1000 Sentences With "locomotives" | Random Sentence Generator

Steamboats replaced sailing ships; canals replaced wagons; railroads replaced canals and riverboats; electric streetcars replaced horsecars; diesel locomotives replaced steam locomotives; and so forth.

The deals are worth more than $900 million, according to a release, and include the delivery of 300 "shunter" locomotives and an 18-year service agreement for 175 "passenger Evolution Series" locomotives.

How do the steam locomotives differ from the diesel trains?

In fifty years, we'll look at them like steam locomotives.

Sparks from locomotives were once notorious for starting fires, he said, and "power lines are today what locomotives were a century ago" for exactly the same reason — they transit through things that can burn.

Originally 75 locomotives were ordered, but the order was reduced to 25 locomotives and more locomotives of the French Class 1100 locomotives were ordered instead.

For steam locomotives, the system was purely numeric. Every locomotive received a unit number, consisting of the number for the class (in German Baureihe, abbr. BR), and an ordering number, separated by a space. The class numbers 01 to 19 indicated express train tender locomotives, numbers 20 to 39 passenger train tender locomotives, 40 to 59 freight train tender locomotives, 60 to 79 passenger train tank locomotives, 80 to 96 freight train tank locomotives (including switchers), 97 rack locomotives, 98 Lokalbahn (local railway) locomotives and 99 for narrow gauge locomotives.

In 1959, with electrification of the main line of the Trans-Siberian Railway, locomotives operating on that line out of Kartali Depot were transferred to the Tselinnoe, Northern, Kemerovo and South Urals railway lines. As of 1976 there were still 521 locomotives of the class in operation on the Northern (168 locomotives), Kazakh (209 locomotives), Sverdlovsk (35 locomotives), South Urals (34 locomotives), and West Siberian (75 locomotives) lines. However retirement of steam locomotives began in earnest in the late 1960s and eventually all locomotives of this type were retired.

There are also two electric locomotives and many IC locomotives.

Older O class engines received larger tenders when larger locomotives were scrapped. Baldwin Locomotives 374 and 379 received tenders from class X Mallet locomotives. Locomotives with larger tenders were often used as helper engines.

The locomotives were three-cylinder, simple expansion locomotives, with Belpaire fireboxes.

Grindrod Locomotives is a South African company that manufactures railway locomotives.

Diesel Shed Gonda was established in year 1982 with a small holding of 22 WDM1 locomotives. In the past 31 years, it has witnessed many technological changes and has emerged one of the major diesel shed for maintenance of BG locomotives. Gonda shed has distinction of maintaining wide range of rolling stocks starting from WDM1 locomotives, YDM4 locomotives, shunting locomotives, AC/DC WDM2 locomotives, WDM2 -2600 HP, WDM3A-3100 HP locomotives and latest WDM3D3300 HP locomotives and high adhesion WDG3A locomotive. As of date, Diesel shed is homing 160 BG locomotives against the berthing capacity of 130 locos.

In April 2007, mainline WDM2-model locomotives were additionally inducted for hauling goods. As of June 2010, the total stock at the shed is 66, including 33 WDS4B locomotives, 4 WDS4D locomotives, 15 WDM2 locomotives and 14 WDM7 locomotives. In 2005, the shed registered the maximum holding of 74 locomotives. The shed has a total area of 75,000 sq m, including a covered area of 6,652 sq m, has a capacity of 50 locomotives.

Under the contract, GE is stated to supply 700 of 4,500 HP locomotives and 300 of 6,000 HP locomotives. Both the locomotives are based on GE's Evolution-series locomotives, which are claimed to be one of the most fuel efficient and least polluting diesel locomotives in the world.

The locomotives became SAR Classes 6, 6B to 6H and 6J to 6L, the locomotives became Class 6Y and the locomotives became Class 6Z.

Southern Pacific Railroad's AC-2 class of steam locomotives was the second in the AC series of cab forward locomotives built for Southern Pacific (SP). This class consisted of locomotives that were rebuilt from Baldwin-built SP MC-4 class locomotives by 1930. The rebuild from MC-4 class gained the locomotives about in tractive effort, but also increased the locomotives' weight by about . The locomotives were deemed successful and remained in active service until after World War II.

The Class EF67 is a class of electric locomotives operated by Japan Freight Railway Company (JR Freight) as dedicated banking locomotives on the steeply- graded "Senohachi" section of the Sanyo Main Line between and . The class is subdivided into three EF67-0 locomotives converted between 1982 and 1984 from former Class EF60 locomotives, and five EF67-100 locomotives converted in 1990 from former Class EF65 locomotives.

The Ghaziabad electric locomotive shed serves the Delhi area. It houses and maintains India's fastest locomotives which are mostly used in the Rajdhani, the Shatabdi and the Duronto Expresses. It stores 3 phaser locomotives like WAP 5 & WAP 7 locomotives. It is currently holds 100+ WAP 5 locomotives and 150+ WAP 7 locomotives.

The is a class of Japanese C-B wheel arrangement diesel-hydraulic locomotives. 708 locomotives were built between 1966 and 1978. , 138 locomotives remained in operation.

Locomotives have original dark green livery while some overhauled locomotives have orange livery.

Modern Locomotives Illustrated (formerly Locomotives Illustrated) is a British bi-monthly railway publication.

Locomotives of Pakistan presently is operated and owned by Pakistan Railways. These consist of diesel locomotives. Steam locomotives are no longer used in Pakistan, except in heritage trains. All locomotives are serviced at the Pakistan Locomotive Factory in Risalpur, Khyber Pakhtunkhwa.

During the Great Patriotic War, production of diesel and electric locomotives was suspended; only steam locomotives were produced. After the war, some factories shifted their focus from steam to diesel and electric locomotives. In 1956, at the 20th Party Congress, it was decided to mass-produce electric and diesel locomotives and mothball steam locomotives as a strategic reserve. Two years later, imports of passenger electric locomotives from Czechoslovakia began.

The Class BB 67200 diesel locomotives of SNCF were adapted from BB 67000 locomotives.

Steam locomotives of Japan p.278-279 Five locomotives were manufactured by Kisha Seizō in 1948. They were the last steam locomotives built for Japanese National Railways.Steam locomotives of Japan p.278 The last examples in regular service were withdrawn in 1962.

In service, these six locomotives and the three Class Hd locomotives were operated in a common pool. The system of grouping narrow-gauge locomotives into classes was only adopted by the SAR at some date between 1928 and 1930. At that point, these six locomotives and the three Class Hd locomotives were all designated Class NG5.

Some second-hand locomotives were imported from Queensland Rail in the mid-1990s and rebuilt as DQ class locomotives, most of these locomotives were then re-exported to TasRail, then part-owned by Tranz Rail. The first new diesel locomotives imported to New Zealand since the 1970s were the DL class locomotives from China, arriving from 2010 onwards.

Chittaranjan is well known for Chittaranjan Locomotive Works (CLW), which manufactures mainline electric broad gauge locomotives. This factory commenced production in 1950; and up to 1972, it was involved in the production of broad gauge and meter gauge steam locomotives. Production of electric locomotives commenced in 1963. In addition to steam and electric locomotives, CLW also produced narrow gauge (762 mm) diesel locomotives of the ZDM class, meter gauge (1000 mm) diesel locomotives of the YDM class, and broad gauge hydraulic shunting locomotives of the WDS4 class.

Some narrow gauge locomotives were built for the Ferrocaril de Elgoibar a San Sebastián. These powerful locomotives were capable of and could traverse curves of radius. Two of these locomotives were later sold to the PV. Another four locomotives built by MACOSA in Spain were also bought by the PV. Three of the PV locomotives were in service until 1989. Thirteen Engerth locomotives were supplied to the Oraviţa - Bazias railway in Romania in 1854.

As of the early of 2016 only a third of AD43C locomotives are in revenue service. These locomotives have undergone substantial modifications since RAI put them into service. Most of the out of service locomotives have been cannibalized for salvaging components to make operation of the in-service locomotives possible. As maintaining of the locomotives in service out-costs their revenue, Iranian railways has decided to retrofit these locomotives with other engines.

The locomotives were initially developed due to the requirement in the late 1960s for powerful diesel locomotives to be used on express services. 2 prototypes were built between 1974 and 1975 by ČKD Praha, who leased the locomotives to ČSD. The locomotives were initially tested between Prague and Ostrava, working the express train Ostravan. Although the locomotive could keep to the timings of the ČSD Class E 499.1 locomotives, the locomotives suffered from reliability problems.

The first locomotives built at the works were fourteen electric locomotives for the Rede Mineira de Viação railway company of Brazil. They were , Bo-Bo, gauge locomotives. This was followed by another order for ten similar locomotives for Rede de Viação Paraná-Santa Catarina, Brazil.

The locomotives were introduced in 1973. A total of 265 locomotives have been built. Four Class 269 locomotives were sold to Empresa de los Ferrocarriles del Estado (EFE), the Chilean national rail operator, in 2003. Further withdrawn Class 269 locomotives went on sale in 2010.

This page is a list of the steam locomotives in Slovenia. Numerous steam locomotives are plinthed across the country. In addition there are locomotives on display at Slovenian Railway Museum.

Southern Pacific Company's MC-6 class of steam locomotives is made up of two batches: the first consisting of 15 locomotives weighing built in 1912, the second consisting of 5 locomotives weighing built in 1913. All of the locomotives were built by Baldwin Locomotive Works. This was the last class of 2-8-8-2 locomotives that Southern Pacific (SP) ordered as cab forward locomotives. Locomotive number 4043, the newest of the early class of MC-6 locomotives, was displayed at the Panama–Pacific International Exposition along with SP's first locomotive, C. P. Huntington.

The GE steam turbine locomotives were both the first turbine locomotives to be built in North America as well as GE's only steam-powered locomotives. In the words of history professor and author Jeffrey W. Schramm, the locomotives "were the most ambitious and technologically advanced locomotives to have traveled American rails to that point.", back cover UP historian Alfred Bruce described the design as "one of the most exceptional steam locomotives ever built". UP steam turbine locomotives #1 and #2 have been reproduced in model form by Overland Models.

Steam locomotives were the primary motive power on the MNPL until the early 1960s. Tank locomotives were prevalent until the 1920s. At the start of the 20th century, WB class locomotives were based in Wanganui, WA and WF locomotives from Palmerston North were used on the line, and M and double Fairlie E class locomotives were based in New Plymouth. Tender locomotives only gained precedence in the 1920s with the introduction of the AB class, though WF locomotives continued to assist over the difficult grades out of Aramoho.

Golden Rock performs periodic overhauls (POH) and maintenance of diesel locomotives and the Darjeeling and Nilgiri narrow-gauge locomotives. It maintains, services and remodels discontinued diesel metre- gauge locomotives for export by RITES, and other converted locomotives for Mozambique, Tanzania, Mali, Sudan and Senegal. GOC has produced five metre- gauge diesel engines for Malaysia. Three remodelled metre-gauge locomotives were exported to Benin.

In 1964/1965 the steam locomotives were retired and replaced by diesel locomotives. Until then they had managed all the traffic, no other locomotives were even employed in a temporary role.

Russian Railways train showcase in 2015 Traction rolling stock includes diesel locomotives, electric locomotives, electric trains, diesel trains, railcars, railway handcar, other self-propelled equipment and non- tractive rolling stock — different cars (passenger, freight) and a special rolling stock. The main producer of passenger cars (95%) is Tver Carriage Works. At the end of 2012, the rolling stock inventory included 20,618 locomotives, including 2,543 electric passenger locomotives, 578 diesel passenger locomotives, 7,837 electric freight locomotives, 3,556 diesel freight locomotives, 6,104 shunting locomotives. In 2017 RZD purchased 459 locomotives, including four EP1M, 13 EP2K, 19 TEP70BS and four EP20 passenger units, as well as 84 2ES6, 10 2ES10, 51 2ES5K, 45 3ES5K, four 3ES4K, 86 2TE25KM, and five 4ES5K freight units.

Lallaguda Loco Shed holds 200+ 3 phaser locomotives like WAP 7 & WAG 9. It holds 110+ WAP 7 locomotives & 120+ WAG 9 locomotives. Earlier it was used to holds WAP 4 and WAG 7 locomotives which have now been transferred to Vijayawada and Guntakal loco shed.

1847 timetable Initially the railway had 18 locomotives and 252 cars. Twelve locomotives were bought by Hesse-Darmstadt from the Sharp locomotive works of Manchester. The six locomotives purchased of Baden and Frankfurt came from Kesslers Maschinenfabrik in Karlsruhe. All locomotives had a 1A1 wheel arrangement.

On the South African Railways (SAR), shunting was traditionally performed by downgraded mainline locomotives. When purpose-built shunting locomotives were eventually introduced in 1929, the SAR preferred to adhere to the American practice of using tender locomotives for shunting, rather than the European practice of using tank locomotives. Three classes of 0-8-0 shunting steam locomotives were introduced between 1929 and 1952. SAR Class S In 1929, fourteen Class S locomotives were placed in service.

After that, the PRR's attention switched to electrification and the production of electric locomotives; apparently, the railroad decided that it did not need more steam locomotives. But the deficiencies of the K4s became more evident during the 1930s. They were fine locomotives, but as train lengths increased they proved to be underpowered; double headed K4s locomotives became the norm on many trains. The railroad had many locomotives available, but paying two crews on two locomotives per train was expensive.

The MRRR ran its collection of vintage rail equipment over seven miles of track, part of Tacoma Rail's Mountain Division. The railroad had three steam locomotives, as well as a diesel locomotive in regular service, along with several other locomotives of both types. Most of the railroad's engines were geared steam locomotives. These specialized types of steam engines — Shay locomotives, Heisler locomotives, Climax locomotives, and a Willamette locomotive were used in the early 20th century for logging.

CFB Class 10C at Nova Lisboa All three main railway systems in Angola used Garratt locomotives. The Caminho de Ferro de Benguela (CFB) was the largest user, with 48 locomotives built by Beyer, Peacock and Company between 1927 and 1956. Six Class 10A locomotives were delivered in 1927, followed by fourteen Class 10B locomotives in 1930. In 1951 and 1952, eighteen Class 10C locomotives followed, and ten Class 10D locomotives were delivered in 1955 and 1956.

43 cast-frame SC units were built between May 1936 and January 1939. They were delivered to a wide assortment of railroads: # Atchison, Topeka and Santa Fe Railway: 4 locomotives, #2301, 2151–2153 # Inland Steel: 3 locomotives, #40, 42 & 44 # New York Central Railroad: 7 locomotives, #567-573 (CR&I;) # Boston and Maine Railroad: 6 locomotives, #1103-1108 # Chicago Great Western Railway: 3 locomotives, #5-7 # South Buffalo Railway: 2 locomotives, #50 and 51 # River Terminal Railway: 1 locomotive, #50 # Electro-Motive Corporation: 1 locomotive, #620 to Canton #20 # Philadelphia, Bethlehem and New England Railroad: 2 locomotives, #204 and 205 # Patapsco and Back Rivers Railroad: 3 locomotives, #51-53 # Minneapolis and St. Louis Railway: 1 locomotive, D438 # Missouri Pacific Railroad: 4 locomotives, #9000-9003 # Grand Trunk Western Railroad: 2 locomotives, #7800-7801 # Central Railroad of New Jersey: 4 locomotives, #1005-1008 One SC locomotive still survives: Missouri Pacific 9001 (as Dardanelle & Russellville 14, a later owner) at the Illinois Railway Museum it is not operational.

All the locomotives were named after capes in Malaysia. In the first decade of operations the locomotives proved more reliable than the Malaysian Class 29 locomotives bought at around the same time.

The Russian Railways still has two inspection locomotives A Chs2 549 & 552, which are converted electric locomotives.

In 1964, two of these Class 1ES locomotives were rebuilt to centre-cab Class ES shunting locomotives.

The collection of locomotives is primarily focused around locomotives that were either built or operated in Staffordshire.

The company has owned a total of eight steam locomotives, five diesel locomotives and three diesel railcars.

Lima built four Shay locomotives in 1881, and 37 Shays in 1883. In 1884, Lima had a 34-page catalog, featuring five models of Shay Locomotives. From 1882 to 1892, Lima sold some 300 of the Shay locomotives. By the late 1890s, Shay Locomotives were shipped around the world.

The station has a diesel-locomotive shed with room for 84 locomotives. The electric-locomotive shed has room for 96 locomotives. There is also an electric-trip shed with the capacity to hold up to 20 locomotives. The sheds accommodate 150+ WAP-4 , WAP 5 , and WAP 7 locomotives.

Losman was signed by the Las Vegas Locomotives of the UFL. He signed with the Locomotives on July 21, 2009. On November 27, 2009, he helped the Locomotives win the inaugural UFL Championship. Losman recorded 9 touchdowns and two interceptions on 1,193 passing yards for the Locomotives in 2009.

The Matei class (マテイ) locomotives were a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-8-2 wheel arrangement. The "Mate" name came from the American naming system for steam locomotives, under which locomotives with 4-8-2 wheel arrangement were called "Mountain".

The Mateni class (マテニ) locomotives were a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-8-2 wheel arrangement. The "Mate" name came from the American naming system for steam locomotives, under which locomotives with 4-8-2 wheel arrangement were called "Mountain".

Bhilai Loco Shed holding 300+ electric locomotives. It is holds electric locomotives like WAG 7, WAP 7 & WAG 9. It were also holds few WAM 4 locomotives but now it is scrapped or withdrawn. It is now holding 110+ WAG 7, 50+ WAP 7 & 150+ WAG 9 locomotives respectively.

After building 'specials' and rebuilding existing locomotives, THR started building their own locomotives. When Rolls-Royce closed their locomotive business, THR took their place in the market place with similar but improved locomotives.

In 1928, Kennecott Copper ordered four 700-series electric locomotives with on-board batteries. These locomotives weighed 85 tons and operated on 750-volt overhead trolley wire with considerable further range whilst running on batteries.List of Kennecott Copper locomotives The locomotives provided several decades of service using Nickel-iron battery (Edison) technology. The batteries were replaced with lead-acid batteries, and the locomotives were retired shortly afterward.

In the early postwar era, EMD dominated the market for mainline locomotives with their E and F series locomotives. ALCO-GE in the late 1940s produced switchers and road-switchers that were successful in the short-haul market. However, EMD launched their GP series road-switcher locomotives in 1949, which displaced all other locomotives in the freight market including their own F series locomotives.

When the VR Class Tve1 locomotives proved to be inadequate in some lineside / traffic applications VR Group decided to order seven similar shunting locomotives from Saalasti Oy. These were more efficient locomotives. One of these was the existing manufacturer's model OTSO2, which it had been supplied to some of the industrial plants. While the further six locomotives were designated OTSO2/VR. The locomotives were delivered during 1964.

A WAP 7 class AC electric locomotive A WDP-4D class diesel locomotive Locomotives in India largely consist of electric and diesel locomotives. The world's first compressed natural gas (CNG) locomotives are also being used. Steam locomotives are used only in heritage trains. In India, locomotives are classified according to their gauge, motive power, the work they are suited for and their power or model number.

The SFP&P; operated a fleet of about 27 steam locomotives. 21 of the locomotives were Brooks Locomotive Works 4-6-0 (also known as a Chesapeake or Ten-wheeler, UIC classification 2'C) steam locomotives built between 1893–1903. Most of these locomotives would be renumbered ATSF #2421-2435. The SFP&P; also had six Brooks Locomotive Works 2-8-0 (also known as a Consolidation) steam locomotives built between 1904–1906. These locomotives would be renumbered ATSF #2439-2444.

The locomotives TU10 (Russian TУ10) of the Russian Railways (RŽD) are narrow gauge diesel locomotives for children's railways.

All examples of this wheel arrangement were tank locomotives; there are no 0-8-4 tender locomotives recorded.

German Class 45 steam locomotives were standard locomotives (Einheitslokomotiven) designed by the Deutsche Reichsbahn for hauling goods trains.

Class 2600 locomotives have a similar specification to Bangladesh Railway Class 2700 and Bangladesh Railway Class 2900 locomotives.

Several tank locomotives were built, but the vast majority of locomotives of this wheel arrangement were tender engines.

The locomotives became SAR Classes 8 and 8A to 8F and the locomotives became Classes 8X to 8Z.

These locomotives were given the nickname "Goods Arthurs" due to their similar appearance to the N15 Class locomotives.

At the December 2014 timetable change, the class 218 diesel locomotives were replaced by class 245 (TRAXX) locomotives.

The workshop consists of various display of trains from steam locomotives, diesel locomotives, passenger cars and freight cars.

WCM-6 class DC locomotives of Kalyan shed and were converted to work on 25KV AC by Electric Locomotives Works -Bhusuwal on 28 August 2008. The WCM-6 locomotives were used in Freight Duties.

Four Class DD15-300 locomotives were built in 1966 by Nippon Sharyo. These locomotives had a modified gear ratio, changed from 1:3.143 to 1:3.196. , no Class DD15-300 locomotives remain in service.

Another 10 were built in 1948. Both the rebuilt 170 class and the new 100 class were decommissioned starting 1956, when MRR ordered the replacement of all its steam locomotives with diesel locomotives such as the GE UM12C. None of these locomotives were preserved like all of MRR's steam locomotives.

The Satai class (サタイ) class locomotives were a class of large steam tank locomotives of the Chosen Government Railway (Sentetsu) with 2-10-2T wheel arrangement. The "Sata" name came from the American naming system for steam locomotives, under which locomotives with 2-10-2 wheel arrangement were called "Santa Fe".

These five locomotives were renumbered from Class 45 'Peak' locomotives. They were used on infrastructure trains in association with major engineering works. All five locomotives were withdrawn by 1988, and have all since been scrapped.

This is a list of locomotives that currently have articles in Wikipedia. These can be classes, or individual locomotives.

The Class included the 0-4-0ST locomotives of 1891 and the surviving three of the locomotives of 1877.

He was a member of Las Vegas Locomotives of the UFL, and participated in the Locomotives' 2009 UFL championship.

The British Rail Class 69 is a planned class of diesel locomotives which is to be converted from locomotives.

Stroundley painted passenger locomotives yellow with crimson framing and goods locomotives a dark green, and number plates were introduced.

In July 2011 Etihad Rail ordered seven SD70ACS locomotives for delivery in 2012. Seven locomotives were delivered in 2013.

As the last of the 5 initial locomotives were leaving the shop in 1945, a decision was made to purchase more. This order of 25 locomotives were built at the New South Wales Government Railways' Eveleigh Railway Workshops (13 even number locomotives) and Cardiff Locomotive Workshops (12 odd numbered locomotives). These locomotives were non-streamlined to improve maintenance. The Clyde Engineering built examples were delivered in wartime grey. Following the cessation of the war, all were repainted green as were the 25 unstreamlined locomotives from new.

Builder's Plate of Finnish Steam Locomotive Class A5 No 58 preserved at the Finnish Railway Museum The British produced locomotives were built in 1869 while the first Finnish Locomotives were constructed in 1874 and 1875. The British locomotives set the design characteristics of the Finnish A3, A5 locomotives. The price of the domestically produced Finnish locomotives was almost 50% higher than the imported locomotives. A5 No. 58 is preserved at the Finnish Railway Museum Until the 1920s it pulled passenger trains in southern Finland.

PKP Cargo owns more than 2,300 locomotives and uses more than 1,300 of them. Some of PKP Cargo’s locomotives have entered into service abroad. The company runs independent operations, for instance in Germany, the Czech Republic, Austria, Slovakia, Belgium, the Netherlands, using Siemens EuroSprinter multi-system locomotives. Electric locomotives: ET22 and ET41 and diesel locomotives: ST44, ST45 and SM42 have also entered into service in the Czech and Slovak railway networks.

In 1838 two broad gauge locomotives were built for the Great Western Railway. Four saddle tank locomotives designed by Daniel Gooch were built for the South Devon Railway. Long boiler locomotives were built for Jones and Potts and three locomotives were built for T.R.Crampton. In 1855 two 0-8-0 locomotives were built for use in the Crimean War, hauling guns up inclines as steep as 1 in 10.

Eustis locomotives carried numbers higher than the numbers of P&R; locomotives. The Eustis locomotives were modernized versions of P&R; locomotive #2 built in 1893. They were the heaviest locomotives operated on any Maine gauge railroad. The locomotives were destructive to the 35-pound steel rail used on the Eustis Railroad, but the P&R; needed the branch only long enough to carry logs to Berlin Mills Madrid Junction sawmill.

Motive power is currently provided by diesel locomotives, such as the DC and DX classes. In the era of steam locomotives, tank locomotives such as the WB were based in Wanganui and worked the Branch.Mahoney, Kings of the Iron Road, 72. They were largely replaced by AB class tender locomotives in the mid-1920s, but WW class tank locomotives continued to shunt industrial sidings as late as the 1960s.

As the railway laid heavier rails, larger locomotives were introduced, built by both Baldwin and other American builders. The resumption of control by British interests lead to the introduction of some British constructed locomotives. Initial response was that the British locomotives were not as rugged or easy to repair as the American locomotives.

The success of the initial batch of production locomotives resulted in Voroshilovgrad Works beginning mass production of class LV locomotives in 1955. Locomotives 0011-0112 were produced in the first year, with another 400 locomotives numbered 0113-0522 completed in 1956. Some changes were made during the course of the production run.

The locomotive fleet consists of diesel locomotives of the 2TE10L, 2TE10U, 2M62U series, there are also several locomotives of Chinese production CKD9A and Kazakh production TE33A. Shunting work is performed by diesel locomotives TEM2, TEM2U, ChME3.

By the beginning of 1940 in the inventory listed 47 class U locomotives. The last locomotives were withdrawn in 1952.

In addition to class V 60 locomotives, class V 180 and 130/131/132 locomotives were also based in Adorf.

Locomotives LVCI 116-119 were 0-6-0 steam locomotives of the LVCI. They were designed for hauling passenger trains.

Parts for the three active locomotives are sourced from inactive locomotives as new parts for the U10B are not available.

The other locomotives became SAR Classes 8A to 8F and the 2-8-0 locomotives became Classes 8X to 8Z.

The locomotives were designated SAR Classes 8 and 8A to 8F and the locomotives were designated Classes 8X to 8Z.

There were 40 locomotives in the 6400 Class, numbered 6400-6439The Observer's Book of Railway Locomotives of Britain by H C Casserley, Frederick Warne & Co (1958 edition) and 50 locomotives in the 7400 Class, numbered 7400-7449.

Winson Engineering was a British manufacturer of narrow gauge and miniature railway steam locomotives and rolling stock during the 1990s. It built several new locomotives for heritage railways as well as undertaking major rebuilds of existing locomotives.

Same as before, the locomotives were brought to Pengok, Yogyakarta, and start the same process as before. after test, the locomotives were transferred to south Sumatra again, to fulfill the lack of locomotives' need for coal trains.

For most of the museum's history, nearly all trains were pulled by steam locomotives although since February 2000, all trains have been pulled by diesel-electric locomotives pending the restoration or repair of the museum's steam locomotives.

Ten locomotives of this type were ordered from European Group. All these locomotives have been assembled in Europe. First locomotive was put in service in July, 1965. The typical feature of these locomotives is a Monomotor bogie.

The United Kingdom's entire population of Mountain locomotives consists of Hercules and Samson, the two gauge locomotives of the Romney, Hythe and Dymchurch light railway in Kent, England. The locomotives were built by Davey Paxman in 1927.

Eighteen classes of locomotives saw service in South Africa, sixteen on and two on narrow gauge. Of these, only two were conventional tank locomotives, while two others were delivered as tank-and-tender locomotives with optional tenders.

The HXD2 locomotives are a series of related locomotive classes built by CNR Datong Electric Locomotive and Alstom. The locomotives designs are based on the Alstom Prima electric locomotives, and are a product of a cooperation agreement signed between the two companies in 2004. All locomotives are intended for heavy freight work, including coal trains on the Datong Qinhuangdao line (Daqin Railway). The original HXD2 locomotives are twin unit Bo′Bo′+Bo′Bo′ vehicles whereas the HXD2B and HXD2C versions are single unit Co′Co′ machines. At the time of their construction the HXD2 and HXD2B locomotives were amongst the most powerful locomotives in the world.

Because of the gradient locomotives with small wheels were used in the steam era. Freight locomotives were preferred because of the operation of mixed trains together with passenger trains. Pure passenger locomotives such as the Prussian P 8 still ran in the 1960s on replacement services, while DR class 24 locomotives, which were also used, were unpopular with the staff because of their centrifugal tendency. From the 1940s, DRB class 50 locomotives were used on the line and continued in use until the late 1960s. Prussian T 14.1 locomotives were used on the Haller Willem from 1930 until the winter 1962 timetable change as stock locomotives.

For express trains to 22 1C2 locomotives procured preferred by Hanomag and Werkspoor . After the war, still had 58 locomotives. Of these, 12 shunting locomotives (average age 59), 9 light (Ø 50 years) and 37 medium-sized and heavy locomotives (ø 30 J.). Some of the latter were converted in the early 1950s on diesel.

They are used for the construction of subways, traffic tunnels or supply tunnels. In addition to the tunnel locomotives Schöma also manufactures shunting locomotives and locomotives for island railways in normal and narrow gauge. On the day of the 75th anniversary of the company, the 6000th locomotive was delivered. Many locomotives are one-offs.

Double heading is most common with steam locomotives, but is also practised with diesel locomotives. It is not strictly the same practice as two or more diesel or electric locomotives working 'in multiple' (or 'multiple- working'), where both (or all) locomotives are controlled by a single driver in the cab of the leading locomotive.

The numbering system is unclear for Period 1. Some locomotives – the 2-6-4 tank locomotives later designated Dabui-class, the 2-8-0 tender locomotives that became Sorii-class, and the 2-8-0 tender locomotives that became Sorini class – were numbered starting at 1, but there was no system of type classification.

The prototype resulted in an order from DB AG for eighty locomotives for medium-weight freight trains. These locomotives were delivered starting in 1997. By the end of production in 2000, 80 locomotives had been produced; built for DB Cargo. Later the locomotives were inherited by the successor organisations Railion followed by DB Schenker.

In addition to a variety of standard gauge locomotives, the fleet includes 11 metre gauge Alco locomotives, mainly used for departmental trains in the Peloponnese network. The MX627 and MX636 locomotives have been extensively rebuilt at Piraeus Central Factory of OSE. The remaining Alco locomotives are also being rebuilt, starting with models DL532B and DL537.

These locomotives can be used for a multiple unit operation to a maximum of four locomotives with compressed air brake for the loco and vacuum brake for the train are provided. In addition, these locomotives are also provided with rheostatic braking. Few locomotives have been converted to dual brake system later on by Railways.

Prior to 3 November 1975, the pre-Northerner services were hauled by DA class diesel-electric locomotives. With the introduction of the Northerner branding, DX class locomotives were assigned to the train's haulage. From the 1990s onwards, DF class locomotives were used infrequently, and, on a more permanent basis DC class locomotives were used.

The locomotives were the last commercial steam operation in Australia and there were only 14 locomotives ever built which still survive today, making them the only steam locomotive class in the world to survive in its entirety. The design of the fourteen locomotives is technologically significant and there are no other identical locomotives of this design in the world. The locomotives formed the backbone of communications and transport in an isolated coal mining region of NSW. The locomotives are internationally rare and a good representative example of this type of coalfields steam locomotive.

Following on from the success of the initial batch of DS class 0-6-0DM shunting locomotives, NZR management decided to acquire further locomotives of this type. These locomotives would be similar to the DS class and would be allocated to the major centres where they would be used primarily as shunting locomotives. As they would be slightly heavier these locomotives were allocated the DSA classification. The first batch of seven DSA class locomotives arrived in 1953 from the Drewry Car Company, with another fourteen coming from that maker the following year.

The Jitong railway was the last mainline railway in the world to use steam locomotives. All of these locomotives were the large 2-10-2 QJ type engines and often trains had 2 locomotives on their head end. On December 8, 2005, the world's last regular mainline steam train finished its journey, marking the end of steam era. The steam locomotives were replaced by the DF4 diesel locomotives. The two QJ locomotives with Milwaukee Road 261 behind them on an excursion through Illinois, here passing Atkinson on September 16, 2006.

With the retirement of the first-generation diesel locomotives, the Diesel Traction Group was founded in Christchurch in 1983 with an aim to preserve these locomotives. By 1990 this group had four locomotives at their Ferrymead base, all of which were built by English Electric. Other groups and individuals started to acquire other first-generation diesel locomotives to add to their fleet, such as Steam Incorporated's two DA class diesel locomotives which were purchased in 1988. Other individuals also purchased similar locomotives for preservation and based them at established heritage sites.

The F class locomotives were introduced to the South Australian Railways in 1869. They took over working goods trains from the A class locomotives on the new Roseworthy to Tarlee line. Eventually these locomotives were utilised on other lines on the SAR network, pulling passenger and goods trains. Near the end of the unfortunate short working life of these locomotives they were relegated to various yards on the network for shunting duties, until condemned in 1892 after ignorance during lifting these locomotives during a rebuild of both locomotives.

NS has been adding and updating its locomotives with PTC capable computers to allow those locomotives for use on mainlines. 2,900 locomotives out of the almost 4,000 the company has have been fitted with the PTC capable computers. NS plans to put at least 500 locomotives into storage using precision NS has been updating it trackside equipment such as radio towers and control point lighting to assist in PTC operations on the railroad. With the new computers on the locomotives it allows the locomotives to interact with each other and trackside systems.

After the Second World War in Poland there were three main locomotive building companies: Fablok produced steam and diesel locomotives, Cegielski built steam locomotives, diesel and electric locomotives, and Pafawag built only electric locomotives (and also multiple units). All three companies had stopped building locomotives (and EMUs) in Poland in the 1990s. Pafawag had been building for PKP Intercity between 1997 and 2002, after being taken over by Adtranz. It built the electric locomotives EU11 and EU43, but they never reached the Polish railway tracks due to a financial problem by the client.

The Purena-class (プレナ) locomotives were a group of steam tank locomotives with 2-6-2 wheel arrangement of used by the Chosen Government Railway (Sentetsu) in Korea. The "Pure" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, Sentetsu owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea.

The Pureha-class (プレハ) locomotives were a group of steam tank locomotives with 2-6-2 wheel arrangement of used by the Chosen Government Railway (Sentetsu) in Korea. The "Pure" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, Sentetsu owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea.

The Purei-class (プレイ) locomotives were a group of steam tank locomotives with 2-6-2 wheel arrangement used by the Chosen Government Railway (Sentetsu) in Korea. The "Pure" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, Sentetsu owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea.

The Pureni-class (プレニ) locomotives were a group of steam tank locomotives with 2-6-2 wheel arrangement of used by the Chosen Government Railway (Sentetsu) in Korea. The "Pure" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, Sentetsu owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea.

The Pureshi-class (プレシ) locomotives were a group of steam tank locomotives with 2-6-2 wheel arrangement of used by the Chosen Government Railway (Sentetsu) in Korea. The "Pure" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, Sentetsu owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea.

The Pureko-class (プレコ) locomotives were a group of steam tank locomotives with 2-6-2 wheel arrangement of used by the Chosen Government Railway (Sentetsu) in Korea. The "Pure" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, Sentetsu owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea.

The Purero-class (プレロ) locomotives were a group of steam tank locomotives with 2-6-2 wheel arrangement of used by the Chosen Government Railway (Sentetsu) in Korea. The "Pure" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, Sentetsu owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea.

The Puresa-class (プレサ) locomotives were a group of steam tank locomotives with 2-6-2 wheel arrangement of used by the Chosen Government Railway (Sentetsu) in Korea. The "Pure" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, Sentetsu owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea.

Locomotives used by the Detroit Terminal Railroad in the era of steam locomotives were 0-6-0 and 0-8-0 type switch locomotives. Starting in 1945 Detroit Terminal Railroad began replacing its steam locomotives with diesel-electric locomotives. It purchased its first two diesel locomotives from Baldwin Locomotive Company in 1945, numbers 101 and 102, both models VO-1000, followed by #103, a DS44-1000 in 1947. It completed dieselization in 1947 with the purchase of nine model NW2 diesel switchers from Electro-Motive Division of General Motors, numbers 104 through 112.

Prior to the creation of the LNER, the Class 8G locomotives were allocated to Gorton and Lincoln. They worked the main goods (Gorton-based locomotives) and fast goods (Lincoln-based locomotives) lines into and out of Manchester. After the grouping, in 1926 all Lincoln locomotives had been moved to Gorton, but 4 moved to Trafford Park in 1927. As LNER locomotives, the Class B9s were still used primarily as goods locomotives, but they did occasionally see use on stopping passenger services and race day specials to both Aintree and Haydock Park.

Following the merger, the Brooks plant built one of the first orders booked by ALCO, consisting of fifteen 2-8-0 locomotives for Mexican Central Railroad. ALCO produced locomotives at this facility until 1934 when the shop was renamed ALCO Thermal Products Division. Locomotives produced at the former Brooks plant after ALCO's formation came to be known as ALCO-Brooks locomotives. Although new locomotives were no longer being produced at the former Brooks shops in Dunkirk, shop forces were kept busy for some time building spare parts for ALCO locomotives.

Steam Locomotive YeL 629 in Ussuriysk 2-10-0 were fairly common freight locomotives in the former Soviet Union. They came from several sources: US imports (class Ye (), built by ALCO and Baldwin, respectively), German war trophy DRB 52 class locomotives (what became the Soviet TE-series) and locally built. The locally built 2-10-0 locomotives were represented by some TE (built from captured German parts), SO (Sergo Ordjonikidze) and L (Lebedyanski)–series locomotives. The L-series locomotives were one of the more advanced steam locomotives built in the former Soviet Union.

The start of the 1980s was the dawn of Polish steam locomotives era. New diesel locomotives were needed for pulling passenger trains. Locomotives that were able to heat carriages with electrical systems were most in demand. Due to an economic crisis within Poland, it was impossible to start local production, so PKP decided to buy 200 locomotives produced in FAUR (former 23 August Works) from Bucharest, Romania. This company had previously produced Lxd2 and MBxd2 narrow gauge locomotives for PKP. First two locomotives began to work for PKP in 1985 and received the SP49 designation.

Until the 1970s haulage of express trains was dominated by steam locomotives of class 39 and 01, while freight traffic was operated by all classes of Prussian freight locomotives used in the Deutsche Reichsbahn era, especially the heavy class 44s. They were gradually replaced by steam locomotives of class 50 and 86. Passenger locomotives of class 23 were added from the 1950s. With the onset of dieselisation of the line locomotives of class 211 and 216 were usual and from the 1970s until 2001 class 215 locomotives operated on the line.

All of the first-generation diesel locomotives purchased from Chicago and North Western and Milwaukee Road have since been replaced with more recent locomotives, although the newer locomotives were also bought used. DME 49328, a covered hopper. In 1987, at the railroad's one-year anniversary, DM&E; owned 39 locomotives and leased five more for a total of 44 locomotives rostered. By the railroad's tenth anniversary in 1996, DM&E; owned 69 locomotives and owned or leased over 1,500 cars including over 600 covered hoppers for grain and cement shipments.

