at some of the freight locomotives that are now in use by the railways and see what they have to offer. GE Evolution Series – ES44ACGE Evolution Series – an ultimate beast. GE Evolution Series – an utter beast. CSX Transportation, the BNSF Railway, and a few other railways utilize this locomotive primarily for the purpose of pulling freight trains. It was produced by General Electric Transportation and is widely used by these and other railroads. This specific freight locomotive has a horsepower rating of 4,400.
- EMD SD70ACeI really like the way this EMD SD70ACe looks.
- It is a diesel-electric locomotive powered by a 16-cylinder 710 engine with a maximum output of 4,300 horse power.
- It is a diesel-electric locomotive powered by a 16-cylinder V-type engine with a maximum output of 6,000 horses.
- This engine is all electric, with no diesel components, and it produces 9,700 horsepower, which is approximately 5,300 horsepower higher than the ES44AC.
- What I said regarding tractive effort and horsepower is still relevant today.
- You now understand why a HXD1D will not tow huge freight trains, but will only tow passenger cars.
- You won’t see an ES44AC traveling faster than 70 miles per hour, but it will be capable of towing twice as much weight as the previously described engine while producing significantly less horsepower.
Since we’ve already discussed how much horsepower a freight train has, and we now know the answer, let’s move on to investigating locomotives that pull passenger cars.
How Much Horsepower Does A Passenger Train Have?
The horsepower of a passenger locomotive is often higher than that of a freight locomotive. Why? What is the reason behind this? As I indicated before, it is not always about the horsepower available. Allow me to explain. Consider a Ferrari Enzo with a Volvo VNR640 Semi-Trailer. When faced with a 5 ton burden that must be transported, which option would you choose? Which is better: a Ferrari Enzo or a Volvo VNR640 Semi? I understand that it would be entertaining to attempt to haul 5 tons of freight in a Ferrari Enzo, but your answer is a Volvo VNR640 Semi.
- That’s a difference of 160 horsepower.
- As a result, my favorite diesel-electric locomotive for hauling passenger cars is the Bombardier Acela Express, which is the quickest locomotive in the AmTrak fleet.
- Do passenger trains and locomotives have a certain amount of horsepower?
- The long and the short of it is: I often say, “Let’s get this party started.” When it comes to the Bombardier Acela Express, this locomotive has a horsepower rating of 6,200.
- 14 483 horsepower – Bombardier IORE turboprop – Datong Electric Locomotive with a horsepower of 13,410
“How much horsepower does a train have?” I hope this article answers your query of “how much horsepower does a train have?” Keep in mind that the inquiry is about the locomotive, “how much horsepower does a locomotive have?” It is important to remember that it is not about horsepower, but about tractive effort. Alternatively, you might be interested in how much a locomotive costs?
The 9 Most Powerful Locomotives in the World
Despite the fact that we are today enslaved by another, more recent method of transportation—the comparatively inexpensive, tiny, and free-ranging “car”—trains continue to rank alongside Conestoga wagons as the vehicles that helped to build the United States. When the Baltimore and Ohio railroad—the B O of Monopoly fame—opened its doors in 1828, it sparked a nationwide frenzy of railroad construction, which in turn facilitated the growth of the nation’s population into the colonization of the West.
The use of coal has declined in recent years, with the exception of train exhibitions and historical reenactments, which have shifted to electric, gasoline turbine, or diesel power, or a mix of the three.
While mid-century American bruisers such as the General Electric DDA40Xcoursed with 6,600 diesel-electric horsepower, contemporary electric motors from Russian and Chinese manufacturers can reach 15,000 horsepower—a geo-political diorama played out on parallel tracks, as some presidential candidates would have it.
This list contains the world’s top nine most powerful locomotives, which are virtually all electric.
Honorable Mention goes to: GE (General Electric Company) Union Pacific suffers a significant setback, losing 8,500 horsepower.
Nonetheless, when the locomotive made its debut in 1955, it shook the world (literally) with 8,500 horsepower generated by a three-car configuration.
It produced 8,500 horsepower at a height of 6,500 feet and at a 90-degree angle of attack. The Big Blow has the potential to shove as many as 10,000 people during the chilly months and at sea level.
ASEA SJ Dm3 for Malmbanan, 9,655 horsepower
The DM3, which is employed by Swedish State Railways to transport iron ore south from the arctic circle to be processed, is a massive machine with about 10,000 horsepower, as you might think. The names of most of these locomotives are endearing: Viktor, Baron, and Josefina are all still in service today. Commons image courtesy of Wikimedia Commons
SLM Re 6/6 for Switzerland SBB, 9,705 horsepower
The SLM is also utilized on the Malmbanan, or Iron Ore Line, where it is superior than the Dm3. Is there sibling rivalry? Commons image courtesy of Wikimedia Commons
AEG/BBC/Krauss-Maffei/Krupp/Siemens AG DB Class 103 for Deutsche Bahn, 9,977 horsepower
Following World War II, Germany’s infrastructure was in desperate need of repair. A component of the strategy was the rapid transportation of passengers by rail. Although the DB Class 103 locomotives were initially designed to move no faster than 99 mph, increased demand for speed resulted in some models traveling at speeds of up to 120 mph—one even pulled a train as fast as 176 mph. Wikipedia Commons is a public domain resource.
