Electric locomotive

An electric locomotive is a locomot ive powered by elect ricit y from overhead lines, a t hird rail or
on-board energy st orage such as a bat t ery or a supercapacit or. Locomot ives wit h on-board
fuelled prime movers, such as diesel engines or gas t urbines, are classed as diesel-elect ric or gas
t urbine-elect ric and not as elect ric locomot ives, because t he elect ric generat or/mot or
combinat ion serves only as a power t ransmission syst em.

Electric locomotive Škoda ChS4-109.

The Moscow–Odesa train in Vinnytsia
railway station.

The ČSD Class E 499.3

 The Siemens ES64U4 is the current
confirmed holder as the fastest
electric locomotive at 357 km/h
(222 mph) in 2006.

A British Rail Class 91 at London

King’s Cross station.

Elect ric locomot ives benefit from t he high efficiency of elect ric mot ors, oft en above 90% (not
including t he inefficiency of generat ing t he elect ricit y). Addit ional efficiency can be gained from
regenerat ive braking, which allows kinet ic energy t o be recovered during braking t o put power
back on t he line. Newer elect ric locomot ives use AC mot or-invert er drive syst ems t hat provide
for regenerat ive braking. Elect ric locomot ives are quiet compared t o diesel locomot ives since
t here is no engine and exhaust noise and less mechanical noise. The lack of reciprocat ing part s
means elect ric locomot ives are easier on t he t rack, reducing t rack maint enance. Power plant
capacit y is far great er t han any individual locomot ive uses, so elect ric locomot ives can have a
higher power out put t han diesel locomot ives and t hey can produce even higher short -t erm surge
power for fast accelerat ion. Elect ric locomot ives are ideal for commut er rail service wit h
frequent st ops. Elect ric locomot ives are used on freight rout es wit h consist ent ly high t raffic
volumes, or in areas wit h advanced rail net works. Power plant s, even if t hey burn fossil fuels, are
far cleaner t han mobile sources such as locomot ive engines. The power can also come from low-
carbon or renewable sources, including geot hermal power, hydroelect ric power, biomass, solar
power, nuclear power and wind t urbines.[1] Elect ric locomot ives usually cost 20% less t han diesel
locomot ives, t heir maint enance cost s are 25-35% lower, and cost up t o 50% less t o run.[2]

The chief disadvant age of elect rificat ion is t he high cost for infrast ruct ure: overhead lines or
t hird rail, subst at ions, and cont rol syst ems. Public policy in t he U.S. int erferes wit h elect rificat ion:
higher propert y t axes are imposed on privat ely owned rail facilit ies if t hey are elect rified. The
EPA regulat es exhaust emissions on locomot ive and marine engines, similar t o regulat ions on car
& freight t ruck emissions, in order t o limit t he amount of carbon monoxide, unburnt hydrocarbons,
nit ric oxides, and soot out put from t hese mobile power sources.[3] Because railroad infrast ruct ure
is privat ely owned in t he U.S., railroads are unwilling t o make t he necessary invest ment s for
elect rificat ion. In Europe and elsewhere, railway net works are considered part of t he nat ional
t ransport infrast ruct ure, just like roads, highways and wat erways, so are oft en financed by t he
st at e. Operat ors of t he rolling st ock pay fees according t o rail use. This makes possible t he large
invest ment s required for t he t echnically and, in t he long-t erm, also economically advant ageous
elect rificat ion.

History

Direct current

1879 Siemens & Halske experimental

train
 EL-1 Electric locomotive of the
Baltimore Belt Line, US 1895: The
steam locomotive was not detached
for passage through the tunnel. The
overhead conductor was a ∩ section
bar at the highest point in the roof, so
a flexible, flat pantograph was used

Alco-GE Prototype Class S-1, NYC &

HR no. 6000 (DC)

A Milwaukee Road class ES-2, an

example of a larger steeplecab
switcher for an electrified heavy-duty
railroad (DC) 1916

The first known elect ric locomot ive was built in 1837 by chemist Robert Davidson of Aberdeen,
and it was powered by galvanic cells (bat t eries). Davidson lat er built a larger locomot ive named
Galvani, exhibit ed at t he Royal Scot t ish Societ y of Art s Exhibit ion in 1841. The seven-t on
vehicle had t wo direct -drive reluct ance mot ors, wit h fixed elect romagnet s act ing on iron bars
at t ached t o a wooden cylinder on each axle, and simple commut at ors. It hauled a load of six t ons
at four miles per hour (6 kilomet ers per hour) for a dist ance of one and a half miles (2.4
kilomet res). It was t est ed on t he Edinburgh and Glasgow Railway in Sept ember of t he following
year, but t he limit ed power from bat t eries prevent ed it s general use. It was dest royed by railway
workers, who saw it as a t hreat t o t heir job securit y.[4][5][6]

The first elect ric passenger t rain was present ed by Werner von Siemens at Berlin in 1879. The
locomot ive was driven by a 2.2 kW, series-wound mot or, and t he t rain, consist ing of t he
locomot ive and t hree cars, reached a speed of 13 km/h. During four mont hs, t he t rain carried
90,000 passengers on a 300-met er-long (984 feet ) circular t rack. The elect ricit y (150 V DC) was
supplied t hrough a t hird insulat ed rail bet ween t he t racks. A cont act roller was used t o collect
t he elect ricit y.