Trains at Mantes-sur-Seine, "Bidel" carriages in use When the station opened in 1859, services were provided by 2-4-0 locomotives. There was no room at the Gare de la Bastille for a turntable, and these locomotives were replaced by 2-4-0T locomotives (CF de L'Est Class 120) by the 1870s. These in turn were replaced by 0-6-2T locomotives (later SNCF Class 031TA) and 2-6-2T (later SNCF Class 131TA) locomotives. From 1925, larger 2-6-2T locomotives (later SNCF Class 131TB) worked the line.

Some TU2 diesel locomotives from the 1950s are still being used, although most of them have been replaced by TU7 diesel locomotives or TU7A diesel locomotives. The production of narrow gauge locomotives was discontinued in the 2000s because of the demise in narrow gauge railways in Russia, such as forest railways, peat railways and industrial railways, and this led to a lack of suitable new or second-hand locomotives for the children's railways.

Departmental locomotives on the London Underground consist of vehicles of a number of types which are used for engineering purposes. These include battery locomotives, diesel locomotives, electric locomotives, sleet locomotives, pilot motor cars and ballast motor cars. Details of the first four types are covered elsewhere. Pilot motor cars and ballast motor cars are generally vehicles which have been withdrawn from passenger service, but continue to be used by the engineering department.

In need of modern electric locomotives for passenger trains, and unable to get timely delivery of EU06 locomotives from England, Poland bought 30 locomotives Type 44E from its southern neighbours. In 1961 it was the most modern locomotive running on Polish rail tracks. EU05 locomotives pulled fast passenger trains and were based in Warszawa Odolany and later in Warszawa Olszynka Grochowska depots. Those locomotives serviced chiefly connections from Warsaw to Poznań and Katowice.

Category:Steam locomotives of the Netherlands Category:Steam locomotives of Germany Category: Krauss locomotives Category:Standard gauge locomotives of the Netherlands Category:Standard gauge locomotives of Germany Degan und Wiegand KARL was a locomotive built by Krauss, serial number 2062, in 1888. Degen und Wiegand were a construction company in Kiel. The locomotive was sold to and used by various construction companies, including Hermann Bachstein. It was also used for rail services on the Sued Harz Eisenbahn.

A SS4 electric locomotive pulling coal cars on the Shijiazhuang-Dezhou Railway. As of 2013, China's rail inventory included 21,100 locomotives, a net increase of 261 from the year before. Electric locomotives were 55.0% of the total, with diesel locomotives accounting nearly all of the remainder. In 2011 there were 19,431 locomotives owned by the national railway system. Another 352 locomotives are owned by local railroads and 604 operated by joint-venture railways.

SJ purchased these locomotives to evaluate if they could serve as at good replacement for the locomotives they had obtained through the nationalization of the private railways during the 1940s. It was possible to purchase these locomotives as surplus material quite cheaply. The trials were less than satisfactory though, and with the rapid advances in the technology of diesel locomotives, no further purchases of this type of locomotives were made by SJ.

Immediately following the 1967 merger, the newly created SCL network had 1,232 locomotives. The vast majority of the ACL roster contained EMD locomotives, while the SAL rostered Baldwin and ALCO diesels in addition to EMD models. Both railroads had purchased new freight locomotives in the 5 years leading up to the merger. Among the first new locomotives purchased by the Seaboard Coast Line were 28 GE U33B locomotives, acquired in 1967 and 1968.

New Jersey transit Stadler GTW DMU used on the River Line Most trains in North America are locomotive-hauled and use Multiple Unit (MU) control to control multiple locomotives. The control system of the leading locomotive connects to the other locomotives so that the engineer's control is repeated on all the additional locomotives. The locomotives are connected by multi-core cables. This does not make these locomotives MUs for the purposes of this article.

A WAG 12 class AC electric locomotive A WDP-4D class diesel locomotive From 1985, steam locomotives were phased out and electric and diesel locomotives, along with a few CNG (compressed natural gas) locomotives are used. Steam locomotives are used only in heritage trains. Locomotives in India are classified by gauge, motive power, the work they are suited for, and their power or model number. Their four- or five-letter class name includes this information.

The total of 137 locomotives built to this design was about double the number of all other locomotives in use elsewhere in the world, all of which were tender locomotives that served in the United States and Brazil.

Tatanagar electric loco shed holds 280+ electric locomotives like WAP 7, WAG 7 and WAG 9. And it holds few WAM 4 locomotives too. It is currently holding 38 WAP 7, 43 WAG 7 & 150+ WAG 9 locomotives.

As of 2009 Takargos locomotive fleet includes seven Euro 4000 locomotives (Portuguese class 6000), and two Portuguese class 1400 diesel locomotives.

The DeKi 400 locomotives were withdrawn during fiscal 2015, replaced by new Class EL120 locomotives, and cut up in June 2016.

This locomotives contain 12 break cylinders in 12 wheels. 6 locomotives have already converted into air breaking system and CBC coupling.

The unrebuilt locomotives were withdrawn by Hugh Smellie between 1882 and 1888. The rebuilt locomotives were withdrawn between 1890 and 1904.

While some locomotives with this wheel arrangement had tenders, the majority were tank locomotives which carried their coal and water onboard.

EffiLiner 3000 locomotive CZ Loko manufacturers several types of diesel shunting locomotives, as well as full sized diesel and electric locomotives.

SBB Cargo International will, initially, lease 109 locomotives from SBB Cargo; 59 will be multi-system locomotives for cross-border use.

The OEG operated two locomotives similar to the T 3, locomotives 341 and 342, on the standard gauge line to Schriesheim.

The locomotives were delivered during a time when the GNRI was removing names from locomotives. The S class locomotives carried names from new, but gradually lost them, so by 1925, only 170 Errigal retained its name. This it lost in 1930. The S2 locomotives were allocated the names Lugnaquilla, Carlingford, and Mount Hamilton, but they were never carried.

During the Second World War, the Commonwealth Railways obtained four of these South Australian narrow gauge locomotives on loan. Several of these locomotives are preserved. QGR C17 class The Queensland Government Railways (QGR) introduced its C16 class of locomotives in 1903, built at its Ipswich workshops. Altogether 152 of these locomotives were in service by 1917.

Maine Central Railroad Class C locomotives were intended for main line passenger service. They were of 4-6-2 wheel arrangement in the Whyte notation, or " 2'C1' " in UIC classification. They replaced earlier class N 4-6-0 locomotives beginning in 1907. Class C locomotives pulled named passenger trains until replacement by diesel locomotives after World War II.

The serial numbers of locomotives in power group I were given a leading 0; power group II were given leading figures ranging from 1 to 7. The remaining small locomotives and narrow gauge locomotives were given a leading 9. In 1973 the narrow gauge engines were reclassified to Class 199. On subsequent rebuilding the designation of locomotives was changed.

When the North Eastern Railway (NER) took over the Stockton and Darlington Railway (SDR) in 1863, the SDR stock included 157 locomotives. The SDR locomotives were administered by a separate committee until 1873. The SDR locomotives were renumbered in 1873, mostly by the addition of 1000. In September 1875 there were still 55 SDR locomotives in existence.

The largest user of the type was the South African Railways (SAR) who operated 132 locomotives of this wheel arrangement, spread over fifteen classes. Of these, ten classes were Cape gauge (83 locomotives) and five classes were narrow gauge (49 locomotives). Two of the narrow gauge locomotives were later rebuilt to improve coal combustion and reclassified.

During the 1920s, obsolete locomotives were often dumped in areas where the railway line was subject to erosion or soft ground, the value of scrap iron being minimal at the time. Unlike locomotives dumped at other sites, such as Branxholme, Omoto and Oamaru, where the locomotives remained for decades, the locomotives at Westfield were retrieved and sold for scrap.

These were followed by 108 GE U36B locomotives between 1970 and 1972. From EMD, SCL purchased SD45 locomotives in 1968, with more to follow in 1971. SD45-2 locomotives were added in 1974. GP40 and GP40-2 locomotives were added to the fleet between 1968 and 1972 for use on through freights and other high priority freight trains.

After the coup, the plan to build the locomotives was forgotten and the factory closed. The original plans, preliminary studies and equipment for the locomotives was either lost or destroyed while the contents of the factory was sold for scrap. However, the engines bought for the locomotives were used for Materfer's GAIA locomotives in the 1960s.

The China Railways AM1 class locomotives were a class of 4-4-0 passenger steam locomotives operated by the China Railway, originally built for the South Manchuria Railway (Mantetsu).我们的火车站 The "Ame" name came from the American naming system for steam locomotives, under which locomotives with 4-4-0 wheel arrangement were called "American".

The MD-W line's locomotive fleet consists of mainly MPI MP36PH-3S diesel-electric locomotives, with some EMD F40PH locomotives. The line also operates ex-GO Transit EMD F59PH locomotives. The fleet is pooled with the fleets for the North Central Service and the Milwaukee District/North Line. As of 2016, three of these locomotives are in operation.

The SNCF locomotives BB 1425 to BB 1440 were a class of 1500 V DC 4 axle electric locomotives originally built for the Chemin de Fer de Paris à Orléans in the 1920s. The locomotives were used on mixed trains on lines between Paris and Bordeaux, after incorporation into SNCF the locomotives were used for shunting duties.

In Brazil 41 locomotives were imported. The first eleven were introduced in 1962 and numbered 601–641, and the remaining thirty locomotives were imported in 1964–66. Thirty-seven locomotives still operating trains of the Vitória a Minas Railroad.

Such locomotives were running for PKP for over two years. In exchange PKP sold in the 1980s 14 units of ET21 locomotives to the industry. Those locomotives remained named ET21 but additional 1 figure was added to serial number.

B.60 in 1938. Around 1945, a project to increase the locomotives' power to to create a class of 231.L engines failed. The locomotives were used until 1957 when the last of the locomotives was withdrawn from service.

On a steam locomotive, the leading and trailing wheels may be mounted on bogies like pony trucks or Bissel bogies. Articulated locomotives (e.g. Fairlie, Garratt or Mallet locomotives) have power bogies similar to those on diesel and electric locomotives.

They were then reclassified as AC-2 locomotives. As rebuilt, the locomotives continued in service through the end of World War II.

The Bristol and Exeter Railway operated 28 standard gauge locomotives. Five of these spent a short while working as broad gauge locomotives.

Locomotives SFAI 250-258 were 0-4-2 steam locomotives (with tenders) of the Società per le strade ferrate dell'Alta Italia (SFAI).

The design of the locomotives are based on Paul Arzens of Alsthom, and resemble many of the concurrent locomotives produced by them.

By 2004, variable gauge electric passenger locomotives were available from Talgo. It is not clear if variable gauge freight locomotives are available.

Bagnall also manufactured electric locomotives. Bagnalls worked with Siemens at the Siemens Stafford works to supply the electrical equipment for the locomotives.

During its golden age, they changed to diesel locomotives under Rampala's leadership; several types of diesel locomotives were added to the fleet.

Some of the locomotives were later equipped with Indusi train protection. The locomotives were coupled to Saxon sä 2'2' T 31 tenders.

The system is currently operated using diesel locomotives, although there are occasional special public runs using the old steam powered Shay locomotives.

The station has a diesel locomotive shed with room for 80 locomotives. The sheds accommodate WDM-3D, WDG-4D, WDG-4 and WDS class locomotives. The shed now also accommodates WDP-4D locomotives. The station has a coach maintenance complex.

None of the SAR Class 12A or Class 12AR locomotives were sold into industrial service, but between 1947 and 1953 eight Class 12A locomotives, similar to the unreboilered SAR locomotives but without superheaters, were built new for industrial service by NBL.

It is likely that locomotives were never stationed in Könnern. Locomotives from Bernburg were used; these hauled a local goods train to Könnern twice a day. Locomotives from Güsten or Aschersleben were used at times. The situation changed after 1991.

The SP&S; Class A-1 steam locomotives were a group of 5 identical locomotives. They were used in the rail yards at Portland, Oregon, and Vancouver, Washington, from 1907 to 1952. They were replaced with diesel-electric switch locomotives.

The line operated as an independent subsidiary of the Pennsylvania Railroad from 1929 until 1970. In 1955, the line replaced its steam locomotives with diesel locomotives. The DT&I; relied exclusively on diesel locomotives built by General Motors Electro-Motive Division.

The Western Maryland Railway had a small fleet of 2-6-6-2 locomotives which, at one time, were the heaviest locomotives in the world, weighing 264 Tons. They were all converted to 0-6-6-0 locomotives for heavy switching.

The locomotives had one weakness in their frames, just behind the cylinders. This weak spot, when stressed, would break; this occurred when the Branxholme locomotives were dumped, thus rendering their frames beyond repair. The Mararoa Junction locomotives may have suffered similarly.

Accordingly, the Committee recommended placement of order for 6 locomotives fitted with Suri transmission and 2 locomotives with Mekydro transmission on Henschel. The estimated f.o.b., value of the locomotives was about 10.4 DM ( value 11.02 million DM- approximately Rs. 2.08 crores).

These locomotives are products of the Jacquemin product family, offspring of the prototype BB 9004, and named after the engineer who designed their bogies. The locomotives were designed for a maximum speed of and were the first such engines in France. In the late sixties, a small group of locomotives was converted for operation, hauling prestige TEE trains like the Capitole - these locomotives were called the BB 9200 Capitole. These types were later superseded by the CC 6500 locomotives.

They were again supplied by General Motors Electro-Motive Division. IÉ designated their locomotives the GM 201 class; numbered 201 to 234 (the NIR locomotives were later prefixed with an 8). These locomotives are the most powerful diesels to run in Ireland, and are of 3200 horsepower (2.5 MW), which enabled further acceleration of express services. The NIR locomotives, although shipped in NIR livery, were repainted in 'Enterprise' livery, as were six of the IÉ locomotives.

The numbering system was divided into two series, one for AC locomotives and one for DC locomotives. DC locomotives were numbered from E5000 upwards, and DC electro-diesel locomotives, with a diesel generator for working off electrified lines, were numbered from E6000 upwards. For AC locomotives, the first number was to be an indication of power. For example, if the power was in the range 2000 to 2999 hp, it would be numbered between E2000-E2999, and so on.

Both the Katni Diesel Loco Shed and the Electric Loco Shed are located at New Katni Junction. The former has WDM 2, WDM 3A, WDM 3D WDG 3A, WDG 4, WDG 4D, WDS 6 and the only WDG 3C "Cheetah" diesel locomotives. The latter holds 170+ WAG 5, WAG 7 and WAG 9 electric locomotives and has a large marshalling yard attached to it. The shed has 240 diesel locomotives with 40 AC locomotives and 40 Alco locomotives.

Both firms showed that those locomotives were just a small part of what they can offer for locomotives. Additionally in 2012 another locomotive was built, the ZPS LM-400.00 for the Warsaw Metro. In 2001, Pesa had announced that they would change their main focus from repairing locomotives to building their own locomotives. Since then in Bydgoszcz a variety of diesel and electric passenger powered locomotives, tracks and trams have been built, including modern passenger and cargo wagons.

The initial allocation was 23 locomotives to the Queensland Government Railways (QGR), eight locomotives to the Tasmanian Government Railways, 25 locomotives to the WAGR and one to the Fyansford Cement Works Railway of Australian Portland Cement. Some of the locomotives later migrated from the QGR and WAGR, where they were unpopular with crews, to other systems such as the South Australian Railways and the Emu Bay Railway.Gunzberg, A: A History of WAGR Steam Locomotives. ARHS WA 1984Oberg, Leon. (1975).

The locomotives were built for the Tábor to Bechyně and Rybník to Lipno railways, both of which were electrified with non standard 1.5kV DC electrification. The locomotives were delivered to ČSD during early 1957. After approval testing had been carried out, and modifications made, the locomotives entered service in July 1957. They were then used mostly on freight services until 1973, when the new ČSD E 426.0 class locomotives were delivered, cascading the locomotives onto passenger work.

From its inception until the 1950s, steam locomotives were the main motive power on New Zealand's railways. Initially, steam locomotives were mostly imported from the United Kingdom from various manufacturers. The first major class was the F class tank locomotives, of which 88 were imported. From the 1870s, locomotives were imported from the United States, and generally found to be better suited to New Zealand's conditions, although the pro-British public and politicians preferred locomotives from the United Kingdom.

The S-1 and S-3 models were sold to an extensive list of railroads and industrial operators, as detailed below. Major owners of the S-1 included the New York Central Railroad (NYC), with 71 locomotives; the New Haven with 65 locomotives; the L&N; with 45 locomotives; the C&NW;, with 29 locomotives; and the Pennsylvania Railroad (PRR) with 27 locomotives. Major customers for the S-3 included the CP, with 101; the CN, with 49; the NYC, with 43 locomotives; the B&M;, with 16; and the PRR, with 13. The MLW S-10 was sold only to the CP. The totals below include export orders and MLW-built locomotives.

By 1959 the steam locomotives had been replaced by diesel locomotives, which led to the removal of the roundhouse, roundtable and coal sheds.

Later the run was powered by various of the road's EMD E-8A locomotives named for racehorses, or by EMD FP-7 locomotives.

The is a class of Japanese 2-C+C-2 wheel arrangement DC electric locomotives. 172 locomotives were built between 1946 and 1958.

However, after the later locomotives were delivered with names of counties along the GNR(I) route, the earlier locomotives received names of Loughs.

Amtrak's newer EMD F40PH locomotives only supported head-end power (HEP), which meant that the unreliable EMD SDP40F locomotives had to pull it.

Some locomotives surviving in 1949 were renumbered between 61702 and 61713 to make more room for Thompson Class B1 locomotives then under construction.

As of 2017, the depot is used for stabling of Class 66 diesel locomotives, Class 73 diesel-electric locomotives and Class 171 DMUs.

However, the Saxon State Railways locomotives remained in use at least until 1965. Class 75.5 locomotives were used at Adolf only for a short time; as a substitute for one received at the end of the 1920s, it received several brand new class 86 locomotives. The class 38.2–3 was supplemented by class 38.10–40 locomotives, which could be used in the same way. Numerous locomotives of class 58.10–21 with the same design as class 58.4 were introduced in the Vogtland. Some class 50 locomotives were stationed in Adorf in the Second World War, but before the end of the war they had been replaced by class 52. Classes 38.2–3, 52, 58, 75.5, 86 and 94.19–21 locomotives were available in the locomotive depot at the end of the war. In addition, there were individual locomotives of classes 53, 54.15–17, 91 and 56.34–35, but they were retired soon after the end of the war or handed over to other departments. The tender locomotives were also retired and were replaced by more tender locomotives of classes 75.5 and 86.

The 121 Class locomotives were manufactured from December 1960 to January 1961 and numbered B121 to B135 inclusive. From the early 1970s onwards several locomotives of this class dropped the "B" prefix from their fleet number when re-liveried. The last two locomotives that survived in traffic (124 and B134) were both withdrawn from service on 3 May 2008. Prior to 1961, almost all Irish diesel locomotives were built in Great Britain, but from the 1960s onwards, GM became the sole supplier of locomotives to CIÉ, which eventually also extended to Northern Ireland Railways locomotives at a later stage.

The Finnish Steam Locomotive Class A5 was a class of two locomotives, being the first class of locomotive manufactured in Finland. These first Finnish locomotives were production experiments, which allowed the State Railways to investigate the construction methods of locomotives. The State Railways locomotives ordered the construction of a workshop in Helsinki in 1868, at the same time 10 passenger locomotives were ordered from Great Britain for the St. Petersburg railway line (see Finnish Steam Locomotive Class C1). As a result, the locomotives produced in the Helsinki workshop were similar to those produced in Great Britain.

They were the last steam locomotives to work the Wellington yards or wharves before the introduction of diesel locomotives. After the C-class locomotives came the famous K-class 4-8-4s, of which class leader K 900 became rather well known for its most public departure from the workshops in November 1932. The last steam locomotives to be produced at Hutt were Ka class locomotives 958 and 959 in 1950, though maintenance work on them continued into the mid-1960s. From the 1930s until the 1980s Hutt Workshops had responsibility for assembling then maintaining Wellington's fleet of electric locomotives.

All 30 locomotives owned by ČD Cargo were rebuilt to class 363.5 (dual voltage) by Škoda. ZSSK announced tender for rebuilding 15 locomotives class 163/162 to class 361, which was won by ŽOS Vrútky. As of January, 2014, 5 locomotives of class 361 (dual voltage, max. speed 140 km/h) and 4 locomotives of class 361.1 (dual voltage, max.

The first use of electric locomotives through the tunnel in regular service occurred on May 17, 1908. The electric-powered locomotives were retired in 1958 and scrapped in 1959 after CNR retired and scrapped its last steam-powered locomotives on trains passing through the tunnel. New diesel-powered locomotives did not cause the same problems with air quality in this relatively short tunnel.

The Commonwealth Railways also ordered 22 locomotives of the same design for their narrow gauge rail system, designated the NM class. In total, the C17 class eventually numbered 227 locomotives, of which twenty are preserved. In 1922, the QGR ordered 22 new locomotives and designated them the C19 class. They were the largest conventional type locomotives to operate on the QGR.

The G class Garratt locomotives were built for the Victorian Railways 2 ft 6 in gauge branch lines. These locomotives were introduced in 1926 to increase train sizes, eliminate the practice of double heading NA locomotives and reduce losses on these lines. Their tractive effort was comparable to the most powerful branch line locomotives on the Victorian Railways , the K class.

Kleinlokomotive Kö 0281 The Kleinlokomotiven (literally: small locomotives) of Class I were light German locomotives of low weight and power (up to 40 PS) designed for shunting duties. They were placed in service by the Deutsche Reichsbahn (DRG) after trials had been carried out on several prototype locomotives in 1930. The power source for these locomotives was either a diesel or petrol engine.

The HSM 190 to 193 were a class of four 2-4-0 steam locomotives delivered by Borsig to the Hollandsche Spoorweg Maatschappij in 1888. The locomotives were named as was typical for the HSM. These were of the same type as locomotives of the series JAN PIERERSZZ., KOEN-OLIVIER VAN NOORT, with the exception that the new machines were compound locomotives.

All five locomotives were delivered to the SP&S; in February 1908. They were initially used in work service completing the North Bank line from Portland to Spokane. Upon completion of the main line, these locomotives were transferred to the terminals for switching service. In late 1942 and early 1943 all 5 locomotives were assigned to the Portland Terminal yards as switch locomotives.

Manhattan Transfer (PRR) station: Where Pennsylvania Railroad DD1 third rail electrics were exchanged or replaced steam locomotives on trains. ;Enola Yard A Pennsylvania Railroad yard where prior to the 1980s, Conrail, Penn Central and Pennsylvania Railroad electric locomotives replaced or cut off to allow diesel or steam locomotives to take over. There are many more locations where locomotives were exchanged for another.

Over the next two years the railway acquired six GE 70-ton locomotives. In the 1950s, the railway bought RS-3, RS-10, and RS-18 locomotives from the Montreal Locomotive Works (MLW). The railway had fully dieselized by 1956, and by the end of the decade had nearly 40 diesel locomotives. The railway would purchase new locomotives exclusively from MLW until 1980.

In 1970, the railway started using remote controlled mid-train locomotives, allowing longer and heavier trains to be operated through the steep grades of the Coast Mountains. It initially used separate remote control cars to control the mid-train locomotives, but in 1975 it received eight M-420B locomotives from MLW. These locomotives were specially designed for mid-train operation.

In the 1950s, class 01 locomotives hauled fast trains from Trier and class 03 locomotives hauled fast trains from Ludwigshafen and Kaiserslautern. Operations of local traffic was dominated by locomotives of classes 23, 38, 71 and 78 and the operations of goods traffic were hauled by class 44 and 50 locomotives. Among others, classes 93.5-12 and 94.5 were used for shunting.

The Réseau Breton originally employed a number of 2-6-0T locomotives and also a number of 0-6-6-0T Mallet locomotives. The 4-6-0T locomotives were intended to combine the lightness of the 2-6-0Ts with the power of the Mallets. The locomotives were built to operate on the Loudéac to La Brohinière and Carhaix to Châteaulin lines.

The New Haven EP-2 was a class of boxcab electric locomotives built by Baldwin-Westinghouse for the New York, New Haven and Hartford Railroad. The locomotives worked passenger trains on the New Haven's electrified division west of New Haven, Connecticut. Baldwin-Westinghouse delivered 27 locomotives between 1919–1927. The locomotives were an enlarged version of the EP-1 and EF-1 designs.

However, there are about 20 to 30 locomotives preserved for exhibit in important or end-of-the-line stations throughout the country. During the late 1980s, six locomotives were restored to running condition. Most are JNR-built steam locomotives with the exception of a single . B 5112 before being reactivated in Ambarawa Railway Museum, Indonesia Indonesia has also used steam locomotives since 1876.

The Manchukuo National Railway Tehosa class steam locomotives were a class of 4-6-0 passenger steam locomotives operated by the Manchukuo National Railway. Originally built for the South Manchuria Railway (Mantetsu), they later transferred to the MNR. The "Teho" name came from the American naming system for steam locomotives, under which locomotives with 4-6-0 wheel arrangement were called "Ten-Wheeler".

Rio Tinto ordered 100 ES44DCi locomotives and has all 100 (numbered 8100-8199) and 21 ES44ACi locomotives (numbered 9100-9120) and more are on order. Ferromex also acquired 50 ES44ACi. As the construction of these locomotives was subsequent to the new environmental laws of the US, GE cataloged them only as ES44ACi, although in the external technical specifications of the locomotives say ES44AC).

The museum maintains three operating first generation diesel-electric locomotives for powering excursion trains and shop switching. Six additional diesel-electric locomotives are presented as static displays as well as two electric shop locomotives. Builders represented include GM Electro-Motive Division, Whitcomb, Baldwin, Alco, and Fairbanks-Morse. Though none are in service, the museum also has four steam locomotives on display.

Class M6 No. 788 painted in the M6's unique ICE (Intercity Express) livery Sri Lanka's locomotives have appeared in several different liveries over the years. The steam locomotives were mainly black. With the introduction of diesel locomotives, coloured liveries appeared. Typical for many locomotives is a livery that has thick horizontal bands of dark blue, light blue, silver and a yellow stripe.

Bangladesh Railway purchased 80 diesel-hydraulic locomotives from Ganz Mavag, Budapest, Hungary within 1980-82. Among them, 60 were metre-gauge locomotives. Among them, 38 were Class 3300 locomotives classified as MHZ-8, where M = Metre-gauge, H = Diesel-hydraulic, Z = Ganz Mavag and 8 = 8×100 hp = 800 hp. It is basically a more powerful version of Class 3200 locomotives.

At the time of privatization of Japanese National Railways (JNR) on 1 April 1987, 32 Class DD15 locomotives remained in service, with JR East receiving 19 and JR West receiving 13. By 1 April 1995, 25 locomotives were still in service, operated by JR East and JR West, including two DD15-300 locomotives. , six locomotives remain in service, all operated by JR West.

The initial operations of ECR were carried out with four leased Vossloh G1206 diesel locomotives, maintenance of the locomotives was to be carried out at EWS's Dollands Moor Freight Yard in England, so the locomotives were given a TOPS classification number, Class 21.Second time lucky for Class 21 Rail issue 533 15 February 2006 page 24 From 2007 to 2009 the company also acquired several Vossloh G1000 BB locomotives, and briefly leased 3 TRAXX F140 AC locomotives from MRCE in 2007; these were return from lease in 2008. The company began leasing around ten Vossloh G2000 locomotives, and five Vossloh Euro 4000 locomotives (1668mm gauge) in 2008-9 from Angel Trains Cargo. In 2008 two TRAXX F140 MS locomotives operating in ECR livery were used for homologation of the type in France and Belgium; certification was obtained in July 2009. The two locomotives formed part of an order of 20 units delivery in 2009/10.

Bangladesh Railway Class 6500 is a class of 1,676 mm gauge diesel-electric locomotives owned by Bangladesh Railway. There are 36 locomotives of this class, all manufactured by the Diesel Locomotive Works of India. All locomotives of this class are in service.

The coal trains from Toton were so heavy that two 0-6-0 locomotives were usually required; from 1927, special LMS Garratt locomotives were built for this traffic, one of which could handle a similar load as two of the normal locomotives.

At this time, around the peak of GWR operation, the depot had allocated 50 main line passenger locomotives, 40 heavy goods/mineral locomotives and 30 smaller local passenger/goods and shunting locomotives. Steam traction at the depot ceased on 8 September 1962.

In 1892 and 1893, the Nederlandsche-Zuid-Afrikaansche Spoorweg-Maatschappij of the Zuid-Afrikaansche Republiek (Transvaal Republic) placed twenty 0-6-2T locomotives in mainline service. Since the railway classified its locomotives according to their weight, these locomotives were known as the .

The Rhodesia Railways 15th class (later Zambian Railways and National Railways of Zimbabwe 15th classes), was the second-largest class of Garratt locomotives, with 74 locomotives built. Only the Class GMA/GMAM of the South African Railways was more numerous at 120 locomotives.

At the end of the war the need for steam locomotives in Iran was further reduced and another 71 locomotives left for the MEF (59) and Iraq (12) in 1945-48. The remaining 22 locomotives in Iran had all been withdrawn by 1963.

The Union Pacific Railroad has developed remote-control enabling locomotives it refers to as Control Car Remote Control Locomotives. CCRCL's are stripped-down locomotives fitted with remote control equipment. CCRCL's have no motive power and must be coupled to a standard locomotive.

DLW stopped 18 series midway (18499) and started producing 17 series locomotives. Locomotives numbered from 17000 to 17099 are WDM-1 class. These were fully-built WDM-2 locomotives from DLW. The loco numbers 17796-17895 are the 'Jumbo' versions of WDM-2.

These rebuilds kept the names of the donor locomotives: Aeolus, Bacchus, Vulcan and Comus. Later, LCDR R class 0-4-4T locomotives were used. ;London and North Western Railway Sixteen Beyer Peacock 4-4-0T locomotives, delivered 1871-1872 and numbered 2055-2070.

For the remainder of World War II, no more locomotives were built in Berlin. Four hundred and twenty-one locomotives already under construction were shifted to Prague to protect the existing factories. During the war, O&K; provided 400 Class 52 locomotives.

The passenger coaches were likewise provided with matching steel bodies. In 1962, the steam engines were replaced by new diesel locomotives, of ÖBB class 2095. The series 399 locomotives went to the Waldviertler Schmalspurbahnen, whilst the remaining steam locomotives were withdrawn from service.

They were not particularly successful locomotives. Although nicknamed Swifts, they were sluggish locomotives, due to the placement of the valve chests underneath the cylinders.

Deutsche Bahn AG has announced that the diesel locomotives of series 291 and 295 will be replaced with Voith Gravita locomotives from 2010 onwards.

Under the Prussian state railways, the line was originally served by class T3 and T8 steam locomotives and from 1912 by class T16 locomotives.

The V12 DML61 engines were developed from the 6-cylinder inline DMF31 engines used in the Class DD13 locomotives. , 29 locomotives remained in operation.

The P class are a class of diesel locomotives rebuilt from T class locomotives by Clyde Engineering, Somerton for V/Line in 1984-1985.

These locomotives were replaced by locomotives made redundant from Virgin CrossCountry (nos. 86234/242) or West Coast (nos. 86209/260) franchises. Another locomotive, no.

The two German Class 04 steam locomotives were experimental engines with the Deutsche Reichsbahn, that were derived from the Class 03 standard locomotives (Einheitsloks).

The steam locomotives of DR Class 25.10 were passenger train locomotives built for the Deutsche Reichsbahn (DR) in East Germany after World War II.

The locomotives are, since the start of London Underground's PPP scheme, in the ownership of TransPlant. The locomotives are all based at Ruislip Depot.

From 1963 to 1982, 08 shunters, 20, 25, 30, 31, 37, 40, 47, 56 locomotives and 76 locomotives could be seen at the depot.

To pull the Chessie the C&O; ordered three experimental steam turbine locomotives from the Baldwin Locomotive Works. As diesel locomotives became more prevalent following World War II, the C&O; was one of several railroads loath to abandon coal as a fuel source, and saw steam turbine technology as a possible alternative to diesel. At the time of their construction these locomotives were the longest single-unit locomotives in the world. Not including research and development, the three locomotives cost $1.6 million.

The South Australian Railways purchased their new M class locomotives from the Canterbury Provincial Railways of New Zealand in 1878. The M class locomotives were a batch of five locomotives which were also transported with the E and I classes, destined for South Australia. On journey to South Australia on the ship "Hyderabad" which was carrying the order of locomotives, got wrecked off New Zealand. All the locomotives on board were salvaged and they completed their journey to South Australia.

With the arrival of the first new IORE locomotives in 2000, the entire Dm2 class were removed from service along with several Dm3 class locomotives. In 2004 one set was donated to the heritage society Malmbanans Vänner, who also own one of the similar- design Norwegian El 12 class locomotives as used on the Iron Ore Railway. MTAB have since agreed that the remaining Dm3 class locomotives will be retired in 2011, when enough IORE locomotives are available to relieve them.

113-115 Accordingly, six locomotives entered traffic in December 1924, followed by an additional four in February 1925. The next batch of ten P class locomotives were constructed locally in Western Australia in 1927, at the Midland Railway Workshops. They were identical to the North British locomotives excepting the short tenders rebuilt from those of the obsolete R class engines. This order was extended by an additional five locomotives which were delivered in 1929, bringing the total to twenty-five locomotives.

A group of locomotives built off the same blueprints constituted a class, and if some of the locomotives in the class were sufficiently modified, a new class might be established for the modified examples. When electric locomotives were introduced, the same scheme was applied to them. Since steam and early electric locomotives were usually custom built, classes were assigned by the railroad, and each railroad had its own system. Mergers of lines and sales of locomotives brought about changes of class.

Steam locomotives carried unadorned numbers up to five digits long. Diesel locomotives carried four-digit numbers prefixed with a letter 'D' and electric locomotives with a letter 'E'. Thus, up to three locomotives could carry the same number - steam loco 4321, diesel D4321 and electric loco E4321. TOPS could not handle this and it also required similar locomotives to be numbered in a consecutive series in terms of classification, in order that they might be treated together as a group.

114 036 in Neustadt (Dosse) All 38 locomotives of Class 112.0 were reclassified as Class 114 on 1 April 2000 because up to this time these locomotives had been used exclusively for regional trains in Berlin, Brandenburg and Mecklenburg-Vorpommern and there were several differences between these locomotives and the Class 112.1. Following the transfer of the remaining Class 112 locomotives to DB Regio the reason for the different classifications is unnecessary as there are similar differences between locomotives within Class 143\.

DX class locomotives on the Midland line, being used as a snow plough in 2011. The line was unique in New Zealand for its captive use of many different types of locomotives. These locomotives include the KB class locomotives between Arthur's Pass and Springfield, once the second most powerful steam locomotives in New Zealand (after the short-lived Garratt G class). The class were made famous by a documentary named "KB country", a term that has entered into New Zealand railfan jargon.

The company was famous for building its own steam locomotives, a practice rare outside Britain (where most railways either built their own locomotives or had outside contractors build locomotives to their designs). The locomotives were built at the Roanoke Shops at Roanoke. The Shops employed thousands of craftsmen, who refined their products over the years. The A, J, and Y6 locomotives, designed, built and maintained by NW personnel, brought the company industry-wide fame for its excellence in steam power.

Activities are based around two locations: The old station in Græsted is the home of the foundation and the club and also houses maintenance for carriages and diesel locomotives, whereas Rungsted depot is the home of the steam locomotives. Operational locomotives include three steam locomotives, two diesel locomotives, and various shunting and service vehicles. Both depots are now owned by NSJV. In 2009, restored steam locomotive DSB K-582 entered service after a long project to bring it back to life.

Starting from the mid-1970s, the first generation diesel locomotives were withdrawn, being replaced by new locomotives, predominantly designs from North America. The General Electric manufactured DX class were introduced from 1972–1975, and the original DF class were withdrawn and the General Motors DF class introduced from 1979. NZR also rebuilt some of the DG class locomotives. At the same time, the newest locomotives of the DA class were rebuilt as DC class locomotives in Australia and New Zealand.

District Railway steam locomotives were used on London's Metropolitan District Railway (commonly known as the District Railway). When in 1871 the railway needed its own locomotives, they ordered twenty four condensing steam locomotives from Beyer Peacock similar to the A Class locomotives the Metropolitan Railway was using on the route. As they were intended for an underground railway, the locomotives did not have cabs, but had a weatherboard with a bent-back top and the back plate of the bunker was raised to provide protection when running bunker first. A total of fifty four locomotives were purchased and still in service in 1905 when the line was electrified, but by 1907 all but six of the steam locomotives had been sold.

The FMSR Class A was the first designated series of locomotives in use by the FMSR. Consisted of 18 4-4-0T tank locomotives originally purchased by numerous state railways, the locomotives served as the FMSR's backbone fleet before the arrival of newer FMSR-ordered locomotives. The Class A was designated in July 1901 for 12 locomotives originally assigned for both the Perak Railway and Selangor Railway and manufactured between 1884 and 1898, consisting of 11 from manufactured by the Hunslet Engine Company and one from the Selangor Railway produced by Neilson & Company. The Class A designation was further assigned to two 1904 Hunslet locomotives from the Malacca Railway in 1905, and four 1901-1903 Singapore Railway Hunslet locomotives in 1912.

The EMD F59PH is the oldest of the three currently active series of locomotives used by GO Transit. They are 3000-horsepower diesel-electric locomotives capable of travelling up to 134 kilometers an hour, and can accelerate a ten-car train from 0 to 100 km/h in about 75 seconds. The F59PH was also the first series of locomotives used by GO Transit that feature dynamic braking, the effectiveness of which was greatly increased to as low as 8 km/h. The introduction of the first sixteen F59PH series locomotives in 1988 allowed for the retirement of the previously used EMD GP40TC locomotives. Eleven additional locomotives, delivered between 1989 and 1990, replaced the EMD F40PH and some of the EMD GP40-2L(W) locomotives.

All these locomotives were renumbered at times during the CGR era. By 1886, the system prefixes had been done away with. The locomotives on the Western System retained their numbers, while the Midland System's locomotives were renumbered to the range from 180 to 183.

Class S locomotives pulled freight trains over the main line between Portland and Bangor, Maine; and are best remembered for service on the Mountain Division from 1929, when the class X Mallet locomotives were scrapped, until replacement by diesel locomotives in the early 1950s.

Locomotives no. 108 and 109 were a pair of Great Western Railway 2-4-0 steam locomotives built under the aegis of George Armstrong at Wolverhampton Works, probably in 1866–7, as replacements for locomotives of the same numbers inherited from the absorbed Birkenhead Railway.

The Prussian Class T 3 steam locomotives procured for the Prussian state railways were 0-6-0 tank locomotives. Together with the Prussian T 2 they were the first locomotives that were built to railway norms. The first units were delivered by Henschel in 1882.