SLM, MFO/BBC Ae 8/14 for Switzerland SBB, 10,255 horsepower
The Ae 8/14 was the world’s most powerful locomotive for a short period of time following its debut at the Swiss Exhibition in 1889. The Swiss need such a large amount of power because an important supply line, the Gotthard Railway, passes over the Alps; prior to the burly Ae 8/14, trains were divided in half in order to get them over the mountain. Commons image courtesy of Wikimedia Commons
Sinara GT1s for Russian Railways, 11,285 horsepower
Since its introduction in 2008, the Sinara GT1s has held two extremely important titles: first, it is the world’s most powerful gasoline turbine locomotive, and second, it is the world’s most powerful internal combustion locomotive. Commons image courtesy of Wikimedia Commons
Novocherkassk VL85 for Russian Railways, 12,550 horsepower
In Russia’s legendary East Siberian Railways, where the VL85 patrols, it is among the most elite of the motors. Because of its impressive 12,000 horsepower, the train is capable of transporting tens of thousands of political dissidents to freezing labour camps! (I’m not serious.) Commons image courtesy of Wikimedia Commons
Datong Electric Locomotive HXD2 for China Railways, 13,410 horsepower
The Datong HXD2s are capable of transporting more than 7,000 tons of coal and are built to do so even in temperatures as low as -40 degrees Celsius during the winter months. Commons image courtesy of Wikimedia Commons
Bombardier IORE for Malmbanan, 14,483 horsepower
When it comes to weight, iron ore is about as hefty as a train can carry. The IORE locomotives are created for the Malmtrafik section of the Swedish mining corporation LKAB, which is in charge of railway operations, and they spend their days transporting hundreds of tons of mined rock. Iron ore and Eeyore are combined to form the name, which is spelt “I-or” in Swedish, and the name is derived from this combination. Commons image courtesy of Wikimedia Commons
Novocherkassk 4E5K for Russian Railways, 17,838 horsepower
All praise Mother Russia: the Novocherkassk 4E5K locomotive, which has 17,838 horsepower, is the most powerful locomotive in the world. It appears that digital espionage is not Russia’s sole means of ascending to the throne. Commons image courtesy of Wikimedia Commons
How Much Horsepower Does A Freight Train Engine Have? – McNally Institute
The locomotive engine is made up of ioners that are connected to an electric generator that can be either direct current or alternating current.
It has the potential to produce around 3,200 horsepower in each situation, depending on the model. Essentially, this power may be converted into 4,700ampere current, which can then be utilized as a generator to produce electricity.
How Powerful Is A Freight Train?
Truckers in the United States transport cargo from coast to coast, with a daily travel weight of more than 6,000 pounds on average. A short-haul freight train transports between 10,000 and 20,000 short tons of freight between points A and B. China, in contrast to other countries, employs one of its two-section locomotive sets, which can run at speeds of up to 19300 horsepower. This locomotive is responsible for pulling a total of 20,000-ton coal trains.
How Much Torque Does A Train Engine Have?
It is necessary to link each set in a sequential manner to the wheel pair to which it is connected. Electric motors operate as brakes, allowing an Evolution to perform flawlessly from start to finish – with a torque comparable to about 60,000 pound-foot of torque when operating at 100 percent and a completion time of less than 45 seconds while operating only at 60%.
What Is The Most Powerful Locomotive?
To express gratitude to Mother Russia for her accomplishments, you may state that the Novocherkassk 4E5K locomotive has around 17838 horsepower.
How Much Horsepower Do Freight Trains Have?
Generally speaking, electric locomotives weigh between 100 and 200 short tons (170 and 90 metric tons) and produce between 6000 and 7000 horsepower (45 to 500 kilowatts).
What Is The Most Powerful Locomotive Today?
Whereas the Union Pacific Coal GTEL locomotive has the highest power and one of the largest draws, the twoES10S and IORE locomotives have the most strength when it comes to locomotive capacity, which is measured in horsepower.
How Much Torque Does It Take To Move A Train?
The force of up to two or five pounds must be applied three times by the individual standing on a straight, level track. When traveling at a modest speed, just two to three pounds of yard weight are required; however, when traveling at a faster speed, you will require roughly five pounds of yard weight. In order to tolerate bearing friction, rail deflection, and low bearing parallelism, you must have these forces.
How Strong Are Train Engines?
The maximum power density of a train engine is frequently more than 10,000 horsepower in many instances. Shunters and switches, which have the least amount of power of any locomotive, are the ones that are least likely to succeed. It’s intended for usage in yards, trains, and wagons, and it’s lightweight enough to transport effortlessly.
Which Is The Powerful Locomotive In Indian Railways?