The world's first elect ric t ram line opened in Licht erfelde near Berlin, Germany, in 1881. It was
built by Werner von Siemens (see Gross-Licht erfelde Tramway and Berlin St raßenbahn). Volk's
Elect ric Railway opened in 1883 in Bright on. Also in 1883, Mödling and Hint erbrühl Tram opened
near Vienna in Aust ria. It was t he first in t he world in regular service powered from an overhead
line. Five years lat er, in t he U.S. elect ric t rolleys were pioneered in 1888 on t he Richmond Union
Passenger Railway, using equipment designed by Frank J. Sprague.[7]

The first elect rified Hungarian railway lines were opened in 1887. Budapest (See: BHÉV): Ráckeve
line (1887), Szent endre line (1888), Gödöllő line (1888), Csepel line (1912).[8]

Much of t he early development of elect ric locomot ion was driven by t he increasing use of
t unnels, part icularly in urban areas. Smoke from st eam locomot ives was noxious and
municipalit ies were increasingly inclined t o prohibit t heir use wit hin t heir limit s. The first
elect rically worked underground line was t he Cit y and Sout h London Railway, prompt ed by a
clause in it s enabling act prohibit ing t he use of st eam power.[9] It opened in 1890, using elect ric
locomot ives built by Mat her and Plat t . Elect ricit y quickly became t he power supply of choice
for subways, abet t ed by Sprague's invent ion of mult iple-unit t rain cont rol in 1897. Surface and
elevat ed rapid t ransit syst ems generally used st eam unt il forced t o convert by ordinance.

The first use of elect rificat ion on an American main line was on a four-mile st ret ch of t he
Balt imore Belt Line of t he Balt imore and Ohio Railroad (B&O) in 1895 connect ing t he main port ion
of t he B&O t o t he new line t o New York t hrough a series of t unnels around t he edges of
Balt imore's downt own. Parallel t racks on t he Pennsylvania Railroad had shown t hat coal smoke
from st eam locomot ives would be a major operat ing issue and a public nuisance. Three Bo+Bo
unit s were init ially used, t he EL-1 Model. At t he sout h end of t he elect rified sect ion; t hey
coupled ont o t he locomot ive and t rain and pulled it t hrough t he t unnels.[10] Railroad ent rances t o
New York Cit y required similar t unnels and t he smoke problems were more acut e t here. A
collision in t he Park Avenue t unnel in 1902 led t he New York St at e legislat ure t o out law t he use
of smoke-generat ing locomot ives sout h of t he Harlem River aft er 1 July 1908. In response,
elect ric locomot ives began operat ion in 1904 on t he New York Cent ral Railroad. In t he 1930s, t he
Pennsylvania Railroad, which had int roduced elect ric locomot ives because of t he NYC regulat ion,
elect rified it s ent ire t errit ory east of Harrisburg, Pennsylvania.

The Chicago, Milwaukee, St . Paul, and Pacific Railroad (t he Milwaukee Road), t he last
t ranscont inent al line t o be built , elect rified it s lines across t he Rocky Mount ains and t o t he
Pacific Ocean st art ing in 1915. A few East Coast lines, not ably t he Virginian Railway and t he
Norfolk and West ern Railway, elect rified short sect ions of t heir mount ain crossings. However, by
t his point elect rificat ion in t he Unit ed St at es was more associat ed wit h dense urban t raffic and
t he use of elect ric locomot ives declined in t he face of dieselizat ion.[11] Diesel shared some of
t he elect ric locomot ive's advant ages over st eam and t he cost of building and maint aining t he
power supply infrast ruct ure, which discouraged new inst allat ions, brought on t he eliminat ion of
most main-line elect rificat ion out side t he Nort heast . Except for a few capt ive syst ems (e.g. t he
Deseret Power Railroad), by 2000 elect rificat ion was confined t o t he Nort heast Corridor and
some commut er service; even t here, freight service was handled by diesel. Development
cont inued in Europe, where elect rificat ion was widespread. 1,500 V DC is st ill used on some lines
near France and 25 kV 50 Hz is used by high-speed t rains.[6]

Alternating current
The first pract ical AC elect ric locomot ive was designed by Charles Brown, t hen working for
Oerlikon, Zürich. In 1891, Brown had demonst rat ed long-dist ance power t ransmission, using t hree-
phase AC, bet ween a hydro-elect ric plant at Lauffen am Neckar and Frankfurt am Main West , a
dist ance of 280 km. Using experience he had gained while working for Jean Heilmann on st eam-
elect ric locomot ive designs, Brown observed t hat t hree-phase mot ors had a higher power-t o-
weight rat io t han DC mot ors and, because of t he absence of a commut at or, were simpler t o
manufact ure and maint ain.[i] However, t hey were much larger t han t he DC mot ors of t he t ime and
could not be mount ed in underfloor bogies: t hey could only be carried wit hin locomot ive
bodies.[13] In 1896 Oerlikon inst alled t he first commercial example of t he syst em on t he Lugano
Tramway. Each 30-t onne locomot ive had t wo 110 kW (150 hp) mot ors run by t hree-phase 750 V
40 Hz fed from double overhead lines. Three-phase mot ors run at a const ant speed and provide
regenerat ive braking and are t hus well suit ed t o st eeply graded rout es; in 1899 Brown (by t hen in
part nership wit h Walt er Boveri) supplied t he first main-line t hree-phase locomot ives t o t he 40 km
Burgdorf–Thun railway (highest point 770 met res), Swit zerland. The first implement at ion of
indust rial frequency single-phase AC supply for locomot ives came from Oerlikon in 1901, using
t he designs of Hans Behn-Eschenburg and Emil Huber-St ockar; inst allat ion on t he Seebach-
Wet t ingen line of t he Swiss Federal Railways was complet ed in 1904. The 15 kV, 50 Hz 345 kW
(460 hp), 48 t onne locomot ives used t ransformers and rot ary convert ers t o power DC t ract ion
mot ors.[14]