Steam Locomotives haul most of the passenger services, some of the locomotives are approximately half-size replicas of famous narrow gauge prototype locomotives such as the Class B Tanks from the Darjeeling Himalayan Railway and the Manning Wardle Tanks of the Lynton and Barnstaple Railway.

The Kolubara coal basin also bought 621 class locomotives for hauling lighter freight coal trains. There are today 15 locomotives of this series operated by Serbian Railways and two operated by Rail transport of Kolubara coal basin. These locomotives are built for heavy shunting.

II, among others, were acquired for freight operations. Palatine T 1 locomotives were used for local and freight operations. Steam locomotives of P 2.II and P 3.1 classes passing through Lambrecht At the beginning of the 20th century, locomotives of classes P 2.

After 1960, Horsham ceased to be a shed in its own right and became a stabling point for goods locomotives from and passenger locomotives from Brighton. After the electrification of the Kent Coast lines, some of the Cranleigh line's locomotives were allocated to Brighton shed.

Most of the locomotives were placed in sealed plastic bags with dehumidifiers to reduce the need of maintenance. A large number of E and E2 class locomotives were preserved in that manner until all steam locomotives were removed from the strategic reserve in 1990.

Vale Mining of Brazil ordered a set of 7 updated locomotives designated as the SD80ACe model. These locomotives feature Tier 1 compliant 20-710G3C engines. The design is currently for export only, and these specific locomotives will run on Vale Mining's broad gauge trackage.

The locomotives were jointly manufactured by EMD and China's own Dalian Locomotive Works.Electro-Motive Diesel: JT56ACe for China Ministry of Railways They are dual cab locomotives. Number 0301 - 0330 are single cab locomotives. They are coupled back to back and used on Tibet line.

In 1892 the broad gauge was abandoned and the locomotives were all converted to standard gauge tender locomotives, becoming a part of the 3201 Class.

The Great Northern Railway (Ireland) V class steam locomotives were 4-4-0 three-cylinder compound locomotives built in 1932 by Beyer, Peacock and Company.

Subsequently, with technology transfer from GM EMD, it produces advanced diesel locomotives with high efficiency and low maintenance costs. It produces around 240 locomotives annually.

The locomotives WURZEN and OSCHATZ were early German steam engines operated by the Leipzig–Dresden Railway Company (LDE) for mixed duties. They were tender locomotives.

FS Class 400 were steam locomotives of French construction, built for service in Italy. They were 0-8-0 tender locomotives with two outside cylinders.

Although it was originally operated with steam locomotives, modern diesel locomotives have also been in operation since 1999. These came from Hunslet-Barclay, Kilmarnock, Scotland.

The Würtemberg I was a class of tender locomotives of the Royal Württemberg State Railways (Königlich Württembergischen Staats-Eisenbahnen, K.W.St.E). They were their first locomotives.

In 1880, its rolling stock included 265 passenger and express locomotives, 320 freight locomotives and 93 tank locomotives. A local railway industry was established to supply the Eastern Railway. In 1855, the Union-Gießerei (foundry) Königsberg began to build locomotives; the Schichau-Werke (works) of Ferdinand Schichau of Elbing followed its example in 1860. The Königsberg agricultural equipment manufacturer L. Steinfurt built freight wagons and passenger carriages.

The electric locomotives of the class E 19 (class 119 from 1968) were the fastest electric locomotives of the Deutsche Reichsbahn. In regular service, they were restricted to a maximum speed of 180 km/h, but the locomotives were designed for travel speeds of up to 225 km/h. At the time of their presentation, they were the most powerful single frame locomotives ever built.

Originally, trains hauled by a steam locomotive would be provided with a supply of steam from the locomotive for heating the carriages. When diesel locomotives and electric locomotives replaced steam, the steam heating was then supplied by a steam- heat boiler. This was oil-fired (in diesel locomotives) or heated by an electric element (in electric locomotives). Oil-fired steam-heat boilers were unreliable.

Originally used to haul freight trains, they were later used primarily on track maintenance trains and rolling stock transfer duties. , all four locomotives were still in service, but the locomotives were withdrawn and cut up during fiscal 2015 following the introduction of new Class EL120 locomotives. Locomotives 601 and 602 were normally based at Inuyama Depot, and 603 and 604 were normally based at Shinkawa Depot.

The locomotives worked on the Moscow section of the Moscow-Donbass railway until 1936, when they began to be replaced by new, more powerful locomotives. The Class U from the Moscow- Donbass locomotives were transferred to the Caucasus-Ordzhonikidze railway, and in 1939 they were again transferred to industrial railways. For these duties, high-speed express locomotives were poorly suited, which precipitated their withdrawal.

Many of the steam locomotives used on the tramway were transferred from BHP's Broken Hill operations. By 1941 the fleet comprised 12 locomotives.BHP Purchases Locomotives For Whyalla Plant Truck & Bus Transportation July 1941 page 49 A petrol-electric locomotive was purchased from the Davenport Locomotive Works, Iowa in 1928 for use at Iron Knob. DH and DE class diesel locomotives replaced the steam locomotives in the 1950s.

Bangladesh Railway Class 6100 (BEM 20) is a class of broad-gauge diesel- electric locomotives owned by Bangladesh Railway. They are the second broad- gauge diesel locomotives of Bangladesh after Class 6000. They are similar to Class 6000 locomotives made by ALCo. They were the most powerful locomotives of Bangladesh of that time, along with Class 6000, before the arrival of Class 6300 and Class 6400.

The locomotives were built as permanently coupled back-to- back tank locomotives, a configuration which allowed the two engines to be operated by a single crew. A similar pair of 0-6-0T back-to-back locomotives, built by Robert Stephenson and Company, was delivered to the Eastern System in East London in that same year.Back-to-back - The known factsWiener, Lionel. Articulated Locomotives. pp.

The Pakistan Locomotive Factory was established in Risalpur at a total cost of . Its function is to manufacture indigenous diesel electric and electric locomotives, thus allowing Pakistan Railways to have less dependency on foreign technology. The factory has capacity to manufacture 25 locomotives per year. Technology for manufacturing of locomotives has been acquired from Hitachi Japan, General Electric, ADtranz Germany and Dalian Locomotives & Rolling Stock Works, China.

Two locomotives had three two-axle trucks (E3b). The significant technical difference between the locomotives was that those from General Electric used traditional AC traction motors. Those by Westinghouse had mercury arc rectifiers to convert the AC traction power to DC. In consequence they were able to use ordinary DC traction motors, identical to those on contemporary diesel-electric locomotives. The locomotives were scrapped in 1964.

To assist in constructing the ZVTM tramway lines, H.J. te Siepe in Winterswijk (The Netherlands) purchased the locomotives in 1915. The name HENDRIK JAN and RIKA were added to its numbers. The ZVTM rented the locomotives in 1916, until in 1918 the locomotives were sold to brown coal operation Bergerode located in southern Limburg in The Netherlands. Its new owner renumbered the locomotives 39 and 38.

While the 'northlight' design was meant to allow maximum sunlight, the skylight windows quickly became sooted and black, reducing lighting conditions. The sheds stored several locomotives known as "workhorses" as they did the goods work. The last of these locomotives were the BR Standard 9F locomotives, the last of the British steam locomotives. Under the cutbacks of BR in the 1960s, the shed finally closed in 1967.

This changed with rising international tensions: the B class locomotives were deemed to be "valuable in wartime conditions", and as such included in a 1938 refurbishment program. The locomotives that had been in reserve were quickly returned to service. At least four locomotives were leased to the Norwegian State Railways during the German occupation of Norway. Some modifications were made on the B class locomotives.

EWS soon diversified the use of its fleet, hiring its locomotives to charter train operators and also to Virgin Trains, to supplement their unreliable fleet. Three locomotives (nos. 86 261/401/426) were repainted into EWS's red and gold livery. The rundown of the fleet started in 2001, when the locomotives were replaced on charter and mail trains by Class 67 or Class 90 locomotives.

It also produced few special narrow gauge (2 ft, as in Darjeeling Himalayan Railway) diesel locomotives of the NDM class. Production of steam locomotives was discontinued in 1972 when the last steam locomotive, titled 'ANTIM SITARA' (The Last Star), was rolled out. Towards the early 1990s, production of diesel locomotives in CLW was discontinued altogether. Today, Chittaranjan is the largest maker of electric locomotives.

The following is a list of locomotives of the London, Midland and Scottish Railway as of 31 December 1947. This date is significant because nationalisation of the Big Four occurred the next day, 1 January 1948. Thus this is the list of locomotives as inherited by British Railways. At this time there were approximately 8,000 steam locomotives, 50 diesel locomotives and a handful of others.

The Finnish Steam Locomotive Class C5 were ordered in 1880 by the Finnish State Railways from the German Hanomag factory for the Tampere–Vaasa railway line. The locomotives were completed between 1881–1882 and received the Class designation C5. The C5 locomotives had inside cylinders, as in other C-series locomotives. Originally it was planned that the locomotives be used for both freight and passenger duties.

With nearly 60 locomotives in the game (nearly 70 in the Coast to Coast expansion), the game has the most locomotives of the Railroad Tycoon franchise with locomotives from the United States, Britain, France, Germany, Italy, Japan, South Africa, Poland, Russia and more even fictional locomotives like the E-88 and the TransEuro, the latter of which is a fictional name for the Eurostar.

They were the most powerful locomotives in Australia at the time and the heaviest non- articulated locomotives yet built in the United Kingdom. In 1929, they were modified to 500B class Northern locomotives. NSWGR D57 class No. 5701 The three-cylinder D57 class locomotive of the New South Wales Government Railways (NSWGR) was one of the largest and most powerful locomotives ever built in Australia.

The railway has a fleet of four steam locomotives which haul most of the passenger services. The steam locomotives are approximately half-size replicas of famous narrow gauge prototype locomotives such as the Class B Tanks from the Darjeeling Himalayan Railway and the Manning Wardle Tanks of the Lynton and Barnstaple Railway. Two diesel locomotives and a battery electric shunter are used for engineering trains.

Number 7028 Cadbury Castle was a Great Western Railway 4073 Castle class 4-6-0 steam locomotive built at the former GWR Swindon Works on 19 May 1950. The Castle Class locomotives were built as express passenger locomotives on the GWR. The Castle Class locomotives were to replace the earlier 4000 Star class locomotives. They were designed by the railway's Chief Mechanical Engineer, Charles Collett.

Class M2D, No. 628 "Kankesanthurai" locomotive at Matara Railway Station, ready to haul an express train to Colombo. Locomotives and trainsets of Sri Lanka Railways consist mostly of diesel locomotives and multiple units. Steam locomotives are no longer used, except on heritage trains, such as the Viceroy Special. The first locomotives pulled trains on the original segment of the Main Line, on connecting Colombo and Ambepussa.

Periodical overhauling (POH) and repair of diesel locomotives at Jamalpur Workshop started in 1982 the workshop caters full demand of Eastern Railway. The Workshop also deals with Special repairs to accident involved locomotives and locomotives owned by various Public Sector Undertakings like NTPC, CPT, SAIL in the eastern region. So far 84 such Locomotives from PSUs have been repaired and generated a cash inflow of ₹ 26 crores.

Western Australian Government Railways MSA class Garratt locomotive no MSA468, c. 1930 A group of six locomotives of gauge were constructed for the Western Australian Government Railways in 1911 as their Class M. Further locomotives for this railway included seven more Class Ms locomotives in 1912. The Australian Portland Cement Company took delivery of two gauge locomotives in 1936 and 1939, as their no. 1 and no.

The OEG procured three diesel locomotives for metre gauge (designated as 01 to 03) and a diesel locomotive for standard gauge (no. 04) from the manufacturer Gmeinder to replace steam locomotives from 1953. The two-axle locomotives were technically similar to the Köf II of DB, but were constructed differently. Until the electrification of the Weinheim–Schriesheim section, the metre-gauge locomotives also hauled passenger trains.

76 fabricated welded-frame SW units were built between December 1936 and January 1939. Original owners included: # Elgin, Joliet and Eastern Railway: 9 locomotives, #200-#208 # Reading Company: 6 locomotives, #10-15 # River Terminal Railway: 1 locomotive, #51 # Chicago and Eastern Illinois Railroad: 2 locomotives, #100-#101 # Philadelphia, Bethlehem and New England Railroad: 1 locomotive, #206Allentown and Auburn 206 arrives at their Picnic Grove on a drizzly October afternoon. # Chicago and North Western: 1 locomotive #1201 # Inland Steel: 3 locomotives, #43, 45-46 # Chicago, Rock Island and Pacific Railroad: 29 locomotives, #500-#528 # Great Lakes Steel: 2 locomotives, #6 and #7 # Chicago, Burlington and Quincy Railroad: 6 locomotives, #9130-9135 # Buffalo Creek Railroad: 2 locomotives, #40-41 # Pennsylvania Railroad: 1 locomotive, #3908 # Steelton and Highspire Railroad: 1 locomotive, #32 # Lehigh Valley Railroad: 6 locomotives, #106-111 # Patapsco and Back Rivers Railroad: 2 locomotives, #61-62 # Missouri Pacific Railroad: 1 locomotive, #5 (UTSJ) # Minneapolis and St. Louis Railway: 1 locomotive, D838 # Union Terminal Railway: 1 locomotive, #10 (UTSJ) # Baltimore and Ohio Railroad: 1 locomotive #2 (B&OCT;) Two SW locomotives survive, but neither retains the original Winton engine. PB&NE; 206 was reengined with a 567CR block (R for counter-clockwise revolution) in 1955.

In 1912 the factory built 6 further locomotives with these improved characteristics for Ryazan-Ural Railway, and they were classified as Уу (transliteration: Uu). In total, 62 locomotives of U class and its variants were built. Initially, the Ryazan-Ural Railway locomotives received P1, P2 and P3 built in 1906 and later locomotives P4, P5, P6, P7, and P8 built in 1907. In 1912, the railway received locomotives P9 to P14. After 1912 they all were redesignated to U-1 - U-8 and Uu-9 - Uu-14.

As the Class 8000 locomotives neared the end of their 30-year lifespans, Korail found the need to order replacement locomotives. The replacements came to be known as the Class 8500 locomotives, and have been steadily entering service since 2012. The majority of the Class 8000 locomotives have been retired by the new Class 8500 locomotives; only units 8091-8094 remain in service up to this day (from the entire order of 8001-8094). Units 8001 and 8091 are expected to be preserved at this time.

Southern Pacific Company's MM-2 class of steam locomotives was Southern Pacific's (SP) only class of 2-6-6-2 locomotives ordered and built as oil- fired cab forward locomotives. They were built in 1911 as compound-expansion Mallet locomotives by Baldwin Locomotive Works and entered service on SP beginning September 19, 1911. By 1914, they had all been upgraded with an additional leading axle making them 4-6-6-2 locomotives, reclassified from MM-2 to AM-2. This was done to improve handling at speed.

NMR uses 'X' Class steam rack locomotives, manufactured by the Swiss Locomotive and Machine Works of Winterthur in Switzerland, on the rack and pinion section of its tracks. The X Class locomotives are six to eight decades old. These locomotives give NMR a distinct charm, taking scores of passengers to Coonoor and Udhagamandalam, crossing , 108 curves, 16 tunnels and 250 bridges. The steam locomotives can be used on any part of the line, while the diesel locomotives can operate only on the section between Coonoor and Udagamandalam.

The Class 39-000 type GT26CU-3 diesel-electric locomotives were to be rebuilt from Class , and locomotives. The project commenced in 2005, using suitable frames from wrecked locomotives. Rebuilding was done at the Transwerk shops in Bloemfontein between 2006 and 2008.Information supplied by staff at Transnet Rail Engineering, Bloemfontein and Koedoespoort It was intended to produce one hundred Class locomotives but in spite of the technical success of the project, rebuilding was halted after completing the first five locomotives due to higher than anticipated cost.

The first locomotives based in Heidelberg were class E69, which were replaced in 1964 by class E60 locomotives. Also stationed in Heidelberg depot from 1962 were the first express locomotives of class E 10.12 and regional electric multiple units of class ET 56. The operation of steam locomotives to Heidelberg ended in 1965 and the coal handling facilities were closed in 1968. As of 1970 only shunting locomotives and railcars were maintained in Heidelberg; in May 1989 the depot was closed.Kaiser (2005), pp. 78, 83.

The WAG-5 is one of the most successful locomotives of Indian Railways currently serving both freight and passenger trains for over 50 years. This class provided the basic design for a number of other locomotives like , WAG-7 and the WCM-6. However, with the advent of new 3-phase locomotives like WAG-9 and WAG-12, the WAG-5 locomotives were relegated to hauling smaller passenger trains and now the aging fleet the WAG-5 locomotives are slowly being withdrawn from mainline duties and scrapped.

Following German reunification, the rail routes to Berlin were rebuilt with a maximum speed of more than . The Deutsche Reichsbahn had no locomotives capable of this speed so it had to acquire new faster locomotives. However, the Class 212 locomotives had originally been designed with a maximum speed of . After four prototype locomotives (numbered 212 002 to 212 005, the number 212 001 had originally been used for 143 001 and was not reused) a series of 35 locomotives (212 006 to 212 040) was delivered.

The Pashii class (パシイ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-2 wheel arrangement. The "Pashi" name came from the American naming system for steam locomotives, under which locomotives with 4-6-2 wheel arrangement were called "Pacific". In all, Sentetsu owned 144 locomotives of all Pashi classes, of which 141 survived the war; of these, 73 went to the Korean National Railroad in South Korea and 68 to the Korean State Railway in North Korea.

The Pashini class (パシニ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-2 wheel arrangement. The "Pashi" name came from the American naming system for steam locomotives, under which locomotives with 4-6-2 wheel arrangement were called "Pacific". In all, Sentetsu owned 144 locomotives of all Pashi classes, of which 141 survived the war; of these, 73 went to the Korean National Railroad in South Korea and 68 to the Korean State Railway in North Korea.

The Pashisa class (パシサ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-2 wheel arrangement. The "Pashi" name came from the American naming system for steam locomotives, under which locomotives with 4-6-2 wheel arrangement were called "Pacific". In all, Sentetsu owned 144 locomotives of all Pashi classes, of which 141 survived the war; of these, 73 went to the Korean National Railroad in South Korea and 68 to the Korean State Railway in North Korea.

The Pashishi class (パシシ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-2 wheel arrangement. The "Pashi" name came from the American naming system for steam locomotives, under which locomotives with 4-6-2 wheel arrangement were called "Pacific". In all, Sentetsu owned 144 locomotives of all Pashi classes, of which 141 survived the war; of these, 73 went to the Korean National Railroad in South Korea and 68 to the Korean State Railway in North Korea.

The Pashiko class (パシコ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-2 wheel arrangement. The "Pashi" name came from the American naming system for steam locomotives, under which locomotives with 4-6-2 wheel arrangement were called "Pacific". In all, Sentetsu owned 144 locomotives of all Pashi classes, of which 141 survived the war; of these, 73 went to the Korean National Railroad in South Korea and 68 to the Korean State Railway in North Korea.

PKP locomotives renumbered the locomotives Ty2-1208 to Ty-1407, while the PW PMP locomotives kept the last four digits of their German number. From 1945 until the end of steam traction operation, the Ty2 was the largest series of locomotives in Poland. 54 locomotives of this series are still in Poland today, including examples active in the Open Air Museum of rolling stock and railway equipment in Chabowka: the Ty2-911 (major repair July 2007) and the Ty2-953 (major repair April 2006).

Yorkshire Engine Co had been exporting steam locomotives to India for most of their existence, but in 1958 ten broad gauge ( ) 230-hp 0-4-0 diesel-electric shunting locomotives were supplied for the construction of Durgapur Steel Works in Eastern India. This was followed in 1963–64 with five 300-hp 0-4-0 diesel-electric locomotives and ten 600-hp ‘Olympus’ Bo-Bo locomotives. The Durgapur works was developed in conjunction with United Steel Companies, so it is not surprising that YEC locomotives were used there. In addition, YEC secured an order for two metre-gauge ‘Janus’ locomotives for the Indian Fertilizer Corporation.

Unlike the previous three dual- voltage locomotives, which were only meant to operate on Aix-Annecy and got 1.5 kV equipment for the purposes described above, this locomotive can be considered the first "real" SNCF dual-voltage locomotive. Next to its present AC equipment, a small DC equipment was built in to operate under 1.5 kV, however with limited power. Although BB20004 is generally considered the prototype of the BB25500 locomotives this is not entirely true. BB25500 locomotives are based on BB16500 locomotives for the greater part, but some equipments were either parts which were not used on BB16500 locomotives but on older locomotives, or entirely new designs.

The WW class were based on the earlier WG class 4-6-4T tank locomotives, but with a reduced boiler pressure of 180psi and larger cylinders. The initial batch comprising locomotives WW 556-575 were built at Hillside Workshops in 1913, and initially carried the WG classification before being reclassified as the WW class, the 'W' indicating that these locomotives were intended for suburban work in Wellington. Following the success of the first twenty locomotives, Hillside delivered a further thirty locomotives which were classified WW from new. A further fourteen locomotives were rebuilt from the WG class at Hutt Workshops in two batches between 1940–42 and 1950-52.

These new locomotives are generally referred to as the Rover class. Although these locomotives took the names of withdrawn locomotives of the original design, they were not rebuilt from them like the first three, but entirely new locomotives (though it is believed that Rover, Swallow and Balaklava may have included some parts from the earlier locomotives of those names). Apart from the three conversions, the original locomotives were withdrawn between December 1870 and June 1884. Lord of the Isles (the last to be withdrawn) was initially preserved by the GWR at Swindon Works, but was scrapped in January 1906 owing to the pressure of space.

Baldwin received locomotive orders from Imperial Russia, France, and the United Kingdom of Great Britain and Ireland as those nations' manufacturing facilities were refocused on armaments production. Baldwin's vice president Samuel M. Vauclain visited Russia in 1914 to obtain orders for thirty 0-6-6-0 Mallet locomotives for the 3 ft 6 in gauge railways between Arkhangelsk and Vologda. This was followed by orders for 2-10-0 Russian gauge locomotives and 75 cm gauge gasoline locomotives for Russian trench railways. France ordered more than one-thousand trench railway locomotives, and the United Kingdom ordered 495 trench railway locomotives and 465 locomotives for standard-gauge railways.

The new class 184 multi-system locomotives delivered in the autumn of 1966 (also marketed as Europalokomotiven—"European locomotives") were extensively tested in Germany–Belgium traffic, but were only rarely used later because the locomotives often failed due to frequent strong voltage fluctuations in the Belgian overhead line, so from 1971 they were no longer used for passenger services to Belgium and were relocated to the Saarland in 1979. The international daytime passenger services were therefore largely operated from the 1970s to the 1990s with Belgian multi- system locomotives. Locomotives for freight transport were changed in Aachen- West and locomotives for overnight express trains were changed in Aachen Hbf.

BB20004 contributed however a big part to the realisation of the BB25500 and later dual-voltage locomotives and expanded the knowledge of dual-voltage locomotives greatly.

The D class designation was reused for the D class locomotives from 1912 and again in the 1970s when the D class diesel locomotives entered service.

Satisfied with the performance of the first two locomotives, Amtrak had NRE convert two more SW1000R units into 2GS12B-R locomotives, which were delivered in 2018.

The experience accumulated with these very economical locomotives was used in the 31 engines of Class 50.40. Both locomotives were coupled with 2'2' T 30 tenders.

The Great Western Railway 3700 Class, or City Class, locomotives were a series of twenty 4-4-0 steam locomotives, designed for hauling express passenger trains.

The RICHARD HARTMANN to ZWICKAU series of early German locomotives were express train tender locomotives operated by the Leipzig–Dresden Railway Company (Leipzig-Dresdner Eisenbahn orLDE).

Under unusual conditions (lack of coal, abundant hydroelectricity) some locomotives in Switzerland were modified to use electricity to heat the boiler, making them electric-steam locomotives.

In 1937-1938 all were converted to 0-6-0 tender locomotives and reclassified as the B13½ class with tenders from B13 and C15 class locomotives.

The C class designation was reused for the C class locomotives from 1902 and again in the 1960s when the C class diesel locomotives entered service.

Little information remains about the North Midland Railway Locomotives. Unlike other railway companies, the North Midland Railway of England did not give names to its locomotives.

A sugar plantation in Natal.Old steam locomotives in South Africa: Umzinto, Indian Quran Study School, Hunslet 3385/1946 ;Locomotives used: :Hunslet 0-4-2 tank locomotive.

In 1953, Sri Lanka Railways enhanced its service to more power with diesel locomotives. Since then, various types of diesel locomotives were added to the service.

In October 2008 SNCF ordered an additional 15 locomotives for its Infrastructure division. These locomotives will be numbered in the 660000 series.,The prefix "6" is used by the infrastructure division (SNCF Infra) for its locomotives and will be painted in the yellow and grey Infrastructure livery.

The DB Class V 65 locomotives (from 1968: Class 265) were German, eight- wheeled, rod-coupled diesel locomotives operated by Deutsche Bundesbahn (DB) intended for light railway services and medium-heavy shunting duties. The 15 locomotives were delivered in 1956 by MaK (Kiel) to the DB.

These locomotives were the first compound locomotives in Saxony. Its two-cylinder, compound engine was located behind the carrying axle and drove the final axle. The locomotives had an inside Allan valve gear. The steam dome was in the centre of the boiler over the middle axle.

Planned route from Metz to Germany: Remilly, Teting (Level Crossing), St Avold, Zweibrücken. Locomotives used The locomotives used were the former Chemins de fer de l'Est Series 11s 4-6-0s, which the SNCF classified as . Identifiable locomotives include 1-230.B.739 with tender 22.

The 2009 Las Vegas Locomotives season was the first season for the Las Vegas Locomotives. In the United Football League's Premiere Season, the Locomotives posted a 4–2 record, finishing in second place. They defeated the Florida Tuskers in the 2009 UFL Championship Game in overtime.

As there was only one trailer car made for the job, the locomotives regularly pulled pairs of horse cars. From 8 July 1886, steam trams worked on the whole of the network, using six locomotives, while by 1894, the number of tram locomotives had risen to 13.

Locomotives of Australia. Sydney, New South Wales: Reed. Thirty BG Class locomotives were built for the Queensland Government Railways in 1951, ten by Beyer, Peacock and twenty by Société Franco-Belge. Franco-Belge also built ten 400 Class locomotives for the South Australian Railways in 1953.

SNCB's Class 12 locomotives were dual-voltage (25000 V, 50 Hz AC and 3000 V DC) electric lomotives built for cross-border service into France. They were based on the single-voltage Class 21 locomotives. They are part of the large 1980s family of 144 electric locomotives.

Bangladesh Railway Class 2700 is a class of meter-gauge diesel-electric locomotives of Bangladesh operated by Bangladesh Railway. Total 21 locomotives of this class entered the fleet of Bangladesh Railway in 1994 and 1996. These 21 locomotives are used in both passenger and freight trains.

The Sorii class (ソリイ) was a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 2-8-0 wheel arrangement. The "Sori" name came from the American naming system for steam locomotives, under which locomotives with 2-8-0 wheel arrangement were called "Consolidation".

The Goroi class (ゴロイ) was a class of steam tank locomotives of the Chosen Government Railway (Sentetsu) with 2-4-2 wheel arrangement. The "Goro" name came from the American naming system for steam locomotives, under which locomotives with 2-4-2 wheel arrangement were called "Columbia".

The new locomotives proved to be powerful and reliable, prompting GO Transit to place an order for an additional set of 20 locomotives. Deliveries of the new set began in late 2009 and continued into 2010. An additional set of ten locomotives was delivered in 2010.

The leasing company that now owns and lends PKP modernized locomotives funded the modernization. Units with all those improvements were numbered from 201 to 210. Presently, only those locomotives are in use, with the rest remaining as reserve. About one-third of the locomotives have been scrapped.

Coat of Arms of the Royal Bavarian State Railways This List covers the locomotives and railbuses of the Bavarian railways, excluding those of the Palatinate (Pfalz). The locomotives and railbuses of the Palatinate when it belonged to Bavaria are in the List of Palatine locomotives and railbuses.

The locomotives reached speeds of and had a relatively quiet run. In 1907, there were still thirteen locomotives in operation, but they were all retired by 1912.

This will change the external appearance of these locomotives. All new locomotives built thus will be numbered from 200 onwards, i.e., BB 475200 and upwards in number.

In July 2018 GB Railfreight bought all ten of Colas Rail’s Class 60 locomotives, Colas having replaced them with a further seven orders for Class 70 locomotives.

The K class designation was reused by the K class locomotives introduced in 1893 and again in the 1960s when the K class diesel locomotives entered service.

The passenger trains are owned and operated by the nearby Tennessee Valley Railroad Museum and may be powered by steam locomotives or early vintage diesel electric locomotives.

The last three locomotives left the property on April 8, 1986. All five locomotives remained in storage at the Fontana Mill until 1995 when they were scrapped.

The China Railways GJ (工建 Gongjian meaning 'construction worker') locomotives were a class of 122 0-6-0T steam locomotives built for industrial and shunting uses.

Large scale dumping did not take place until 1957, when a number of withdrawn locomotives, components of locomotives, and withdrawn wagons of various classes were dumped there.

One of these preserved locomotives, A 67, was the first in a cavalcade of locomotives at the celebration of the hundredth birthday of the Dunedin Railway Station.

Two locomotives had two three-axle trucks (E3c), while the other two had three two-axle trucks (E3b).Staufer, p. 300 The locomotives were scrapped in 1964.

All class 444 locomotives of Serbian Railways have red and greyish-blue livery which is the same as for other electric locomotives operated - 441 and 461 series.

It was however the last shed on the entire BR system to house working standard gauge GWR locomotives having 56XX tank locomotives on roster well into 1966.

The Rc- locomotive first appeared in 1967 to replace the older D-locomotives. The locomotives are notable for using thyristors instead of the older relay based system.

The company produced DC motors, AC motors, generators, turbines, transformers and railway locomotives. Examples of railway locomotives included SNCF Class C 61000 and SNCF Class CC 65500.

Two CEFX switching locomotives Leases locomotives and freight cars to various railroads and shippers in North America that need them. It operates by the reporting mark CEFX.

These nine locomotives were subsequently sold to JR Freight in July 2013. Locomotives EF510-512, 513, and 515 were also transferred to JR Freight in December 2015.

All Hr12 class locomotives with even numbers were produced by Valmet, while all odd numbers were produced by Lokomo. The locomotives were withdrawn in the early 1990s.

A fleet of 4 diesel locomotives are currently used as shunting locomotives in Ruislip Depot due to growing restrictions on where they can operate on the network.

The PNR 2500 Class is a class of 43 GE U10B locomotives first introduced in 1965 with the delivery of the first 13 locomotives of the class.

As of 2019, it accommodates 242 electric locomotives and is being expanded. A new electric locomotive shed is under construction having capacity of 200 WAG 9 locomotives.

A list of El Zorro operated Locomotives at the time the company ceased trading can be found on Railpage Australia at List of El Zorro Operated Locomotives.

The steam locomotives of Baden Class IV c were passenger locomotives operated by Grand Duchy of Baden State Railway in the former south German state of Baden.

Southern Pacific Railroad's AC-1 class of cab forward steam locomotives consisted of locomotives rebuilt from MC-1 and MC-2 class locomotives that were originally built by Baldwin Locomotive Works in 1909.. The MC-2 class was the first class of locomotives built and delivered to SP as cab forward locomotives in late 1909. The AC-1 class was the first of the successful AC series of cab forward locomotives that numbered nearly 200 in total on the SP. Southern Pacific No. 4002 was rebuilt in June 1923 as a Cab Forward. Their rebuilds into class AC-1 was around June 1931. SP used the rebuilt locomotives through the traffic rush of World War II, then the SP removed them from the roster soon after the war.

The Mikani-class (ミカニ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 2-8-2 wheel arrangement. The "Mika" name came from the American naming system for steam locomotives, under which locomotives with 2-8-2 wheel arrangement were called "Mikado" in honour of the Emperor of Japan, as the first 2-8-2 locomotives in the world were built for Japan. Of all Mika classes, 131 went to the Korean National Railroad in South Korea and 292 to the Korean State Railway in North Korea. Of these 423 locomotives, 356 were from Sentetsu; the other 67 were South Manchuria Railway Mikai-class engines on loan to Sentetsu along with Mika-type locomotives which had previously belonged to the twelve privately owned railways in Korea before 1945.

The Mikai-class (ミカイ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 2-8-2 wheel arrangement. The "Mika" name came from the American naming system for steam locomotives, under which locomotives with 2-8-2 wheel arrangement were called "Mikado" in honour of the Emperor of Japan, as the first 2-8-2 locomotives in the world were built for Japan. Of all Mika classes, 131 went to the Korean National Railroad in South Korea and 292 to the Korean State Railway in North Korea. Of these 423 locomotives, 356 were from Sentetsu; the other 67 were South Manchuria Railway Mikai-class engines on loan to Sentetsu along with Mika-type locomotives which had previously belonged to the twelve privately owned railways in Korea before 1945.

The Mikashi-class (ミカシ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 2-8-2 wheel arrangement. The "Mika" name came from the American naming system for steam locomotives, under which locomotives with 2-8-2 wheel arrangement were called "Mikado" in honour of the Emperor of Japan, as the first 2-8-2 locomotives in the world were built for Japan. Of all Mika classes, 131 went to the Korean National Railroad in South Korea and 292 to the Korean State Railway in North Korea. Of these 423 locomotives, 356 were from Sentetsu; the other 67 were South Manchuria Railway Mikai-class engines on loan to Sentetsu along with Mika-type locomotives which had previously belonged to the twelve privately owned railways in Korea before 1945.

The Mikasa-class (ミカサ) locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 2-8-2 wheel arrangement. The "Mika" name came from the American naming system for steam locomotives, under which locomotives with 2-8-2 wheel arrangement were called "Mikado" in honour of the Emperor of Japan, as the first 2-8-2 locomotives in the world were built for Japan. Of all Mika classes, 131 went to the Korean National Railroad in South Korea and 292 to the Korean State Railway in North Korea. Of these 423 locomotives, 356 were from Sentetsu; the other 67 were South Manchuria Railway Mikai-class engines on loan to Sentetsu along with Mika-type locomotives which had previously belonged to the twelve privately owned railways in Korea before 1945.

From the start, locomotives were supplied by the Furness Railway. Originally these were of two types, 0-4-0 locomotives built by Bury, Curtis, and Kennedy, of which Copperknob is an example, and 2-2-2 well tanks built by Sharp Brothers and Company. In the 1870s and 1880s the passenger trains were hauled by 2-4-0 locomotives built by Sharp, Stewart and Company, which were later replaced by 4-4-0 locomotives, which were later converted into 2-4-2T locomotives. For the purpose of economy, the railway developed a "steam rail motor car" which ran between 1905 and 1915. Meanwhile, the 2-4-2T locomotives were being helped out by 0-6-2T locomotives. In 1915 a 4-4-2T locomotive designed by Pettigrew was introduced.

A system of grouping narrow gauge locomotives into classes was only adopted by the SAR somewhere between 1928 and 1930 and at that point these three locomotives, along with six similar locomotives which were built to a revised design and placed in service by the SAR in SWA in 1922, were all designated Class NG5. The original three locomotives retained their original German engine numbers, but the SW prefix was done away with since the two Class NG1 locomotives with duplicate engine numbers were being withdrawn from service at the time.

Indian Railways Contract Indian Railways announced contracts to manufacture electric locomotives in Bihar. The electric locomotives will be manufactured at a factory in Madhepura and the diesel ones at Marora. Five multinational companies have been shortlisted for two separate contracts, jointly worth an estimated $8 billion (Rs 37,600 crore), to manufacture and supply locomotives for the Indian Railways. In the past, Indian Railways manufactured locomotives at the Chittaranjan Locomotive Works in West Bengal or from state-owned Bharat Heavy Electricals Ltd, and diesel locomotives from Diesel Locomotive Works in Varanasi.

Burma had 43 Garratts, all "metre gauge". Five B class Garratts went to the Burma Railway Company between 1924 and 1927, with seven more built by Krupp of Germany in 1929. They were followed by 31 locomotives transferred from India for War Department service: ten locomotives, class GB (ex-Indian class MWGL); twelve locomotives of class GC (ex-Indian class MWGH); and nine locomotives of class GD (ex- Indian class MWGX). A class of four locomotives, the GE class, was built for Burma Railways in 1949, but was diverted to the Assam Railway in India.

The locomotives were 19,670 mm long over buffers, weighed 111 tonnes in working order and were fitted with a Vapor train heating boiler manufactured by Hagenuk under licence. The maximum design speed of the locomotives was 100km/h. Krauss Maffei was asked to design the locomotives so that they could work effectively at high temperatures - up to 35°C - and at altitudes up to 800m above sea level. Before delivery the locomotives were tested over the severely curved and graded Schwarzwaldbahn between Offenburg and Villingen, hauling freight trains normally operated by V200 locomotives.

The Córas Iompair Éireann 071 Class locomotives were the principal passenger locomotives on the Irish railway network for twenty years from their introduction in the late 1970s. They displaced the older CIÉ 001 Class and NIR 101 Class locomotives and were themselves replaced in turn by the new 201 Class locomotives. Currently all the CIÉ locomotives remain in service, being used on freight and permanent way trains. NIR 112 was on long term loan to Iarnród Éireann from April 2003 until September 2006, when it was returned to Northern Ireland Railways.

As the year 2000 neared, GP38 model locomotives became favored for day-to-day operations of the railroad, with the remaining older locomotives placed in storage or scrapped at Enterprise. Following acquisition of the line by Genesse & Wyoming in 2012, a pair of Larry's Truck Electric (LTEX) GP15-1 locomotives were used for day-to-day operations, while CSX locomotives, typically a trio of six axle power, bring unit corn trains to and from the feed mill located in Enterprise. Currently, motive power is provided by a pair of Genesse & Wyoming corporate SW1500 locomotives.

CBH concluded that MotivePower's proposed locomotives would be the best option for the task of moving grain on Western Australian rail lines, as well as having good fuel economy. As Australia's railways have different regulations from those of the USA, the CBH class locomotives would be of an entirely new design. MotivePower's contract with CBH for the supply of those locomotives was the first of what MotivePower hoped would be many international contracts. As compensation for late delivery of the original locomotives, CBH received a further three narrow gauge locomotives in early 2015.

While the locomotives displayed excellent acceleration and could maintain schedules better than conventional steam locomotives, they were also unreliable and expensive to maintain. They never entered regular revenue service. In June 1939, UP returned the locomotives to GE. By December 1941, the railroad had abandoned the project. In 1941, the GE steam turbine locomotives were tested by the New York Central, and they were operated by the Great Northern in 1943 during the World War II "power crunch" (a lack of sufficient locomotives to sustain regular operations) before being retired from service later that year.

90 150, being written off due to fire damage, resulting in a shortage of electric traction. The two locomotives were repainted into Freightliner's racing green livery and employed on intermodal traffic, with the rest of Freightliner's Class 86 fleet. The contract ended in mid-2004, following deliveries of new Class 66 locomotives, meaning that the two electric locomotives were surplus to requirements and they were withdrawn from traffic. In late 2003, with the exception of the two locomotives on hire to Freightliner, EWS advertised all of its remaining locomotives for sale.