The WAG12B locomotive is one of the most powerful locomotives in the Indian Railways’ fleet. In order to serve Indian Railways, it has been transformed into a vat train. WAG12B, an Alstom product, was capable of producing 12000 horsepower at one point.
What Is The Strongest Diesel Locomotive In The World?
Union Pacific has created the most powerful diesel locomotive it has ever produced, and this is it.
Watch How Much Horsepower Does A Freight Train Engine Have Video
Typically, they are classed as electric locomotives with 100 to 200 horsepower (8500 to 5200 kilowatts) and weighing up to 180 metric tons (8500 to 5200 kg).
How Many Horsepower Is A Train Locomotive?
Each locomotive is equipped with an electric generator, often known as a DC or alternating current engine; the diesel locomotive’s engine drives the engine generator. In either scenario, it has the capability of producing around 3,200 horsepower. This energy is converted into roughly 4,700 amperes of electrical current by the reactor.
What Is The Most Powerful Locomotive Ever Built?
Based on the number of cylinders and the power density of the locomotive, I would argue that the Novocherkassk 4E5K locomotive is the world’s fastest train in terms of horsepower.
How Many Horsepower Does A Single Locomotive Have?
|Maximum speed||75 mph (121 km/h) (worn wheels)|
|Power output||6,000 hp (4,500 kW)|
Which Is The Most Powerful Train In The World?
- While in motion, the L0 Series Maglev attained speeds of 374 mph.
- The TGV is regarded to be a fast vehicle because it can travel at 357 mph.
- On the track, a CRH380A Hexie can attain speeds of 302 mph. The Shanghai Maglev is the world’s fastest train, reaching speeds of 268 mph. It has a top speed of 262 miles per hour on the HEMU430X. The Fuxing Hao CR400AF/BF is capable of reaching speeds of 260 mph. The Frecciarossa 1000 has a top speed of 245 miles per hour.
What Was The Most Powerful Steam Train Ever Built?
The Union Pacific’s “Big Boy” 4014 articulated 4-8-8-4 locomotive can pull steam in ten seconds at 137 knots (157) and can carry 135 knots (352) on its narrow frame. It is the fastest articulated locomotive ever built.
What Is The Strongest Diesel Locomotive In The World?
It is the world’s largest and most powerful diesel locomotive, and it is the largest and most powerful diesel locomotive ever built.
Watch How Much Horsepower Does A Train Engine Video
|ACSX TransportationAC6000CW passing through theNew River Gorge,West Virginiain February 2008|
|Type and origin|
|Gauge||4 ft8 +1 ⁄ 2in(1,435 mm)standard gauge|
|Wheel diameter||42 in (1,067 mm)|
|Length||76 ft 0 in (23.16 m)|
|Width||10 ft 3 in (3.12 m)|
|Height||16 ft 0 in (4.88 m)|
|Axle load||72,000 lb (32,658.7 kilograms; 32.7 tonnes) max|
|Loco weight||423,000–432,000 lb (192,000–196,000 kilograms)212–216 short tons (189–193 long tons; 192–196 t)|
|Fuel type||diesel fuel|
|Fuel capacity||5,500 US gal (21,000 l; 4,600 imp gal) or 6,200 US gal (23,000 l; 5,200 imp gal)|
|Prime mover||GE 7FDL16, 7HDL16, GEVO-16 (rebuilds)|
|Engine type||45°V16,four-stroke cycle|
|Aspiration||Twinturbocharger, model 7S1408D|
|Displacement||251.2 liters (15,330 cu in) (7HDL16, GEVO-16)175.2 liters (10,690 cu in) (7FDL16)|
|Traction motors||GE GEB13AC|
|Transmission||diesel electricAC Alternator to DC link to AC Tractioninvertersand Motors|
|Loco brake||DynamicandElectropneumatic brake|
|Train brakes||WABCOEPIC 3102 Electropneumatic, others with WABCO 26Lpneumatic|
|Maximum speed||75 mph (121 km/h) (worn wheels)|
|Power output||6,000 hp (4,500 kW)|
|Tractive effort||Starting:188,000 lbf (840 kN)Continuous:166,000 lbf (740 kN) @ 11.6 mph (18.7 km/h)|
|Factor of adh.||2.16 to 2.35|
|Operators||CSX TransportationUnion Pacific RailroadBHP Billiton|
|Locale||North America, Australia|
Manufactured between 1995 and 2001 by General Electric Transportation, the AC6000CW has a power output of 6,000 horsepower (4,500 kW). It is the largest diesel-electric locomotive ever built. One of the world’s most powerful single-engined diesel locomotives, it has a maximum speed of 80 km/h. The locomotive was created to meet the demands of large coal and ore trains, which require a lot of horsepower to pull them. The majority of the examples were bought by two railroad companies: Union Pacific and CSX.
