View allAll Photos Tagged DieselEngine
General Motors (GM), through its Electro-Motive Division (EMD), was the single most important manufacturer of diesel locomotives and the primary catalyst for the widespread conversion from steam to diesel power in North America. This ad from 1951 came at the height of this transition, during EMD's period of market dominance.
Before GM's involvement, early diesel-electric locomotives were expensive, unreliable, and mostly relegated to specialized applications like yard switching. The railroad industry was dominated by a handful of established steam locomotive builders. By applying automotive-style mass production and standardization, EMD was able to build a superior, lower-cost product that outcompeted the traditional manufacturers.
In contrast to the custom-built steam engines, EMD produced a standardized line of versatile locomotives that could be mass-produced with interchangeable parts. EMD's massive factory in LaGrange, Illinois could produce up to five locomotives per day during its peak. It manufactured most of its own components, from the diesel engine itself to the traction motors. EMD didn't just sell locomotives; it sold a complete operational system. This included a field-service network, financing plans, and training programs to help railroad personnel operate and maintain the new technology.
EMD did not invent the diesel-electric locomotive, but its technological and marketing prowess was the engine behind the industry-wide conversion. The transition picked up speed in the 1940s and 1950s, largely thanks to EMD's breakthroughs.
"The Rise and Fall of Electro-Motive Diesel" at www.youtube.com/watch?v=kN54TVGT6xI
[Other Sources: "Diesel Locomotives of the 1930s, 1940s, 1950s and Today" by Adam Burns at American-Rails.com, and "Diesel-Electric Locomotive" at UP.com]
The picture shows the fragmented remains of a Gardner 6LXB piston, the casting on the left is the inlet manifold, not the exhaust. This was the discovery upon stripping the engine of a preserved Bristol VR to investigate a seizure. The engine was found to have five verticle pistons and two thirds of one horizontal. We later found No.1 con-rod had attempted to make a break for freedom through the crank case. Neeedless to say, it's time for a replacement unit.
The Branson Scenic Railroad EMD GP30 was built in 1961 for the B&O Railroad, and was numbered #6973. When that line merged into the CSX, it was renumbered 4265. It was sold to the BSR as #4265, however the number was later changed to 99. This photograph was taken in June of 1997.
Class 45 Sulzer Diesel locomotive D123 on the up line to Leicester North with the Maroon Passenger set, due to arrive at 10.55. Photograph taken with a Pentax K-5 using the kit lens.
Nederlandse Spoorwegen diesellocomotief 6459 is aan het rangeren in het Europoort gebied.
Dutch Railways dieselengine 6459 shunting in the Europoort area.
Paxman (of Colchester) 12TPM engines powered all the World War 2 British-built diesel engined tank landing craft which played a major role in the Normandy landings.
3,533 TPMs were built before hostilities ceased: 2,227 by Paxman at Colchester and 1,306 at Renault's British factory at Western Avenue, Park Royal, London W3.
At the end of WW2, Renault produced a brochure illustrating their achievement from which this selection of photographs is reproduced
More here www.paxmanhistory.org.uk/paxeng34.htm
I thought today's upload would have to be modern traction.... until Sybilla pulled into Whitby station while I was waiting for my train home.
Nice bracket signal controlling the exits from Platforms 1 (R) and 2 (L). No 27 014 awaits departure with an Up train.
Note the remains of a loading gauge adjacent to the siding.
Photo by and courtesy of Peter James.
A brakeman checks the connection on the engine after the runaround. General Motors Locomotives, Electro-Motive Division, Class 0-4-4-0, Serial 19978, Date: April 1956
UP 7880 charges up the eastern slopes of Soldier Summit near Lynn, UT. The setting sun is working hard to punch through the thick wildfire smoke that has choked most of northern Utah.
July 14, 1953. Ms. Elizabeth Barnhart, at left, and Mrs. Lawrence McLaughlin.
“It was lots of fun,” Bellefonte Central Railroad office employees exclaimed as they arrived at the State College depot after the 18 mile journey from Bellefonte in the cab of a locomotive. The ride was occasioned by a new diesel engine, replacing steam power on the railroad.
Repository: Penn State Special Collections, University Park, PA, USA.
Looking for this photo at the Penn State Special Collections? You’ll find it in the Bellefonte Central Railroad Records, Historical Collections and Archives.
DB Schenker 66 114 waits at platform 3 while the 9:10 service to London Liverpool Street pulls into platform 2.
20304 and 20303 approach Sugar Loaf tunnel with Pathfinder Railtours’ 1Z28 06:14 Derby to Llandrindod Wells “The Heart of Wales Explorer,” the first time since 1997 that Class 20s have worked the line. Naturally, the weather didn’t play ball.
Arthur Wright was built for use at the East Midlands Gas Board. Her first area of work was at Carr House Works in Rotherham, before moving to Derby in the 1960s. Afterwards she was sold to Albert Looms in 1970 and worked for the company until 1974, and was sold into private hands. Arriving in early 1975, she was repainted and named after the late Arthur Wright, a director for the MLST. In her earliest years of preservation she was proven to be a valuable asset to the railway, when run-round facilities were very limited. However, she is now in store at Swithland, awaiting a much-needed overhaul. (Source: Wikipedia). Photograph taken from a moving carriage window using a Pentax K-5 with an SMC Pentax K 50mm f1.2 lens.