The WAM-4 is one of the most successful locomotives of Indian Railways having served both passenger and freight trains for over 50 years. This class provided the basic design for a number of other locomotives like WCAM-1, WAG-5A, WCG-2, and some WAP models. However, with the advent of new 3-phase locomotives like WAP-5 and WAP-7, the WAM-4 locomotives were relegated to hauling smaller passenger trains and now the aging fleet the WAM-4 locomotives are being rapidly scrapped and have been fully withdrawn from mainline duties.

The South Devon Railway bought the locomotives when the contract ended on 1 July 1866 and took over their operation. The Cornwall Railway locomotives were also sold to the South Devon Railway, and further locomotives were provided for the West Cornwall Railway. The locomotives were operated as a common fleet throughout the three railways, but the locomotives were separately accounted for by each railway. The number of lines operated increased further with the opening of the Moretonhampstead and South Devon Railway (1866), and the Buckfastleigh, Totnes and South Devon Railway (1871).

The locomotives are of the Prima type, produced at Alstom's plant in Valencia, Spain in collaboration with GM-EMD; the locomotives use EMD traction equipment and an EMD 710 engine. The units were ordered in 1996 and entered service in 1998. The locomotives were designed for freight work, but have also been used to haul passenger trains due to a shortage of locomotives. The locomotives were specified for work hauling phosphate trains from the Dead Sea to Mediterranean ports, with loads of up to on slopes up to 15 to 20 per mille.

The locomotives were ordered in 1926. The mechanical part of the first 10 locomotives was built by SLM in Winterthur, the rest of 31 at Vulcan Foundry in Newton-le- Willows. The electrical part of all 41 locomotives was built by Metrovick based on drawings by BBC from Baden AG. These were the first electric locomotives built by Vulcan Foundry. The locomotives were used in front of freight trains on GIPR's Bombay-Pune and Bombay-Igatpuri routes, but also had the task of pushing trains on the up to 30 % steep Bhor Ghat ramp.

Several 2-8-0 locomotives were supplied to New Zealand by the Baldwin Locomotive Works of Philadelphia in the United States. Six O Class locomotives were built for the New Zealand Railways in 1885. The Wellington and Manawatu Railway Company, which operated the Wellington- Manawatu line, had four similar locomotives built by Baldwin, two in 1888, one in 1894 and one in 1896. The WMR locomotives of 1894 and 1896, No. 12 and No. 13, were Vauclain compound locomotives, the first in New Zealand and the first narrow-gauge compounds in the world.

The Tehoni-class (テホニ) locomotives were a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-0 wheel arrangement. The "Teho" name came from the American naming system for steam locomotives, under which locomotives with 4-6-0 wheel arrangement were called "Ten Wheeler". After the Liberation of Korea, of the 178 surviving locomotives of all Teho classes - including six previously owned by private railway companies - 106 went to the Korean National Railroad in the South, and 72 to the Korean State Railway in the North.

The Tehosa-class (テホサ) locomotives were a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-0 wheel arrangement. The "Teho" name came from the American naming system for steam locomotives, under which locomotives with 4-6-0 wheel arrangement were called "Ten Wheeler". After the Liberation of Korea, of the 178 surviving locomotives of all Teho classes - including six previously owned by private railway companies - 106 went to the Korean National Railroad in the South, and 72 to the Korean State Railway in the North.

The Tehoshi-class (テホシ) locomotives were a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-0 wheel arrangement. The "Teho" name came from the American naming system for steam locomotives, under which locomotives with 4-6-0 wheel arrangement were called "Ten Wheeler". After the Liberation of Korea, of the 178 surviving locomotives of all Teho classes - including six previously owned by private railway companies - 106 went to the Korean National Railroad in the South, and 72 to the Korean State Railway in the North.

The Tehoi-class (テホイ) locomotives were a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-0 wheel arrangement. The "Teho" name came from the American naming system for steam locomotives, under which locomotives with 4-6-0 wheel arrangement were called "Ten Wheeler". After the Liberation of Korea, of the 178 surviving locomotives of all Teho classes - including six previously owned by private railway companies - 106 went to the Korean National Railroad in the South, and 72 to the Korean State Railway in the North.

The Tehoko-class (テホコ) locomotives were a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-0 wheel arrangement. The "Teho" name came from the American naming system for steam locomotives, under which locomotives with 4-6-0 wheel arrangement were called "Ten Wheeler". After the Liberation of Korea, of the 178 surviving locomotives of all Teho classes - including six previously owned by private railway companies - 106 went to the Korean National Railroad in the South, and 72 to the Korean State Railway in the North.

The Tehoro-class (テホロ) locomotives were a class of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-0 wheel arrangement. The "Teho" name came from the American naming system for steam locomotives, under which locomotives with 4-6-0 wheel arrangement were called "Ten Wheeler". After the Liberation of Korea, of the 178 surviving locomotives of all Teho classes - including six previously owned by private railway companies - 106 went to the Korean National Railroad in the South, and 72 to the Korean State Railway in the North.

No.672 'Fenchurch' carrying the later LB&SCR; umber livery. It is seen at Kingscote with a train of Metropolitan Railway carriages. Twenty-three members of the class were withdrawn between 1898 and 1905, but the majority of these were sold in working order rather than scrapped. Purchasers of these locomotives included the Newhaven Harbour Company, the Isle of Wight Central Railway (four locomotives), Pauling & Co. (five locomotives), the Kent and East Sussex Railway (two locomotives), the London and South Western Railway (two locomotives), and the South Eastern and Chatham Railway.

All locomotives were based in Darmstadt. In 1970, steam operations ended on the Odenwald line and train services were hauled by diesel locomotives of class 212. At the beginning of the 1990s, class 628 diesel multiple units were increasingly operated on the line, while the remaining locomotive-hauled trains, which had been hauled by class 212 diesel locomotives, was gradually replaced by class 216 hauled trains. In the late nineties, these were replaced first by class 215 locomotives, which after a short time were transferred to other regions, and then by class 218 locomotives.

During the early period of L&CR; ownership the company operated a variety of both second hand locomotives and new engines specifically built for them. The L&CR; frequently exchanged locomotives with the neighbouring Londonderry & Enniskillen Railway (a predecessor to the Great Northern Railway). The company is not well renowned for its motive power and many of the locomotives were under powered and not suited to the line. Of the locomotives specifically built for the company these were five 2-2-0 Well Tank locomotives, and 0-4-2 and a 2-4-0.

Six Class DE15-0 locomotives were built between 1967 and 1969 by Kisha and Nippon Sharyo. The locomotives were based on the Class DE10-0 design and were equipped with a engine and train-heating steam generator. Locomotive DE15 3 had a snowplough unit designed for clearing single-track lines, while the other five locomotives were designed for clearing double-track lines. Initially, the locomotives operated with only one snowplough unit, but locomotives DE15 1 to 3 and 6 were subsequently modified with snowplough units at both ends.

New transmission lines are needed to carry power from the power plants. Substations are required for each of the lengths to reduce severe voltage losses. There is also a need to consider the required amount of power supply and new power plants may be required. For locomotives, new electric locomotives are needed or existing diesel-electric locomotives can be retrofitted into all-electric locomotives, but it is a complicated task.

Janus type locomotive 51 at Corus' Scunthorpe steelworks, 8 September 2009. Eventually, 102 Janus locomotives were built: mostly for the British steel industry, but other customers included Imperial Chemical Industries (12 locomotives), the Port of London Authority (10), and the National Coal Board (7). Three locomotives were exported: one to Jamaica, and two to the Indian Fertilizer Corporation. The Indian locomotives were , and were the only narrow gauge units built.

Initial operations consisted of 150-car, 19,000-ton ore trains pulled by five diesel locomotives. The startup fleet of locomotives consisted of nine General Motors Diesel Division GP9 locomotives and eight Montreal Locomotive Works RS-18 locomotives. A fleet of 500 ore cars was constructed by Canadian Car and Foundry. The first full year saw 8,130,000 tons of concentrate shipped with three trainsets cycling between Lac Jeannine and Port-Cartier.

In 2013, SBB Cargo had 7360 freight wagons in service (of which 6677 were low-noise vehicles). SBB Cargo purchased 50 Re 482 dual-voltage freight locomotives for its Switzerland-Germany services, 15 of which can also be operated in Austria. SBB Cargo uses dual-voltage locomotives for its Switzerland-Italy services: 21 Re 484 locomotives and 12 Re 474 locomotives. In total, 495 traction vehicles were in service during 2013.

The locomotives were equipped with Pyle National Electric headlights. They were the world's first true Mountain type tender locomotives, having been designed and built with a wheel arrangement with the firebox positioned to the rear of the driving wheels. Earlier Natal locomotives were modified from a different original wheel arrangement. Hendrie's steam reversing gear The boilers which were used on these locomotives were, at the time, the largest in South Africa.

In 2004 the Valencia plant left Alstom ownership and was bought by Vossloh; because of this change of ownership there are many similarities between the Vossloh Euro locomotives, the Alsthom/GM-EMD JT42 locomotives. After the change of ownership the next product to roll off the lines at Valencia was the RENFE Class 334 locomotives which are (excluding minor differences) Iberian gauge versions of the later Vossloh Euro locomotives.

VR ordered 24 locomotives to improve the efficiency of shunting work, which was back then mainly done with class Vr3 steam locomotives. Two locomotives were delivered for testing purposes in 1969, with the main series being delivered between 1970 and 1972. Until 1976, the Dr14 was known as the Vr12. The locomotives are used at the biggest Finnish rail yards at Helsinki, Riihimäki, Tampere, Seinäjoki, Kouvola, Imatra and Pieksämäki.

Rogers, P., Troops, Trains and Trades (1999), pp7-8 All eighteen locomotives were officially classified as the Pr class in 1946.Gunzburg, A., A History of WAGR Steam Locomotives (1982), Pr class details, pp.103-104 The initial ten P class locomotives were built by the North British Locomotive Company in Glasgow while the remainder, including the ten Pr class locomotives, were built locally by the Midland Railway Workshops.

In South African Railways (SAR) service, the Improved Dübs A locomotives became known as the Class A Belpaire. In 1915, to help counter wartime motive power shortages brought about by the diminished ability to order new locomotives from European builders due to hostilities, another two Class A locomotives were built from spare parts by the SAR in their Durban shops. These two locomotives were numbered 332 and 333.

Northern Express using Baldwin Pacific locomotives (meter gauge) and Swiss Consolidation locomotives (meter gauge) was introduced on December 21, 1926. Later, Hanomag Pacific locomotive replaced Baldwin Pacific in 1928–1929. Frich diesel electric locomotives replaced steam locomotives for the Northern express on March 5, 1933, after a test run on November 16, 1931. The excursion train from Bangkok to Chiang Mai was also introduced on April 11, 1933.

The Virginian Railway's class EL-2B comprised four two-unit electric locomotives with AAR (B+B-B+B)+(B+B-B+B) wheel arrangements. The locomotives were used on the electrified portion of the railroad, from Roanoke, Virginia to Mullens, West Virginia. These large motor-generator locomotives weighed , were long, and were capable of producing . The EL-2B locomotives were built at General Electric's Erie works in 1948.

The Nederlandsche Rhijnspoorweg- Maatschappij (NRS) ordered nine locomotives numbered 101-109 at Sharp Stewart and Company located in Glasgow in 1899. The axle configuration of these locomotives was 2'B. These were the first locomotives in The Netherlands with a bogie in front of the driving wheels. Originally these locomotives were equipped with a speedometer of the system Kapteyn, which was driven by one of the axles of the bogie.

Some of the color continued along the locomotive. The most famous "Daylight" locomotives were the GS-4 steam locomotives. The most famous Daylight-hauled trains were the Coast Daylight and the Sunset Limited. Well known were the Southern Pacific's unique "cab-forward" steam locomotives.. These were 2-8-8-4 locomotives set up to run in reverse, with the tender attached to the smokebox end of the locomotive.

B class diesel-hauled Spirit of Progress consist, 1953 From 1952 deliveries of B class diesel locomotives commenced and the new locomotives quickly proved their superiority to steam traction in availability, reliability, and cost-effectiveness of operation. Following successful trials, the B class locomotives replaced the S class locomotives on the Spirit of Progress roster from April 1954.Dunn et al., Super Power on the VR – Part 2, p.

In 1937, Plymouth constructed prototype short-line railroad locomotives as ran on butane and propane, one of each. Plymouth was one of the world's most prolific builders of small industrial locomotives, with over 7,500 constructed of which 1,700 are believed to still be in active use, some over 50 years old. Almost all Plymouth locomotives were under 25 tons. Some of the first gas burning locomotives used Chrysler engines.

ALCO produced steam locomotives for railroads for years. Later it became renowned for its "Superpower" line of high-pressure locomotives, such as those for the Union Pacific Railroad in the 1930s and 1940s. During World War II, it converted to support the war, making tanks for the US Army. As diesel locomotives began to be manufactured, ALCO joined with GE to develop diesel locomotives to compete with GM's EMD division.

In partnership with Wisconsin Central as the Australian Transport Network, Tranz Rail invested in Tasmanian rail operator TasRail in 1997. From 1998 Tranz Rail sold twelve members of its DQ class and three QR class locomotives to TasRail. The locomotives were rebuilt at the Hutt Workshops. The DQ locomotives were originally imported by New Zealand Rail in 1995 from Queensland Rail as an alternative to buying new locomotives.

The SECR Q1 class was a class of 0-4-4T steam locomotives of the South Eastern and Chatham Railway. The class was rebuilt from older Stirling Q class locomotives by Harry Wainwright between 1903 and 1919.Casserley, H.C. and Johnston, S.W., Locomotives at the Grouping 1, Southern Railway, page 42, Ian Allan, 1974, These locomotives should not be confused with the later SR Q1 class 0-6-0.

The NZR WAB class locomotives were steam locomotives designed, built and used by New Zealand Railways Department (NZR). Their wheel arrangement is described by the Whyte notation 4-6-4T. The locomotives were designed by NZR chief draughtsman S.H. Jenkinson as tank versions of the AB class 4-6-2 Pacific locomotive. Initially, the locomotives were separated into two classes, designated WAB for mainline work and WS for suburban work.

Earlier a steam shed used to exist with 14 WG locomotives, but this shed was decommissioned and subsequently demolished to make way for the diesel shed. The new diesel shed got a batch of WDS-4B diesel locomotives as its first locomotives. These locomotives were used for shunting in the marshalling yard at Tondiarpet, the goods sheds at Royapuram, Salt Cotaurs, and the coaching depot at Basin Bridge in Chennai division.

Petone assembled or maintained hundreds of locomotives and carriages. Seven "F", "L", and "J" class locomotives were rebuilt into other classes at Petone. The only locomotives built at Petone were three NZR L class in 1903; and E-66 in 1906, later derisively dubbed "Pearson's Dream". Perhaps some of the best-known locomotives to frequent the Petone Workshops were the H-class Fells used on the Rimutaka Incline.

Bangladesh Railway Class 2900 locomotive Bangladesh Railway's fleet of diesel locomotives includes both diesel-electric and diesel-hydraulic machines. In 2007, there were 77 broad gauge diesel- electric locomotives. In 2012, Bangladesh Railway ordered 16 new broad gauge locomotives of 3100 hp from Diesel Locomotive Works, India. There were also 208 metre gauge diesel-electric locomotives including those of classes 2000, 2600, 2700, and 2900. The total number was 285.

Before and during WWI and into the 1920s, large locomotives such as the 2-8-2 Mikado were typically used for drag freight operations. After the railroads dieselized, heavy duty diesel locomotives (typically six-axle units, to improve adhesion) were used for the drag freights. Multiple unit operations allowed one person to control multiple locomotives. As many as 4-11 locomotives may be used for a heavy haul drag freight.

The EB class were formerly workshops shunting locomotives. The Plains Vintage Railway & Historical Museum of Ashburton, a heritage railway, also reclassified two former industrial locomotives as TR. Although A & G Price built similar locomotives for NZR, plus a J & F Howard's former Public Works Department shunter no. 936. These locomotives were never owned by New Zealand Railways Department or their successors and thus their TR classification and numbers are historically fictitious.

Amtrak ordered 150 SDP40Fs, in two batches. The first order, placed on November 2, 1972, was for 40 locomotives, at a cost of $18 million. A second order, for 110 locomotives at $50 million, followed on October 12, 1973. These orders were Amtrak's first for new-build locomotives.

Bangladesh Railway Class 2200 is a class of meter-gauge diesel-electric locomotives of Bangladesh operated by Bangladesh Railway. Total 41 locomotives of this class entered the fleet of Bangladesh Railway in 1961 and 1963. These 41 locomotives are used in shunting. 22 of them are currently in service.

Bangladesh Railway Class 2800 is a class of meter-gauge diesel-electric locomotives of Bangladesh operated by Bangladesh Railway. Total 10 locomotives of this class entered the fleet of Bangladesh Railway in 1996. These 10 locomotives are used in passenger trains. 5 of them are currently in service.

They were mixed-traffic locomotives with a top speed of 100 km/h. A total of 29 locomotives of this class were used on the said route. In the 1960s, the traction current system in Hungary was converted to 25 kV, 50 Hz and the Kandó locomotives were withdrawn.

In 1929, the CPR received its first 2-10-4 Selkirk locomotives, the largest steam locomotives to run in Canada and the British Empire. Named after the Selkirk Mountains where they served, these locomotives were well suited for steep grades. They were regularly used in passenger and freight service.

The Ferrovie dello Stato (FS; Italian State Railways) Class 640 (Italian: Gruppo 640 is a class of 2-6-0 'Mogul' steam locomotives in Italy. Commonly nicknamed "Signorine" (Italian: 'young ladies'), a nickname shared with the similar Class 625, these locomotives were the first superheated steam locomotives in Italy.

Steam sanders in use Most locomotives are fitted with sandboxes, so that sand or Sandite can be dropped on the rails to improve adhesion. Modern diesel locomotives and electric locomotives are fitted with electronic wheelspin detectors which automatically reduce the power supplied to the wheels if wheelspin is detected.

All five locomotives in Class A-1 were built by the Manchester plant of American Locomotive Company. Because of the availability of spare parts from the Northern Pacific Railway in Portland, OR, and Pasco and Vancouver, WA, these locomotives were identical to Northern Pacific class L-9 switch locomotives.

With distributed power, long trains, e.g. ore trains on mining lines, may have locomotives at each end and at intermediate locations in the train to reduce the maximum drawbar load. The locomotives are often radio-controlled from the lead locomotive by the Locotrol system. Remote control locomotives, e.g.

When she died in 1978, her estate included an endowment for the operations of the Museum, including the locomotives. They are currently listed in the National Register of Historic Places as Grove Farm Company Locomotives. The collection includes four locomotives, all of which saw extensive service on Kauai.

In World War I, the Russian civil war and the Eastern Front of World War II O-class locomotives were widely used as standard armoured locomotives in armoured trains due to rugged construction and low silhouette. Relatively lightweight, these locomotives could carry more armor without overloading the track.

The Bristol and Exeter Railway 0-6-0T locomotives were two different types of 0-6-0T locomotives built for the Bristol and Exeter Railway. On 1 January 1876 the Bristol and Exeter Railway was amalgamated with the Great Western Railway, after which the locomotives were given new numbers.

The ZSSK Class 757 is a four axle diesel electric locomotive, created from the rebuilding of older class 750 locomotives. The locomotives were ordered by Železničná spoločnosť Slovensko for use on passenger services on Slovak main lines. Between 2010 and 2015, 25 locomotives were rebuilt by ŽOS Zvolen.

Bangladesh Railway Class 2400 is a class of meter-gauge diesel-electric locomotives of Bangladesh operated by Bangladesh Railway. Total 18 locomotives of this class entered the fleet of Bangladesh Railway in 1982. These 18 locomotives are used in passenger trains. 11 of them are currently in service.

Bangladesh Railway Class 2400 is a class of meter-gauge diesel-electric locomotives of Bangladesh operated by Bangladesh Railway. Total 12 locomotives of this class entered the fleet of Bangladesh Railway in 1978. These 12 locomotives are used in passenger trains. 11 of them are currently in service.

Kalla-Bishop P.M. and Luciano Greggio, Steam Locomotives, Crescent, 1985, p. 226. describes the wheel arrangement of locomotives, multiple units and trams. It is set out in the International Union of Railways (UIC) "Leaflet 650 – Standard designation of axle arrangement on locomotives and multiple-unit sets".UIC Leaflet 650.

The SNCF locomotives BB 1321 to BB 1324 were a class of 1500 V DC 4 axle electric locomotives originally built for the Chemin de Fer de Paris à Orléans in the 1920s. After incorporation into SNCF the locomotives were used for shunting duties after the late 1940s.

DH2816, DH2839 at Westfield in Auckland. The locomotives were upgraded in the late 1990s with shunters refuges at the front and back of the locomotives, in line with other New Zealand shunting locomotives at the time. In the 2010s the class were upgraded again for multiple unit (MU) operation.

The diesel locomotives received new motors and other upgrades, as well as a new paint scheme. The steam locomotives received some cosmetic restoration at this time as well. The railroad had de- accessioned its last remaining steam locomotives in early 2013, and currently owns and operates diesels exclusively.

New Zealand Steam Locomotives – A/Ad class 4-6-2 and Eric Heath and Bob Stott, Classic Steam Locomotives of New Zealand (Wellington: Grantham House, 1993), pg. 52.

Ajni electric loco shed holding 260+ locomotives like WAP 7, WAG 7 & WAG 9. It is currently holding 63 WAP 7, 49 WAG 7 & 160+ WAG 9 locomotives.

The Württemberg Class K steam locomotives of the Royal Württemberg State Railways (Königlich Württembergische Staats-Eisenbahnen) were the only twelve- coupled locomotives built for a German railway company.

AN Tasrail inherited all of the Tasmanian Government Railways rolling stock. No new locomotives were ordered, but second-hand locomotives purchased, some of which were for parts only.

Including back up locomotives is typical on many trains, as are "power moves" during rush hour meaning trains can incorporate one, two or even three locomotives at times.

The last two locomotives (nos. 86232/235) saw occasional use, when insufficient Class 90 locomotives were available. By mid-2005, no. 86232 was out of use and no.

Class 215 and Class 218 locomotives transferred to DB Railion for freight work were renumbered as Class 225, with the Class 218 locomotives forming the sub-series 225.8.

Both trains are hauled by a based WAP 7 electric locomotives from till . From till it is hauled by a based WAP 7 electric locomotives and vice versa.

The class originated from proposals to build tank locomotives from parts imported for the original J class. However, the design evolved into a completely New Zealand built locomotives.

In addition to those locomotives sourced from domestic operators (Direct Rail Services, Freightliner, Colas Rail and DB Cargo UK), eight further locomotives have been obtained from European operators.

The need for more powerful locomotives in the 1920s resulted in the introduction of twenty-five P class locomotives which provided a significant improvement in power, speed and economy over previous WAGR locomotives, quickly proving to be a highly successful design. The Great Depression of the 1930s, coupled with the effects of the Great War, thwarted the WAGR's later expansion and acquisition plans resulting in many obsolete locomotives remaining in operation into this period. As a result ten new P class locomotives featuring detail improvements to boilers, valves and bogies were introduced in 1938, a year before the outbreak of World War II. The new locomotives became the first WAGR engines to be given names, each bearing that of a prominent West Australian river. These 'River class' locomotives were very successful and proved so invaluable to the operation of the wartime WAGR that eight P class locomotives were modified to their standard.

Chŏngiha-class electric locomotive 전기하3, of the first class of electric locomotives in Korea. The Korean State Railway operates a wide variety of electric, diesel and steam locomotives, along with a variety of electric multiple unit passenger trains. The KSR's motive power has been obtained from various sources. Much, mostly steam and Japanese-made electric locomotives, was left over after the end of the colonial era, and this motive power moved the majority of trains between the time of the partition of Korea and the beginning of the Korean War. On 10 December 1947, KSR had 786 locomotives - 617 standard gauge (141 tank locomotives, 476 tender locomotives), 158 narrow gauge locomotives, eight electric locomotives (standard gauge), and three steam cranes; there were also, as of September 1945, 747 passenger cars, 6,928 freight cars and 29 powered railcars in the North - all of these had been inherited from the Chosen Government Railway and the various privately owned railways in colonial Korea.

Unclassified by the Met, these were generally used for shunting at Neasden and Harrow. Many locomotives were made redundant by the electrification of the inner London lines in 1905–1906. By 1907, 40 of the class A and B locomotives had been sold or scrapped and by 1914 only 13 locomotives of these classes had been retained for shunting, departmental work and working trains over the Brill Tramway. The need for more powerful locomotives for both passenger and freight services meant that, in 1915, four G Class (0-6-4) locomotives arrived from Yorkshire Engine Co. Eight capable H Class (4-4-4) locomotives were built in 1920 and 1921 and used mainly on express passenger services. To run longer, faster and less frequent freight services in 1925 six K Class (2-6-4) locomotives arrived, rebuilt from 2-6-0 locomotives manufactured at Woolwich Arsenal after World War I. These were not permitted south of Finchley Road.

The first double cabin locomotives were the GE CM20EMP's predecessors, such as CC200s (Alco-GE UM 106T), BB301s and BB304s (Krupp M1500BB), and BB305s (built by CFD). While they were once used for express passenger train duty, they are now mostly operated as switchers and haulers of local trains, or have been withdrawn. Between 2000 and 2010 the Indonesian Railways Co. decided to buy more powerful, computerized diesel- electric locomotives such as previously owned CC204s (C20EMP locomotives). But, with the increasing cost of maintenance, parts, fuel and workers, caused by aging and inefficient locomotives, in 2010, the company decided to buy new diesel-electric locomotives to be added to its rolling stock and replace some aging locomotives.

Another 'attraction' are the 'Blue Tiger' locomotives - which replaced the Deutz diesel locomotives of type DG 2000 CCM Many of the locomotives have been modernized and equipped with new engines, radio control etc. For mainline route service, the OHE uses the DH 1504 (2000 hp), the Bombardier DE AC33C (3300 hp)The former AdTranz 'Blue Tiger' locomotives; at the OHE one has a silver and red livery and is nicknamed "Red Tiger" as well as three locomotives of the EuroRunner type (Siemens ER 20) (2700 HP) In the late 2000s four Vossloh G2000 BB (3000 hp) and one Vossloh G1700 BB (2300 hp) have also been leased. In addition, several electric locomotives of the Bombardier Traxx family are operated.

The outer shell of the locomotive has been designed by Cesar Vergara, who has also designed the outer shells of several other North American passenger locomotives, including the MPI MPXpress, the GE Genesis, the MPI HSP46 and the EMD F59PHI. Tri-Rail, a Florida commuter rail service operated by the South Florida Regional Transportation Authority, is the launch customer, with an initial order for 10 locomotives and later an option order of 2 more locomotives. These locomotives replaced their older F40PHL-2, F40PH-2C and F40PH locomotives. The order had an option for 17 additional (now 15) locomotives, up to four of which may be sold to Sound Transit, operator of Sounder commuter rail service in Washington.

That did not stop early locomotives surviving with industrial users until the 1950s. The collieries and steelworks of Yorkshire were regular customers, with five narrow gauge locomotives going to the Chattenden and Upnor Railway, a military railway in Kent. The 1890s saw YEC building locomotives for Chile, Peru and India.

Many rebuilt GP9s remain in service today with shortline railroads and industrial operators. Some remain in rebuilt form on some major Class I railroads, as switcher locomotives although most Class 1 roads stopped using these locomotives by the 1980s. Canadian National still has many GP9RM locomotives in operation, as of 2016.

All 86 of the first delivery were built as standard locomotives, numbered D6500 to D6585. Under TOPS they became class 33/0 and the surviving locomotives, excluding the 19 that were push-pull fitted, were renumbered 33 001–33 065. Two accident-damaged locomotives were withdrawn before TOPS took effect.

In 1989 the Baldwin Steam Trust recovered the locomotives with the aim of restoring them to full operational condition.Baldwin Steam Trust, "Salvage Scheme" , accessed 23 June 2007. These locomotives are now located at Maymorn, Upper Hutt and are owned by the Rimutaka Incline Railway. The restoration of both locomotives has begun.

However, the recorded numbers of the locomotives built and delivered varies between US and Soviet sources. Thus, according to Vitaly Rakov, only 2,047 locomotives were built, of which 1,622 were of class Е, 412 were of class Ем, and 13 were of class Емв. Ем locomotives #3621-3634 were not delivered.

They regularly hauled the Manchester to King's Cross expresses to and from Grantham. Early records suggest that they were very economical locomotives during this period. These locomotives were superseded by the Pollitt D6 and Robinson D9 locomotives in 1895 and 1901 respectively, and were reduced to stopping and secondary services.

Total production was 2927 locomotives of ФД20 and 286 locomotives of ФД21. The two subclasses only differed in the type of superheater. The locomotives of ФД operated in areas with high turnover of goods. They worked on 23 of 43 railways in the USSR, including in Siberia and in the Urals.

The history of W1 begins in 1969. 45 of W1s were imported to Sri Lanka which made W1 the most numerous class of SLR locomotives that time. At that time only Class M1 and Class M2 locomotives were in operation. Most of other services were carried out by steam locomotives.

The reduction in coal usage was around 17%. Still, no further compound locomotives were built for the HSM. Typically compounding locomotives use a small-diameter high-pressure cylinder(s) and a large-diameter low-pressure cylinder(s). These locomotives were different: the cylinders had the same bore, but different strokes.

From 1961 onwards diesel locomotives were introduced on standard gauge lines in Iraq and steam locomotives including the PC class were withdrawn. In March 1967 locomotives 1501, 1502 and 1503 were disused, stored at Shalchiyah railway works and awaiting disposal. 1501 Bagdad — Click on images br670324, br670328 and br670332 for details.

The SNCF Class BB 61000 diesel locomotives were built by Vossloh to their G1206 design between 2002-2005 for the French state railways. Twenty three locomotives were built, numbered 61001–61023. As they are operated by the freight sector, the locomotives carry a '4' prefix (i.e. they are numbered 461001-461023).

The line commenced operations using Bavarian branch line locomotives of class D VIII. Even Glaskasten (“glass box”) locomotives were occasionally seen on the line. After electrification the line was operated with electric traction. Initially, class E 36 01-04 and 21-24 E 36 locomotives were used for mixed traffic.

It was originally planned to withdraw these final two locomotives on 31 December 2004. However, all did not go to plan, as the replacement Class 90 locomotives did not prove to be as reliable as hoped. Therefore, two locomotives were reprieved until at least March 2005. A final twist saw no.

Later dedicated ore-hauling steam locomotives were introduced. In 1915, the section from Riksgränsen to Kiruna was finished electrified, with the rest of the line electrified in 1922. The first electric locomotives were Oa, and allowed trains weighing . In the 1950s, SJ introduced the Dm locomotives, which could haul a train.

Banking engines in front of Geislingen (Steige) station For the banking locomotives on stand-by duty there was a depot (Bahnbetriebswerk) with the necessary facilities. In 1933 the line was electrified by the Deutsche Reichsbahn- Gesellschaft. Electric locomotives were considerably more powerful than steam locomotives. That meant banking duties were reduced.

In the Deutsche Reichsbahn period, the steam depots of the old Palatine Railway continued to be used. Locomotives of classes 01, 03, 44 and 64 were added. In addition, locomotives of classes 58.0, 75.0 and 75.4 were operated. These steam locomotives operated between Mannheim and Saarbrücken after the Second World War.

A total of 130 GP20C-ECOs have been built for Canadian Pacific in three orders. The first order was for 30 locomotives numbered 2200-2229, the second order was for an additional 40 locomotives numbered 2230-2269, and the third order was for an additional 60 locomotives numbered 2270-2329.

In the process of production, their construction was improved constantly. Production was interrupted at the outbreak of the Great Patriotic war in 1941 and was only resumed in 1942, when four locomotives were built in Ulan Ude. The total production was 2,927 locomotives of ФД20, and 286 locomotives of ФД21.

Bangladesh Railway Class 2600 is a class of meter-gauge diesel-electric locomotives of Bangladesh operated by Bangladesh Railway. Total 16 locomotives of this class entered the fleet of Bangladesh Railway in 1988. These 16 locomotives are used in both passenger and freight trains. All of them are currently in service.

The locomotives has boiler pressed to feeding steam to two cylinders that had a bore and a stroke. These were connected to driving wheels. The locomotives weighed . The first 224 locomotives, built 1913 to 1919 had Baker valve gear, the last 118, built 1921 to 1923 had Young valve gear.

During the Second World War, Locomotives under construction when Paris was overrun were completed, but some of these could not be delivered to their intended customers, and saw service in France. The largest locomotives built by Corpet- Louvet were ten 2-10-2T locomotives built for SNCF in 1940-42.

The ten locomotives were originally allocated to Camden motive power depot and used on the West Coast Main Line, although also often seen on the Midland main line.Webb (1978), 35-5. However, with the advent of large numbers of Class 45 locomotives the 10 Class 44 locomotives were transferred to Toton.

The British Army operated British war locomotives of the Austerity class (wheel arrangement 2-8-0) to Detmold, but they were soon supplemented by seizing Reichsbahn locomotives and the Austerity locomotives were abandoned in 1947. the line was returned to German control in 1948, shortly before the founding of Deutsche Bundesbahn.

The locomotives were given the numbers 30 to 41 and christened with the names of various German rivers. In 1906 the locomotives were renumbered as 501 to 512. In 1912, numbers 504 and 509 were again renumbered to 101 and 102. All other locomotives had already been retired by then.

In 1919, with the arrival of a newer generation of passenger power, the EP-1 locomotives were converted to EF-1 freight locomotives, and renumbered 10230–10241. In this role, they served until the 1950s, when the arrival of the Little Joe locomotives began to replace them in freight service.

Bangladesh Railway purchased 80 diesel-hydraulic locomotives from Ganz Mavag, Budapest, Hungary within 1980-82. Among them, 60 were metre-gauge locomotives. Among them, 22 were Class 3200 locomotives classified as MHZ-5, where M = Metre-gauge, H = Diesel-hydraulic, Z = Ganz Mavag and 5 = 5×100 hp = 500 hp.

The BRC was noted for a fleet of Alco-built locomotives, even though Alco did not build locomotives in the United States after 1970. Specifically, the BRC owned six 2400HP C424's numbered 600-605. All six locomotives were removed from BRC's roster and sold. 600 and 601 have been scrapped.

Attempts were made to develop ultra large locomotives for this purpose, for example the Union Pacific DDA40X and gas-turbine locomotives. When AC traction motors and thyristor inverters became available, locomotives such as EMD SD70MAC and the GE AC4400CW replaced the older EMD SD40 on a three-for-two basis.

However due to the steep gradient and a high operational cost, the line was closed in 1917. These locomotives were then relegated to the Pagsanjan line in Laguna and the South Main Line between Manila and Lucena. These locomotives were retired in 1925 after being replaced by larger tender locomotives.

The Class DD16 was designed to replace the Class C12 and C56 steam locomotives on non- electrified rural lines where locomotives with a low axle load were required. The design featured an offset centre-cab arrangement using the same DML61Z diesel engine used in the Class DD51 locomotives, derated from to .

However, instead they became Class 73/0. In the early 1970s the locomotives were renumbered 73001-73006. Following successful trials of the initial locomotives, a production run of 43 locomotives were ordered as part of the Bournemouth Electrification and built by English Electric at their Vulcan Foundry between 1965 and 1967.

A further three locomotives were ordered by NZR from A & G Price of Thames in 1930. A&G; Price constructed the locomotives to the same design as the two Muir-Hill locomotives previously supplied to NZR. They entered service in 1931. The last one was written off and scrapped in 1950.

There are today 13 locomotives of this series operated by Serbian Railways. This locomotives are built for heavy shunting, hauling lighter freight trains and also for lighter passenger trains.

Locomotives EF10 18 and 19 continued with the same rounded body styling as EF10 17, but used a similar bar frame bogie design to the first batch of locomotives.

In order to replace steam locomotives and also to increase the diesel locomotive fleet of SLR, 16 diesel-electric locomotives were ordered from Hitachi and were delivered in 1979.

The resident steam locomotives range from narrow gauge style to scale bodied. Facilities to run the steam locomotives such as water and coal can be seen on the station.

In the All-India renumbering of 1957, the two class XP locomotives were given the numbers 22599 and 22600, respectively. Both locomotives had been withdrawn from service by 1970.

The Queensland Railways Double Boilered Cross Locomotives class locomotive was a locomotive class of 0-6-6-0 steam locomotives built for, but never operated by, the Queensland Railways.

The A class are a class of diesel locomotives rebuilt from Victorian Railways B class locomotives by Clyde Engineering, Rosewater in South Australia for V/Line in 1984-1985.

On 3 November 2008, four diesel-electric locomotives were supplied to the DRC from China. These are 1,800 hp Co-Co locomotives, model CKD7C, built by the CRN Dalian.

The Daniel Gooch standard gauge locomotives comprise several classes of locomotives designed by Daniel Gooch, Superintendent of Locomotive Engines for the Great Western Railway (GWR) from 1837 to 1864.

The M class designation was reused in the 1910s for the M class of Garratt locomotives and again in the 1970s when the M class diesel locomotives entered service.

The locomotives have since been rebuilt with HEP, and have been de-rated to from .Destination: Freedom. Alaska Railroad buys eight locomotives. July 21, 2003, retrieved September 8, 2006.

For example, in 1925 the 111 remaining locomotives were given the new running numbers 36 901–919, 36 921–948 and 36 951–1014. With the increasing appearance of modern superheated locomotives like the Saxon XII H2, the XIV HT and the introduction of Prussian classes into Saxony these locomotives soon ended up carrying out secondary duties. The locomotives were all retired by 1931 and scrapped. Not a single example has survived.

The GWR 3501 Class were ten broad gauge 2-4-0 locomotives built by the Great Western Railway. They were built in 1885 as 2-4-0T tank locomotives, but five were rebuilt in 1890 as 2-4-0 tender locomotives for working express trains between Exeter and Plymouth. They comprised the first ten locomotives of Lot 64, the remainder of which comprised ten similar locomotive Nos. 3511 to 3520 built to the standard gauge.

The GE U30CG was a passenger-hauling diesel-electric locomotive built by GE Transportation Systems. It was a passenger variant of GE's U30C design purchased by the Atchison, Topeka and Santa Fe Railway. ATSF had purchased ten U28CG locomotives in 1966, but while these locomotives were satisfactory operationally, they looked like freight locomotives, not passenger locomotives. Desiring smooth-sided passenger power, the railroad ordered the first cowl units from both GE and GM-EMD.

The first locomotives that were procured were from proven classes built in England. These were four-coupled 0-4-0 steam locomotives and, later, 2-4-0 machines. To begin with even locomotives with a 2-2-2 wheel arrangement were procured. These classes were deployed on the main lines for a relatively long time; it was not until 1870 that 4-4-0 locomotives (Saxon K II, later K VIII) entered service.