Design and production
It was designed at the height of a horsepower race between two major locomotive manufacturers, Electro-Motive Division of La Grange, Illinois with the SD90MAC and GE Transportation of Erie, Pennsylvania with the AC6000CW. This occurred in the early to mid 1990s between the two major locomotive manufacturers, Electro-Motive Division and GE Transportation. The intended output was 6,000 horsepower (4,500 kW). In 1994, GE collaborated with Deutz-MWM of Germany to design and build the 7HDL engine for the locomotives, which produced 6,250 horsepower (4,660 kilowatts).
- It was also in 1995 that the first production versions were manufactured, including the CSX Transportation600-602 and the Union Pacific Railroad7000-7009.
- Union Pacific purchased 106 AC6000CW locomotives from GE, each powered by an older, proven 7FDL engine rated at 4,400 horsepower (3,300 kW).
- These units are classified as AC6000CW “Convertibles” by GE, however they are classified as C6044ACs or AC4460CWs by UP.
- Union Pacific names its units as C60AC, whilst CSX designates their units as CW60AC and CW60AH.
Union Pacific Railroad 7391, one of 106 “Convertibles” built for the Union Pacific Railroad and powered by the 7FDL engine, is seen here. In the beginning, the locomotives suffered from a variety of technical issues, the most serious of which was the engine itself. Massive vibration issues were encountered, and they were resolved by increasing the engine mass in order to reduce the resonance frequency. As a result, the twinturbochargers began to experience difficulties. As a result of these issues, General Electric decided to delay the start of full manufacturing of the new model until 1998.
A large number of CSX Transportation’s AC6000CW units have been upgraded from 16-7HDL engines to GEVO-16 engines in order to make them more dependable and ecologically friendly.
They are capable of producing 5,800 horsepower (4,300 kW), but are only rated at 4,600 horsepower (3,400 kW) and are designated as CW46AH.
In a single day on June 21, 2001, all eight of the Mount Newman railwayAC6000s operated by the Australian mining giant BHP Billiton worked together to break two world records: the heaviest train and the longest train. In all, they transported 99,734tonnes (98,159long tons and 109,938short tons) and 682 wagons across a distance of 275 kilometers (171 miles) between the Yandi mine and Port Hedland. The train had a total length of 7.3 kilometers (4.536 miles) and carried 82,000 tonnes of iron ore (81,000 long tons and 90,000 short tons) on board.
CSX Transportation’s 627 at Pinner’s Point in Portsmouth, Virginia, with the larger radiator portion overhanging the back of the unit in the foreground.
- Eight units, with serial numbers 6070-6077, were constructed in June and July 1999 and are the only AC6000CWs that have been exported outside of the United States to date. They are the most powerful locomotives ever to have worked in Australia
- They are also the most expensive.
- All of the eight units were named after towns and sites in the Pilbara area of Western Australia, where they conducted their operations.
- 6070Port Hedland was damaged in 2011 and was eventually scrapped. Chichester, 6072 Hesta, 6073 Fortescue, 6074 Kalgan, 6075 Newman, Mount Goldsworthy, and Nimingarra are among the 6071st digits.
In 2013/14, these were replaced with EMD SD70ACes, which were more powerful. Because BHP was unable to locate any potential purchasers for the locomotives, they were subsequently demolished in late 2014, despite their historical significance at the time.
- Three units, numbered 600-602, were among the first batch of AC6000CWs constructed for production.
- 601 is lettered “The Spirit of Waycross,” 602 is lettered “The Spirit of Maryland,” and 602 is the only AC6000 on CSX property to retain its original Hi-Ad 6-wheel trucks, which are identical to the trucks of theGE Dash 9-44CW, theGE Dash 9-40C, and theGE ES44DC
- 601 is lettered “The Spirit of Waycross,” 602 is lettered “The Spirit of Maryland,” and 603 is lettere
- 603-6995000-5016 were produced between October 1998 and April 2000, with 600-602 original prime movers being replaced with 4,400 horsepower (3,300 kW)7FDL16 engines in the latter half of the year. The reason for this is that these units are pre-production models, which means that there are mechanical differences between them and the production model
- 603-699, 5000-5016’s original prime movers have been replaced with 4,600 hp (3,400 kW) 16 cyl. GEVO prime movers, and they have new computer equipment, which effectively makes them ES46ACs. Units 5015 and 5016 were categorized as CW60 AHs by CSX, while 5015 and 5016 were classified as CW46 AHs by CSX.
As of April 23, 2018, the majority of the CSXT C60AC locomotives had been withdrawn and sold to Progress Rail Corporation. They have been delivered to Mid-America Car, which is located in Kansas City, Missouri. Only the 600-602 are still on the roster at this time, with the remainder having been sold to the Progress Rail Corporation.
- Progress Rail: In April 2018, the company acquired the majority of the former CSXT C60ACs. All of the vehicles were transported to Mid-America Car Shop in Kansas City, Missouri, where they were patched and re-lettered with the PRLX logo. The locomotives are still painted in their “YN2” and “dark future” paint schemes, according to the company. Sixteen hundred sixteen (616) preserves the CSXT legacy SAL logo on the nose, with PRLX writing
- Union Pacific
- Ten apartments, with the numbers 7500-7509, were constructed between November 1995 and December 1996. These units were initially assigned the numbers 7000-7009
- 45 units, assigned the numbers 7510-7554, were constructed between July and December 1998.