In 1894, Hungarian engineer Kálmán Kandó developed a new t ype 3-phase asynchronous elect ric
drive mot ors and generat ors for elect ric locomot ives at t he Fives-Lille Company. Kandó's early
1894 designs were first applied in a short t hree-phase AC t ramway in Évian-les-Bains (France),
which was const ruct ed bet ween 1896 and 1898.[15][16][17][18][19] In 1918,[20] Kandó invent ed and
developed t he rot ary phase convert er, enabling elect ric locomot ives t o use t hree-phase mot ors
whilst supplied via a single overhead wire, carrying t he simple indust rial frequency (50 Hz) single
phase AC of t he high volt age nat ional net works.[21]

A prototype of a Ganz AC electric

locomotive in Valtellina, Italy, 1901

It alian railways were t he first in t he world t o int roduce elect ric t ract ion for t he ent ire lengt h of a
mainline rat her t han just a short st ret ch. The 106 km Valt ellina line was opened on 4 Sept ember
1902, designed by Kandó and a t eam from t he Ganz Works.[22][21] The elect rical syst em was
t hree-phase at 3 kV 15 Hz. The volt age was significant ly higher t han used earlier and it required
new designs for elect ric mot ors and swit ching devices.[23][24] The t hree-phase t wo-wire syst em
was used on several railways in Nort hern It aly and became known as "t he It alian syst em". Kandó
was invit ed in 1905 t o undert ake t he management of Societ à It aliana West inghouse and led t he
development of several It alian elect ric locomot ives.[23] During t he period of elect rificat ion of
t he It alian railways, t est s were made as t o which t ype of power t o use: in some sect ions t here
was a 3,600 V 162⁄3 Hz t hree-phase power supply, in ot hers t here was 1,500 V DC, 3 kV DC and
10 kV AC 45 Hz supply. Aft er WW2, 3 kV DC power was chosen for t he ent ire It alian railway
syst em.[25]
A lat er development of Kandó, working wit h bot h t he Ganz works and Societ a It aliana
West inghouse, was an elect ro-mechanical convert er, allowing t he use of t hree-phase mot ors
from single-phase AC, eliminat ing t he need for t wo overhead wires.[26] In 1923, t he first phase-
convert er locomot ive in Hungary was const ruct ed on t he basis of Kandó's designs and serial
product ion began soon aft er. The first inst allat ion, at 16 kV 50 Hz, was in 1932 on t he 56 km
sect ion of t he Hungarian St at e Railways bet ween Budapest and Komárom. This proved
successful and t he elect rificat ion was ext ended t o Hegyeshalom in 1934.[27]

A Swiss Re 420 leads a freight train

down the south side of the Gotthard
line, which was electrified in 1922. The
masts and lines of the catenary can
be seen.

In Europe, elect rificat ion project s init ially focused on mount ainous regions for several reasons:
coal supplies were difficult , hydroelect ric power was readily available, and elect ric locomot ives
gave more t ract ion on st eeper lines. This was part icularly applicable in Swit zerland, where almost
all lines are elect rified. An import ant cont ribut ion t o t he wider adopt ion of AC t ract ion came from
SNCF of France aft er World War II. The company had assessed t he indust rial-frequency AC line
rout ed t hrough t he st eep Höllent al Valley, Germany, which was under French administ rat ion
following t he war. Aft er t rials, t he company decided t hat t he performance of AC locomot ives
was sufficient ly developed t o allow all it s fut ure inst allat ions, regardless of t errain, t o be of t his
st andard, wit h it s associat ed cheaper and more efficient infrast ruct ure.[28] The SNCF decision,
ignoring as it did t he 2,000 miles (3,200 km) of high-volt age DC already inst alled on French
rout es, was influent ial in t he st andard select ed for ot her count ries in Europe.[28]
 Pikku-Pässi, a small electric
locomotive of the Finlayson company
in Tampere, Finland, in 1950s

The 1960s saw t he elect rificat ion of many European main lines. European elect ric locomot ive
t echnology had improved st eadily from t he 1920s onwards. By comparison, t he Milwaukee Road
class EP-2 (1918) weighed 240 t , wit h a power of 3,330 kW and a maximum speed of 112 km/h;
in 1935, German E 18 had a power of 2,800 kW, but weighed only 108 t ons and had a maximum
speed of 150 km/h. On 29 March 1955, French locomot ive CC 7107 reached 331 km/h. In 1960
t he SJ Class Dm 3 locomot ives on Swedish Railways produced a record 7,200 kW. Locomot ives
capable of commercial passenger service at 200 km/h appeared in Germany and France in t he
same period. Furt her improvement s result ed from t he int roduct ion of elect ronic cont rol
syst ems, which permit t ed t he use of increasingly light er and more powerful mot ors t hat could
be fit t ed inside t he bogies (st andardizing from t he 1990s onwards on asynchronous t hree-phase
mot ors, fed t hrough GTO-invert ers).

In t he 1980s, t he development of very high-speed service brought furt her elect rificat ion. The
Japanese Shinkansen and t he French TGV were t he first syst ems for which devot ed high-speed
lines were built from scrat ch. Similar programs were undert aken in It aly, Germany and Spain; in t he
Unit ed St at es t he only new mainline service was an ext ension of elect rificat ion over t he
Nort heast Corridor from New Haven, Connect icut , t o Bost on, Massachuset t s, t hough new
elect ric light rail syst ems cont inued t o be built .