The remaining locomotives have all been scrapped. By the mid-1920s, traffic was growing with up to 7 trains a day on the Beech Forest line. To decrease train mileage and therefore costs, two G class Garratt locomotives were purchased from Beyer-Peacock in England. Weighing 69 tons (70.1 t), these 2-6-0+0-6-2 locomotives produce a tractive effort of , making them among the most powerful steam locomotives ever built for gauge.

Dm and Dm3 is a series of locomotives used by Swedish State Railways () and later Malmtafik i Kiruna (MTAS) for pulling iron ore trains on the Iron Ore Line in Sweden and Ofoten Line in Norway. A total of 39 double-locomotives (Dm) were delivered between 1954 and 1971, built by ASEA. A further 19 center locomotives (Dm3) were later delivered. Norwegian State Railways also operated 12 similar locomotives, designated NSB El 12.

Transcripts copied to Email from John Middleton regarding vertical boiler locomotives in South Africa for retention and easy reference. As work progressed, the requirement arose for more locomotives. Seven Brunel gauge locomotives are known to have been employed on the Table Bay Harbour project, but information about each of them is sketchy at best. Three locomotives were placed in service before 1879, one in 1862 and another at some stage between 1863 and 1870.

In 1965, 65 locomotives had arrived at the scrapyard, of which 28 were scrapped, but the additional volume of Southern rail, wagons and brake vans meant that the autumn of 1965 was the last year that mass-scrapping of steam locomotives occurred at Woodham Brothers. Dai Woodham continued to purchase steam locomotives until the end of steam, bringing total purchases by August 1968 to 297 locomotives, of which 217 then remained at the Barry scrapyard.

When the two new lines were opened in 1875, northwestward to Uitenhage and northward from Swartkops to Barkly Bridge, the lines and the construction locomotives were taken over by the CGR and the locomotives were numbered M1 and M2 for the Midland System. These two locomotives, together with a smaller engine named Mliss which joined them on construction work in 1874, are considered the pioneers of locomotives over the greater part of the Midland System.

The was a type of 4-4-0 steam locomotive used on Japanese Government Railways. The two locomotives, numbered 18 and 20, were built by Kitson and Company in the United Kingdom in 1874 as 0-6-0 locomotives of the later JGR Class 7010. They were rebuilt into 4-4-0 wheel arrangement passenger locomotives at Kobe in 1876. In 1909, the two locomotives were classified Class 5100, becoming numbers 5100 and 5101.

Other railway companies that built large numbers of the type included the Lancashire and Yorkshire Railway (L&YR;) with 330 locomotives built between 1889 and 1911, the North Eastern Railway with 60 locomotives built between 1886 and 1892 and the Manchester, Sheffield and Lincolnshire Railway with 49 locomotives built between 1889 and 1898. One of John Aspinall's Class 5 locomotives, built for the L&YR; in 1889, is preserved at the National Railway Museum, York.

Between 1961 and 1965 the fleet of steam locomotives in the Sheffield area was gradually withdrawn and replaced with new diesel locomotives and multiple units. Millhouse's engine shed was the first to close. Grimesthorpe lost its steam locomotives but became the temporary home to the new diesel locomotive fleet pending the opening of the new shed at Tinsley. This new depot, which could service both diesel and electric locomotives opened in February 1964.

The passenger locomotives derivatives of the General Motors EMD GP40 diesel- electric road switcher locomotive have been, and continue to be, used by multiple passenger railroads in North America. For passenger service, the locomotives required extra components for providing steam or head-end power (HEP) for heating, lighting and electricity in passenger cars. Most of these passenger locomotives were rebuilt from older freight locomotives, while some were built as brand new models.

At the time all four locomotives were allocated to Mexborough engine shed. These were powerful locomotives but even more power was required so, in 1930, one locomotive was fitted with a superheater and a booster engine and classified S1/2. Two new locomotives (with superheaters and boosters) were built by the LNER in 1932 and classified S1/3. The remaining (non-booster) locomotives were classified S1/1 and were also fitted with superheaters.

Wahmann, p. 15 Clark bought all-new equipment. Baldwin Locomotive Works of Philadelphia built the line's 10 locomotives, all with a wheel arrangement. Locomotives No. 1 through No. 4 were steam locomotives originally built to burn coal, but were modified in 1903 to burn fuel oil.Wahmann, p. 27 Clark bought locomotives No. 4 through No. 8, as well as replacements for No. 2 and No. 3 in 1905 through 1907.Wahmann, p.

The Spoornet Class 7E4 of 2001 is a South African electric locomotive. In 1983 and 1984, the South African Railways placed sixty Class 7E3, Series 1 electric locomotives with a Co-Co wheel arrangement in mainline service. These were followed by another twenty-five Class 7E3, Series 2 locomotives in 1984 and 1985. Beginning in 2000, Spoornet rebuilt seventeen of these dual-cab locomotives to single-cab locomotives and reclassified them to Class 7E4.

At the same time, a change was made so that new classes usually commenced from the number xx00. There was a certain amount of renumbering so that the prototype locomotives for existing classes took the appropriate xx00 number before the series used by production locomotives. Thus, from this time on, numbers below 2000 were mainly occupied by old, absorbed or otherwise non-standard locomotives, including the experimental diesel locomotives used by the GWR.

Also, because of scarce water and extensive tunnels, Iran was the first case where the Army primarily used diesel locomotives. USATC narrow-gauge locomotives were never destined for Iran. The first locomotives of the MacArthur design that Baldwin Locomotive Works built were USA 190–200 for the WP&YR;, which makes them unique. This initial 1942 sales order to Baldwin for 60 MacArthur gauge locomotives was for India's extensive meter-gauge railway system.

The first services were run by the Metropolitan Railway, but in 1871 the District Railway began running its own services with locomotives that were identical to the Metropolitan Railway A Class already in use. Twenty were supplied initially, and by 1905 the District had 54 locomotives. After the railway had been electrified by 1907 all but six of the steam locomotives had been sold, and by 1925 two locomotives had been retained for departmental use.

All these locomotives were renumbered more than once during their service lives on the CGR. By 1886, the system prefixes had been done away with and the Midland System's locomotives had all been renumbered by replacing the letter prefix "M" with the numeral "1". The Western and Eastern System locomotives retained their numbers, but without their respective "W" or "E" prefixes. By 1888, the Eastern System locomotives had been renumbered into the 600 number range.

For Nederlandse Spoorwegen 120 of these locomotives were built, numbered 6401-6520. The locomotives became the property of NS Cargo, and then Railion Benelux when the company merged with DB Cargo in 2000. The locomotives subsequently became the property of the successor companies; Railion Nederland, then DB Schenker Rail Nederland (part of the DB Schenker group). Some locomotives have had PZB (Indusi) or Memor safety systems installed to allow operations in Germany or Belgium.

Forty-two complete locomotives were delivered, together with spare parts equating to approximately five further locomotives. The five sets of parts did not include engine unit frames. The cancellation contract stipulated that the NSWGR could not assemble the spare parts into complete locomotives without paying substantial royalties to Beyer-Peacock. The last three locomotives were cancelled completely and the assembly positions at the Gorton Works of Beyer-Peacock were sold to the South African Railways.

Brooks locomotives were displayed a few years later at the National Railway Appliance Exhibition in Chicago, where they were judged the Best in Show. Brooks locomotives were also favorably received and awarded at the World's Columbian Exposition in 1893. Builder's plate from ALCO-Brooks locomotive, 1906 The 1890s brought another period of depressed sales following another financial crisis. The company produced 226 new locomotives in 1891, but only 90 new locomotives in 1894.

The first locomotives entered service in 2006 on suburban trains from Paris Montparnasse railway station. Current deployment sees a total of 25 locomotives operating services from Paris-Montparnasse on trains to Dreux, Mantes-la-Jolie and Rambouillet. At Montparnasse they have displaced older SNCF Class BB 8500 and BB 25500 locomotives. A further 42 locomotives operate from Paris Saint-Lazare railway station on trains to Poissy, Mantes-la-Jolie, Pontoise, Gisors, and Ermont Eaubonne.

Vale of Neath Railway 0-6-0ST locomotives were 0-6-0 saddle tank steam locomotives for working the heavy goods traffic on the Vale of Neath Railway and its associated lines in Wales. The first of 13 broad gauge locomotives entered service in 1854 and the last was withdrawn in 1886. The remaining four were standard gauge locomotives. The Vale of Neath Railway was amalgamated into the Great Western Railway on 1 February 1865.

In 1956, all of the model locomotives were steam-powered, hence the name "Live Steamers". Over the years, gasoline-powered models of diesel locomotives and battery-electric locomotives and trolleys have also become popular. The museum operates a gauge miniature railway on which these locomotives pull trains that the public can ride. The museum also has multiple smaller gauge railroad layouts for members usage in 4.75" gauge, 3.5" gauge, elevated 1 gauge, and g-scale.

Minnesota Northern Railroad co-owner Independent Locomotive Service supplies the railroad with a fleet of various locomotives, primarily rebuilt four-axle "general purpose" locomotives and switchers from EMD. The locomotives are sent from an Independent Locomotive Service shop in either Bethel, Minnesota or Holt, Minnesota. The majority of the Minnesota Northern Railroad’s locomotives contain maroon paint with gold lettering. The colors are reminiscent of the school colors used at the University of Minnesota.

Electric-powered St. Clair locomotive, at Port Huron. Steam locomotives were used in the early years to pull trains through the tunnel, however concerns about the potential dangers of suffocation should a train stall in the tunnel led to the installation of catenary wires for electric-powered locomotives by 1907. The first use of electric locomotives through the tunnel in regular service occurred on May 17, 1908. The locomotives were built by Baldwin-Westinghouse.

Both Gimbert and Nightall had Class 47 locomotives named after them, although the nameplates have since been transferred to Class 66 locomotives. However, 47579 also retains its name in preservation.

These designers based their modern steam locomotives on the experience gained in these Niagara-class locomotives: reliability; and a close attention to details leading to a reduction in maintenance costs.

DE class locomotive, the first diesel-electric locomotives introduced by NZR. DF class locomotive, the first mainline diesel-electric locomotives. DA class locomotive. RM 114 at Kaikoura during the 1960s.

Although the experiments had mixed results, these were the most powerful locomotives with a purely mechanical powertrain in the world and also the most powerful independent-traction locomotives in Czechoslovakia.

From 1924, Deutsche Reichsbahn operated class T14 locomotives on the line. During the Second World War locomotives of classes 38, 42, 55, 56 and 57 also operated in the Westerwald.

LT kept eleven locomotives for use departmental work. From 1956 these were replaced by ex-GWR 0-6-0PT pannier tanks, to be replaced by diesel-hydraulic locomotives in 1971.

For example, the Pennsylvania Railroad, New York Central Railroad and the New York, New Haven and Hartford Railroad had locations where electric locomotives were exchanged for steam or diesel locomotives.

Two class 226 locomotives were stationed in Montabaur to tow broken-down ICE sets in 2003. However, these were scrapped in 2004 and replaced by class 218.8 locomotives by 2005.

The locomotives were introduced in 1982. A total of 40 locomotives have been built. They are mainly used on freight services by Renfe's Cargas freight and Transporte Combinado intermodal divisions.

Between 1934 and 1942 the locomotives were all retired. It is possible that several locomotives were left on the battlefields of the Second World War following duties at the front.

The Mikashi class locomotives were very similar to the South Manchuria Railway's Mikaro-class locomotives. 24 were built by Kawasaki between 1939 and 1942, numbered ミカシ1 through ミカシ24.

The locomotives gradually returned to traffic and became very reliable in traffic except for continuing coolant system problems. The allocation of all ten locomotives in October 1967 was Finsbury Park.

The majority of Anjubault locomotives were sold to contractors building new railway lines in France. A few locomotives are known to have been sold to India, Russia, Spain and Switzerland.

It was one of the five Australian classes of three-cylinder locomotives. Construction of three locomotives commenced at the Newport Workshops in 1939 and three sets of frames were manufactured.

A system of grouping narrow-gauge locomotives into classes was only introduced on the SAR somewhere between 1928 and 1930. At that point, the two locomotives were designated Class NG2.

Different series numbers were given as those locomotives were supposed to work in multiple steering. As other engines lacked that device, all locomotives were renamed to SP32-001 and 002.

The YDM-3 served both passenger and freight trains for over 35 years. As of January 2020, all 30 locomotives have been withdrawn from service with two locomotives being preserved.

In 1889, NZR began manufacturing its own locomotives, starting with the NZR W class. Local engineering firm A & G Price also manufactured a significant number of steam locomotives for NZR.

Some locomotives more than 30 years old remain in service. Much of the current roster is made up of EMD SD70I and EMD SD75I locomotives and GE C44-9W locomotives. Recently acquired are the new EMD SD70M-2 and GE ES44DC. Since 2015 the GE ES44AC & GE ET44AC are the latest units.

A total of fifty four locomotives were purchased and still in service in 1905 when the line was electrified. After the railway had been electrified by 1907 all but six of the steam locomotives had been sold. By 1925 two locomotives (No. 33 and No 34) had been retained for departmental use.

Pilot locomotives usually worked eastwards and were detached at Pilning, and worked westwards piloting a second train back to the marshalling yard. Under British Rail the locomotives were usually GWR 5101 Class 2-6-2T locomotives, the bulk of which form the core preserved stock of that class."4150 history." 4150.org.uk.

Prototype 402.001…402.005 (tot 5) First Batch 402.006…402.045 (tot 40) In July 2014 FS made a contract with Spanish CAF to modernise 40 series production locomotives numbered E.402.006 - 045. The upgrade work also includes rebuilding the locomotives with a single cab. After modernisation the locomotives will be used on IC services.

The L&YR; Class 31 was a class of 0-8-0 steam locomotives of the Lancashire and Yorkshire Railway. The class was designed by George Hughes and introduced in 1912. The class comprised 115 new locomotives and 40 rebuilt from other classes.Casserley, H.C. and Johnston, S.W., Locomotives at the Grouping, no.

Ericson (2007) p.31&38 There was also one caboose. Two new locomotives were purchased while the older locomotives handled construction trains. When regular service was established on 4 July 1906, the newer locomotives pulled trains of nine or ten ore cars from the mines to ore concentrators and smelters in Silver City.

When the newly developed DR class 102.1 was introduced in 1970, DR stopped purchasing locomotives of this class. Industrial railways continued to procure V 22 B locomotives until 1976. From 1974 on, some were equipped with multiple-unit train controls and automatic engine control so that one driver could operate two coupled locomotives.

Jackshafts were first used in early steam locomotives, although the designers did not yet call them by that name. In the early 20th century, large numbers of jackshaft-driven electric locomotives were built for heavy mainline service. Jackshaft drives were also used in many early gasoline and diesel locomotives that used mechanical transmissions.

They saw continued use with Virgin Trains, however, but were gradually withdrawn as new Class 390 Pendolino units entered service, reducing the need for hired locomotives. By the end of their working careers, most of the EWS locomotives were in an appalling state and suffered from numerous failures. The final locomotives, nos.

By 2004, the need for the extra locomotives was reduced, so both were returned to EWS and subsequently withdrawn. Two other locomotives, nos. 86101/102, formerly used by Virgin Trains, were also briefly hired by Freightliner in 2001/2002. Neither of these locomotives were repainted and they both retained obsolete InterCity livery.

The initial use of the 20th class was ill-fated. The locomotives were plagued with teething troubles including cracks in the locomotives' frames and fireboxes. Unlike the South African Railways' GMA, which had cast steel frames, the 20th had conventional fabricated bar frames. Two locomotives were scrapped very early due to accident damage.

As part of the rebuilding programme, the locomotives' running numbers were consolidated into two blocks: 730–737 (20th) and 740–750 (20A). Three locomotives kept their old numbers: 746, 747, and 749. At the same time, the locomotives received names; the locally cast nameplates were applied to the cabside above the numberplate.

In 1902 there was a shortage of tank locomotives. Six members of the A(93) class 0-6-0 tender engines were converted to a new A/E class tank locomotives by Eveleigh Railway Workshops. A further eight conversions were made in 1909/10. In 1911 seven new locomotives were constructed at Eveleigh.

The company is also known for its modernisation of locomotives, such as former ČD Brejlovec locomotives, ČD Class 750 and ČD Class 753, which have been refurbished for Czech, Italian, Slovakian, and Hungarian operators. The company has also modernised other former ČD locomotives, such as the ČD Class 740 and ČD Class 742.

In Germany, Beugniot levers were used mainly in the middle of the 20th century. The best known examples of locomotives that use this type of lever are the MaK side-rod drive locomotives, the Class 105 and 106 engines in East Germany as well as steam locomotives like the DB Class 82.

The Bristol and Exeter Railway 0-6-0 locomotives include three different types of broad gauge and standard gauge 0-6-0 steam locomotives designed for working freight trains. On 1 January 1876 the Bristol and Exeter Railway was amalgamated with the Great Western Railway, after which the locomotives were given new numbers.

The DQ and QR class were a class of diesel locomotives in New Zealand and Tasmania, Australia. Originally built by Clyde Engineering in the 1960s as Queensland Rail 1460 and 1502 class locomotives, they were purchased by Tranz Rail in 1995 to be rebuilt, as a cheaper alternative to buying new locomotives.

Two locomotive sheds, one for steam locomotives and the other for diesel locomotives, was set up at Bondamunda in the 1950s. The steam locomotive shed was closed in the late 1980s. An electric locomotive shed was started in 1983 for accommodating six WAM 4 locomotives. It increased to 50 within a short period.

So a few were modified to have normal short hoods of WDM-2.Some earlier Jumbo locomotives were also converted to WDM-3A. These locomotives are easily recognizable by their short hood having big windows. After Over-ageing of these locomotives, the jumbos were mainly used on Shunting or Departmental works trains.

The Class 1700 locomotives were built by Alstom in 1990-1994. 81 of these locomotives, numbered 1701-1781, were built. The Class 1600 was ordered in 1978, after several types of locomotives were tested in the 1970s. One of those was the French Class BB 7200, on which the 1600 is based.

In the Ardennes, light railways were built to gauge. Corpet-Louvet supplied fourteen locomotives between 1895 and 1906. The line and locomotives were later converted to metre gauge. Corpet- Louvet also built Mallet locomotives, the first being 0-4-4-0s built in 1897 for the Tramways à Vapeur d'Ille et Vilaine.

In 1960 they began to concentrate the classes, so that the majority of locomotives were to be found in Neustadt and Mürzzuschlag. By 1968 all bar 3 locomotives had been retired. The last area of operations for these 3 locomotives was the Mürzzuschlag - Neuberg branch line. In 1972 they, too, were withdrawn.

One or two tourist carriages are also added to normal passenger trains. All of these trains are pulled by ZM16-4 steam locomotives, even on the electrified section of the line. The locomotives are refilled in Yuejin station on their way to Huangcunjing. Coal is transported between Yuejing and Shixi by electric locomotives.

141 Use of these locomotives in the Murg Valley ended in 1953 (VI b) or 1961 (VI c) and they were replaced by locomotives of class T18 for the haulage of passenger trains (1959–1966).Scharf and Wollny, Vol. 2, p. 190 In freight traffic, class 50 locomotives were used until 1970.

In the 1940s the Swedish State Railways (SJ) saw a need for modern steam locomotives for freight traffic on the Inland Line and in southern Norrland. NOHAB built ten E10 class locomotives in 1947 from the same blueprints, but with some modifications. The E10 class locomotives were in use until the 1960s.

Bangladesh Railway Class 2300 is a class of meter-gauge diesel-electric locomotives of Bangladesh operated by Bangladesh Railway. Total 24 locomotives of this class entered the fleet of Bangladesh Railway in 1969-70. These 24 locomotives are used in both passenger and freight trains. 21 of them are currently in service.

A diesel loco shed which was established in 1972 is located close by the station that houses 160+ EMD locomotives like WDP 4, WDG 4, WDP 4B, WDP 4D & WDG 4D locomotives. It is currently holds 19 WDP 4, 90+ WDG 4, 19 WDP 4B, 30+ WDP 4D & 1 WDG 4D locomotives respectively.

Both locomotives were repainted into Railtrack's blue and lime green livery. Network Rail (Railtrack's successor) purchased its own fleet of 31s, so no longer required the Fragonset locomotives. First GBRf hired Class 73s to supplement its own fleet. South West Trains hired Class 33s and 73s to act as Thunderbird rescue locomotives.

Maine Central Railroad Class O locomotives were originally intended for heavy freight service. They were of 4-6-0 wheel arrangement in the Whyte notation, or "2'C" in UIC classification. They replaced earlier class P 2-6-0 locomotives beginning in 1903. They were in turn replaced by class W 2-8-0 locomotives for the heaviest freight service beginning in 1910, but remained in use on branch line trains until replaced by diesel locomotives after World War II. They proved so well-suited for branch line service the design was among the last steam locomotives built for the Maine Central.

These are used to make trains more visible at grade- crossings, and to give better visibility around curves. Since then, ditch lights have become standard equipment on all North American locomotives. ;Class and marker lights :CN continued to use class lights on its locomotives for many years, up to as recently as the C40-8M and SD60F (which feature red, green and white class lights), and the first order C44-9WL locomotives which retained white class lights. More recently, CN has had red marker lights installed on their ES44DC and SD70M-2 locomotives, for use when the locomotives are in DPU service.

These new N class locomotives were imported from Baldwin Locomotive Works USA, also with two O class locomotives for the South Australian Railways. The other two O class locomotives were more of a goods locomotive and the N class locomotives were made for working passenger trains along the new "Intercolonial Railway", which ran through the Adelaide Hills. These new locomotives imported from the United States were the first to be fitted with bogie tenders. When they were first issued into service in 1881 they were allocated to run passenger and mixed trains between Adelaide and Kapunda.

Class 17 4-8-0TTWhen a shortage of suitable shunting locomotives developed in 1926, the SAR modified 21 Class A and Class A Belpaire locomotives by removing the trailing bissel bogie and coal bunker, shortening the main frame and adding a tender to increase their coal and water capacity. Tenders from various scrapped locomotive types were used. These 21 rebuilt locomotives became the SAR Class 17 tank-and-tender locomotives, numbered in the range from 1415 to 1435. They were used as shunting locomotives around Durban and Port Elizabeth, until they were withdrawn from service by 1961.

With the growing demand for locomotives in the British Raj it became for the British industry more and more difficult to deliver the required amount. To speed up delivery the British Engineering Standards Association (BESA) was chartered to develop standard locomotive types. The first BESA report issued in 1903 contained a design recommendation for a 4-4-0 standard passenger locomotive called SP and one for a 0-6-0 standard goods locomotive called SG. Revised versions proposed eight classes of broad gauge locomotives and four classes of meter gauge locomotives for various services. These locomotives were later called BESA locomotives.

During the 1930s, many serving locomotives were reboilered with a standard boiler type designed by A.G. Watson, CME of the SAR at the time, as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification. Eventually all ten Class 16B locomotives as well as all thirty Class 16C locomotives were reboilered with Watson Standard no 2B boilers. In the process of reboilering, the main difference between the Class 16B and Class 16C, Hendrie's combustion chamber behind the Class 16C boiler, disappeared and the reboilered Class 16B locomotives were also reclassified to Class 16CR.

The principle of operation was similar to that of modern hybrid locomotives, the diesel engine driving a main generator of 600 volts DC, which provided charging current to a bank of batteries which powered four traction motors, one per axle. In addition to being powered by the diesel engine, these locomotives were capable of operating as electric locomotives. Two of these locomotives were equipped to operate off of 3000 volt overhead lines, and 34 were capable of operating off of a 600 volt third rail. The locomotives were equipped with a six-cylinder four-stroke in-line engine of .

Once its success had been confirmed, all of the FA class locomotives were rebuilt to the FB class specifications between 1900 and 1905. Following the completion of the final conversion in 1905, all locomotives were reclassified as the FA class once more. Plans had existed in 1901 to rebuild further F class locomotives, but these were scrapped and in 1902-03 a further six FB class locomotives were built, numbers 315 and 372-376. These locomotives differed from the other rebuilds in having a redesigned frame and piston valves in place of the original slide valves fitted to the earlier rebuilds.

Production locomotives followed from the end of 1944, but these were rather different, the lesson that backwards-facing cylinders next to the firebox were a bad idea having been relearned. The production Q2 locomotives were of 4-4-6-4 arrangement; they were the largest non-articulated locomotives ever built and the most powerful locomotives ever static tested, producing on the PRR's static test plant. The Q2 locomotives were also the most powerful steam locomotive ever constructed with ten driving wheels. In operation, the Q2 could outperform pre-existing freight engines hauling double the tonnage of their predecessors.

Line diagram of Class 1400 locomotives The Série 1400 are a series of 67 diesel-electric locomotives built for the Portuguese Railways (CP) between 1967 and 1969. They have a top speed of 105 km/h. They were ordered primarily to replace steam locomotives then still in use on CP. Designed and engineered by English Electric, they are closely modelled mechanically on the British Rail Class 20 locomotives but using a more powerful intercooled 1330 bhp 8CSVT version of the Class 20's 8SVT engine. The locomotives were designed for the and larger loading gauge than possible in Great Britain.

Finnish Steam Locomotive Class F1 was a class of tank locomotives, which did not have to be turned at terminal stations. The water tank was located below the space behind the cab, in contrast to more modern tank locomotives where the water tanks usually placed either side of or on top of the boiler. F1 locomotives used in Helsinki, Tampere, Turku and Viipuri for local traffic, which they could easily handle. When the local transport in the early 1900s increased the F1 locomotives proved no longer sufficiently powerful, and they were replaced by more powerful Vk1 / I1 locomotives.

The new locomotives were brought into use in April 1972 in Kalyan-Igatpuri and Kalyan-Lonavia Sections and by the end of March 1976, 54 locomotives were in service. Since these locomotives could not haul the loads for which they were originally designed, lower hauling loads (permissible load) based on actual experience of the working of these locomotives were fixed by the RDSO to be the capability of the 'present design'. It was noticed that the incidence of failures in WCG-2 locomotives was very large during the period 1973 to 1976. So a new range of upgrades were brought and reliability increased.

As the 1920s approached, it became clear that Sentetsu needed more powerful locomotives than its existing Amei-class and the five classes of Teho-type locomotives then in service to pull its important passenger trains. Consequently, Sentetsu turned to the Baldwin Locomotive Works once again, this time ordering passenger steam locomotives of the 4-6-2 wheel arrangement. The first locomotives with a 4-6-2 wheel arrangement to operate on Korean rails was Sentetsu's パシイ (Pashii) class. This was a group of twelve locomotives built by Baldwin in the United States and delivered to Korea in 1921.

The Class GA experimental mainline articulated locomotive was one of altogether five Garratt locomotives that had been ordered by the South African Railways (SAR) from Beyer, Peacock and Company (BP) in 1914. The rest consisted of the first of the eventual seven Class GB branchline locomotives and three narrow gauge Class locomotives. Production was disrupted by the First World War, however, and BP was only able to deliver the narrow gauge locomotives in 1919 and the Cape gauge locomotives in 1921, after cessation of hostilities. The single Class GA locomotive was numbered 1649, but the engine number was later changed to 2140.

In 1907 and 1910, the Tongaat Sugar Estates in Natal acquired two tank locomotives from W. G. Bagnall for their gauge line. These locomotives had cylinders. A further eleven similar locomotives, but with cylinders, were delivered from the same manufacturer between 1926 and 1946. SAR Class NG6 no. 106 In 1915, thirteen of the Beira Railway’s retired narrow gauge Falcon F2 and F4 locomotives were acquired from Mozambique by the Union Defence Forces for use in South Africa, where they replaced locomotives that had been commandeered for the war effort in German South West Africa during the First World War.

A total of six locomotives were built by Mitsubishi in 1962, coinciding with the electrification of the Hokuriku Main Line between Fukui and . The six locomotives were delivered to Tsuruga Depot. Displaced by the arrival of Class EF81 multi-voltage AC/DC electric locomotives, the Class EF74 locomotives were transferred to Kyushu in October 1968 for use on the recently electrified Nippo Main Line. To enable use alongside the six axle (Bo-2-Bo) Class ED76 AC locomotives, a dead weight of 1.4 t was added to increase the axle load from 16.25 t to 16.8 t.

The China Railways TH10 class steam locomotive was a class of 4-6-0 passenger steam locomotives operated by the China Railway. Originally amongst the first locomotives ordered by the South Manchuria Railway (Mantetsu), they were later operated by the privately owned Jichang Jidun Railway and its successor, the Manchukuo National Railway, which designated them Tehoni class. The "Teho" name came from the American naming system for steam locomotives, under which locomotives with 4-6-0 wheel arrangement were called "Ten-Wheeler". These locomotives should not be confused with the Mantetsu Tehoni class engines, which were reclassified Tehoi class in 1938.

All 67 locomotives passed to British Railways (BR) in 1948 and were given BR Numbers 63921-63987, but 63921 (which was the prototype 461, LNER 3921) was quickly scrapped. They served all across the former LNER from Stratford through East Anglia into the East Midlands, primarily hauling coal and iron ore trains. By winter 1955/56, they had all gravitated to Doncaster (36A - 35 locomotives), Grantham (35B - 14 locomotives) and Retford (36E - 17 locomotives). By winter 1962, they were down to 52 locomotives still in much the same locations, the following having been scrapped: 63929/34/44/47/50-55/57-59/70.

When originally built, the Milwaukee Shops locomotives had been allocated 1800–1839, however only the first seven carried these numbered before the allocation became 8000–8039. Similarly, only the first 50 Brooks locomotives received their 1840–1889 numbers, before their allocation was changed to 8040–8154. The Schenectady engines were numbered 8155–8179. Sixty-nine L2 locomotives received mechanical stokers and were reclassified as class L2-r. At the Milwaukee Road’s 1938 renumbering, the remaining 62 L2-r locomotives were renumbered 600–661, with the remaining 77 non-stoker fitted L2 locomotives receiving numbers 662–738.

GE Transportation is the largest producer of diesel-electric locomotives for both freight and passenger applications in North America, believed to hold up to a 70% market share. It also produces related products, such as railroad signaling equipment, and parts for locomotives and railroad cars, as well as providing repair services for GE and other locomotives. Current locomotives in major production include the GE Evolution Series; for a complete listing, see the list of GE locomotives. In the spring of 2007, GE Transportation Systems rolled out a prototype hybrid diesel-electric locomotive to increase fuel efficiency and reduce emissions.

In 1878 the tramroad was widened to standard gauge and horse teams used for hauling the coal were replaced by steam locomotives. These locomotives, the Keira No. 1 and Keira No. 2 were the first locomotives to work on this coal route but steam locomotives were earlier used at Bulli Colliery from 1867 – even though the first Bulli locomotive purchased proved too heavy for the track which had previously been designed for an ingenious gravitational coal-skip incline to the jetty over four cuttings and four bridges. The locomotives at Keira ceased running in 1954 when the line was closed.

The Class S 2/5 locomotives operated by the Royal Bavarian State Railways (Königlich Bayerische Staats-Eisenbahnen) included two express train, steam locomotives of American origin which were fitted with Vauclain compound engines. In order to understand the design fundamentals of American locomotives, which were not well known in Germany at the time, the Bavarian State Railway imported, in 1899 and 1900, four locomotives manufactured by the Baldwin Locomotive Works in the USA. Following the two Class E I, Consolidation, goods train locomotives delivered in 1899 with a 2-8-0 wheel arrangement, were two Atlantic 4-4-2 express train locomotives. These were typical American locomotives, with a boiler and running gear identical with those of the Class A-1 locomotives on the Milwaukee Road. Even the wheelbase on the two classes of locomotive was almost identical, albeit the driving wheels of the Bavarian locomotives, at 1,829 mm diameter, were smaller than those of the A2 (1,981 mm), so that they were about a ton lighter overall (at that time the usual axle loads in the USA were not significantly higher than in Europe).

The iron ore trains on the Iron Ore Line between Luleå in Sweden and Narvik in Norway were originally operated by the Of class locomotives, based on the earlier O-series locomotives first used on the line from 1914. In order to replace these locomotives, SJ chose to order new locomotives for the Iron Ore Railway based on the new Da class locomotives being ordered at the time. An initial twenty- four twin-section locomotives, designated the Dm class, were ordered and delivered in 1953, with a further fifteen fitted with new, more powerful motors, delivered in the 1960s. As a result of this, four locomotives from the first batch were fitted with the more powerful motors to match. As initially developed, the twin-section Dm class locomotives were capable of pulling 3,400 tonne trains. However, due to progressive increases in train size and weight this was no longer acceptable by the end of the 1960s, and so SJ ordered 19 new cabless centre locomotives, which were installed permanently between the two halves of a Dm class locomotive; the resulting rebuild being classed as Dm3.

4063-4072 were all rebuilt as Castle Class locomotives, being renumbered 5083-5092 but retaining their original names. The remaining two locomotives were withdrawn by British Railways in 1956 and 1957.

The CPR would own 37 of these locomotives, including number 8000, an experimental high pressure engine. The last steam locomotives that the CPR received, in 1949, were Selkirks, numbered 5930–5935.

The M class designation was previously used for the M class locomotives that were withdrawn in 1911. It was reused in the 1970s when the M class diesel locomotives entered service.

Between 1909 and 1926 the locomotives were gradually rebuilt with larger boilers to the original specification. Seven locomotives had superheaters fitted and, on these, the working pressure was reduced to 170psi.

The S class designation was reused when the S class locomotives were introduced in 1943. It was reused again in the 1990s when the Westrail S class diesel locomotives entered service.

The system of dividing drive was originally developed by Anatole Mallet in the 1870s on a number of rigid-wheelbase compound locomotives, and then during the 1880s, on Mallet articulated locomotives.

The three locomotives were ordered in 1950 and completed in 1951 with the Bagnall works numbers 2994–2996. The works numbers are what the locomotives are more commonly referred to today.

In January 2010, Czech company Lostr (after September 2010 renamed Legios) signed an agreement to manufacture under license the Voith Maxima locomotives. The Czech built locomotives were marketed as Legios General.

The locomotives were coupled to bogie tenders with a water capacity of and of coal. The bogies used on the tenders were identical in design to those used on the locomotives.

For the Swiss locomotives: well-maintained, powerful locomotives running at slow speeds over steep gradients, this was an acceptable design. It did not however make many inroads into fast passenger services.

Of these latter locomotives, those fitted with feedwater heaters bore the class letter D. The PLM also rebuilt forty-four 141.C and 141.D class locomotives to 141.E class.

Société Franco-Belge of Raismes built the initial batch of five locomotives. They were numbered E 321–E 325 on the Réseau Breton. The locomotives carried works numbers 1443–1447 respectively.

From 1934 motor trains were introduced, powered by L&YR; Class 5 2-4-2T locomotives designed by Aspinall. From 1935 Fowler 2-6-2T locomotives were used on the line.

The Q class designation was reused for the Q class locomotives that were introduced in 1931. It was reused in the 1990s when the Westrail Q class diesel locomotives entered service.

The ÖBB 1014 and 1114 classes are multi system electric locomotives, constructed between 1993 and 1994. The locomotives were designed to operate from Austria, to the Czech Republic, Slovakia, and Hungary.

These became the WAGR E class locomotives and were the first 4-6-2 locomotives in Australia. A further 20 were ordered in April 1911 from the North British Locomotive Company.

Eveleigh Railway Workshops built 11 locomotives and Cardiff Locomotive Workshops with two. The first entered service in March 1950. The decision to move to diesel power saw only 13 locomotives completed.

These 500 hp locomotives were not used for mainline duty, only used for shunting. This was not a successful locomotive class. Only 2 locomotives of this class are currently in service.

The MR was unhappy with the performance and safety record of the D Class locomotives, and sold them to other railways between 1916 and 1922, replacing them with A class locomotives.

The C class designation was previously used for the C class locomotives that were withdrawn in 1902. It was reused in the 1960s when the C class diesel locomotives entered service.

The YDM-5 served both passenger and freight trains for over 35 years. As of January 2020, all 25 locomotives have been withdrawn from service with a single locomotives being preserved.

The S class designation was previously used for the S class locomotives that were withdrawn in 1916. It was reused from 1998 when the Westrail S class diesel locomotives entered service.

Caledonian Railway locomotives still existing in 1923 were taken into the stock of the London, Midland and Scottish Railway (LMS). The LMS built some locomotives to Caledonian Railway designs after 1923.

The first locomotives will be used by SNCF infrastructure division INFRA and will as such carry the grey-yellow INFRA livery. Later locomotives will be used by SNCF freight division FRET.

Flag of the Kingdom of Saxony This list contains the locomotives and railbuses of the Royal Saxon State Railways (Königlich Saxon Staatseisenbahnen) and the locomotives of the Leipzig–Dresden Railway Company.

At the end of the 1990s SNCF was faced with a diesel locomotive fleet of which the larger part was older than 30 years, and thus fuel-consuming and expensive in maintenance. Some locomotive classes were re-engined (BB66400 in BB69400, CC72000 in CC72100) to overcome some of the problems on the short term. In the longer term however, new locomotives had to be ordered as also the re-engined locomotives would reach the end of their useful age. An initial plan saw 69 medium-power locomotives (together with the SBB) and 55 high-power locomotives ordered. This plan was intensively modified, and eventually 160 low-power shunting locomotives (SNCF BB460000) and 400 medium-power locomotives (see BB475000) were ordered.

The first batch of fifteen Q class locomotives were purchased from Dübs and Company, Scotland to replace the unsuccessful N and O class locomotives on the South Australian Railways "Intercolonial" hills line workings. With the new Q class locomotives being able to haul moderate loads on offer, these locomotives performed very well and the S.A.R. ordered a second batch from the local James Martin & Co. Though following the introduction of the more powerful R class locomotives on the southern line the Q class was put to work on interstate trains. These interstate trains were from Murray Bridge to Serviceton and they also served the northern lines. These locomotives easily reached speeds of 60 M.P.H. which was required to run these services.

These locomotives were smaller than the WF class locomotives, and the arrival of the larger engines allowed for the smaller D and FA class locomotives to be withdrawn, and in the case of the D class engines, transfer to other parts of the NZR network or sale to industrial users. The first of an eventual four locomotives of this class to be brought to the Nelson Section, WF 404, arrived in 1915 and replaced D 144, one of the original locomotives on the Nelson Section. It was followed in turn by WF 62 in 1919 and WF 395 in 1925, with the last, WF 397 arriving from Auckland in July 1937. All four locomotives were fitted with non-superheated, or saturated, boilers.

The New Zealand EF class locomotive (originally Class 30) is a class of 22 electric locomotives that operate on the North Island Main Trunk (NIMT) between Palmerston North and Te Rapa (near Hamilton) in New Zealand. They are the only class of electric locomotives in revenue service in New Zealand. The EF class was built by Brush Traction in Loughborough, United Kingdom between 1986 and 1988 to run on the new electrified central section of the NIMT. The locomotives, at , are the most powerful locomotives to operate in New Zealand, and the design of the class has been used in designing other electric locomotives overseas, including the Le Shuttle Eurotunnel Class 9 electric locomotives that operate in the Channel Tunnel between the United Kingdom and France.