- 7511 was destroyed by an electrical fire in June 1999, and it was removed off the list. The damage was covered by the manufacturer’s warranty, and the equipment was shipped to General Electric for repair. In January 2001, GE constructed a second 7511 unit for UP to replace the original, which was renamed GECX 6002 to distinguish it from the original.
- They were upgraded to AC4460CW units and renumbered to 6888-6968 after being constructed in January 2001 and were assigned the numbers 7555 to 7579.
- Between November 1995 and September 1996, a total of 70 apartments with the numbers 7336-7405 were constructed. As a result, these units were renumbered to 7010-7079 to make way for ES44ACs
- 42 units, numbered 7300-7337, 7339, 7340, 7340, 7342, and 7344, were constructed between March and May 1998.
Union Pacific will begin shipping its AC6000CW locomotives to General Electric for refurbishment in 2018. C44ACM is the designation given to the refurbished units.
- A total of eight units, with the numbers 6000-6007, were built for the CSX as AC6000CWs, but were eventually reduced to CW46AHs and purchased by the WNY P second-hand from Progress Rail
- These units began operating on the WNY P in 2019.
Submitted by Edwin Fotheringham A spur of test track outside General Electric’s locomotive facility in Erie, Pennsylvania, has them panting and growling like two old lions who have fallen asleep in their tracks. When the engines are running at idle, the sound of 8,800 horsepower can be heard–24 cylinders with pistons as large as washing machines, turbochargers the size of washing machines, and two V12 engines each driving an alternator five feet in diameter. GE Evolutions are two of the world’s most modern diesel-electric locomotives, powered by all-new powerplants that have been built expressly to fulfill the stringent Tier II EPA locomotive emissions requirements that will take effect in the first quarter of 2019.
- I didn’t know either.
- However, the new Tier II regulations necessitate significant reductions in NOx and particulate matter, and GE, one of the world’s largest locomotive makers, has created a new engine that will easily fulfill the new standards’ requirements.
- As a bonus, the new GEVO 12 four-stroke diesel is 40 percent more environmentally friendly than its predecessor while also being three percent more fuel-efficient.
- A locomotive normally consumes around 300,000 gallons of gasoline per year, so saving 9,000 gallons per engine may make a significant impact in the bottom line.
- The diesel engine does not really move the train; instead, it cranks an alternator, which supplies electricity to the six massive electric traction motors that turn the locomotive’s wheels.
- The electric motors on an Evolution will produce a combined total of roughly 60,000 pound-feet of torque at start-up, which is the equivalent of around 120 Ferrari Enzos.
- If you’re towing a 17,000-trailing-ton coal train, the journey will take considerably longer.
When the driver (who is no longer referred to as a “engineer”) wishes to slow down, he converts the motors into generators, reversing the field so that they are producing electricity rather than consuming it, and the wheels are magnetically opposing the turning of the wheels as a result of this.
- It is only necessary to activate the wheel brakes at lower speeds and to bring the train to a complete stop.
- I inquire of Mike Schell, a lead systems engineer, about whether or not the grid truly glows.
- Even with the blowers running, you wouldn’t be able to stand being in the compartment where the grid is housed for very long.
- There isn’t much.
- Every 2 minutes (or every 30 seconds if the train is moving faster than 50 mph), a large red caution light with the words “alerter reset” illuminates on the driver’s panel, signaling that the alerter has been reset.
- If he doesn’t, the power is automatically reduced, and then the brakes are applied with great force.
- One reason for this fear of the out-of-control train is that engineers used to sit in the very nose of the train, rather than further back in what is now known as a safety cab, during the early days of railroading.
A similar effect, flicker vertigo, affects lightplane pilots who are exposed to a bright light shining through spinning prop blades while flying at low altitude.
However, it occurs virtually every day somewhere in the country, usually around railroad crossings.
“People believe trains can stop in the same way that vehicles do,” says Peter Lawson, product-line manager at GE.
A panic-stopping train can take up to half a mile to come to a complete stop.
The truth is that many rural crossings remain fully ungated, requiring trains to stop in order for the driver’s assistant to get out and manually halt traffic flow before continuing on.
Moreover, as an increasing number of towns implement ordinances prohibiting horn blowing after midnight to reduce noise pollution, even this weapon is becoming obsolete.
Evolution’s driver sits behind two enormous CRT displays, on which he may bring up around 30 different visual pages of instruments, gauges, graphs, and information.
It is possible to track every element of the engine’s condition, and GE monitors the majority of its locomotives remotely, using GPS and an OnStar-like interface to the company’s Erie facility.
If the situation is critical, they will notify the crew to come to a stop.