On 2 Sept ember 2006, a st andard product ion Siemens elect ric locomot ive of t he Eurosprint er
t ype ES64-U4 (ÖBB Class 1216) achieved 357 km/h (222 mph), t he record for a locomot ive-
hauled t rain, on t he new line bet ween Ingolst adt and Nuremberg.[29] This locomot ive is now
employed largely unmodified by ÖBB t o haul t heir Railjet which is however limit ed t o a t op speed
of 230 km/h due t o economic and infrast ruct ure concerns.
Types

The operating controls of VL80R

freight locomotive from Russian
Railways. The wheel controls motor
power.

Electric locomotive used in mining

operations in Flin Flon, Manitoba. This
locomotive is on display and not
currently in service.

An elect ric locomot ive can be supplied wit h power from

Rechargeable energy storage systems,

such as a battery or ultracapacitor-
powered mining locomotives.
 A stationary source, such as a third rail
or overhead wire.
The dist inguishing design feat ures of elect ric locomot ives are:

The type of electrical power used, AC or

DC.
The method of storing (batteries,
ultracapacitors) or collecting
(transmission) electrical power.
The means used to couple the traction
motors to the driving wheels (drivers).

Direct and alternating current

The most fundament al difference lies in t he choice of AC or DC. The earliest syst ems used DC,
as AC was not well underst ood and insulat ion mat erial for high volt age lines was not available. DC
locomot ives t ypically run at relat ively low volt age (600 t o 3,000 volt s); t he equipment is
t herefore relat ively massive because t he current s involved are large in order t o t ransmit
sufficient power. Power must be supplied at frequent int ervals as t he high current s result in large
t ransmission syst em losses.

As AC mot ors were developed, t hey became t he predominant t ype, part icularly on longer rout es.
High volt ages (t ens of t housands of volt s) are used because t his allows t he use of low current s;
t ransmission losses are proport ional t o t he square of t he current (e.g. t wice t he current means
four t imes t he loss). Thus, high power can be conduct ed over long dist ances on light er and
cheaper wires. Transformers in t he locomot ives t ransform t his power t o a low volt age and high
current for t he mot ors.[30] A similar high volt age, low current syst em could not be employed wit h
direct current locomot ives because t here is no easy way t o do t he volt age/current
t ransformat ion for DC so efficient ly as achieved by AC t ransformers.

AC t ract ion st ill occasionally uses dual overhead wires inst ead of single-phase lines. The
result ing t hree-phase current drives induct ion mot ors, which do not have sensit ive commut at ors
and permit easy realisat ion of a regenerat ive brake. Speed is cont rolled by changing t he number
of pole pairs in t he st at or circuit , wit h accelerat ion cont rolled by swit ching addit ional resist ors in,
or out , of t he rot or circuit . The t wo-phase lines are heavy and complicat ed near swit ches, where
t he phases have t o cross each ot her. The syst em was widely used in nort hern It aly unt il 1976
and is st ill in use on some Swiss rack railways. The simple feasibilit y of a fail-safe elect ric brake
is an advant age of t he syst em, while speed cont rol and t he t wo-phase lines are problemat ic.

The Swedish Rc locomotive was the

first series locomotive that used
thyristors with DC motors.

Rect ifier locomot ives, which used AC power t ransmission and DC mot ors, were common, t hough
DC commut at ors had problems bot h in st art ing and at low velocit ies. Today's advanced elect ric
locomot ives use brushless t hree-phase AC induct ion mot ors. These polyphase machines are
powered from GTO-, IGCT- or IGBT-based invert ers. The cost of elect ronic devices in a modern
locomot ive can be up t o 50% of t he cost of t he vehicle.

Elect ric t ract ion allows t he use of regenerat ive braking, in which t he mot ors are used as brakes
and become generat ors t hat t ransform t he mot ion of t he t rain int o elect rical power t hat is t hen
fed back int o t he lines. This syst em is part icularly advant ageous in mount ainous operat ions, as
descending locomot ives can produce a large port ion of t he power required for ascending t rains.
Most syst ems have a charact erist ic volt age and, in t he case of AC power, a syst em frequency.
Many locomot ives have been equipped t o handle mult iple volt ages and frequencies as syst ems
came t o overlap or were upgraded. American FL9 locomot ives were equipped t o handle power
from t wo different elect rical syst ems and could also operat e as diesel-elect rics.

While t oday's syst ems predominant ly operat e on AC, many DC syst ems are st ill in use – e.g., in
Sout h Africa and t he Unit ed Kingdom (750 V and 1,500 V); Net herlands, Japan, Ireland (1,500 V);
Slovenia, Belgium, It aly, Poland, Russia, Spain (3,000 V) and Washingt on, D.C. (750 V).

Power transmission

A modern half-pantograph

Third rail at the West Falls Church

Metro station near Washington, D.C.,
electrified at 750 volts. The third rail is
at the top of the image, with a white
canopy above it. The two lower rails
are the ordinary running rails; current
from the third rail returns to the power
station through these.

Elect rical circuit s require t wo connect ions (or for t hree phase AC, t hree connect ions). From t he
beginning, t he t rack was used for one side of t he circuit . Unlike model railroads t he t rack normally
supplies only one side, t he ot her side(s) of t he circuit being provided separat ely.