The GN boxcab locomotives were the first electric locomotives purchased by the Great Northern Railway (GN) for use through the Cascade Tunnel. Four locomotives were supplied by the American Locomotive Company; they used electrical equipment from General Electric and weighed each.. They were three- phase electric locomotives producing each. The specification called for 1000hp, but the actual output was substantially greater, as described by the consultant engineer Cary T. Hutchinson. They had a B-B wheel arrangement.

The company hired locomotives from the Great Western Railway to haul their trains until the atmospheric system was ready for operation. In the event, locomotives were needed on a more permanent basis and so a series of contracts were entered into with contractors to provide the power for the trains. From 1867 the company bought the locomotives and operated them. The South Devon Railway also operated all the connecting branches in Devon and so their locomotives operated on these.

Maine Central Railroad Class W locomotives were intended for heavy freight service. They were of 2-8-0 wheel arrangement in the Whyte notation, or "1'D" in UIC classification. They replaced earlier class O 4-6-0 locomotives beginning in 1910. They were in turn replaced by class S 2-8-2 locomotives for the heaviest freight service beginning in 1914, but remained in use on lighter freight trains until replaced by diesel locomotives after World War II.

Motive power has often been provided by shunting locomotives rather than larger mainline engines. At the start of the twentieth century, small tank locomotives such as members of the FA class were used.Joe McNamara and Gordon Whiting, "Southland Locomotive Memories", New Zealand Railway Observer (April–June 1958), 59. However, in the 1960s, as diesel locomotives replaced steam locomotives on the main lines, large engines such as members of the AB class operated the suburban trains to Port Chalmers.

These eleven locomotives remained in South West Africa after the war. They proved to be so successful in that territory, that more were gradually transferred there in later years. By the time the Class 24 locomotives arrived in SWA in 1949, 53 locomotives of the Class 7 family were still in use there. Most remained there and were only transferred back to South Africa when the Class 32-000 diesel-electric locomotives replaced them in 1961.

The majority of American 2-6-2s were tender locomotives, but in Europe tank locomotives, described as , were more common. The first 2-6-2 tender locomotives for a North American customer were built by Brooks Locomotive Works in 1900 for the Chicago, Burlington and Quincy Railroad, for use on the Midwestern prairies. The type was thus nicknamed the Prairie in North American practice. This name was often also used for British locomotives with this wheel arrangement.

These eleven locomotives remained in South West Africa after the war. They proved to be so successful in that territory, that more were gradually transferred there in later years. By the time the Class 24 locomotives arrived in SWA in 1949, 53 locomotives of the Class 7 family were still in use there. Most remained there, and were only transferred back to South Africa when the Class 32-000 diesel-electric locomotives replaced them in 1961.

Streamliner locomotives arrived relatively late in Australia. In 1937 streamlined casings were fitted on four Victorian Railways S class locomotives for the Spirit of Progress service between Melbourne and Albury. Similar casings were then fitted on two Tasmanian Government Railways R class narrow-gauge locomotives for the Hobart to Launceston expresses. Despite — or perhaps because of — the strategic priorities of World War II, some new streamliner locomotives were built in Australia during and immediately after the war.

Located in Knoxville, Tennessee, Knoxville Locomotive Works is an affiliate of Gulf & Ohio Railways. Since its establishment in 1998, Knoxville Locomotive Works (KLW) has repowered, refurbished, remanufactured, and/or upgraded over 400 locomotives.Today, KLW offers its own line of green, single-engine, repowered locomotives from 1,000 hp four axle switchers up to 3,200 hp six axle line haul locomotives. In addition to green locomotives, KLW also offers conventional services, such as locomotive rebuilding and refurbishment services for traditional locomotives.

In addition, similar numbering schemes were introduced for electric and diesel locomotives, but with prefix letters E for electrics and V (from German Verbrennungsmotor for internal combustion engine) for diesels. For electric locomotives, the class numbers roughly followed the scheme for steam locomotives, e. g. E 18 22 was a locomotive from the class E 18 introduced in 1935. Diesel locomotives received class numbers indicating one tenth of the horsepower rating (according to the original design), e. g.

By 1886, the system prefixes had been done away with and the Midland System's locomotives had all been renumbered by replacing the letter prefix "M" with the numeral "1". The Western System locomotives were allocated new numbers in the 100 range. By 1888, the Eastern System locomotives had been renumbered into the 600 number range. The Midland System locomotives were renumbered twice more, into the 200 number range by 1890 and into the 400 number range by 1899.

The 421 class are a class of diesel locomotives built by Clyde Engineering, Granville for the Department of Railways New South Wales in 1965/66. These mainline locomotives were a follow on from the 42 class. The 421s retained the classic bulldog nose as with the other Clyde built GM and S locomotives at one end, but featured a flat-cab at the other end. In this respect, they are unique amongst bulldog nose locomotives in the world.

In 1906, three of these locomotives were sold to the Natal Government Railways. In 1912, 26 of these 28 locomotives were assimilated into the South African Railways. They were followed in 1913 by the remaining two, which had been leased to Paulings as construction locomotives. All but one of these locomotives were renumbered and reclassified to Class 7B. In 1915, one more Cape 7th Class locomotive was obtained from the Rhodesia Railways and erroneously also designated Class 7B.

The total fleet including stored locomotives consisted of 66 Class 37s, 24 Class 47s and 57 Class 56 diesel locomotives, as well as 33 of the then new Class 60 diesel locomotives. The company also had 48 Class 08/09 shunting locomotives on its books. An unusual member of the fleet was class 122 'Bubblecar' No. 55012. This single car DMU was used as a driver route learner, for which it also carried the number 977941.

The locomotive was not repaired as both 62 and 404 were in reasonable condition, and therefore 397 would only need to be resurrected should one of the other two locomotives fail. All three remaining WF class locomotives were withdrawn in December 1956 when the dismantling of the railway was completed. At the time there was a consideration to dismantling the locomotives and transporting them to Picton. This did not eventuate, and the three locomotives were scrapped in 1957.

But passenger locomotives were considered unnecessary, because at that time the maximum speed of trains on the Tampere and Vaasa railway line was only . C5 locomotives soon proved to be insufficiently powerful for the gradients of the Tampere and Vaasa railway line. C5 locomotives were moved to the flatter Seinäjoki–Oulu line, where they performed satisfactorily. By the 1900s the C5 locomotives were transferred to shunting duties in the marshalling yards of various towns and cities around Finland.

Wearhead closed in May 1954. The Class J25 locomotives were mainly used for banking westbound trains on the South Durham and Lancashire Union line up to Stainmore Summit. In 1959, there were 35 locomotives at West Auckland, including Class J39 (7 locomotives), Class J72 (6), Class Q6 (6), and BR Standard Class 4 2-6-0 (6). The depot closed in February 1964, at which time 12 locomotives remained - these were transferred elsewhere, such as to Thornaby.

The shed received WAG-7 in 2013. The shed houses over 100 electric locomotives. It is the only loco shed on WR which had housed the AC/DC locomotives like WCAM-1 and WCAM-2, WCAM-2P and one of the only two in India; the other being Kalyan Loco Shed on Central Railway to house AC/DC dual powered electric locomotives. Recently many WAG-5/5As have been homed at Valsad which are pure AC locomotives.

The railway has six steam locomotives for passenger trains and five diesel locomotives that usually haul only works trains. It is unusual for all steam locomotives to be operable at one time, as there is usually at least one locomotive undergoing overhaul. The Talyllyn Railway was written into the Railway Series books by Rev. W Awdry, and later by his son Christopher, as the Skarloey Railway, and most locomotives on the Talyllyn have a fictional counterpart in that series.

The steam locomotives of DR Class 99.77–79 were ordered by the Deutsche Reichsbahn in East Germany after the Second World War. They were narrow gauge locomotives with a 750 mm rail gauge and were built for the narrow gauge lines in Saxony. The locomotives were largely identical to the DRG Class 99.73–76 standard locomotives (Einheitslokomotiven) built in the 1930s. To differentiate them from their predecessors they were described as Neubaulokomotiven or newly designed engines.

Three EF67-0s were built from former 4th-batch Class EF60 locomotives from 1982 for use banking freight trains over 1,000 tonnes, for which the former EF61-200 banking locomotives were unsuitable. The No. 1 end was modified with a gangway door and access platform. The locomotives were painted in an all-over orange livery (officially "Red No. 11") with yellow strips below the cab windows. These three locomotives are fitted with PS22D scissors-type pantographs.

Between Boston and Washington, the service has overhead electric wires and largely travels over Amtrak-owned tracks. This segment reaches speeds of with Siemens ACS-64 electric locomotives built from 2012–2015. The ACS-64 locomotives replaced the AEM-7 locomotives in June 2016 and the HHP-8s in November 2014. Northeast Regional trains operating on the lines in Virginia and the New Haven–Springfield Line use GE P42DC diesel locomotives and have lower top speeds of .

Four diesel locomotives of Trona Railway, 2017 In April 1949 the Trona Railway purchased two new Baldwin DT-6-6-2000 locomotives (numbered 50 and 51) to replace the three steam locomotives that were operating at the time. These weighed 180 tons each and had 2000 hp motors. These locomotives were unique in that they had center cabs, not the traditional cabs in the front. Locomotive No 52 was a smaller Baldwin AS 616 that only developed 1,600 hp.

During this period the WCG-2 was used on many Express runs including the Deccan Queen. By 2000, none of the original 57 locomotives had been withdrawn from service. However, with declining coverage area due to AC electrification, three locomotives were withdrawn as life-expired in November 2006. But withdrawals were slow, mainly due to increased flow of freight and passenger traffic which required extra locomotives; only 21 locomotives had been withdrawn by the end of 2009.

Pacifics were not common in Russia. The only known examples were the four-cylinder L class express passenger locomotives, built by the Putilov Works at Saint Petersburg for the Vladikavkaz Railway in 1914. The chief designer was Vazlav Lopushinskii, who later emigrated from Soviet Russia. These locomotives were the most powerful passenger locomotives in Tsarist Russia. Eighteen locomotives were built between 1914 and 1919, allocated to the Rostov-on-Don, Tihoretskaya, Kavkazkaya, Armavir and Mineralnye Vody depots.

A Wilkes-Barre Pennsylvania Vulcan Iron Works builder's plate from 1941. Wilkes-Barre Pennsylvania Vulcan Iron Works produced both steam and diesel locomotives in 1944 Vulcan Iron Works, based in Wilkes-Barre, Pennsylvania, manufactured railroad locomotives such as those shown in the illustration. The company was established in 1849 by Richard Jones. It built locomotives such as the preserved Berlin Mills Railway 7 (1911), and by 1944 was constructing both steam and diesel locomotives, as illustrated (right).

In 1889, the CGR placed 24 3rd Class tender locomotives in service. They were the first stock locomotives to be built in quantity to detailed designs prepared in the Cape of Good Hope. CGR 3rd Class Wynberg Tender In 1898, the CGR placed six 3rd Class Wynberg Tender locomotives in passenger service on the suburban lines in Cape Town. In 1901, the CGR placed another six 3rd Class Wynberg Tender locomotives in suburban service in Cape Town.

In the 1930s, many serving locomotives were reboilered with a standard round-topped boiler type, designed by then Chief Mechanical Engineer A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification letter.South African Railways and Harbours Locomotive Diagram Book, 2'0" & 3'6" Gauge Steam Locomotives, 15 August 1941, as amended All five Class 10A locomotives were eventually reboilered with Watson Standard no. 1 boilers.

Diesel locomotives used on the Shinkansen system (for track maintenance and depot use) are numbered with three-digit class names followed by a serial number connected with a hyphen. There have been two classes of diesel locomotives for shinkansen use: 911 and 912. In the uniform classification system for Shinkansen rolling stock, the first digit 9 is assigned for cars and locomotives not for passenger use. In this 9XX group, the second digit 1 is used for diesel locomotives.

After his retirement from the Société Nationale des Chemins de fer Français (SNCF) in France, French engineer André Chapelon was appointed as the chief designer of locomotives at the French state-owned sales consortium Groupement d´Exportation de Locomotives en Sud-Amérique (GELSA). In 1949, a contract was signed between DNEF and GELSA for the construction of 24 locomotives with a axle load. The order also included 66 Berkshires. All ninety locomotives were delivered by January 1953.

In the 1930s, many serving locomotives were reboilered with a standard boiler type, designed by then Chief Mechanical Engineer A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification.South African Railways and Harbours Locomotive Diagram Book, 2'0" & 3'6" Gauge Steam Locomotives, 15 August 1941, as amended During 1935, only one of the Class 5 locomotives, no. 781, was reboilered with a Watson Standard no.

Jamalpur workshop in 1887 Jamalpur Workshop has enjoyed the distinction of being the largest and the oldest locomotive repair workshop with the most diversified manufacturing activities on the Indian Railways. At first the Jamalpur shops were merely repairing locomotives and also assembling locomotives from parts salvaged from other or damaged locomotives. By the turn of the century they had progressed to producing their own locomotives. In year 1899, CA 764 Lady Curzon was produced by the Jamalpur Workshop.

These locomotives, named Charger, were parts of a multi-state order funded by a combination of federal and state money. Illinois Department of Transportation, acting as the leading agency, awarded the order to Siemens on December 18, 2013. Caltrans ordered the first six with the initial order in 2013, then exercised the option to buy 14 more locomotives in 2015 to replace Amtrak- owned locomotives currently used on Pacific Surfliner. Two additional locomotives were ordered in 2016.

Six Class DE15-1000 locomotives were built between 1971 and 1973 by Nippon Sharyo using the DML61ZB engine uprated to . Locomotive DE15 1002 had a snowplough unit designed for clearing single-track lines, while the other five locomotives were designed for clearing double-track lines. Initially, the locomotives operated with only one snowplough unit, but locomotives DE15 1002, 1004, and 1006 were subsequently modified with snowplough units at both ends. DE15 1002 was renumbered DE15 2052.

After the Second World War, Deutsche Bundesbahn took over the line that had been operated by Deutsche Reichsbahn from 1920 to 1945. In the first few years, steam locomotives from the Reichsbahn era were predominantly used: class 01 and class 03 locomotives in front of express trains and class 38.10 locomotives in front of other passenger trains. Class 50 and class 55.25 locomotives hauled most freight trains. Individual trains were operated with VT 36.5 diesel railcars.

These and all subsequent Class 12 locomotives had leading bogies with a wheelbase. These locomotives were also longer between couplers than the first eight. In June 1921, Beyer, Peacock and Company (BP) delivered the final twenty Class 12 locomotives, built in two batches of ten and numbered in the range from 1859 to 1878.

About 500 locomotives were ordered. However, production was interrupted by the 1917 Bolshevik revolution, and ultimately only 50 locomotives were delivered. This left 200 locomotives stranded in the US. At this point, the United States Railroad Administration decided to convert them to standard gauge by fitting wider tires, and then distribute them among American railways.

The L1s is a class of 2-8-2 steam locomotives that was developed in 1914 to replace the H9s-class. The L1s used boilers identical to the ones eventually used for Pennsylvania Railroad's famed K4s-class steam locomotives. Most L1s locomotives were moved to other duties when the I1s was introduced in 1924.

The site has a historical locomotive roundhouse with twelve roads and their associated turntable. Even the equipment of the former steam depot can be seen. A cafeteria and bookshop have been established for visitors. The museum has a fleet of eleven steam locomotives, eleven diesel locomotives, four electric locomotives and a collection of railway wagons.

SP used these locomotives for about fifteen years, with the first retirements of this class (three locomotives) occurring on April 5, 1955 and the last (three more of the class) on September 24, 1958. The locomotives were scrapped soon after they were retired, with the last one, number 4243, scrapped on August 7, 1959.

The main factories for the manufacture of locomotives are installed in Zhuzhou (electric locomotives), Ziyang, Luoyang, Xiangfan (diesel locomotives), Qishuyan, and Chengdu (the latter two also producing carriages). Carriages are built in factories in Nanjing, Zhuzhou, Beijing, Meishan, Wuchang, Tongling, Shijiazhuang, Wuhan and Guiyang. The company has two research institutes in Zhuzhou and Qishuyan.

In the 1980s the plant began to manufacture diesel locomotives, including types DF4B and DF4C. By 1999 over 600 diesel locomotives had been produced. Bogie inside Datong factory (1999) In 1990 the plant began to produce electric locomotives - the SS7 six axle Bo'Bo'Bo' and the SS7E Co'Co' mainline electrics were developed and manufactured at Datong.

One of the exhibited locomotives The most prominent element of the railway is its rolling stock, especially its locomotives. Steam locomotives, which made the development of railways possible, first appeared in the early years of the 19th century. They reigned supreme for more than 150 years. Throughout this time, they were continually developed and improved.

The first five New South Wales C38 class locomotives were modestly streamlined with distinctive conical noses, while the twelve South Australian Railways 520 class locomotives featured extravagant streamlining in the style of the Pennsylvania Railroad's T1. In all cases, the streamlining on Australian steam locomotives were purely aesthetic, with negligible impacts on train speeds.

The Nederlandse Spoorwegen (NS) Class 200 diesel locomotives were built for shunting duties. 169 of these small locomotives, numbered 201–369, were built by Werkspoor from 1934–1951. They were known as "Sikken" (Sik in singular, goats) by rail enthusiasts and "locomotor" by railway staff. Fifteen of these locomotives were rebuilt with a retractable crane.

The QR class were a class of diesel locomotives in New Zealand and Tasmania. Originally built by Clyde Engineering between 1965 and 1966 as Queensland Rail's 1460 class locomotives. They were purchased by Tranz Rail in 1995 to be rebuilt, as a cheaper alternative to buying new locomotives. Seven were modified into the QR class.

They weighed 67 tonnes and had a maximum speed of . Many of these locomotives were later rebuilt with a GM 8-645E engine of (as used in the re- engined Class C locomotives), though some have since had the original engine refitted. The locomotives were delivered in the CIE livery of brown/black/white.

This livery was discontinued from 1883 when all locomotives were painted black. Lining was red and white for passenger locomotives and, if present, red only for goods locomotives. Passenger coaching stock was originally painted teak, changing in 1875 to an overall light brown. In 1879 a decision was made to use 'a little brighter shade'.

Collision of trains with Sr1 locomotives Three Sr1 class locomotives have been damaged beyond repair and withdrawn from service: number 3048 in Jokela in 1996, number 3089 in Jyväskylä in 1998 and number 3101 in Siuro in 2011. Five other locomotives have also been involved in accidents, but have been rebuilt or repaired afterwards.

Following some systems failures on the upgraded Class 7E5 locomotives, a further variation in the modifications was applied to the remaining Class 7E3 locomotives which had not yet been upgraded. These units were then reclassified to Class 7E6. Eventually all the Class 7E5 locomotives were also modified once again to meet the Class 7E6 specifications.

Motive Power is a bi-monthly railway related magazine that focuses on diesel locomotives in Australia. The first issue was published on 23 August 1998. Its headquarters is in Sydney. The content includes photographs of locomotives & trains, news about newly delivered and repainted locomotives, technical articles, and fleet listings of the various Australian railway operators.

In the 1930s, many serving locomotives were reboilered with a standard boiler type, designed by Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification. Only one of the Class 5B locomotives, no. 725, was eventually reboilered with a Watson Standard no.

Digital Command System (DCS) is an electronic system developed by MTH Electric Trains and released in April 2002. DCS controls locomotives equipped with Protosound 2, Protosound 3, or Protosound 3E+ decoders. Protosound 3 locomotives are compatible with both DCS and DCC command systems. Protosound 3E+ locomotives are compatible with DCS and Märklin Digital command systems.

The North Eastern Railway (NER) Bogie Tank Passenger (BTP) locomotives were designed by Edward Fletcher in 1873. The locomotives were for hauling passenger services on branch lines. They had an 0-4-4 wheel layout and a total of 124 locomotives were built. They were designated G6 by the London and North Eastern Railway (LNER).

"Charles Jordan" delivered from Neath Abbey in 1838 was an adhesion only locomotive very similar to "Mountaineer". The last record of spare parts being supplied to Dowlais for these locomotives was in 1840-1841. An 1848 inventory of Dowlais plant lists only "Mountaineer" of the above locomotives. No plateway locomotives were listed in 1856.

The Florida Tuskers finished 2009 with a 6-0 record. The Las Vegas Locomotives were next at 4-2, the California Redwoods were 2-4, and the Sentinels were last at 0-6\. The Locomotives played the Tuskers in the 2009 UFL Championship Game; the Locomotives won the title on a field goal in overtime.

Later, the freight locomotives were reclassed E.645. The total number of locomotives built amounted to 295 units. Locomotives from each class servedr with FS Trenitalia on push-pull services, and many were been converted in E.645 and assigned to goods services until 2009. They were replaced by E.464 engines on regional services.

ED78 4 double-heading a local passenger service with a class EF71 in the 1980s The locomotives were introduced to operate on the steeply-graded Ou Main Line between and , which was converted from 1,500 V DC electrification to 20 kV AC in October 1968. The locomotives often worked in multiple with Class EF71 locomotives.

17 February 2018 From the early 1900s, steam locomotives were gradually superseded by electric and diesel locomotives, with railways fully converting to electric and diesel power beginning in the late 1930s. The majority of steam locomotives were retired from regular service by the 1980s, although several continue to run on tourist and heritage lines.

Three locomotives (781, 783, and 793) received ACFI feedwater heaters. In 1933, two locomotives (788 and 793) were fitted with Kylälä exhausts. Between 1936 and 1937, six locomotives (783, 788, 792, 793, 796, and 800) modified with long-travel valves and Kylchap exhausts. Two also received boilers uprated to , increasing the power output to .

The company operates four Class 59/0 diesel locomotives owned by Aggregate Industries and four Class 59/1 locomotives owned by Hanson Aggregates. It owns Merehead Traction Maintenance Depot (Merehead TMD) where the eight locomotives are allocated. They can also be seen at Hither Green TMD or Eastleigh Works where they receive heavy maintenance.

Bangladesh Railway Class 2900 is a class of meter-gauge diesel-electric locomotives of Bangladesh operated by Bangladesh Railway. Total 39 locomotives of this class entered the fleet of Bangladesh Railway in 1999, 2004, 2011 and 2013. These 39 locomotives are used in both passenger and freight trains. All of them are currently in service.

They specialized in four wheeled, saddle tank locomotives for small industrial railroads. 1871: Fire broke out in the shop on February 7, destroying twelve locomotives under construction, the shop, and 23 adjacent structures. Total losses were estimated at $200,000, and the partnership was dissolved. Smith formed Smith & Dawson Locomotives, which became National Locomotive Works.

Following the withdrawal of the locomotives by the ÖBB in 2009, the locomotives have spent long periods in storage. In 2016, 16 of the locomotives were moved to Romania, although they were not used. In August and September 2018 they returned to Austria, and are now used by Zeller Transport Technik on freight services.

Following some systems failures on the upgraded Class 7E5 locomotives, a further variation in the modifications was applied to the remaining Class 7E3 locomotives which had not yet been upgraded. These units were then reclassified to Class 7E6. Eventually all the Class 7E5 locomotives were also modified once again to meet the Class 7E6 specifications.

The SNCF Class BB 37000 "Prima" electric locomotives are currently being built by Alstom. These locomotives are the triple-voltage version of the Class BB 27000. Sixty of these locomotives, numbered 37001-37060, have been ordered by Fret SNCF for international freight traffic. 37007 was destroyed in the Zoufftgen train accident on 11 October 2006.

The Northern Counties Committee (NCC) Class U2 4-4-0 passenger steam locomotives consisted of 18 locomotives built for service in north-east Ireland. Ten of the engines were new builds supplied by the North British Locomotive Company (NBL) or constructed at the NCC's York Road works. The remainder were rebuilds of existing locomotives.

KJM locomotives used to be predominantly the regular links for trains traveling on the Konkan Railway as well. As more and more railway lines in Kerala were electrified, KJM started losing links to electric locomotives, mainly WAP1, WAP4, WAG7 and WAP7 locomotives from the Erode (ED), Arakkonam (AJJ) and Royapuram (RPM) electric locomotive sheds.

The first 19 locomotives ordered by Isambard Kingdom Brunel for the Great Western Railway included six 2-2-2 Mather, Dixon locomotives. They were built by Mather, Dixon and Company, but were unsuccessful, and were rapidly replaced by the Star Class locomotives ordered by Daniel Gooch, once he had been appointed as the Locomotive Engineer.

A two speed gearbox enabled the locomotives to travel at and , the latter for passenger transport. The gearbox was later upgraded, raising the speed to . The locomotives provided valuable service until 1930.

Class A 2-10-2s were numbered 651 through 658. When the Maine Central began purchasing diesel locomotives, EMD F3s were numbered in the 600 series reserved for main line freight locomotives.

The schedule involved operating a three car train across the system, led by no less than 19 different locomotives. The engineers of these locomotives came to be known as the "Nervy Nineteen".

Locomotives SFAI 301-311 of the Società per le strade ferrate dell'Alta Italia (SFAI) were a group of steam locomotives derived from the rebuilding of some machines in the 31-80 series.

C Class diesel electric locomotives Mark Bau's VR website Other acquisitions were eight 85 and forty 86 class electric locomotives from FreightCorp.85 Class Vicsig86 Class Vicsig All were scrapped without use.

Tajik-Railway-Rohi-Ohani Tajikistan In November 2011 Tajikistan's national railway ordered six locomotives, which were delivered in early 2012. These were the first locomotives to be exported from the Astana factory.

There were three small Henschel 0-4-0T steam locomotives, two of which survive in a museum in Kabul.Hughes, Hugh 1994 Indian Locomotives Pt. 3, Narrow Gauge 1863-1940. Continental Railway Circle.

Walkers Limited was an Australian engineering company, based in Maryborough, Queensland. It built ships and railway locomotives. The Walkers factory still produces railway locomotives and rolling stock as part of Downer Rail.

Locomotives SFM 1-34 refers to a class of 2-2-2 steam locomotives of the Società Italiana per le Strade Ferrate Meridionali (SFM). They were designed for hauling fast passenger trains.

The Q class designation was previously used for the Q class locomotives that were withdrawn in 1925. It was reused in the 1990s when the Westrail Q class diesel locomotives entered service.

Scrapping of DD class locomotives commenced as early as 1927 when DD 712 was wrecked, followed by D1 535 in 1928. A full 20 engines (including the newest of the fleet, DD 1052) were scrapped in 1929 as newer K and N class locomotives took over branch line goods services and Petrol Electric Rail Motors started to replace mixed trains and locomotive- hauled branch line passenger services. The unrebuilt saturated steam D1 class locomotives were the first to go, and by 1951 no fewer than 120 had been scrapped. By 1951, the remaining D1 locomotives were shunters, the D2 locomotives providing suburban goods and branch line goods and passenger service, and the D3 performing both branch line and mainline service. However, with the massive postwar upgrading of the VR locomotive fleet as part of 'Operation Phoenix' came the introduction of J class 2-8-0 branch line steam locomotives and T class (EMD G8) diesel electric locomotives to replace the various remaining DD locomotives. The first D3 locomotive to be scrapped was none other than Commissioner's locomotive D3 639 in July 1956.

From 1952, the higher powered EW class locomotives were the preferred locomotive for use on passenger trains and for use on this line because of the gradients and curves. ED locomotives were found to be hard on the track and not suitable for passenger trains but were however still seen hauling some goods trains and shunting services, and occasionally passenger trains. The need for electric locomotives on the line progressively reduced and was eventually eliminated due to: the lowering of the floors of the Paekakariki tunnels giving increased clearances that allowed the larger DA class main line diesel locomotives to operate on long-distance goods and passenger trains from 1967; diesel locomotives replacing electric locomotives on shunting services; the subsequent phasing out of all shunting services; and the arrival of the EM class electric multiple units in the 1980s that eliminated the need for electric locomotives on suburban passenger trains. Eight of the ten ED locomotives were withdrawn from service in 1969 and the remaining two in March 1981. The last EW hauled passenger service was on 11 February 1983.

Double heading of CC202s, hauling long-consist coal train. The Indonesian State Railways purchased 15 G26MC-2U locomotives in 1986, classified as CC202 and numbered from 01-15. Later orders arrived in 1990 (15 locomotives, CC202 16-30), 1995 (3 locomotives, CC202 31-33), 2001 (4 locomotives, CC202 34-37), 2002 (2 locomotives, CC202 38-39) and finally in 2008 (9 locomotives, CC202 40-48). The locomotives have an axle loading of 18 tons, and were originally used for bulk coal traffic between Tanjungenim (South Sumatra) and Tarahan (Lampung) pulling 50-60 coal gondolas in multiple operation. They have since been supplanted by the more modern CC205. Beginning in 2010 a new numbering system was introduced, inserting two final digits of the date of manufacture of the locomotive. The individual numbers are restarted for each batch Hence the first batch (CC202 01-15) becomes CC202 86 01-86 15, and the second batch (CC202 16-30) becoming CC202 90 01-90 15. Except for CC202 90 01, scrapped after a crash in 2012, all the locomotives remain in operation.

In the beginning the only locomotives stationed in Greiz were the Greiz and Brunn (later designated in class I T) of the Greiz-Brunn Railway Company. After their retirement, class V T locomotives were based in Greiz. Later class XII H2 (later class 38.2–3) and XI HT (later class 94.19–21) locomotives were operated from Greiz. It was only in the 1930s that classes locomotives from outside Saxony were stationed in Greiz. Although only an insignificant depot—mostly only older locomotives were stationed in Greiz—it had one of the first locomotive locomotives manufactured in 1932 as a brand-new class 86 locomotive. Classes 38.2–3, 55.25–56, 58.10–21, 75.5, 91.3–18 and 94.19–21 were available at the end of the Second World War. On the other hand, after the war, class 38.10–40 were soon introduced and were used in Greiz until the 1960s. Towards the end of 1963 numerous locomotives of class 58.10–21 were transferred to other depots, and were replaced by locomotives of classes 58.30 and 65.10.

The design of the locomotives was derived from the Class VIII V1 express engines. As passenger locomotives the VIII V2 were given smaller coupled wheelsets, however. To distinguish them from the express engines, the new machines were give annotated with the subscript "2". Between 1896 and 1902 118 locomotives were placed in service by the Royal Saxon State Railways.

The SNCF BB 20011 and SNCF BB 20012 were electric locomotives used for testing, built by Alsthom between 1985 and 1986. The two locomotives were the synchronous dual-voltage prototypes for Class BB 26000. In 1994 the locomotives were re-used for work on the channel tunnel, then converted to standard class BB 22200s in 1995.

It was served by Silberling carriages hauled by class 212 locomotives from 1980. Since 3 June 1984 x-Wagen (“x-cars”, a type of push–pull train) have operated, propelled initially by class 111 locomotives and from 1995 by class 143 locomotives. In December 2011, line S4 was converted to operation by class 422 electric multiple units.

Class 6400 locomotives when introduced, were used prominently on high-end passenger trains like Padma Express, Silk City Express and Maitree Express. Now they are mostly used on freight trains as Class 6500 locomotives are used to haul most high-end passenger trains. Intercity trains like Kapotaksha Express, Titumir Express, Sagordari Express are also hauled by these locomotives.

The Eastern System's two locomotives were renumbered from E15 and E16 to 610 and 611 respectively. By 1888, after the three systems had been linked up at De Aar on 31 March 1884, the Midland System's locomotives were renumbered once again, to the range from 89 to 92, following on from the numbers of the Western System's locomotives.

In the years 1975-1977, forty locomotives were converted to SU42 ("diesel universal") class, with the addition of 500 V electric heating for passenger wagons. Due to withdrawal of such wagons, in 2000 these locomotives were reclassified back to SM42. Another 40 SU42 locomotives, with 3000 V heating, were converted in the years 1999-2000 from PKP class SP42.

Two more Manning Wardle tanks, and two Sharp, Stewart and Company 0-4-2 tender locomotives were added by September 1876. The railway was taken over by the Great Eastern Railway in 1880, with the locomotives joining the GER stock list. The Sharp locomotives being scrapped in 1891 and the tank engines in the late 1880s.

The Wisconsin and Calumet Railroad's motive power primarily consisted of early generation GM-EMD Diesel-electric locomotives including the GP7, GP9, and F7. Many of these locomotives originally belonged to the Milwaukee Road. Others, including the F-units, were privately owned by an individual named Glen Monhart. WICT followed the (by then relatively unusual) practice of naming their locomotives.

The Great Western Railway Prince Class 2-2-2 broad gauge steam locomotives for passenger train work. This class was introduced into service between August 1846 and March 1847, and withdrawn between January and September 1870. From about 1865, the Prince Class locomotives became part of the Priam Class, along with the Fire Fly Class locomotives.

CRRC Datong Co. Ltd. () is a Chinese railway locomotive manufacturing plant based in Datong, Shanxi, China, founded 1953. The factory was a major producer of steam locomotives for the Chinese market up to 1988 when production switched to diesel powered locomotives. By the 1990s electric locomotives had begun to be produced, and became the major product of the works.

Following successful trials, B class locomotives replaced the S class locomotives on the Spirit of Progress from April 1954 onwards.Dunn et al., Super Power on the VR – Part 2, p. 48 The superseded locomotives were rapidly withdrawn and scrapped, with S302 being recorded as scrapped on 2 July 1954 and S303 being recorded as scrapped on 28 May 1954.

That created a practically new market for multi-voltage locomotives, such as Bombardier's TRAXX. However, the increase in the cost of locomotives and maintenance, along with the expense of installing different safety systems for cross-border work, reduced the economic viability of multi-system vehicles versus the use of single-voltage machines or changing locomotives where electrical systems change.

In parallel, NIR acquired three locomotives from Hunslet, of England, for Dublin-Belfast services. The Metropolitan-Vickers locomotives were re-engined by CIÉ in the early 1970s with General Motors engines. The third generation of diesel traction in Ireland was the acquisition of eighteen locomotives from General Motors of 2475 h.p. output, designated the 071 class, in 1976.

An early success was the world's first successful type of steam condensing locomotives for underground railways, of which 148 were built. In the 20th century, the company designed and manufactured more than 1,000 powerful articulated locomotives called Beyer-Garratts. By the time the company wound up in 1966, it had built nearly 8,000 steam and diesel locomotives.

It is a common misconception that the Trust owns a large collection of locomotives. Vale of Rheidol Railway Ltd does however own a number of locomotives, which are stored on the railway. A comprehensive list of these is published on the Vale of Rheidol Railway website. Most of these locomotives are not currently on public view.

During the 1930s, many serving locomotives were reboilered with a standard boiler type designed by then CME A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification. From 1935, all the ex Class 14B locomotives except no. 1750 were reboilered with Watson Standard no.

Metro-North Railroad ordered 10 units, numbers 110-115 in Metro North paint and numbers 125-130 ordered for Connecticut Department of Transportation, painted in New Haven scheme. The order also includes two multi-engine CoGeneration locomotives for MTA Capital and four (115ton) locomotives for the Staten Island Railway. The SIR locomotives are known as BL20G.

Between 1969 and 1976 a total of 74 were built, with the last of this class taken out of service in 2007. Four more were built as dual- system 1.5 kV DC/25 kV AC locomotives, series CC21000. In 1997, these were reconfigured for use as DC only locomotives, taking the total of CC6500 locomotives to 78.

The DQ class were a class of diesel locomotives in New Zealand and Tasmania. Originally built by Clyde Engineering in the 1960s as Queensland Rails 1460 and 1502 class locomotives. They were purchased by Tranz Rail in 1995 to be rebuilt, as a cheaper alternative to buying new locomotives. Tranz Rail rebuilt 16 locos into the DQ class.

Cab roofs were white. Goods engines were all-over olive green with black borders, similar to the pre-1870 colours. If fitted with Westinghouse brakes the black borders were edged with red lines. Locomotives with names had the name applied in gold leaf to the tank side on tank locomotives, to a wheel splasher on tender locomotives.

During the 1930s, many serving locomotives were reboilered with a standard boiler type designed by A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification. x100px Eventually all thirty Class 16C locomotives were reboilered with Watson Standard no. 2B boilers and reclassified to Class 16CR.

92203 Black Prince on the Gloucestershire Warwickshire Railway on 8 July 2007. This is a list of BR Standard Class 9F steam locomotives that survive in preservation. Nine 9F locomotives avoided being scrapped at the end of steam traction on British Railways. Seven locomotives were obtained from Woodham Brothers scrapyard in Barry, Vale of Glamorgan, South Wales.

The L&YR; Class 30 (Hughes compound) was a class of 0-8-0 steam locomotives of the Lancashire and Yorkshire Railway, designed by George Hughes. The prototype was rebuilt from an Aspinall Class 30 locomotive in 1904. Ten new locomotives were built in 1907. The locomotives passed to the London, Midland and Scottish Railway (LMS) in 1923.

The Cuban locomotives were based on the Brush Type 4 locomotives also been built at the same time. In 1962, a decision was made by British Coal that all pit ponies were to be removed from mines in the United Kingdom. British Coal expressed an interest in using small locomotives to help remove material from their pits.

The division point at Caliente served as a maintenance facility and was a base for helper locomotives. In the 1950s, as diesel locomotives replaced steam, the railroad no longer needed to use the Caliente site. Maintenance of the locomotives was moved to Las Vegas in 1948. Until 1993, the station saw service on Amtrak's Desert Wind.

The South Maitland Railways 10 Class locomotives is a class of 14 2-8-2T steam locomotives built for the East Greta Coal Company (later South Maitland Railway) by Beyer, Peacock and Company in Manchester, England, between 1911 and 1925. Members of this class of locomotive were the last steam locomotives in commercial use in Australia.

The division of locomotives into class variants and different designs showed a clear predominance of tank engines. These were procured in widely varying, sometimes, large quantities totally some 9000 in all. That reflects a structure that largely consisted of unconnected branch lines (Kleinbahnen) for which no long-range locomotives – i.e. tender locomotives – had to be built.

The electrification was dismantled after this point except in Modesto, where a city ordinance prohibited the operation of steam locomotives. The railway therefore retained 2.1 miles of electrification within Modesto, and the railway's two steeplecab electric locomotives. Outside Modesto, all freight traffic was now steam hauled. Additional steam locomotives were borrowed from the Western Pacific when needed.

These were the first Franco–Crosti locomotives to also use Caprotti valve gear. These locomotives survived the war and continued in use until the last was withdrawn in 1962. In 1940 the first of the Class 743 class were built. These were entirely new locomotives with two feedwater heaters, one on each side of the boiler.

In all 94 of this class were built for FS. In 1952 and 1953, 35 of the Class 625 locomotives were converted to use Franco–Crosti boilers with side feedwater heaters. These locomotives became the Class 623. Several survived into the 1970s. Finally in 1954 the last Italian Franco–Crosti locomotives were built, the Class 741.

The WAG-7 is one of the most successful locomotives of Indian Railways currently serving both freight and passenger trains for over 28 years. Even though with advent of new 3-phase locomotives like WAG-9 and WAG-12, all WAG-7 locomotives except one destroyed in accidents, rest are in service and doing all types of duties.