It’s not that bad; the worst sort of trip involves a slew of uncontrolled crossings and vehicle exchanges that force the drivers to continually get on and out of the train.
According to Schell, this is not the case.
” Our temperature and pressure protection, as well as the cooling water and oil, are all adequately protected and warned of in advance of a problem.
According to Lawson, the end of GE’s short test track in Erie “ends in a pile of dirt and a beautiful old lady’s yard,” which the company has had to landscape on a number of occasions.
Understanding brake horsepower
What percentage of the available power makes it to the rail? At the railroad’s Huntington, West Virginia, shop, an EMD AR20 alternator from CSX SD70MAC 4549 is being repaired. Chris Guss is a writer who lives in the United Kingdom. Diesel engines, like all engines, are designed to carry out a certain purpose in a given environment. The job of a locomotive is to provide the necessary power to carry freight carriages from one location to another. When purchasing locomotives, one of the factors taken into consideration is the amount of horsepower each locomotive produces.
- Obviously, this is the quantity of fuel that makes it to the traction motors below the locomotive, but the engine generates far more power than that.
- In the case of a new freight locomotive designed by a manufacturer, the diesel engine they choose will have the rated horsepower to pull the freight as well as additional horsepower to support the different systems and subsystems present on every locomotive.
- In the transportation industry, this is referred to as a parasitic loss, which refers to any horsepower loss that takes away from moving freight vehicles.
- During the operation of passenger trains, the head-end power that is utilized to provide energy for passenger cars can also drain power away from the traction motors, which is undesirable.
- Older locomotives saw a 10 percent reduction in horsepower as a result of parasitic loss, whereas modern locomotives have a reduction of less than that.
However, even though diesel locomotives first appeared on American railroad tracks in the 1920s, they were initially restricted to switch engines, and then to passenger train locomotives. But it wasn’t until 1940 that the Electro Motive Division (EMD) of General Motors (GM) proved that diesel locomotives could be used to virtually replace steam locomotives in heavy-duty applications. One of the first freight diesel locomotives, the type “FT,” traveled the country’s railroads and altered history.
- Despite the fact that they are frequently referred to as “diesels,” the locomotives are really powered by electricity.
- The internal combustion engine outperformed the steam locomotive in terms of efficiency, allowing for significant cost reductions in terms of maintenance and the removal of several auxiliary facilities.
- Due to material shortages created by World War II, several railways, including Union Pacific, were unable to take advantage of new technology as quickly as they would have liked.
- After World War II, however, railways began to clean the rails of the venerable steamers and other antiques.
Union Pacific was the first railroad to do so. By the end of the 1950s, the steam age had come to an end, and more powerful diesel locomotives had taken over the tracks.
Classes of Locomotives
E-9 Passenger Seating Configuration Union Pacific has restored three E-9 passenger locomotives, numbers 951, 949, and 963B, to their original condition. This type of train is utilized for special rail service. After being withdrawn from service in 1980, the first of the pair, 951, was brought back into service in 1984 to substitute for steam engine No. 844 on the annual “River City Roundup” train since the steam engine was on exhibit at the New Orleans World’s Fair that year. Union Pacific used to own 69 E-9 locomotives, including No.
- It was built in 1955 and has drawn a number of renowned trains, including the City of Los Angeles, the City of Portland, the City of San Francisco, the City of St.
- When Amtrak assumed control of the majority of the nation’s rail passenger operations in 1971, No.
- The remaining E units were sold or transferred to the Amtrak railroad system.
- 951 was lent to the sponsors of the AFT to advertise the tour.
- After the trip, the locomotive was returned to the Union Pacific and repainted in the company’s customary yellow in 1978.
- 951, along with Nos.
- On the Streamliner page, you can see all of the important statistics.
- Centennial DD40X (Centennial DD40X) Union Pacific has kept just one of its 47 Centennial diesel-electric locomotives, locomotive No.
- The Centennial locomotives were the biggest diesel-electric locomotives ever built, and they were manufactured in considerable numbers.
- The units, which were designed and built expressly for Union Pacific Railroad, were given their names in commemoration of the railroad’s centennial anniversary celebration, which took place in 1969.
- Originally delivered in 1969, the Centennial was on hand in time to take part in the Golden Spike celebrations in Utah at the time.
It was until 1984 that they were able to operate in quick freight service over the majority of the UP system. Thirteen of the locomotives were donated to the public for exhibition in parks and museums around the country.
Other Historic Diesel-Electric Locomotives
There are numerous additional diesel-electric locomotives owned by Union Pacific that are being preserved or may eventually be restored. A Chicago and North Western “F” unit, the F7A CNW 401, an E-9B unit, UP 966B, and a former Denver-Rio Grande F “B” unit, DRGW 5763, are all in storage in Cheyenne, as is an E-9B unit, UP 966B. In use as a “shop switcher” at the Cheyenne historic site, the UPY1072 SW1500 has been designated as such.