Overhead lines
Railways generally t end t o prefer overhead lines, oft en called "cat enaries" aft er t he support
syst em used t o hold t he wire parallel t o t he ground. Three collect ion met hods are possible:

Trolley pole: a long flexible pole, which

engages the line with a wheel or shoe.
Bow collector: a frame that holds a long
collecting rod against the wire.
Pantograph: a hinged frame that holds
the collecting shoes against the wire in a
fixed geometry.
Of t he t hree, t he pant ograph met hod is best suit ed for high-speed operat ion. Some locomot ives
use bot h overhead and t hird rail collect ion (e.g. Brit ish Rail Class 92). In Europe, t he recommended
geomet ry and shape of pant ographs are defined by st andard EN 50367/IEC 60486[31]

Third rail
The original Balt imore and Ohio Railroad elect rificat ion used a sliding pickup (a cont act shoe or
simply t he "shoe") in an overhead channel, a syst em quickly found t o be unsat isfact ory. It was
replaced by a t hird rail, in which a pickup rides underneat h or on t op of a smaller rail parallel t o t he
main t rack, above ground level. There are mult iple pickups on bot h sides of t he locomot ive in
order t o accommodat e t he breaks in t he t hird rail required by t rackwork. This syst em is preferred
in subways because of t he close clearances it affords.

Driving the wheels

One of the Milwaukee Road EP-2 "Bi-

polar" electrics

During t he init ial development of railroad elect rical propulsion, a number of drive syst ems were
devised t o couple t he out put of t he t ract ion mot ors t o t he wheels. Early locomot ives oft en
used jackshaft drives. In t his arrangement , t he t ract ion mot or is mount ed wit hin t he body of t he
locomot ive and drives t he jackshaft t hrough a set of gears. This syst em was employed because
t he first t ract ion mot ors were t oo large and heavy t o mount direct ly on t he axles. Due t o t he
number of mechanical part s involved, frequent maint enance was necessary. The jackshaft drive
was abandoned for all but t he smallest unit s when smaller and light er mot ors were developed,

Several ot her syst ems were devised as t he elect ric locomot ive mat ured. The Buchli drive was a
fully spring-loaded syst em, in which t he weight of t he driving mot ors was complet ely
disconnect ed from t he driving wheels. First used in elect ric locomot ives from t he 1920s, t he
Buchli drive was mainly used by t he French SNCF and Swiss Federal Railways. The quill drive was
also developed about t his t ime and mount ed t he t ract ion mot or above or t o t he side of t he axle
and coupled t o t he axle t hrough a reduct ion gear and a hollow shaft – t he quill – flexibly
connect ed t o t he driving axle. The Pennsylvania Railroad GG1 locomot ive used a quill drive. Again,
as t ract ion mot ors cont inued t o shrink in size and weight , quill drives gradually fell out of favor in
low-speed freight locomot ives. In high-speed passenger locomot ives used in Europe, t he quill
drive is st ill predominant .

Anot her drive was t he "bi-polar" syst em, in which t he mot or armat ure was t he axle it self, t he
frame and field assembly of t he mot or being at t ached t o t he t ruck (bogie) in a fixed posit ion.
The mot or had t wo field poles, which allowed a limit ed amount of vert ical movement of t he
armat ure. This syst em was of limit ed value since t he power out put of each mot or was limit ed.
The EP-2 bi-polar elect rics used by t he Milwaukee Road compensat ed for t his problem by using
a large number of powered axles.

Modern freight elect ric locomot ives, like t heir Diesel-elect ric count erpart s, almost universally
use axle-hung t ract ion mot ors, wit h one mot or for each powered axle. In t his arrangement , one
side of t he mot or housing is support ed by plain bearings riding on a ground and polished journal
t hat is int egral t o t he axle. The ot her side of t he housing has a t ongue-shaped prot uberance t hat
engages a mat ching slot in t he t ruck (bogie) bolst er, it s purpose being t o act as a t orque
react ion device, as well as support . Power t ransfer from t he mot or t o t he axle is effect ed by
spur gearing, in which a pinion on t he mot or shaft engages a bull gear on t he axle. Bot h gears are
enclosed in a liquid-t ight housing cont aining lubricat ing oil. The t ype of service in which t he
locomot ive is used dict at es t he gear rat io employed. Numerically high rat ios are commonly found
on freight unit s, whereas numerically low rat ios are t ypical of passenger engines.

Wheel arrangements

A GG1 electric locomotive

The Whyt e not at ion syst em for classifying st eam locomot ives is not adequat e for describing
t he variet y of elect ric locomot ive arrangement s, t hough t he Pennsylvania Railroad applied
classes t o it s elect ric locomot ives as if t hey were st eam. For example, t he PRR GG1 class
indicat es t hat it is arranged like t wo 4-6-0 class G locomot ives coupled back-t o-back.

UIC classificat ion syst em was t ypically used for elect ric locomot ives, as it could handle t he
complex arrangement s of powered and unpowered axles and could dist inguish bet ween coupled
and uncoupled drive syst ems.

Battery locomotive

A London Underground battery-

electric locomotive at West Ham
station used for hauling engineers'
trains

A bat t ery-elect ric locomot ive (or bat t ery locomot ive) is powered by onboard bat t eries; a kind of
bat t ery elect ric vehicle.