The first motive power on the line were two ten wheelers #50 and #51. These were known to be former Pennsylvania Railroad locomotives because of their Altoona Machine Shop builders plates. The two SN&ST; locomotives were built in the mid-1870s by Altoona. They were retired in 1912-1913 and replaced with St. Louis Southwestern Railway locomotives.

The Ferrovie dello Stato (FS, Italian State Railways) Class 625 () is a class of 2-6-0 'mogul' steam locomotives in Italy. The class is commonly known by the nickname Signorine (Italian for 'young ladies', also shared with the similar Class 640 locomotives), or Signorina in the singular, because of their perceived grace and beauty compared to other locomotives.

Initially Attica Railways used nine Tubize 0-6-2T steam locomotives (1885). Later it acquired nine Krauss Z 2-6-0T, plus one of the same type constructed in Piraeus by Vassiliadis Works. After 1929 only the Tubize locomotives remained in use on the Kifissia line, as the Krauss locomotives were transferred to SPAP for the Lavrion branch.

The depot east of the passenger station was significantly reduced in scope after the switch from steam to diesel traction. The two roundhouses with 45 stalls were demolished. In the late 1960s, the depot was the location of 95 diesel locomotives, including 20 railbuses and 20 shunting locomotives. In 1950, 55 steam locomotives had been located in Kempten.

Tranz Rail introduced the ferry in 1999. In December 1996, Tranz Rail sold the DFT class of locomotives to the Chicago Freight Car Leasing Company for $131.5 million. It then leased the locomotives back for a period of 12 years. The lease ended on 19 December 2008 with the locomotives returning to Tranz Rail's successor, KiwiRail.

In Bosnia and Herzegovina, some steam locomotives are still used for industrial purposes, for example at the coal mine in Banovići and ArcelorMittal factory in Zenica. In Paraguay, wood-burning steam locomotives operated until 1999. In Thailand, all steam locomotives were withdrawn from service between the late 1960s and early 1970s. Most were scrapped in 1980.

Diesel engines for locomotives are built for continuous operation between refuellings and may need to be designed to use poor quality fuel in some circumstances. Some locomotives use two-stroke diesel engines. Diesel engines have replaced steam engines on all non- electrified railroads in the world. The first diesel locomotives appeared in 1913, and diesel multiple units soon after.

In this configuration, locomotives hauling a train are located other than at the front or the back. It may include remote control locomotives in the middle of a train. If operational considerations or economics require, trains can be made longer if intermediate locomotives are inserted in the train and are remotely controlled from the leading locomotive.

For articulated locomotives that have two wheelsets, such as Garratts, which are effectively two locomotives joined by a common boiler, each wheelset is denoted separately, with a plus sign (+) between them. Thus a "double Pacific" type Garratt is a . For Garratt locomotives, the plus sign is used even when there are no intermediate unpowered wheels, e.g. the LMS Garratt .

Six Class 500 locomotives were built for the Caminhos de Ferro de Luanda (CFL) by Beyer, Peacock in 1949. Six Class 550 locomotives, built for gauge, were delivered to the same system by Friedrich Krupp AG in 1954. The third system, the Caminhos de Ferro de Moçâmedes (CFM), bought six Class 100 locomotives from Henschel & Son in 1953.

Locomotives 3 and 6 are small industrial diesel locomotives, not normally used for passenger service. They are used for track maintenance and switching, but if needed can haul the passenger cars of the Oregon Express or Oregon trains as a substitute for those trains' regular locomotives (Nos. 5 and 1). Both were acquired secondhand from Weyerhaeuser.

Two locomotives, 3521 and 3546, were transferred to the Cambrian Railways in 1921 to replace locomotives destroyed in the Abermule accident. They were allocated Cambrian numbers 82 and 95 respectively but these were never carried, the two locomotives being returned to the Great Western Railway with their original numbers when the two railways were grouped together in 1922.

The usage of BB 27300 locomotives on suburban passenger services is a temporary measure. It is expected that sometime after 2015 they will begin to be replaced by new Electric Multiple Units. When this happens, the locomotives are likely to find further use with SNCF's freight subsidiary, SNCF Fret, where they will join the technically similar BB 27000 locomotives.

The A class locomotives were the first of SJ with superheaters, and have been described as the first modern steam locomotives in Sweden. Some parts introduced with the A class were to become SJ standard, fitted to several types of locomotives. The tender designed for the A class was also used for the much more numerous B class.

The locomotives for operations on the steep sections in Freudenstadt were located in Freudenstadt depot. Until 1924, only cog locomotives of the Württemberg class Fz were used. After successful tests with locomotives of the Prussian class T 16.1, operations on the steep sections were converted to this class. The rack operation was therefore gradually abandoned until 1926.

The South African Railways Class 15C 4-8-2 of 1925 was a steam locomotive. In 1925, the South African Railways placed two American-built Class 15C steam locomotives with a 4-8-2 Mountain type wheel arrangement in service. Another ten locomotives were ordered and delivered a year later. In 1926, these locomotives were reclassified to Class 15CB.

The nine Vale of Neath Railway 4-4-0ST locomotives were broad gauge 4-4-0 saddle tank steam locomotives. The first entered service in 1851 and the last was withdrawn in 1872. The Vale of Neath Railway was amalgamated into the Great Western Railway on 1 February 1865, but the locomotives retained their old numbers.

During the 1930s, many serving locomotives were reboilered with a standard boiler type designed by then CME A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification. From the mid-1930s, all the Class 14A locomotives except no. 1915 were eventually reboilered with Watson Standard no.

The first Double Northerns to be built were thirty class EC3 locomotives for the Kenya Uganda Railway (KUR). The thirty locomotives of the class were constructed in three batches in 1939, 1940 and 1949. These engines later became classes 57 and 58 on the East African Railways (EAR). One of the East African Railways locomotives survives, no.

In February 2007, following a tender exercise, the seven locomotives were purchased by Eurotunnel for £2 million, for use by Europorte 2.Eurotunnel buys five Class 92 locomotives 15/02/2007 - retrieved 18 August 2007 In July 2011 Europorte 2/Eurotunnel purchased the five remaining locomotives that had belonged to SNCF, bringing Eurotunnel's total up to sixteen Class 92s.

British Rail reserved the TOPS Class 97 designation for departmental locomotives, which were used for special or engineering duties. They were therefore of several different classes, lumped together for numbering purposes. Some locomotives were converted from redundant engines, whilst others were purpose built. In 2008, Network Rail once again used Class 97 for signalling test locomotives (Class 97/3).

Some of these locomotives have since been exported for use with Freightliner Poland. During 2004 the company took delivery of the most recent Class 66/9 sub-class of the locomotive, which are a low-emission variant. All new locomotives for all companies are now of the low-emission "T2" type. The seven such locomotives as 66951-957.

UP 1982, the initial entry into the fleet of heritage units. The Union Pacific Heritage Fleet includes commemorative and historic equipment owned by the Union Pacific Railroad. The fleet consists of 13 specially-painted diesel locomotives, four historic diesel locomotives, two steam locomotives, and nearly four dozen passenger cars used on office car specials and excursion trains.

The last locomotives built at the works was a batch of 135, SAR Class 5E1, Series 1 electric, , 3000V d.c., Bo-Bo, gauge locomotives for South African Railways and Harbours during 1958–60.

24 and the back plate of the bunker was raised to provide protection when running bunker first. Later locomotives had an Adams bogie in place of the Bissel truck and earlier locomotives modified.

In 1897, the PPR ordered six Adriatic type tank locomotives from Beyer, Peacock and Company. At the time, these locomotives were amongst the most advanced designs yet to be seen in South Africa.

Of the four damaged blue locomotives, numbers E1953 and E1956 were scrapped while numbers E1954 and E1955 were rebuilt to the first two Class 18E locomotives in 2000 and 2001, numbered and respectively.

SM02 (model Ls40) is a Polish series of diesel shunting locomotives used by PKP. 12 of the locomotives were introduced into PKP after 1954. It is the first diesel locomotive of Polish production.

The existing narrow gauge locomotives of the Wangerooge Island Railway became Class 329. In 1987 the DB Class 260/261 were also assigned to the small locomotives and labelled as Class 360/361.

16-17, www.vossloh.com (approximately corresponding to the power ranges of the G1206 and G1700 versions.) In 2016, Vossloh Locomotives won a major contract in France. Akiem S.A.S. ordered 44 locomotives of DE 18.

The Tasmanian Government Railways K class was a class of 0-4-0+0-4-0 Garratt articulated steam locomotives operated by the Tasmanian Government Railways from 1909 – the first Garratt locomotives built.

With two production lines at London, Ontario and La Grange, Illinois two locomotives were completed every three days. At the time, they were the highest and widest locomotives ever used in New Zealand.

In its last few years of operation it was also used for shunting. A5 locomotives were nicknamed "Lankkihattu" because they were similar to the A6 locomotives, which were had with brass steam domes.

The Belgian government ordered three locomotives to the George Stephenson based on the Rocket design, to operate the line. The three locomotives were named La Flèche ("Arrow"), L'Eléphant, and Stephenson, after their designer.

Mallet locomotives went through a similar transformation, evolving from bank engines into huge mainline locomotives with much larger fireboxes; their driving wheels were also increased in size in order to allow faster running.

This type originated about 1840 and quickly became popular for industrial tasks, and later for shunting and shorter distance main line duties. Tank locomotives have advantages and disadvantages compared to traditional tender locomotives.

Kanpur Loco Shed holds electric locomotives like WAP 4, WAP 7, WAG 7 & WAG 9. It is currently holds 15 WAP 4, 50+ WAP 7, 70+ WAG 7 & 90+ WAG 9 locomotives respectively.

The last two steam locomotives are used on preserved railways.

See above, under the heading "Locomotives". The same classifications apply.

The locomotives were equipped with Bavarian 2'2' T 18,1 tenders.

One of Bouch's locomotives survives - NER '1001' Class No. 1275.

The superheaters were later removed from some of these locomotives.

The locomotives had an aluminum body with dark blue accents.

The locomotives were pained in Standard GS&WR;/GSR Livery.

The editorial slant is towards locomotives, both steam and diesel.

The Type JT1 entered service as tenders to these locomotives.

Cando also changed the livery for locomotives that it owned.

SAR’s Bellville quarry in the Tygerberg hill, employing Zwillinge locomotives.

Locomotives seen hauling freight trains include the EF65 and DE10.

The most popular locomotives are made by Railroad Supply Co.

For longer distances they could be towed by ordinary locomotives.

In addition, three modified Janus locomotives – gauge on Bo-Bo trucks – were exported to British Guyana. Later locomotives had their Rolls-Royce engine uprated by 10 per cent to each. After Rolls-Royce entered the industrial locomotive manufacturing business, YEC started to offer their locomotives with Cummins diesel engines; seven Janus locomotives were built with pairs of Cummins diesels – all for Appleby Froddingham Steel works. The name Janus is from the two-faced god Janus: the locomotive was symmetrical with two 'faces'.

The Lxd2 is a B′B′ narrow gauge diesel-hydraulic locomotive of the Polish state railway Polskie Koleje Państwowe (PKP), produced in Romania by FAUR (former 23 August Works). Altogether 166 locomotives for , and gauges were built between 1964–1987. The locomotives are nearly indistinguishable on the exterior, with the only differences being with the engines inside. The first of these locomotives started service in 1968 on the Upper Silesian Narrow Gauge Railways, replacing heavily worn-out Tw47 and Tw53 steam locomotives.

In March 2008 at the station of Neckarbischofsheim a new factory was brought into operation in which locomotives are upgraded or repaired, the Krebsbach valley railway is used for test runs. Current products include a range of 2, 3 and 4 locomotives; both with hydraulic or electric transmission systems. Locomotive upgrades, repairs, and diagnostics are also carried out for a range of locomotives and engines owned by private companies. Explosion proof locomotives and other vehicles are also made in cooperation with clients.

The first two locomotives, DeKi 501 and 502, were built in 1973, based on the earlier Class DeKi 300 design. These locomotives were finished in then-standard blue Chichibu Railway livery from new, as opposed to the brown livery initially carried by earlier classes. Locomotives DeKi 503 and 504 were delivered in March 1979 ahead of the opening of the Mikajiru Freight Line in October of the same year. These locomotives had larger cab end windows and sunvisors above the cab windows.

Initially the locomotives worked on passenger trains in Zealand, after the opening of the Great Belt Fixed Link in 1997 the locomotives were used on services on Funen and Jutland. After the introduction of the IR4 trains the locomotives were mostly used on passenger services. In 2001 the freight arm of DSB (DSB Gods) was acquired by RailionRailion recruits another member , 1 January 2001 , www.railwaygazette.com and ten locomotives, numbers 3011 to 3019 and 3021 became the property of Railion Denmark.

Bengal Nagpur Railway 815, Class N (BP 6594 of 1930), at the National Rail Museum, New Delhi India had 83 Garratts. One gauge was built for the Indian State in 1925. The gauge Bengal Nagpur Railway had 32 Garratts: a pair of HSG class locomotives built in 1925; 16 N class and 10 NM class locomotives built in 1930–31 and four P class locomotives built in 1939. The metre gauge Assam- Bengal Railway had six T class locomotives built in 1927.

The locomotives left the Krauss Maffei works in München on 9 October 1961 and made their way to Ankara, Turkey, under their own power. TCDD numbered the locomotives DH27 001 - DH27 003, the corresponding Krauss Maffei works numbers being 18 702 - 18 704. TCDD started testing and training crews on the locomotives in December 1961 with entry into regular service being achieved in 1962. The locomotives worked freight and passenger trains radiating from Ankara until TCDD retired them in 1982.

These vehicles were very different from one another, with varying performance. For its subsequent orders, in 1931 and 1932, the DRG specified the dimensions and divided the locomotives into two power categories – locomotives with an engine power output of up to 40 PS (29 kW) were allocated to power group I and more powerful locomotives to power group II. Based on its experience with the earlier engines, the Kleinlokomotiven were then standardised by the DRG as Einheitskleinlokomotive (standard small locomotives).

The world's first 2-6-2 Prairie type locomotives were also the first locomotives to enter service on the new Cape gauge mainline of the Cape Government Railways. They were 2-6-2 side-tank engines that were delivered between 1875 and 1879. Four-wheeled tenders were also acquired on a subsequent order and the locomotives could be operated in either a tank or tank-and-tender configuration, as circumstances demanded. These locomotives were later designated the Cape 2nd Class.

The Übergangskriegslokomotiven (literally: provisional war locomotives) were austere versions of standard locomotives (Einheitslokomotiven) built by Germany during the Second World War in order to accelerate their production. They are often just called 'ÜK' locomotives. In the Second World War the requirement for motive power, especially goods train locomotives, rose sharply. To cope with the demand the standard locomotive classes 44, 50 and 86 were built, after 1941, to a simpler, more austere design and given the designation (ÜK) after the class number.

The locomotives were initially selected from the Classes , 35-000 and 35-200, but by December 1989 some Class locomotives also began to serve one or more tours of duty in Zambia. The pool of Class 33-400 locomotives allocated by the Railways for hire to ZR from time to time included the locomotives as shown in the "Leased to" column in the table. The last Class locomotive to serve in Zambia was no. which was returned in April 1992.

In the 1978 the presidential locomotives were replaced by four EMD JT22CW-2. After Tito's death in 1980 the locomotives were moved from Belgrade to the depot at Subotica where they worked as ordinary locomotives, finally being stopped in 1991. In 1998 the locomotives were in a dilapidated condition, and by 2007 were located in Topčider (a suburb of Belgrade), where they are part of a railway museum there: the former Yugoslavian government of Yugoslavia built a special building in Topčider for them.

All the time the production of steam locomotives continued, but at first in small numbers, as the Hungarian industry was fully booked producing Soviet war reparations. This included steam locomotives to Soviet designs, passenger and freight cars, and many other goods. The development of diesel locomotives started. The successor of the Kandó V40 locomotives, the Class V55 proved to be a failure and MÁV decided to purchase no more phase converter engines. During the 1956 Hungarian Revolution the railways were not seriously damaged.

With most of the non-standard locomotives withdrawn, the reduction of the fleet again proceeded more slowly. The privatisation of British Rail also produced new independent rail companies needing available traction until they could order new locomotives. From 1996 to 2006, an average of around fifteen locomotives per year were taken out of service. During the decline in passenger work a number of locomotives were painted in "celebrity" colours, depicting various liveries that the type had carried during its history.

American locomotive technology began to catch up in the late 1960s, and the operation of diesel-hydraulic locomotives, while useful, was no longer justifiable. SP and other railroads had made their horsepower needs known and American builders responded by increasing horsepower on single-engine locomotives. In 1966, SP first ordered the EMD SD40 and SD45 locomotives from EMD. These new EMD locomotives, along with the U30C and U33Cs from General Electric, quickly became the new high horsepower units of choice.

A sanding system of Gresham & Craven was fitted as well. A year after the order of these locomotives, the NRS was disbanded and these were its last locomotives ordered. The equipment of the disbanded railroad was split over Hollandsche IJzeren Spoorweg-Maatschappij (HSM) and Maatschappij tot Exploitatie van Staatsspoorwegen (SS); each railroad receiving the same number of locomotives randomly being assigned. Locomotives 101, 102, 103, 108 and 109 transferred to the SS and were renumbered in SS numbers 1101-1103 and 1108-1109.

When the Güstrow-Neubrandenburg line went into service, it was essential that locomotives were procured that could cope with the inclines in Mecklenburg Switzerland without difficulty. The existing 2-2-2 locomotives of what later became classes I and II were not powerful enough. To that end the Friedrich-Franz Railway bought 19 2-4-0 locomotives from Richard Hartmann in Chemnitz in 3 batches in the years 1864, 1866 and 1869. The locomotives were named after north German towns.

The foundation stone for the shed was laid on the 25th of December, 1971 by the then Railway Minister, K Hanumanthaiya. The shed was open for operations in 1975 with a total area of and covered area of . The shed initially homed 45 of the YDM-4 class metre gauge locomotives. Three subsequent expansions were taken up which resulted in the holding capacity being increased to 100 metre gauge locomotives (1998), 40 broad gauge locomotives (1993) and 100 broad gauge locomotives (2000).

These sets, delivered in 2005–2006, are used exclusively on the Dublin to Cork route, again operated by 201 Class locomotives. Between 1980 and 2009, Iarnród Éireann operated push- pull sets based on the British Rail Mark 3 design, with a non-gangwayed driving cab fitted. These were operated with 201 Class locomotives, although in the past 121 Class locomotives were also used. It remains unknown whether these sets were ever hauled as normal coaching stock by non–push–pull fitted locomotives.

The WCG-2 is one of the most successful locomotives of Indian Railways having served both passenger and freight trains for over 40 years. They were famously known for doing passenger duties and banking duties in the Bhor and Thull ghats. However, with the advent of new 3-phase locomotives and conversion of Central Railways to 25 kV AC, the aging fleet of WCG-2 locomotives have been fully withdrawn from mainline duties and were rapidly scrapped. Now 2 locomotives have been preserved.

The Modesto and Empire Traction Company used nine of these reliable 70-ton locomotives (MET No. 600–609) on its railroad along with two former-Southern Pacific EMD SW1500s. The company has since retired and sold all of these locomotives except number 600. The GE locomotives are also used by the Santa Maria Valley Railroad. The Belfast and Moosehead Lake Railroad still has locomotives 50, 51 and 53. 50 and 51 are original to the line, 53 was purchased second hand.

Three diesel hydraulic locomotives in stock at YEC, together with a consignment of spare parts were transferred to THR. Rolls-Royce undertook to build any future YEC diesel electric locomotives that might be required. Three Janus locomotives for USC at Scunthorpe plus one smaller locomotive for GEC and a similar powered diesel-electric for Zambia. Rolls-Royce insisted at that time in dealing with any export enquiries direct, a process that did not work and no further YEC design locomotives were built.

Not included in this number, however, are the six SMR Mikai-class locomotives that were assigned to SMR's Rajin depot for operation on SMR's lines in northeastern Korea, and the eight SMR Mikaro-class locomotives likewise assigned to the Rajin depot; these fourteen locomotives were taken over by the Korean State Railway. Despite the DPRK government's extensive anti-Japanese propaganda, the railway nevertheless continues to use the "Mika" name officially for these locomotives even though it refers to the Japanese emperor.

The Chinese Changchun Railway soon lost many of its Russian influences as it was integrated with CNR, however one Russian element reappeared in 1958. With the conversion of much of the Soviet Railway system to modern diesel and electric locomotives, the Soviet Railways had thousands of unwanted older steam locomotives. These locomotives, while old, were still very powerful and had many remaining years of use. In 1958, 1054 of these locomotives, class FD 2–10–2's were given to China National Railways.

These were numbered in the range from to and were delivered in a new light blue and charcoal livery designed by Peter Stow. By the time the rebuilding to Class 18E, Series 1 ceased, all available Class 6E1, Series 9 to 11, nearly all Series 8 and several Series 6 and 7 locomotives had been rebuilt. Most of the Class 18E, Series 2 locomotives were therefore rebuilt from Class 6E1, Series 2 to 7 locomotives and two Series 8 locomotives.

No. 4 Loch Port Erin, 2004 The locomotives of the Isle of Man Railway were provided exclusively by Beyer, Peacock & Company of Manchester, England between 1873 and 1926; other locomotives that appear on this list were inherited as part of the take-over of the Manx Northern Railway and Foxdale Railway in 1905, when the railway also purchased two more locomotives from Beyer, Peacock. All the steam locomotives have or had the wheel arrangement, apart from 15 Caledonia which is an .

Following these two, 60 locomotives were converted, with the process being carried out until 1996. The final locomotive was additionally modified with a new electrical control system. The locomotives chosen to be converted were selected from all production series, therefore the new numbers do not form a continuous series. Especially after 2005 the locomotives were increasingly used in freight transport, mainly to replace the aging unrebuilt 751 and 753 classes, and due to increasing electrification rendering the diesel locomotives obsolete.

The final locomotives introduced by Johnson were two C8 class locomotives which were built with no engine brakes and no dedicated tenders. These locomotives, numbers 305 and 306, were frequently used on royal trains and finished their careers as station pilots at St Pancras and Liverpool Street. The 0-4-4T 61 class was the first Adams engine, and these 50 engines were built for suburban traffic. Ten locomotives (Class 61) followed between 1877 and 1879 and these lasted until 1907.

Southern Pacific Company's AM-2 class of steam locomotives was Southern Pacific's (SP) only class of 4-6-6-2 locomotives ordered and built as cab forward locomotives. They were actually MM-2s that had been upgraded. MM-2s were built in 1911 by Baldwin Locomotive Works and entered service on SP beginning September 19, 1911. By 1914, they had all been upgraded with an additional leading axle making them 4-6-6-2 locomotives. They reclassified their MM-2 as AM-2.

Withdrawal of the F class locomotives began in October 1979 with the withdrawal of F214. The remaining locomotives with withdrawn between November 1979 and July 1987, when the last three locomotives, F202, F208, and F216, were taken out of service. Following withdrawal, the locomotives appear to have been placed in storage although most were later scrapped. Only one locomotive was broken up in the same year it was withdrawn; F215 was withdrawn in April 1983 and scrapped later that year.

The postwar rebuilding of Victorian Railways in the late 1940s and early 1950s saw the order of hundreds of new locomotives of superior design to the C class, culminating in the delivery of B class mainline diesel electric and L class mainline electric locomotives. With these new locomotives entering service, the ageing C class locomotives were progressively withdrawn from service, commencing with C 20 in June 1954. The last C class in service, C 7, was withdrawn in April 1962.

1960, pp 30-31 The locomotives were built to two designs: the first four were originally side tank locomotives and are collectively known as the Small England class; the final two locomotives were delivered with saddle tanks and are known as the Large England class. The designation "TT" indicates a tender-tank locomotive, which is a tank locomotive with a tender. In these locomotives, water is carried in tanks on the locomotive while fuel (coal) is carried in the tender.

Abu Road locomotives used to be predominantly the regular links for trains traveling on the North Western Railway zone as well. As more and more railway lines were electrified, ABR started losing links to electric locomotives, mainly WAP1, WAP4, WAG7 and WAP7 locomotives from nearby electric locomotive sheds. The Shed maintains a passenger link of 50 locomotives, which includes among others the prestigious like the Yoga Express & Jammu tavi Express, Jaisalmer–Jodhpur Express, UDZ‐DLI Express, Fast passengers trains and Link Express trains.

Deutsche Bundesbahn and DB Regio used locomotives of DB Class 218 until 2002, previously DB Class 212 locomotives hauling Silberling coaches and control cars were used. From around 1960, class V 10010 (211) locomotives had hauled rebuilt three-axle coaches, which in turn had replaced Baden VI c (class 75.4) tank locomotives. The Breisgau S-Bahn has been using Regio-Shuttle railcars since December 2002. Due to the lack of rolling stock, multiple units from other SWEG networks are also used.

A DF21 pulling a narrow-gauge commuter train in Kunming (2016) Locomotives similar in design to the DFH2 type but built to meter gauge and used as universal locomotives.中国機関車大全液体式ディーゼル機関車編 : 東方紅２１型（ＤＦＨ２１） Chinese locomotives : diesel hydraulics , section "DFH21" , www.chinarailway.jp The locomotives were used on the Kunming metre gauge railway, including passenger services.South China March 2005 , section "Kunming meter gauge" , Peter Patt, Jan Schirling , 2005 , www.

Bulgaria declared independence on 5 October 1908 and this led to restructuring within BDŽ, as part of which the English-built locomotives were again renumbered, this time in the sequence 142-150. The reduction of sequential numbering from 10 to 9 resulted from the loss of original locomotive 12, which had been dismantled in 1873 as a source of spare parts for the other engines. In BDŽ service the locomotives were classified as class P 3/3 z along with the technically similar Austrian-built locomotives Bulgarian State Railways locomotives 151-157. The locomotives were withdrawn from service in 1914, having completed nearly half a century of operational service.

With the arrival of the class, National Rail was able to return leased units to their owners, including 422, 80, 81, and 82 class locomotives to FreightCorp, and 442s and 48s class locomotives to Silverton Rail. The V/Line C class (which were owned by National Rail) and relatively new EL class were withdrawn."The NR class locomotives & National Rail's motive power fleet" Railway Digest April 1998 page 16 Once all 120 units were delivered, National Rail retained the AN, BL and DL class locomotives, along with thirteen 81 class and several hired G class. The new locomotives were placed on time sensitive trains first.

Being heavier than the older A, C, and D class tank locomotives used on bush trams before, operators who used F class locomotives had to upgrade the standard of their track to accommodate these locomotives. Despite this, the locomotives were relatively reliable, and some were fitted with extra bunkers behind their cabs to increase their small fuel capacity. The other applications where the F class found a useful second life were at freezing works and coal mines. Here, the locomotives were used as shunters, and in the case of coal mines, to run trains of empty NZR wagons to the loading bins and loaded wagons back to the NZR connection.

TOPS Class 98 has been used to cover all steam locomotives used on the mainline in Britain, but also has a particular usage for the three Vale of Rheidol Railway-design locomotives that remained in the ownership of British Rail (BR) after the end of mainline steam traction in August 1968. The locomotives on the Vale of Rheidol Railway were the only steam locomotives ever officially to carry the British Rail corporate blue and the double arrow logo. The number 98010 was assigned to an locomotive acquired by BR in 1987. This locomotive also worked the Vale of Rheidol and was sold along with the steam locomotives.

The Pennsylvania Railroad's class L6 comprised three electric locomotives of 2-8-2 wheel arrangement in the Whyte notation. The intention was to build a whole class of freight boxcab locomotives using this design, but the displacement of class P5a to freight work after the introduction of the GG1 meant that there was little need for more electric freight locomotives. Two L6 class locomotives were built at Altoona Works as prototypes in 1932. Numbered 7825–7826, they were renumbered 5938–5939 in 1933. Sixty production L6a locomotives were planned, with the car bodies of thirty subcontracted to Lima Locomotive Works (order number 1128, construction numbers 7587–7616).

Then locomotives of Württemberg Class A were express train steam locomotives operated by the Royal Württemberg State Railways. They were built from 1878 by the Maschinenfabrik Esslingen engineering works. In the mid-1860s the Württemberg State Railways turned away from the 4-4-0 American-influenced locomotives and went back to 2-4-0 locomotives, because they were cheaper to buy and maintain. They even converted some 4-4-0s to 2-4-0 engines. Because these locomotives had been built over many years, the individual engines differed from one another in certain details and, for example, the boiler pressure was increased from 10 to 12 bar.

La Trochita running on the sparsely populated Patagonian region, 2010 The line is in possession of 22 steam locomotives, 11 Henschel and 11 Baldwin Mikado type locomotives, seven of which are currently operable, two Baldwin and three Henschel in the El Maitén - Esquel section, and 2 Baldwin locomotives in the Ingeniero Jacobacci section. The locomotives are oil fired and have been in continuous service since its introduction. There are no diesel engines in use anywhere on the line. The present rolling stock as the locomotives date from 1922, with the exception of the dining car and some first class carriages that were constructed in 1955.

Locomotives Illustrated was founded in 1975 by Geoffrey Freeman Allen with the intention of creating a series of magazines, each issue dedicated to an individual class of British steam locomotive. By mid-2007, the magazine had covered almost every class of steam locomotive and the publishers, Ian Allan Publishing, were keen to revamp it. Ian Allan approached Colin J Marsden, former editor of Railways Illustrated, to take over the editorship and re-launch the magazine as Modern Locomotives Illustrated with a focus on modern diesel and electric locomotives and multiple units. Locomotives Illustrated ended in early 2008 after 170 issues and Modern Locomotives Illustrated began from issue 171 in May 2008.

The DL class are visually similar to the electric EF class locomotives used on the North Island Main Trunk line, being of similar dimensions and both twin- cab designs. The twin-cab design also provides operational flexibility as locomotives no longer need to be turned or operated in multiple when working terminating lines. They are the second class of twin-cab diesel locomotives to operate on the New Zealand network, the first being the 1950s-era DF class. The locomotives use a 2.7MW German-built MTU 20V 4000R43 engine, expected to have 5–10% increased fuel efficiency over other locomotives, Wabtec braking equipment, and ZD126C traction motors.

The New Zealand Midland Railway Company ordered five 4-4-0T tank locomotives from Nasmyth Wilson in 1887 for use on their planned railway between Nelson, Greymouth and Christchurch. These locomotives were built to a standard Nasmyth Wilson design for export, and had double-skinned cab roofs for work in tropical climates. The first three locomotives were named Reefton, Christchurch and Nelson on entry into service; the other two locomotives never carried names. The locomotives, numbered as NZMRC NO's 1–5, were responsible for running all trains over the Midland Railway between Reefton, Stillwater and Lake Brunner, as well as running NZMRC trains over the NZR line between Stillwater and Greymouth.

The South Devon Railway was designed by Isambard Kingdom Brunel to be operated by atmospheric power, but this was not a success and so the Great Western Railway provided steam locomotives when the railway first opened. Two High Foundry locomotives were specially named for working on the line, Snake and Viper became Exe and Teign during their sojourn in Devon. Other locomotives were used including members of the Fire Fly, Leo, and Sun classes, and also Hercules class goods locomotives. Two tank locomotives, Corsair and Brigand were specially designed by Daniel Gooch with innovative bogies to cope with the sharp curves on the railway.

Class 103 locomotives were used from 1971 onwards. Class 101 electric locomotives hauling an IC train in Saarbrücken Hauptbahnhof With the commissioning of the two-system locomotives of class 181.2 from 1974, they hauled almost all the expresses and semi-fast trains between Metz, Saarbrücken, Mannheim, Frankfurt and Heidelberg. They lost their importance after the introduction of ICE operations on the Frankfurt–Saarbrücken–Paris route. Class 101 locomotives and some Austrian locomotives of class 1016/1116 haul the IC traffic, the domestic ICE traffic is operated with tilting trains of class 411/415 and international services are operated with multi-system ICE sets of class 406.

During the bulk of the year the railway is operated by its four diesel locomotives, numbered D1 to D4. Locomotive D4 underwent an extensive rebuild and renewal in 2009, following several years out of service. Although none of the locomotives carries nameplates, and the official website makes no mention of locomotive names, the English translation website of the railway company does assign names to each of the locomotives currently in service. The diesel engines provide year-round service, even when the steam engines are in use, as the high season operation of the line requires three locomotives off-peak, and four locomotives at peak times.

Between 1849 and 1851 Borsig delivered five locomotives with a 2-2-2 wheel arrangement to the Mecklenburg Railway Company. These differed, however, from the engines supplied at the same time which were later categorized as the Class I. Locomotives BERLIN, BÜTZOW, WARNOW, MAGDEBURG and STRELITZ were given operating numbers 7, 8, 11, 12 and 15. Soon after entering service it became apparent that, when hauling goods trains between Schwerin and Rostock, the locomotives were reaching the limit of their capability. With an adhesive weight of 12 t the locomotives were not suited for such duties. As a result, from 1851 Borsig supplied four 2-4-0 locomotives.

The first 50 locomotives were built with a boiler that allowed for a power output of ; the remaining locomotives were built with bigger boilers (also refitted to some of the earlier locomotives over the years) that gave them a higher value of . Some of the first locomotives were numbered under the RA and the SFM (Strade Ferrate Meridionali) ownership, until they were absorbed by the Ferrovie dello Stato respectively in 1905 and 1906; two more, built for the Valsugana valley railway, were taken over by the FS in 1912. In all, 248 locomotives were built between 1904 and 1908. All were fitted with a standard six-wheeled tender.

The Caminhos de Ferro de Lourenço Marques in Portuguese Mozambique ordered its first three class 300 Pacific locomotives from Baldwin in 1919. They hauled passenger trains on the line between Lourenço Marques (Maputo) and Ressano Garcia, and also crossed the South African border at Komatipoort in South Africa, from Lourenço Marques, where South African Railways locomotives took over for the rest of the way to Pretoria. Two more locomotives were added in 1923 and a further order for four additional Pacific locomotives was placed with Henschel in 1955, for use on the Beira–Bulawayo railway line.Baldwin Works List Henschel also supplied three more modern Pacific type locomotives to Mozambique in 1955.

In 1933, the allocation at the depot ran to 68 steam locomotives being drawn from Midland Railway types with a small selection of Lancashire and Yorkshire Railway engines (L&YR; Class 5 and L&YR; Class 27). In 1950, the depot had 45 locomotives assigned to it drawn from various types including BR, LMS and Lancashire & Yorkshire. By 1955 it had 32 steam locomotives, 25 in 1959 and 21 by 1962, though this included 4 Class 08 diesel shunters. In November 1966, some 5 months before closure, the depot had three Class 03 shunters, five LMS Fairburn 2-6-4T steam locomotives and six LMS Ivatt Class 4 steam locomotives.

Capitol Corridor train passing through Davis in September 2019 Amtrak California operates a fleet of EMD F59PHI, GE Dash 8-32BWH and Siemens Charger locomotives that are used on San Joaquin and Capitol Corridor trains. These locomotives are owned by Caltrans and carry the CDTX reporting marks.All Aboard – Amtrak California Locomotives from Amtrak's national fleet such as P42DC are often used as substitutes when the Amtrak California dedicated fleet of locomotives undergoes maintenance. Amtrak's Siemens Charger SC-44 locomotive #2102 with Capitol Corridor train at Sacramento Valley station Twenty-two additional locomotives built by Siemens will join Amtrak California's locomotive fleet starting from 2017.

The initial order of seven 2-4-0 locomotives was followed by another order of seven of the same type from Beyer, Peacock and Company in April 1862, and there were two further orders of six locomotives from each manufacturer in October and the following January. None of the locomotives had arrived in time for the opening of the Geelong to Ballarat line in April 1862, and passenger services on the line had to be worked by suburban saddle tank locomotives (later designated as L class) until the arrival of the first of the new mainline locomotives in July 1862.Cave, et al., p.

A crane spans roads 3 and 4 to allow for wheelset changes on locomotives and wagons. As the site is north of Stourton Freightliner terminal, locomotives in need of repair (or electric locomotives) are often hauled dead-in-train (DiT) to Stourton and transferred to Midland Road for servicing or repair.It is not uncommon for locomotives from Crewe being hauled DiT from Crewe to Southampton (intermodal terminal) and then being hauled DiT from Southampton to Leeds Stourton intermodal terminal to avoid needing a separate path direct between Crewe and Leeds Locomotives on routine maintenance find their way to Midland Road by hauling scheduled services. Besides the container trains passing through Stourton to the south, many Heavy Haul trains run past the depot too, which makes switching locomotives easy and cost-effective.

Restored Garratt G42 on the Puffing Billy Railway Seventeen 2-6-2 tank locomotives and two Garratt locomotives, plus a range of passenger and goods vehicles, were built to operate on the narrow-gauge lines. Six of the locomotives, including one of the Garratt locomotives, as well as at least one example of each type of rolling stock, have been restored to working order on the Puffing Billy Railway. Apart from light maintenance that could be done locally, the locomotives and rolling stock were maintained at the Victorian Railways' Newport Workshops in the suburbs of Melbourne, requiring the transport of the vehicles by broad-gauge flat wagons. The locomotives and other vehicles would be moved around the various narrow-gauge lines as appropriate, so that no equipment was dedicated to particular lines.

The use of the reserve locomotives was mostly limited to a few trial runs, but harsh weather in the winter of 1965-1966 meant that an unusually large number of electric locomotives were out of service, and B, E and E2 class locomotives in the reserve were reactivated to haul trains on the electrified lines from Alvesta to Kalmar and Karlskrona. The B class, together with the E, E2 and E10 classes, remained in the strategic reserve after most other types had been scrapped in the 1970s. Most of the locomotives were placed in sealed plastic bags with dehumidifiers to reduce the need of maintenance. A large number of B class locomotives were preserved in that manner until all steam locomotives were removed from the strategic reserve in 1990.

B 1220 in operation at the ZLSM in the Netherlands. The long use of the B class in the strategic reserve meant that a large number of the locomotives survived into the 1990s, and nearly half of them have been preserved. Many locomotives remained in storage long after they had officially been removed from the strategic reserve, and interested buyers could inspect the locomotives to find the ones that were in the best condition; 38 locomotives were allocated to the Swedish Railway Museum and various heritage railways and preservation societies, although a few have been scrapped later. There were hopes that the remaining locomotives could be sold to foreign heritage railways, but the fall of communism meant that many attractive steam locomotives were available at even lower prices in Eastern Europe.

However, these four sets were not sufficient to operate all services, so some services were still steam-hauled. In 1966 the picture changed on the Murg Valley Railway again, when ten new class V100 (V 100 2332 to 2341, later class 213 332–341) locomotives were delivered to Karlsruhe depot for hauling trains in the Murg valley; these replaced the steam locomotives and railbuses. The change of locomotives was no longer necessary. However, a single V 100 could carry only haul 150 tonnes on the steep section, so services continuing from Baiersbronn needed two or three locomotives. This only changed with the commissioning of nine of the class 218 (218 160–168) locomotives that had been adapted for steep hauls; these replaced the class V 100 locomotives in 1972.