Diesel is the fuel of choice for freight train engines nearly entirely. The first diesel-powered over-the-road freight engines entered service in the 1930s, and by 1940, the number of diesel-powered trains in the United States had topped 1,000, with the majority of them being used for passenger service. As of December 2018, little over 26,000 freight locomotives were in operation in the United States, including 431 passenger rail AMTRAK locomotives. This is according to the most recent available statistics from the United States Bureau of Transportation Statistics (BTS).
With the exception of a few electrified passenger rail lines (Amtrak’s Northeast corridor and the Harrisburg, PA line), the majority of passenger rail and all freight rail in the United States is diesel-powered, burning 65 million gallons of diesel fuel in 2018.
Train operators rely on diesel power for the whole spectrum of rail power uses, including:
- When switching trains in freight yards to construct and disassemble them, or when hauling short distances of tiny trains
- The smallest locomotive engines (with up to 2,000 horsepower) are utilized. Shortahul operators and AMTRAK passenger rail locomotives employ the most powerful locomotive engines (up to 4,500 horsepower), which are typically used for long distance freight train operations by America’s five Class I railroads, as well as for short haul operations.
When switching trains in freight yards to construct and disassemble them, or when hauling short distances of tiny trains; the smallest locomotive engines (with capacities of up to 2,000 horsepower). Powerful locomotive engines (up to 4,500 horsepower) are generally employed for long-distance freight train operations by America’s five Class I railroads, short-haul operators, and passenger rail locomotives for the AMTRAK passenger rail system.
Regulations and Standards
A continuing investment of resources and efforts are being made by the diesel industry and rail makers in order to provide the cleanest train technology feasible. Recently, there has been a significant advancement in the technology of diesel engines for railroad locomotives. Since 1980, there has been a 61 percent gain in fuel economy. When the Environmental Protection Agency (EPA) issued its Final Nonroad Diesel Rule in 2004, it mandated that train engines satisfy stringent air quality criteria, which took effect immediately.
These improvements in fuel efficiency will have an immediate and large positive impact on the environment and public health.
Because of the availability of pure non-road diesel fuel, sophisticated clean diesel emission control technology will be able to cut NOx and PM emissions from new rail engines by 90 percent.
Environmental Protection Agency Tier 4emissions requirements for both particulate matter and nitrogen oxides.
The replacement of a single older switch locomotive with a new Tier 4 near-zero emissions diesel engine may produce the same amount of emissions reduction advantages as removing 8,000 automobiles off the road for a year in terms of emissions reduction.
Advanced Rail Technology Delivers Clean Air and Climate Benefits
While new Tier 4 near-zero emissions diesel solutions for passenger and freight rail are now available, incorporating them into the fleet of locomotives may take some time to achieve widespread implementation. According to the latest research, locomotive engines are typically in operation for more than 50 years on average. There is a substantial number of far older engines still in operation, which were built before emissions limits were enforced. The replacement of these considerably older locomotives with modern near-zero emissions diesel engines can have a significant impact on reducing pollution in the communities where they operate.
- Seventy-five new AMTRAK Charger locomotives are planned to enter service in 2021, each powered by strong 4,000 horsepower Cummins QSK90 diesel engines, which will lower pollution by 90 percent while also saving on fuel use.
- Integrated hybrid systems are possible with diesel engines and there is no reason why locomotives cannot profit from these technological developments.
- As part of its commitment to Tier 4 environmental advantages, engine maker MTU created a hybrid PowerPak system that can be tailored for any rail application and that delivers a 25 percent decrease in CO2 emissions.
- A branch of equipment maker Caterpillar, ProgressRail, has integrated modern electronic controls into the company’s latest locomotive designs, which combine the benefits of Tier 4 near-zero pollution reduction with the ability to save on fuel use.
- The most recent electrical improvements enable these engines to function as effectively as possible and reduce idle, resulting in greater fuel-saving performance and a reduction in emissions.
- Today, the same is true, as diesel engines, old and new, can run on renewable diesel fuel and high-quality biodiesel blends, resulting in considerable reductions in greenhouse gas emissions while maintaining performance.
Big Boy was a series of steam locomotives that were among the biggest and most powerful ever built. Designed primarily for heavy freight traffic in the Wasatch Mountains, where trains faced a continuous grade of 1.55 percent on a stretch of track east of Ogden, Utah, the Big Boy locomotives were built from 1941 to 1944 by the American Locomotive Company of Schenectady, New York, exclusively for the Union Pacific Railroad. The Railway and Engine Historical Society in Pomona, California, has a Big BoyBig Boy locomotive (4014) on display.
- It had a maximum power output of more than 6,000 horsepower and was capable of hauling a 3,600-ton train up the Wasatch Mountain gradient without the assistance of other locomotives.
- It was an articulated design for the Big Boy locomotives; the frame of the front engine was hinge-connected to the frame of the rear engine beneath a single boiler.
- A total of twenty-five Big Boys were built.
- They were gradually phased out in favor of diesel-electric locomotives, with the last one being retired from regular duty in 1959.