Such locomot ives are used where a diesel or convent ional elect ric locomot ive would be
unsuit able. An example is maint enance t rains on elect rified lines when t he elect ricit y supply is
t urned off. Anot her use for bat t ery locomot ives is in indust rial facilit ies (e.g. explosives
fact ories, oil, and gas refineries or chemical fact ories) where a combust ion-powered locomot ive
(i.e., st eam- or diesel-powered) could cause a safet y issue due t o t he risks of fire, explosion or
fumes in a confined space. Bat t ery locomot ives are preferred for mine railways where gas could
be ignit ed by t rolley-powered unit s arcing at t he collect ion shoes, or where elect rical resist ance
could develop in t he supply or ret urn circuit s, especially at rail joint s, and allow dangerous current
leakage int o t he ground.[32]

The first elect ric locomot ive built in 1837 was a bat t ery locomot ive. It was built by chemist
Robert Davidson of Aberdeen in Scot land, and it was powered by galvanic cells (bat t eries).
Anot her early example was at t he Kennecot t Copper Mine, McCart hy, Alaska, wherein 1917 t he
underground haulage ways were widened t o enable working by t wo bat t ery locomot ives of 41⁄2
short t ons (4.0 long t ons; 4.1 t ).[33] In 1928, Kennecot t Copper ordered four 700-series elect ric
locomot ives wit h onboard bat t eries. These locomot ives weighed 85 short t ons (76 long t ons;
77 t ) and operat ed on 750 volt s overhead t rolley wire wit h considerable furt her range whilst
running on bat t eries.[34] The locomot ives provided several decades of service using nickel–iron
bat t ery (Edison) t echnology. The bat t eries were replaced wit h lead-acid bat t eries, and t he
locomot ives were ret ired short ly aft erward. All four locomot ives were donat ed t o museums, but
one was scrapped. The ot hers can be seen at t he Boone and Scenic Valley Railroad, Iowa, and at
t he West ern Railway Museum in Rio Vist a, California.

The Toront o Transit Commission previously operat ed on t he Toront o subway a bat t ery elect ric
locomot ive built by Nippon Sharyo in 1968 and ret ired in 2009.[35]

London Underground regularly operat es bat t ery-elect ric locomot ives for general maint enance
work.

As of 2022, bat t ery locomot ives wit h 7 and 14 MWh energy capacit y have been ordered by rail
lines and are under development .[36]

Supercapacitor power storage

In 2020 Zhuzhou Elect ric Locomot ive Company, manufact urers of st ored elect rical power
syst ems using supercapacit ors init ially developed for use in t rams, announced t hat t hey were
ext ending t heir product line t o include locomot ives.[37]
Electric locomotives around
the world

Europe

NER No.1, Locomotion museum,

Shildon

FS Class E656, an articulated Bo'-Bo'-

Bo' locomotive, manages more easily
the tight curves often found on the
Italian railways
 British Class 91

Elect rificat ion is widespread in Europe, wit h elect ric mult iple unit s commonly used for passenger
t rains. Due t o higher densit y schedules, operat ing cost s are more dominant wit h respect t o t he
infrast ruct ure cost s t han in t he U.S. and elect ric locomot ives have much lower operat ing cost s
t han diesel. In addit ion, government s were mot ivat ed t o elect rify t heir railway net works due t o
coal short ages experienced during t he First and Second World Wars.

Diesel locomot ives have less power compared t o elect ric locomot ives for t he same weight and
dimensions. For inst ance, t he 2,200 kW of a modern Brit ish Rail Class 66 diesel locomot ive was
mat ched in 1927 by t he elect ric SBB-CFF-FFS Ae 4/7 (2,300 kW), which is light er. However, for
low speeds, t he t ract ive effort is more import ant t han power. Diesel engines can be compet it ive
for slow freight t raffic (as it is common in Canada and t he U.S.) but not for passenger or mixed
passenger/freight t raffic like on many European railway lines, especially where heavy freight
t rains must be run at comparat ively high speeds (80 km/h or more).

These fact ors led t o high degrees of elect rificat ion in most European count ries. In some
count ries, like Swit zerland, even elect ric shunt ers are common and many privat e sidings are
served by elect ric locomot ives. During World War II, when mat erials t o build new elect ric
locomot ives were not available, Swiss Federal Railways inst alled elect ric heat ing element s in t he
boilers of some st eam shunt ers, fed from t he overhead supply, t o deal wit h t he short age of
import ed coal.[38][39]

Recent polit ical development s in many European count ries t o enhance public t ransit have led t o
anot her boost for elect ric t ract ion. In addit ion, gaps in t he unelect rified t rack are closed t o avoid
replacing elect ric locomot ives by diesel for t hese sect ions. The necessary modernizat ion and
elect rificat ion of t hese lines are possible, due t o t he financing of t he railway infrast ruct ure by
t he st at e.

Brit ish elect ric mult iple unit s were first int roduced in t he 1890s, and current versions provide
public t ransit and t here are also a number of elect ric locomot ive classes, such as: Class 76, Class
86, Class 87, Class 90, Class 91 and Class 92.
Russia and former USSR

Soviet electric locomotive VL60pk

(ВЛ60пк ), c. 1960

Russian most powerful freight electric

locomotives 3ES10 (for 3 kV DC,
12,600 kW) and 4ES5K (for 25 kV AC,
12,240 kW)

Russia and ot her count ries of t he former Soviet Union have a mix of 3,000 V DC and 25 kV AC for
hist orical reasons.

The special "junct ion st at ions" (around 15 over t he former USSR - Vladimir, Mariinsk near
Krasnoyarsk, et c.) have wiring swit chable from DC t o AC. Locomot ive replacement is essent ial at
t hese st at ions and is performed t oget her wit h t he cont act wiring swit ching.