Electro-Motive Corporation (later Electro-Motive Division, General Motors) produced five 1800 hp B-B experimental passenger train-hauling diesel locomotives in 1935; two company-owned demonstrators, #511 and #512, the Baltimore and Ohio Railroad's #50, and two units for the Atchison, Topeka and Santa Fe Railway, Diesel Locomotive #1. The twin engine power unit layout and multiple unit control systems developed with the B-B locomotives were soon adopted for other locomotives such as the Burlington Route's Zephyr locomotives built by the Budd Company in 1936 and EMC's own EMD E-units introduced in 1937. The B-B locomotives worked as proof-of-concept demonstrators for diesel power with the service loads of full size trains, breaking out of its niche powering the smaller custom Streamliners. In 1935 EMC was starting its transition from a design and marketing company to a locomotive building company; development of regular production model locomotives was occurring before they had the capability to build locomotives.

In 1940, a former Sierra Railroad steam engine was acquired. Busy traffic during World War II increased the Tidewater Southern's traffic hugely, and locomotives were borrowed from other roads to handle it, including two Sacramento Northern Railway box motors, several steam locomotives and a number of WP diesel locomotives, the first on the system. Map of the Tidewater Southern Railway, showing electrified sections After the war, the acquisition of more diesel locomotives led to the rapid retirement of the railway's electric locomotives and one of the steam locomotives, although steam traction was retained until several bridges were upgraded in the late 1950s to bear the weight of diesel locomotives. TS steamer 132 was the last in operation, probably performing the last revenue steam work on the Western Pacific system in October, 1953. Starting in the mid-1950s the line also added a small fleet of modern freight cars, some of which survived until the early 1980s.

Woodham’s Yard in the 1970s Woodham & Sons was founded in 1892 by Albert Woodham, based at Thompson Street, Barry. The company started as a dock porterage business, and in the late 1930s moved into road transport and scrap. A modernisation program by British Railways began in 1957. 650,000 wagons and 16,000 steam locomotives were to be scrapped. In 1957 Woodham’s began taking wagons and locomotives for scrap, and stored increasing numbers of wagons and locomotives on low-level sidings beside the oil terminal and on new sidings built on reclaimed land where the West Pond had been filled in. Woodham’s concentrated on scrapping the wagons, since locomotives were harder to cut up, and expected to start on the locomotives when the supply of wagons dried up. By August 1968 Woodham’s had bought 297 locomotives, of which 217 were still held at the scrapyard. Starting in 1968, preservationists began buying the locomotives, which Dai Woodham sold at their scrap metal value.

The T1 was also the first production series locomotive designed to use the poppet valve. The two prototype T1 locomotives were constructed in 1942 by the Baldwin Locomotive Works, numbered 6110 and 6111 respectively. Of the production series for the T1 class, with 25 locomotives Numbered 5500 to 5524 being constructed at the Pennsylvania Railroad's Altoona Works and the other 25 locomotives Numbered 5525 to 5549 being constructed at Baldwin. In total, 52 T1 class locomotives were constructed including the two prototypes. This made the T1 the most numerous engine produced of all the Pennsylvania Railroad's duplex drive locomotives. PRR 5549, a production series T1. 5549 was the last of the 27 T1s constructed by Baldwin. The T1 class suffered from a number of performance and design issues including difficulties regarding the poppet valves used by the locomotives. The original materials used to construct the poppet valves used by the T1 had fatigue issues which were increased when the locomotives were operated above 100 miles an hour.

The BEDT is famous for being the last operator of steam locomotives for freight service in New York, with steam locomotive operations ceasing on October 25, 1963. Operations continued until 1983 with diesel locomotives.

From the heats of Gwalior, Gwalior Light Railway After independence the GLR was merged with adjacent railway companies to form Northern Railways. The rail started with steam locomotives, but later diesel locomotives are used.

By the early 1980s, new electric locomotives in the form of Class 1600 were being introduced. The 1500s were therefore made obsolete and withdrawals started in 1985. The final locomotives were withdrawn in 1986.

FS Class E.331 was a class of three-phase electric locomotives of the Italian State Railways. Eighteen of these 2′C2′ locomotives were built between 1914 and 1919 by Breda and Brown-Boveri.

The Ferrovie dello Stato Italiane (FS; Italian State Railways) Class 691 () is a class of 4-6-2 'Pacific' locomotives; they were the fastest and most powerful locomotives ever built for the Italian railways.

New batteries were required in 1937, and although conversion into diesel-electric locomotives was proposed, rebuilding was not undertaken until the early 1950s. In their new guise, the locomotives survived well into the 1970s.

Tasrail in Tasmania, operates four GL26C locomotives formerly of Queensland Rail. Known as the 2050 class. And two G26C locomotives known as the D class which are due to be retired late in 2014.

Hancock model 4700 air whistle intended for use on diesel locomotives The Hancock air whistle was a railroad whistle intended for use on North American diesel locomotives in place of the standard air horn.

The three locomotives were delivered in 1844 and 1846 to the LDE by Hawthorn of Newcastle upon Tyne, England. They were christened DRESDEN, LEIPZIG and RIESA. The locomotives were retired between 1861 and 1867.

In July 2018, Metro-North Rail Commuter Council's vice chairman announced that the agency is considering purchasing 15 Siemens SC-44 locomotives to replace the current fleet of locomotives for the Port Jervis Line.

In steam days, the Copper Country Limited was hauled by non-streamlined Pacific 4-6-2 steam locomotives. In 1952, diesel locomotives took over and classes included EMD FP7, EMD E7A and EMD E9.

Two new classes of LNER locomotives were allocated to the shed in the 1930s. In 1937 some members of Class J73 were allocated whilst in 1939 J72 0-6-0T locomotives displaced the J71s.

A total of six Class 160 locomotives were imported from the UK in 1871 and 1874. Built by Sharp, Stewart and Company, four locomotives were imported in 1871, with two more added in 1874.

As a result, the subsequently rebuilt Class 18E locomotives were not equipped with regenerative braking. Seventy known Series 9 locomotives were reclassified to Class 17E. Their unit numbers are displayed in the table below.

In New South Wales, Dorrigo Steam Railway and Museum has preserved twelve 0-4-0 steam locomotives and eight 0-4-0 diesel locomotives, a total of twenty examples, all on the one site.

The remaining 10% was bridge line traffic (westbound paper and eastbound feed) for the Maine Central Railroad Mountain Division. Six 70-ton General Electric Diesel locomotives replaced steam locomotives. Passenger service ended in 1956.

A total of 164 Class C56 locomotives were built between 1935 and 1939. Locomotives C56 1 to 90 and 161 to 164 were sent to Asian countries occupied by Japan during World War II.

In the case of reboilered Class 14A locomotives, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

These locomotives were converted from Class 31 locomotives. The first, no. 97203, was operated by the Railway Technical Centre, based at Derby. It was used to haul various test-trains operated by the centre.

Those seven former B&LE; locomotives all went first to the Texas Southern railroad. Three units — 723B, 724B and 726B — eventually were scrapped. Four other locomotives — 712B, 723A, 724A and 726A — found homes elsewhere.

Prussian T 16 and Prussian T 16.1 locomotives were also used as stock locomotives from the late 1920s until the early 1960s. With the electrification in other parts of the Federal Republic, DRB class 50 locomotives were used for regional services over the whole line from 1963. DRB class 41 locomotives were used on the "flat section" between Bielefeld and Dissen-Bad Rothenfelde. In the 1960s, freight trains were so well utilised that the evening freight train 8888 from Bielefeld to Osnabrück marshalling yard was hauled regularly from Dissen by two coupled class 50 locomotives. DB Class V 100 diesel locomotives were used from 1963 to 1983 to haul freight and passenger trains, even for shunting operations in stations. DB class 216 locomotives were used for individual services regularly from the mid-1970s, shortly after their deployment in Oldenburg and Osnabrück. Freight trains were operated from 1972 until the early 1990s using DB class V 90 locomotives. For a few years from 1975 until the cessation of passenger service on the northern section of the line, DB class V 200.0 locomotives were used on the Haller Willem. Battery electric multiple units were used on the line from 1914; their use ended in 1944.

In the 1920s these locomotives were fitted for push-pull operation. This equipment has been removed from the preserved locomotives. Originally Nos. 4453-4462 were fitted with a "Caille Potonié" superheater which was later removed.

In the early 1950s, it began to be worked by diesel locomotives and from January 1960 was hauled by 46 class electric locomotives south of Gosford. Also in 1960 stainless steel sleeping carriages were introduced.

These small locomotives do not have the fully safety package that is mandatory on other German Railways locomotives. However the later members of the class 333 locos have some form of automatic train protection fitted.

Strækningslokomotiver , section "Litra EA 3001-3022." , www.dsb.dk The locomotives can work in push pull mode and in multiple. The bodies of the first two locomotives were manufactured by Henschel in Germany, the remaining units Scandia.

The 70 class were a class of diesel-hydraulric locomotives built by Commonwealth Engineering, Granville for the New South Wales Government Railways in 1960/61. They were ordered to replace steam locomotives at Port Kembla.

Until 2017, the Grafton and Upton operated a fleet of various EMD locomotives, including GP7s, GP9s, CF7s, and an F7. These were replaced by one leased and three purchased MP15AC locomotives in 2017 and 2018.

MLW and Goodwin continued to build Century locomotives after Alco ended locomotive production and shut down in early 1969. A total of 841 locomotives, in eleven variants, were produced over the ten years of production.

In the case of the ex Class 14B locomotives, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

Examples include the EMD E-units and ALCO PAs, which were high speed passenger locomotives, and the dual service FM Erie-built. BNSF took delivery of ES44C4 locomotives with this type of truck in 2009.

The Bagnall locomotives had of tractive effort, which was higher than the Hunslet locomotives tractive effort of 23,870 lbf (106.18 kN) and second only to the Peckett OQ Class with 29,527 lbf of tractive effort.

In 1960 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.

Because of the sharp curves on the line, EW class electric locomotives were used for livestock trains instead of the earlier ED class locomotives, which were hard on the track with their long rigid wheelbase.

They bore names like Haardt, Vogesus, Denis and Alwens. Crampton locomotives with the numbers Palatine No. 26 to 63 were acquired in the 1850s. Locomotives of classes Palatine G 1.I and Palatine G 2.

These locomotives are being used by Deutsche Bahn as part of an eight-year evaluation of the suitability of hybrids.Sadley, Katie. "Deutsche Bahn takes delivery of five Prima H3 hybrid locomotives." globalrailwayreview.com, 18 October 2016.

Special History Study, American Steam Locomotives: Canadian Pacific Railways No. 1293National Park Service. 1991. Accessed July 13, 2010 and the Meadow River Lumber Company No. 1 Shay.Chapell, Gordon. Steam Over Scranton: The Locomotives of Steamtown.

The LSWR 302 class was a class of 0-6-0 steam locomotives designed by William George Beattie for the London and South Western Railway (LSWR). Thirty-six locomotives were built between 1874 and 1878.

Experiment was withdrawn after a few months. Three similar locomotives were built for the Dublin and Kingstown Railway. Locomotives to this design were built for the Dundee and Newtyle Railway, but they were soon altered.

The steam locomotives of DB Class 10 were express locomotives with the Deutsche Bundesbahn in Germany after the Second World War. They were nicknamed 'Black Swans' ('schwarze Schwäne') as a result of their elegant shape.

On occasion, such at Thomas Days, Santa Specials and the end of season trains, staff members put their own whistles on locomotives, such as triple-chimes but these were never fitted to the locomotives originally.

Cardan shafts are used in some diesel locomotives (mainly diesel-hydraulics, such as British Rail Class 52) and some electric locomotives (e.g. British Rail Class 91). They are also widely used in diesel multiple units.

The YDM-1 served both passenger and freight trains for over 46 years. As of January 2020, all 20 locomotives have been withdrawn from service with 3 locomotives being preserved at various location around India.

Twenty Class 64 locomotives have been preserved, the majority in Germany.

The locomotives were used on suburban trains in Wellington and Auckland.

Many locomotives were seized and transported to Malaya, Burma and elsewhere.

These "Dübs-boilered" locomotives were regarded as durable and long-lasting.

Incidentally, these locomotives were delivered in standard blue livery from new.

They were also inside cylindered, almost uniquely among HR bogie locomotives.

Ten Class 33-400 locomotives were sold to the Sudan Railways.

Soo Line steam locomotives were organized into classes by wheel arrangement.

Both locomotives were scrapped and cut up in the late 1940s.

He wrote widely on locomotive matters, including a textbook on locomotives.

Angul WAG-7 locomotives have a standardized livery all over India.

The SNCB-NMBS traditionally terms its locomotives as classes or types.

The locomotives spent their working lives on the island of Sicily.

During the 1950s and 60s, twelve locomotives were sold to industry.

None of these locomotives survive today. All were scrapped in 2001.

At Zebediela. Closed 1959.Sandstone Steam Railroad ;Locomotives used: :NG2, NG6.

They were often responsible for the maintenance of over 150 locomotives.

Both trains are hauled by a / based WAP 7 electric locomotives.

They often are referred to as Small Prairie Class tank locomotives.

Guide to North American Steam Locomotives. Waukesha, Wisconsin: Kalmbach Publishing Company.

The Type MP1 first entered service as tenders to these locomotives.

The train is hauled by Vadodara VRC WAM4/WAP4 electric locomotives.

All locomotives below are owned and operated by West Coast Railways.

Other locomotives were disposed of once they had yielded spare parts.

The last steam-hauled passenger trains were replaced in 1961. When not hauling passenger trains, the electric locomotives were used for shunting and for hauling departmental trains. Some locomotives, as on the MR, were retained just for these duties. Rather than buy additional locomotive for this work, as was required with the battery-electric locomotives, makeshift locomotives were created from withdrawn passenger vehicles of at least three types, which were modified to haul trains over any part of the system or shunt rolling stock at Acton Works.

These locomotives use a new version of the GE 7FDL-8 engine that meets the same emission standards as the GE Dash 9 Series locomotives. The power output of CM20EMPs is 2,250 horsepower, equal to that of EMD G26, and 100 hp more than the 2,150 hp CC203s/GE U20C. Meanwhile, the tractive effort of these locomotives is as much as 248 kN (starting) and 207 kN (continuous). These locomotives are equipped with GE BrightStar™ computer systems, integrated with the GE Integrated Function Display™.

Engine 119, original locomotive of the Omaha Zoo Railroad Visitors to the Henry Doorly Zoo ride behind one of three locomotives for the trip around the park. Two of the engines are steam locomotives, and though they are similar in the basic principle of their operation, the two locomotives are otherwise quite different and guests can easily distinguish between them. The third engine is a diesel, which operates very differently from the steam locomotives. New coaches have been added and replacing the old coaches.

In the 1930s, many serving locomotives were reboilered with a standard boiler type, designed by then CME A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification.South African Railways and Harbours Locomotive Diagram Book, 2'0" & 3'6" Gauge Steam Locomotives, 15 August 1941, p13, as amended x100px All but two of the Class 10C locomotives, numbers 772 and 776, were eventually reboilered with Watson Standard no. 1 boilers and reclassified to Class 10CR.

The Bavarian B V (Bayerische B V) steam engines were early German 2-4-0 locomotives of the Royal Bavarian State Railways (Königlich Bayerische Staats- Eisenbahnen). They were the first locomotives produced in Bavaria in large numbers — 101 in all. The first series of 14 locomotives was similar in many respects to the Class A V. The second series of 15 locomotives had Crampton boilers. The first two series were built without a steam dome on the boiler, but were later fitted with domes.

A Seashore Line steam train in 1901 The 21 steam locomotives owned by the PRSL were from the PRR subsidiary WJ&S.; They all consisted of PRR classes. Before dieselization the PRSL was more apt to lease its motive power from either of its parent railroads as it completely lacked any heavy passenger locomotives (like 4-6-2 Pacifics). As its parent railroads began to replace steam with diesel locomotives, the PRSL became a haven for steam locomotives during their final years of operation.

Engine sheds could be found in many towns and cities, as well as in rural locations. They were built by the railway companies to provide accommodation for their locomotives that provided their local train services. Each engine shed would have an allocation of locomotives that would reflect the duties carried out by that depot. Most depots had a mixture of passenger, freight and shunting locomotives but some, such as Mexborough, had predominantly freight locomotives reflecting the industrial nature of that area in South Yorkshire.

The Schöma soon became one of the most important manufacturers of field railways, mine railways, narrow-gauge diesel locomotives and railway service vehicles . They also developed own engines and transmissions, as well as a drive shaft for diesel locomotives. At the beginning of the 1960s, Schöma developed in cooperation with the German Federal Railways, the heavy-duty Klv 53 and manufactured in the 1970s, the Klv 54 vehicles. In 1970, the construction of tunnel locomotives began, today they make up the majority of the locomotives produced.

In addition to the Nord and Est locomotives reassigned to the Ceintures, that system also acquired 38 du Bousquet locomotives directly, 32 of them from the Société des Batignolles and six constructed by Société anonyme John Cockerill. These locomotives were somewhat more powerful than those of the Nord and the Est, especially after they were upgraded to superheat in the 1920s. These locomotives were transferred to the Chemin de fer de l'État in 1934, and to the SNCF in 1938. The SNCF renumbered them 3-031+130.

6077 was built in 1944 as part of order of twenty locomotives classified U-1-f. These 4-8-2 or Mountain Type locomotives were built instead of the larger more typical 4-8-4 or Northern Type. The Northern type locomotives are larger and required more steel to make and during World War II a smaller more adaptable engine for general uses were needed. The U-1-f class locomotives were built in 1944 by Montreal Locomotive Works, and were numbered between 6060 and 6079.

By 1886, the system prefixes had been done away with and the Midland System's locomotives had all been renumbered by replacing the letter prefix "M" with the numeral "1". By 1888, the six Eastern System locomotives had been renumbered into the 600 number range. The Midland System locomotives were renumbered twice more, into the 200 number range by 1890 and into the 400 number range by 1899. By 1899, the first batch of six locomotives of the Midland System was no longer reflected in the locomotive register.

When the Aberdeen Harbour Commissioners finally agreed to allow steam locomotives to replace horses on the Aberdeen docks, the GNoSR purchased two 0-4-2T locomotives from Manning Wardle for the purpose. These were designated Class Y and numbered 114 and 115. On delivery these were found to be 2 tons over the maximum weight for operating on the docks, and a further two locomotives of similar design were acquired. These Class X locomotives, numbered 116 and 117, had smaller driving wheels and a shorter wheelbase.

On non-electrified routes Nightstar services would have been hauled by a diesel engine. When first proposed British Rail intended to obtain these locomotives as part of a larger order for a new class of diesel locomotive. This order was not forthcoming so a tender was put out for the six locomotives required. However the cost of such a small order of locomotives was excessively high so the decision was taken to use pairs of refurbished Class 37 locomotives, drawn from the class 37/5 subclass, instead.

It was the North British Locomotive Company of Glasgow, Scotland which secured the order for the P class locomotives in 1924, ahead of several other companies including Thompson & Co of Victoria. North British was to supply ten locomotives with delivery inside of 33-weeks, which would be in time for the 1924/1925 wheat harvest when the introduction of the P class locomotives would free up other locomotives for use on wheat trains.Richard G. Hartley in, Bertola and Oliver (Eds.)., The Workshops (2006), pp.

When double-heading a train, two locomotives are used at the same end—historically with separate crews. U.S. passenger train of the 1860s at Dale Creek Crossing A double headed steam excursion train in Iowa, September 2006 In railroad terminology, double heading indicates the use of two locomotives at the front of a train, each operated individually by its own crew. The practice of triple-heading involves the use of three locomotives. The practice of multi-heading involves the use of multiple locomotives and so on.

I and G 2.II locomotives. From about 1890 to about 1920 class T 1 locomotives were also used. From the late 1960s, the steam locomotives were gradually replaced by diesels of class V100. By the end of the winter 1974/75 timetable, Kaiserslautern locomotive depot (Bahnbetriebswerk) no longer operated steam engines of class 23 and 50 for hauling passenger trains.Manfred Traube: Vor 25 Jahren: DB-Dampflokomotiven 1974, Eisenbahn-Kurier-Aspekte 14, Freiburg 1999, S. 47 f. In 1973, class 218 diesel locomotives were introduced.

A high speed Hudson steam locomotive is good for only one situation, high speeds on level grades. Initially, diesel locomotives were less powerful than the typical steam locomotives. Between the late 1930s and the late 1950s the power available with diesel locomotive engines roughly doubled, although the most powerful steam locomotives ever built still exceeded the power of the most powerful diesel locomotives from the late Twentieth Century. Dieselization could be accomplished without any major changes to rail infrastructure, presenting lower initial capital costs than electrification.

The Transportation division produces locomotives and provides related services. Vossloh G2000 BB Diesel-hydraulic locomotive Vossloh Locomotives GmbH, the former MaK locomotive plant in Kiel produces diesel-electric and diesel-hydraulic centre-cab locomotives, for freight and shunting purposes, which are fitted with eco-friendly technology and are approved in many European countries. This is complemented by services related to the maintenance and repair of locomotives, including variable financing models and options for maintenance agreements. ECM-compliant service centers are located in Germany, France and Italy.

Most trains over Crawford Hill operate with 2-3 locomotives on the head-end and 1-2 DPU remote locomotives on the rear. Even with up to 5 locomotives assigned to a train, the hill is still too steep and requires sets of manned helper locomotives to reach the summit. Helpers are generally placed on trains at Moody Road in Crawford, and are cut away at the top of the grade at Belmont. Particularly heavy or under-powered trains will sometimes continue with their helpers to Nonphereil.

The use of A class locomotives allowed timetables to be quickened in 1914; this again occurred with the introduction of the AB class in 1925 and the K and JA classes after World War II. BB class locomotives were employed on the Manawatu Gorge stretch during the 1930s.Mahoney, Kings of the Iron Road, 52, 55. On the line to Gisborne, locomotives of the AA, JB, and X classes were also employed. Steam was fully replaced by diesel motive power in 1966, with DA class locomotives predominant.

Two classes of 2-6-6-6 locomotives were built; the sixty H-8 "Allegheny" class locomotives for the Chesapeake and Ohio Railway (C&O;) between 1941 and 1948,Drury (1993) pp. 83, 88 and the eight AG "Blue Ridge" class locomotives for the Virginian Railway in 1945.Drury (1993) pp. 417–419 (The locomotives were Series AG on the Virginian, which was thought to be an abbreviation for Allegheny, but that referred to their being Articulated, Series G.) All were built by the Lima Locomotive Works.

The original locomotives to work the "main line" of the PQR were a series of vertical boilered De Winton locomotives delivered in 1879. These proved inadequate for the task of moving substantial quantities of slate over the railway and in 1882 a more conventional locomotive was ordered from Hunslet to work the railway. This was the first of the "Main Line class" locomotives Charles. Charles was joined in 1893 by two more locomotives to the same design but slightly enlarged, which were named Linda and Blanche.

A Garratt (also known as Beyer-Garratt) is a type of steam locomotive that is articulated in three parts. Its boiler is mounted on the centre frame, and two steam engines are mounted on separate frames, one on each end of the boiler. Articulation permits larger locomotives to negotiate curves and lighter rails that might restrict large rigid-framed locomotives. Many Garratt designs aimed to double the power of the largest conventional locomotives operating on their railways, thus reducing the need for multiple locomotives and crews.

Erode Junction loco shed is one among the very few stations in India which houses both diesel and electrical locomotives. Erode loco shed currently houses 350 electric and diesel locomotives, making it one of the largest loco sheds operated by Indian Railways. The ISO certified electric locomotive shed houses WAP 4, WAG 7 and WAP 7 Locomotives. The diesel loco shed set up in 1962, houses over 120 WDM 2 and WDM 3A, 11 WDP 4D, 11 WDG 4 (only GT46ACe wide cab versus) diesel locomotives.

In January 2012, Direct Rail Services announced that it had ordered a total of 15 new diesel locomotives from Vossloh España (now Stadler Rail). These locomotives, which entered service in the UK as , were part of Vossloh's Eurolight family, redesigned to fit the smaller UK loading gauge. In September 2013, DRS announced that it was procuring a further ten locomotives. Unlike the Class 68s, these new units would be electro-diesel locomotives, capable of operating either via OHLE, or by using an onboard diesel engine.

Subsequent locomotives were named Cyclops, Vulcan and Jupiter and were completed in by 1847–8. Jupiter was the last new build locomotive for the D&KR.; As built in common will all D&KR; tank engines the locomotives did not have brakes, the drivers stopping the locomotives when running light by skilled use of the reversing gear. A bad collision with Cyclops coming with a train into Westland Row Station caused this policy to be altered and brakes were subsequently fitted to the locomotives.

The last batch of E10 rack tank locomotives were purchased in 1967 (Kautzor, 2010) from Nippon Sharyo. The last locomotives – the D 52 class, manufactured by the German firm Krupp in 1954 – operated until 1994, when they were replaced by diesel locomotives. Indonesia also purchased the last batch of mallet locomotives from Nippon Sharyo, to be used on the Aceh Railway. In Sumatra Barat (West Sumatra) and Ambarawa some rack railways (with a maximum gradient of 6% in mountainous areas) are now operated for tourism only.

This was the result of the work of a freelance consulting designer and writer Paul Teague, who also worked at the Christchurch Press. His consulting was initiated by John Bennett, Canterbury and Westland Branch manager at the time. John Bennett was soon after promoted to Intercity National Manager, perhaps as a result of the work. The locomotives that were used on the service were either up to two or three DC class locomotives, two DF class locomotives, two DX class locomotives or a mixture of each.

An example of this configuration used by the State Railway of Thailand would be the Alsthom AD42C. In the Philippines, 10 Alsthom 1500-type BBB diesel-electric locomotives served between 1966 and 1976, with the last unit scrapped in 1987. Pakistan Railways also ran boxcab electric locomotives until 2011 with the BCU30. In South Africa, while diesel locomotives follow the hood unit style since their inception, electric locomotives has consistently followed this configuration since 1947 with the introduction of the South African Class 3E.

The 23 locomotives of 1902 and 1903 were the first 8th Class locomotives of the CGR to be built with a Mastodon type wheel arrangement. These locomotives were built by Neilson, Reid and Company in 1901 and 1902, and delivered in three batches in 1902 and 1903. In spite of the difference in wheel arrangement, these Mastodons and the earlier Consolidations of the CGR were all grouped together into the 8th Class. They were conceived as mixed traffic locomotives, equally suitable for goods and passenger work.

Number 27-29, delivered in 1920 from Henschel & Son in Kassel, Germany, were the last steam locomotives ordered by SRJ. Prices were low in Germany at the time, and several Swedish railways bought locomotives from Henschel and other German manufacturers. The 2-6-2 locomotives had superheaters, relatively large bogie tenders, and were initially equipped with feedwater heaters, but the latter were removed as being too difficult to maintain. They were the largest and heaviest steam locomotives ever built for the 891 mm gauge.

All were staged in full working order and kept in reserve for times of extraordinary demand. At certain intervals, the locomotives were taken out from staging, steamed up and put to work to haul trains to test the condition of the locomotives. In the late 1980s, these strategic reserves of locomotives were disbanded and the Class P36 locomotives were distributed to museums and for preservation. Some that had not seen regular use for more than fifteen years and were in the worst mechanical condition, were scrapped.

Rebuilding to Class 18E, Series 1 locomotives ceased in 2009 with 446 units rebuilt, the last Series 1 locomotive being no. 18-525. The rebuilding to Class 18E, Series 2 locomotives commenced in late 2009 and was done by Transnet Rail Engineering (TRE), now Transnet Engineering (TE), at its Koedoespoort shops in Pretoria. For Transnet Freight Rail locomotives, the Series 2 number range begins with no. . In 2012 and 2013, fifteen Series 2 locomotives were also rebuilt for the Passenger Rail Agency of South Africa (PRASA).

As there were initially only light locomotives (with two two- axle carriages hauled by one of five three-axle locomotives of Prussian class T 3), freight made powerful locomotives more necessary. Between 1925 and 1940, locomotives with four or five axle were procured. In 1933, the first three two-axle railcars were used, they had been made in Gothaer Waggonfabrik. As a result, the number of services that could be operated increased from seven pairs of trains in 1930 to 22 pairs of trains.

After two incidents, in 2013 with Class 14E1 no. 14-104 and in 2014 with Class 14E no. 14-001 when the locomotives caught alight and were destroyed while hauling the Blue Train, the Class was replaced by Class 18E locomotives on Blue Train service. In 1998, a number of Spoornet's electric locomotives and most of their Class 38-000 electro-diesel locomotives were sold to Maquarie-GETX (General Electric Financing) and leased back to Spoornet for a ten-year period, which was to expire in 2008.

In December 2013, the first four of ten of these C30ACi locomotives were delivered from Transnet Engineering to Caminhos de Ferro de Moçambique, the Mozambican railways, for use on its southern network out of Maputo. The locomotives, numbered in the range from D701 to D710, were acquired to make the railway less dependent on hired locomotives from South Africa and India. The Mozambican locomotives are 9 tonnes lighter than those of TFR, with bogies fabricated by UGL Limited in Australia and different traction motors.

Wenatchee is in the major railroad line of the BNSF Railway (formerly Great Northern Railway) to Seattle. Wenatchee was once the eastern terminus of the Great Northern electric-driven train service (1928/1929–1956) on its New Cascade Tunnel route via the Chumstick Valley, which went all the way to Skykomish. There, steam locomotives or diesel locomotives replaced electric locomotives along this route, as well as having a maintenance base for the electric locomotives. Today, Amtrak's Empire Builder passenger train serves Wenatchee at Columbia Station.

The history of YDM-2 begins in the early 1980s with the stated aim of the Indian Railways to remove steam locomotives from Indian rails after recommendation of Karnail Singh Fuel Committee. Therefore required building a large number of Meter gauge diesel locomotives. Thus Indian Railways began looking at various diesel-electric designs. These locomotives were designed by CLW[IRFCA] Indian Railways FAQ: Locomotives – Specific classes : Meter Gauge & Narrow Gauge Diesel[IRFCA] Indian Railways FAQ: Diesel and Electric Locomotive Specifications for hauling both passenger and freight traffic.

Britain's First Main-Line Diesel-Electric Locomotives, (English Electric). pp.10-11 In multiple, the locomotives showed potential for high speed services, on one occasion operating a standard Euston-Carlisle train at an average speed of just over 60 mph, including delays; this was 74 minutes quicker than usually scheduled.Britain's First Main-Line Diesel-Electric Locomotives, (English Electric). p.11 From mid 1949, the locomotives began operating singly, with No.10000 worked Euston-Blackpool services, and No.10001 was trialled operating London-Glasgow services.

Cargolink has taken over five shunters from Ofotbanen Cargolink has a fleet of five shunters at their port in Drammen, in addition to three Di 6 diesel locomotives and three TRAXX electric locomotives for main haulage. While the shunters are owned by Cargolink, the diesel locomotives are leased from Dispolok of Germany and the electric locomotives are leased from Hector Rail. It also has more than 100 closed autoracks for automobile transport, and 60 container cars. 70 new autoracks are under delivery from Sweden.

Locomotives produced from 1957 to 1965 were numbered JS-5001 to JS-6135. Starting at 5001 avoided overlapping the numbers of the various types of JF occupying the 1 - 4100 (approx) range. Locomotives produced at Datong in the early 1980s were numbered JS-6201 to JS-6558; after the introduction of the revised 'B' specification the locomotives were numbered JS-8001 to JS-8423. A small number of locomotives operating outside the scope of the ministry of railways (industrial railways) received different number designations.

The Port Huron & Detroit Railroad's motive power consisted of 0-6-0 switcher- type steam locomotives. The company owned a total of 12 of these locomotives between 1920 and 1945. The railroad replaced its steam locomotives with two diesel electric switcher locomotives manufactured by American Locomotive Company, purchased in 1945 (model S-1 #51 and #52) and the third purchased in the early 1950s (model S-2 #60). For a few years, the railroad touted that they were the first completely dieselized railroad in Michigan.

The Type TJ first entered service as tenders to these five locomotives. More entered service the following year, as tenders to the 21 NGR Class B Mastodon type locomotives of 1910, known as the Improved Hendrie B, and two NGR Class A Pacific type Hendrie A locomotives which were built in the Durban workshops of the NGR. Another 25 Class B Mountain type locomotives entered service on the NGR in 1911, but these were delivered with Type TM tenders which had a larger coal and water capacity.

The locomotives were returned to GE and dismantled. ;C&O; Railway The first of the three locomotives, #500. In 1947–1948 Baldwin built three unusual coal-fired steam turbine-electric locomotives for passenger trains on the Chesapeake and Ohio Railway (C&O;). Their designation was M1, but because of their expense and poor performance they acquired the nickname "Sacred Cow".

Poland sent an order for 60 articulated freight locomotives, based on the EU05, which was currently in service at the time. As of 2007, ET40 locomotives work mostly for Bydgoszcz engine shed, but in 2000 several units were sent to Wrocław in order to serve on the highland Wrocław-Jelenia Góra line, where they are intended to replace ET21 locomotives.

The locomotives were delivered new with two tender types, the Types MP1 and MT. While sources are unclear about which batches of the Class 12A were delivered with which tender type, builder's works photographs show the NBL-built locomotives of 1919 and 1921 with Type MP1 tenders, and the Henschel-built and subsequent NBL-built locomotives with Type MT tenders.

During the 1930s, many serving locomotives were reboilered with a standard boiler type designed by then CME A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification. From 1935, all 46 Class 12 locomotives were eventually reboilered with Watson Standard no. 2 boilers and reclassified to Class 12R.

The DT-6-6-2000 was most popular with the Elgin, Joliet and Eastern Railway, who purchased 27 of the 46 locomotives produced. Between 1956 and 1962, all but two of these locomotives (#100 and #118) underwent a significant rebuilding program. Several locomotives were rebuilt by the EJ&E; at their Joliet shops and equipped with 1200hp Baldwin 606A engines.

The EF65-500 subclass consisted of a total of 42 locomotives, including newly built locomotives and locomotives (EF65 535 - 542) modified from the earlier EF65-0 subclass (EF65 77 - 84) for use on overnight sleeping car services and express freight services operating at a maximum speed of . , only one EF65-500 locomotive, EF65-501, owned by JR East, remained in service.

Any land that borders it must keep a fence in good condition. As of January 2019, Sinara Transport Machines had delivered 43 diesel locomotives to Cuba as part of a contract to supply 75 locomotives by the end of 2021. A new contract for 23 LDE-2500 diesel locomotives was signed in January 2019. Prototype four-unit DMU rail-cars are being received.

Initially trains were hauled by G class locomotives and from 1938 by C class locomotives, both steam. From 1951, diesel-electric locomotives hauled passenger services, using the new GM class locomotives.New Train Service Across Australia The West Australian 12 November 1951 The railway originally had -long crossing loops (passing sidings) every or so. As traffic increased the number of crossing loops increased.

From the 1930s, many serving locomotives were reboilered with a standard boiler type designed by then CME A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification. Five Class 19A locomotives, numbers 678, 693, 696, 700 and 706, were reboilered with Watson Standard no. 1A boilers and designated Class 19AR.

The rebuilt locomotives were dispatched to the Western section during 1928 and 1929 and found to be successful. Some complaints from passengers about rough riding on the meandering North Cornwall line were addressed by having the locomotives on this line re-balanced during 1936 while other locomotives that weren't balanced were restricted to local and shunting and banking duties.Bradley, (1972), 45-6.

The 0-10-0 type proved popular in Germany. Several types of freight tender locomotives of this arrangement were built between approximately 1905 and 1915, after which the wheel arrangement was abandoned in favor of the 2-10-0. Subsequent German locomotives of this type were tank locomotives, including classes BR82, BR87, BR940, BR941, BR942-4, BR945-17, BR9419-21 and BR975.

Most locomotives of this arrangement were built and served in North America, but there were exceptions. The Bavarian State Railways (K.Bay.St.B) built some 0-8-8-0T tank locomotives of class Gt 2x4/4, classified after unification of Germany's railway systems as class BR96. These worked trains over heavily graded stretches of line, and were the largest locomotives in Europe when introduced.

At least one of the Colombian locomotives was tested in Belgium, where most surviving photographs of it were taken. Some reports state that the Belgian locomotive was also later shipped to Colombia. These locomotives have been described as the most sophisticated steam locomotives ever constructed, certainly the most advanced that Sentinel produced. They used a high-pressure Woolnough boiler at 550 psi.

Bodies were then transported by road to Broadmeadow for rebuilding. There are several major changes to the locomotives. These include now using AC traction motors, distributed power locotrol system instead of Locotrol II, increased weight and increased traction effort. With the increased tractive effort, the number of locomotives on each train has decreased from five to three locomotives on the Goonyella network.

A Manila Railway 100 class locomotive. The Manila Railway (ancestor to the Philippine National Railways) purchased five 100-class locomotives from the North British Locomotive Company in 1906. These were the first tender locomotives in Philippine service. In 1949, 7 American-built 4-8-2s were also numbered as the 100 class, presuming that the locomotives have been retired after World War II.

Twenty N class locomotives were built by Newport Workshops between 1925 and 1928. A second batch of ten locomotives followed in 1930-1931. They went into service with road numbers N 110-139. A third batch of fifty locomotives were later built by North British Locomotive Company in 1949-1950 as part of Operation Phoenix, the postwar rebuilding of Victorian Railways.

Norfolk Southern EMD GP38-2 operating long hood forward through Ridgewood, New Jersey. The long hood of a hood unit-style diesel locomotive is, as the name implies, the longer of the two hoods (narrower sections of the locomotive body in front and behind of the cab) on a locomotive, particularly American-type freight locomotives and Indonesian locomotives (locomotives with double cab).

The old goods shed at has been converted to an engine shed for inspections and running repairs to the operational locomotives. A secure compound at is the base for locomotives working from that end of the line. Most diesel locomotives work from the DEPG depot at . The permanent way department is based at and maintain their wagons in the old goods shed there.

Despite his abilities and track record, he was never presented the opportunity to design a class of entirely-new locomotives that were produced in any numbers. He was continually stymied by railway management and politicians, and often his superbly performing locomotives were treated as embarrassments by his superiors, because they showed up the poor performance of the officially-approved locomotives.

To use the D-series in the same pool as the Rc locomotives, the Dus were upgraded with multiple operation capabilities, so they could operate as double locomotives. This rebuilding started in 1967 and was concluded in 1976. 162 D-locos were rebuilt to Du2s. It was the last type in service until 1993, ending 63 years of service for D locomotives.

Preserved Trinidad Government Railway engine Three locomotives, identical to the engine Perseverance, were also built for the Trinidad Government Railway on the island Trinidad in 1875, with Kitson works numbers 2022 to 2024. Trinidad's engines no. 1 and 13 were two of these locomotives and photographs exist of them. Later models of these locomotives which were acquired by the island railway, Trinidad's no.