Big Boy locomotives are still on display in railroad museums around the country, including Cheyenne, Denver, Omaha, Nebraska, St. Louis, Missouri, and other towns. Robert Curley was the author of the most current revision and update to this article.
Trains With Multiple Engines – Traingeek – Trains and Photography
A train consisting of two locomotives. You may have been perplexed as to why certain trains have several engines. and especially why some trains have an engine in the midst of the train! I will try my best to respond to each of the questions listed below. Please keep in mind that I’m using the term “engine” as a synonym for “locomotive,” which is the proper term in this context.
The Short Answer
Trains are equipped with many engines in order to give extra pulling power. Each locomotive has a specific level of pulling force (also known as “tractive effort”) that is proportional to the number of horsepower that the diesel engine in the locomotive has to offer. The tractive effort that a single locomotive can give is limited, hence railways link numerous locomotive together in order to be able to draw a greater number of cars.
Multiple Steam Engines
When steam engines were in use, each locomotive had its own crew, which included an engineer to operate the locomotive and a fireman to shovel coal into the firebox to provide the locomotive with energy. In addition to the train conductor and head end brakeman, there was a locomotive conductor and head end brakeman there to run the locomotive itself; however, they were not present to control the train. As trains expanded in length, railroads developed engines that were larger and larger. These massive engines, such as the renowned Union Pacific “Big Boy,” were capable of hauling 3,600 tons of train up some significant inclines and were known for their speed.
During the steam era, this was referred to as “double heading” (for two people) or “triple heading” (for 3).
It necessitated the hiring of a different crew for each engine, which resulted in a significant financial burden on the railways.
Multiple Diesel Locomotives
Two trains come together When diesel locomotives first became popular, it didn’t take long for railroads to realize they could join them together and run many locomotives as if they were a single unit. This is referred to as “MU,” which stands for “Multiple Unit,” and through time, a standard was developed that allows most locomotive types to be mixed and matched today. It is not even necessary for them to have the same horsepower rating. The engineer and conductor are seated on the lead locomotive, which serves as a command center for all locomotives.
This made things easier for the railways.
There is a limit to the number of locomotives that may be added to the front of a train, but in general, up to six or seven locomotives can be added without causing a problem.
The vast majority of trains in North America will be hauled by two engines or more. Some of the restrictions are related to train handling, which might result in.
Why Do Some Trains Have An Engine In The Middle?
A train engine in the middle of the track It is not uncommon for locomotives to be positioned mid-train or even at the tail end of a train. “Distributed power” is the term used to describe this, and the locomotives are commonly referred to as “DPU” (Distributed Power Units). They are equipped with radio equipment that allows them to be controlled from a distance, but they are otherwise ordinary locomotives that can carry a crew and lead trains. There are certain locomotives that do not have crew cabs, although they are few and far between.
The majority of the software used to manage these remote locomotives is capable of managing many DPUs at the same time in various areas of the train.
Why Use Remote Locomotives?
There are a few of advantages to using distant locomotives rather than having them all at the head of the train. First, it saves space. Handling of Trains Trains frequently travel around lengthy bends at speeds of up to 40, 50, or 60 miles per hour, depending on the situation. As a result of the combined force of all the locomotives pushing on the front of the train, the train has a propensity to draw straight around the curve (a phenomenon known as string lining). To demonstrate this, take a string and put it on the floor in a curve, then tug on one end of the string.
- This is especially true if there are a large number of empty, light automobiles in front of them and a large number of heavy, laden cars behind them.
- Putting some locomotives in the middle or end of the train can help to lessen the likelihood of string lining by ensuring that not all of the pulling is done from the front of the train.
- Trains utilize air brakes to slow or halt the train as it passes through a station.
- Each locomotive has its own air compressor, which adds air to the main air line.
- Having locomotives scattered throughout the train can assist in adding air to the train as a whole, hence maintaining air pressure.
- Upon “noticing” this decrease in pressure, the braking system in each vehicle engages the brakes in the vehicle.
- Because of this, even after the locomotive has removed its brakes and begun to accelerate, it is possible that brakes in the rear of the train will still be applied.
Because there are radio-controlled locomotives throughout the train, the drop in air pressure may be accomplished at several spots across the train at the same time, resulting in more brakes being activated more quickly. There’s one more question.
Why Do Trains Have Backward Engines?
Locomotives with their fronts and backs to the viewer This one is straightforward — locomotives may go at the same speed forward and backward. It makes little difference which way the locomotive is traveling, especially for diesel-electric locomotives. Take a look at as well Is it possible for trains to operate in reverse? The crew may find it uncomfortable if the lead locomotive is forced to go backwards, because the controls in the cab are set up to function in the “forward” direction. While operating the train, the engineer is required to maintain a constant gaze towards the rearward direction.
Because of this, it is common to see two locomotives “back to back,” so that if the engines need to be removed from a train, the crew may change locomotive cabs and drive the engines “forward,” regardless of which direction the engines are traveling.