Most Soviet , Czech (t he USSR ordered passenger elect ric locomot ives from Škoda), Russian and
Ukrainian locomot ives can operat e on AC or DC only. For inst ance, VL80 is an AC machine, wit h
VL10 a DC version. There were some half-experiment al small series like VL82, which could
swit ch from AC t o DC and were used in small amount s around t he cit y of Kharkiv in Ukraine, where
is no junct ion st at ion at many lines. Also, t he lat est Russian passenger locomot ive EP20 and it s
half-experiment al predecessor EP10 are a dual syst em.
Hist orically, 3,000 V DC was used for simplicit y. The first experiment al t rack was in t he Georgian
mount ains, t hen t he suburban zones of t he largest cit ies were elect rified for EMUs - very
advant ageous due t o t he much bet t er dynamic of such a t rain compared t o t he st eam one, which
is import ant for suburban service wit h frequent st ops. Then t he large mount ain line bet ween Ufa
and Chelyabinsk was elect rified.

For some t ime, elect ric railways were only considered t o be suit able for suburban or mount ain
lines. In around 1950, a decision was made (according t o legend, by Joseph St alin) t o elect rify
t he highly loaded plain prairie line of Omsk-Novosibirsk. Aft er t his, elect rifying t he major railroads
at 3,000 V DC became mainst ream.

25 kV AC st art ed in t he USSR in around 1960 when t he indust ry managed t o build t he rect ifier-
based AC-wire DC-mot or locomot ive (all Soviet and Czech AC locomot ives were such; only t he
post -Soviet ones swit ched t o elect ronically cont rolled induct ion mot ors). The first major line
wit h AC power was Mariinsk-Krasnoyarsk-Tayshet -Zima; t he lines in European Russia like
Moscow-Rost ov-on-Don followed.

In t he 1990s, some DC lines were rebuilt as AC t o allow t he usage of t he huge 10 MW AC

locomot ive of VL85. The line around Irkut sk is one of t hem. The DC locomot ives freed by t his
rebuild were t ransferred t o t he St Pet ersburg region.

The Trans-Siberian Railway has been part ly elect rified since 1929, ent irely since 2002. The
syst em is 25 kV AC 50 Hz aft er t he junct ion st at ion of Mariinsk near Krasnoyarsk, 3,000 V DC
before it , and t rain weight s are up t o 6,000 t onnes.[40]
North America

Canada

CN Boxcab Electric locomotive

leaving Mount Royal Tunnel, in 1989.

Hist orically, Canada has used a variet y of elect ric locomot ives, primarily for moving passengers
and cargo t hrough poorly vent ilat ed t unnels. Elect ric locomot ives t hat were in use in Canada
include t he St . Clair Tunnel Co. Boxcab Elect ric, CN Boxcab Elect ric, and GMD GF6C. Exo in
Mont real operat ed ALP-45DP dual-mode elect ro-diesel locomot ives in order t o allow t he
locomot ives t o t raverse t he poorly vent ilat ed Mount Royal Tunnel. The locomot ives run in
elect ric mode along t he ent ire lengt h of t he Deux-Mont agnes line and along t he Mascouche line
bet ween Mont real Cent ral St at ion and Ahunt sic st at ion. The locomot ives run in diesel mode for
t he remainder of t he Mascouche line and along t hree ot her non-elect rified lines.[41] However, wit h
t he conversion of t he Mount Royal Tunnel int o t he mainline of t he Réseau express mét ropolit ain
light met ro syst em and t he permanent t runcat ion of t he Mascouche line t o Ahunt sic st at ion
st art ing in January 2020, t he locomot ives are run exclusively in diesel mode.[42]

Similar t o t he US t he flexibilit y of diesel locomot ives and t he relat ively low cost of t heir
infrast ruct ure has led t hem t o prevail except where legal or operat ional const raint s dict at e t he
use of elect ricit y. Leading t o limit ed elect ric railway infrast ruct ure and by ext ension elect ric
locomot ives operat ing in Canada t oday. As of 2021, only one example exist s t oday, GMD
SW1200MG elect ric locomot ives operat ed by t he Iron Ore Company of Canada for a small
isolat ed railway hauling raw ore from t heir Carol Lake mine t o a processing plant .
In t he fut ure Toront o's GO Transit plans t o operat e a fleet of new elect ric locomot ives as a part
of it s Regional Express Rail init iat ive. The feasibilit y of using hydrogen fuel-cell locomot ives is
also being st udied.[43]

United States

A Siemens ACS-64.

Elect ric locomot ives are used for passenger t rains on Amt rak's Nort heast Corridor bet ween
Washingt on, DC, and Bost on, wit h a branch t o Harrisburg, Pennsylvania, and on some commut er
rail lines. Mass t ransit syst ems and ot her elect rified commut er lines use elect ric mult iple unit s,
where each car is powered. All ot her long-dist ance passenger service and, wit h rare except ions,
all freight is hauled by diesel-elect ric locomot ives.

In Nort h America, t he flexibilit y of diesel locomot ives and t he relat ively low cost of t heir
infrast ruct ure have led t hem t o prevail except where legal or operat ional const raint s dict at e t he
use of elect ricit y. An example of t he lat t er is t he use of elect ric locomot ives by Amt rak and
commut er railroads in t he Nort heast . New Jersey Transit New York corridor uses ALP-46 elect ric
locomot ives, due t o t he prohibit ion on diesel operat ion in Penn St at ion and t he Hudson and East
River Tunnels leading t o it . Some ot her t rains t o Penn St at ion use dual-mode locomot ives t hat
can also operat e off t hird-rail power in t he t unnels and t he st at ion.

During t he st eam era, some mount ainous areas were elect rified but t hese have been
discont inued. The junct ion bet ween elect rified and non-elect rified t errit ory is t he locale of
engine changes; for example, Amt rak t rains had ext ended st ops in New Haven, Connect icut , as
locomot ives were swapped, a delay which cont ribut ed t o t he decision t o elect rify t he New
Haven t o Bost on segment of t he Nort heast Corridor in 2000.[44]
Asia

China

Two China Railway HXD3Ds hauling a

long-distance passenger train.

China has over 100,000 kilomet res (62,000 mi) of elect rified railway.[45] Wit h most t runk line
freight and long-dist ance passenger t rains operat ed using high power elect ric locomot ives,
t ypically in excess of 7,200 kilowat t s (9,700 hp) of power out put . Heavy freight is hauled wit h
ext remely high power mult i-sect ion locomot ives, reaching up t o 28,800 kilowat t s (38,600 hp) on
t he "Shen 24" series of six sect ion elect ric locomot ives.[46]

India

Indian Railway WAP-7 class electric

locomotive
All mainline elect rified rout es in India use 25 kV AC overhead elect rificat ion at 50 Hz. As of March
2017, Indian Railways haul 85% of freight and passenger t raffic wit h elect ric locomot ives and
45,881 km of railway lines have been elect rified.[47]

Japan

Japan electric locomotive EF65

Japan has come close t o complet e elect rificat ion largely due t o t he relat ively short dist ances
and mount ainous t errain, which make elect ric service a part icularly economical invest ment .
Addit ionally, t he mix of freight t o passenger service is weight ed much more t oward passenger
service (even in rural areas) t han in many ot her count ries, and t his has helped drive government
invest ment int o t he elect rificat ion of many remot e lines. However, t hese same fact ors lead
operat ors of Japanese railways t o prefer EMUs over elect ric locomot ives. The vast majorit y of
elect ric passenger service in Japan is operat ed wit h EMUs, relegat ing elect ric locomot ives t o
freight and select long-dist ance services.
Australia

Queensland Railways 3100/3200

class

The Vict orian Railways and New Sout h Wales Government Railways, which pioneered elect ric
t ract ion in Aust ralia in t he early 20t h cent ury and cont inue t o operat e 1,500 V DC elect ric
mult iple unit s, have wit hdrawn t heir elect ric locomot ives.

In bot h st at es, t he use of elect ric locomot ives on principal int erurban rout es proved t o be a
qualified success. In Vict oria, because only t he Gippsland line was elect rified, t he economic
advant ages of elect ric t ract ion were not fully realized due t o t he need t o change locomot ives
for t rains t hat ran beyond t he elect rified net work. The Vict orian Railways L class were wit hdrawn
from service by 1987,[48] and t he Gippsland line elect rificat ion had been dismant led by 2004.[49]

The New Sout h Wales 86 class locomot ives int roduced t o NSW in 1983 had a relat ively short life
because t he cost of maint aining t he infrast ruct ure, t he need t o change locomot ives at t he
ext remit ies of t he elect rified net work, and higher charges levied for elect ricit y, saw diesel
locomot ives t ake over services t he elect rified net work.[50]

Queensland Rail implement ed elect rificat ion in t he 1980s and ut ilises t he more recent 25 kV AC
t echnology wit h around 1,000 km of t he narrow gauge net work now elect rified. It operat es a
fleet of elect ric locomot ives t o t ransport coal for export , t he most recent of which t he
3,000 kW (4,020 HP) 3300/3400 class.[51]

See also

Ai b k ( il)
Air brake (rail)
Baldwin-Westinghouse electric
locomotives
Battery powered railcars
Boxcab
Charles Grafton Page - electrical pioneer
Electric multiple unit
Electric-steam locomotives
Electric vehicle battery
Emily Davenport - electric locomotive
pioneer
Heilmann locomotive
Hybrid train
Railway brakes
Railway electrification system
 Tram

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Haut, F.J.G. (1970). A History of the
Electric Locomotive, Volume Two (http
s://archive.org/details/pictorialhistory00
haut) (1st ed.). South Brunswick, NJ:
A.S. Barnes & Co. ISBN 978-0-498-
02466-5.
Haut, F.J.G. (1977). Electric locomotives
of the World. Barton. ISBN 978-0-85153-
256-1.
Haut, F.J.G. (1981). A History of the
Electric Locomotive. Volume 2. A.S.
Barnes & Co. ASIN B000RAWB64 (http
s://www.amazon.com/dp/B000RAWB6
4) .
Haut, F.J.G. (1987). A History of the
Electric Locomotive, Vol. 2: Railcars and
the Industrial Locomotive (https://archiv
e.org/details/pictorialhistory00haut) .
 A.S. Barnes & Co. ISBN 978-0-498-
02466-5.

External links

Electric traction (http:// Wikimedia

Commons
mikes.railhistory.railfa
has media
n.net/r066.html) related to
Electrically
Electric engines (http:// powered
www.o-keating.com/hs locomotives .

r/electric.htm) Archived (https://web.ar

chive.org/web/20100925210814/http://
o-keating.com/hsr/electric.htm) 2010-
09-25 at the Wayback Machine
Railroad tapping into wind and solar
power (https://web.archive.org/web/201
 10717113122/http://www.turnagaintime
s.com/current%20issue/4-17-08/solarwi
nd.html)

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