LOCOMOTIVES OF THE WORLD…

The group of countries having two power systems electrification

Spain
Besides the fact that in this country the railways has the largest gauge, of 1,668 mm, Spain being situated in the western extremity of Europe and having a prosperous economical development, at the beginning, on the main sections of the country, linking to France, the electrification has been performed in continuous current of 3 kV, of course, with the adaptation to the system of all the hauling stock (the locomotives).
After the Second World War, in France has been achieved a new electrification system, in alternative power of 25 kV=50 Hz, which has obtained good results by increasing the power in Kilowatts on each hauling unit - either normal locomotive, or a hulled one, either the motorcars (electrical train sets) - and through the reduction of the number of hauling substations, increasing the interval from two hauling substations from almost 25 km, at continuous power, at almost 85 km, at alternative power, plus the reduction of the contact line section. Given these encouraging results, Spain has also approached, since 1990, at the alternative power of 25 kV-50 Hz, first of all on Madrid - Sevilla railway section, with a gauge of 1,435 mm, then, under construction, on Port Bou - Barcelona railway section, and in the future, there area still in designing stage, on Barcelona - Zaragoza - Madrid (Chamartin) railway section.
Moreover, in Spain there has been purchased high-speed electrical train sets, in France, for 300 km/h, as well as in Germany (350 km/h).

France
Wishing to overpass Germany and to adopt in the railway electrification the system of 15kV - 16.7 Hz, France has reached, through its endeavors, to achieve the mono-phased alternative power system of 25 kV - 50 Hz, which has been afterwards extended to a great part of the European railways, especially in the countries situated in the center and the southeast of Europe, which have left behind with their electrification.
In France, the electrification rush, which has been manifested after the Second World War made that the railway electrification to be achieved in continuous power of 1.5 kV, including especially the areas from the southern areas of the country, where there still are locomotives operating in this electrification system, there also being appreciated the continuous power engine series type. Only after discovering the advantages of the new electrification system in mono-phased alternative power of 25 kV - 50 Hz France has achieved the famous TGV trains with hulled locomotives, which presently operate on several main sections reaching 300 km/h speed, being also noticed the tendency that between Paris and Strasbourg to reach at 350 - 400 km/h.
Here is an example of modern railway conception - at putting into operation the whole European continent!

Russian Federation
On this vast territory situated in the eastern part of Europe, continuing the Urals Mountains with the great extend of Southern Siberia, up to the Pacific Ocean, the railways has a 1,520 mm gauge.
The former URSS has started the railway electrification first of all in the European area, in continuous power of 3 kV, producing locomotives of CoCo Vl60 type, reaching the speed of 100 km/h. once with the development of the electrification in mono-phased alternative power of 25 kV - 50 Hz, which has been experienced in the entire Europe, the Russian Federation has also approached the electrification in this new system of the railway sections on the non-electrified main sections, as well as the ones beyond the Urals Mountains, producing double locomotives BoBo +BoBo VL80 type in the new power system, especially for the big tonnage trains, operating with a maximal speed of 100 km/h. yet, in order to operate on the railway sections with continuous power electrification of 3 kV, as well as on those in alternative power of 25 kV - 50 Hz there has been achieved the performant VL 82 locomotive of BoBo+BoBo type, dual power, of 9,760 kW, reaching the speed of 110 km/h with silicium rectifierss, having the engine hauling power of 610 kW. This locomotive operates on Moscow - Krasnoiarsk - Valdivostok or Habarovsk.

Italy
Although the electrification system of the Italian railways is generally achieved in continuous power of 3 kV, according as the hauling in alternative power, in 15 kV-16.7 Hz, as well as in 25 kV -50 Hz - is developed, therefore achieving greater powers and more reduced consumption, Italy has started to produce the locomotives in dual power of 3 kV and 15 kV- 16.7 Hz, respectively 3 kV and 25 kV - 50 Hz, according to the routes transited by its trains, especially by the electrical train sets. Respectively, Milan - Zurich - Stuttgart, with 3 kV and 15 kV - 16.7 Hz, and between Milan - Torino and, in the near future, through Bardonechio (railway section which is presently in modernization stage), up to Lyon, with 3 kV and 25 Kv - 50 Hz.

Railway Electrification on Other Continents

United States of America
On the north-American continent the hauling of the trains is performed differently than in the European countries because the railway companies are aiming at investing as lees as possible and to obtain profit as much as possible, counting on the domination that USA exerts on the oil world.
In USA there are several big railway companies - Norfolk Southern, Santa Fe, Union Pacific and Matrak, especially for the high-speed trains, as Alaska Northern Railway (having railway sections between Anchorage - Fairbanks and the other towns of this state).
In the northern part of the United States of America, on the Eastern Coast, towards Canada, there are several railway passenger companies New Haven Railway, using Bo-A1A locomotive type, which in point of hauling is equivalent to BoBo locomotive, because the middle axle, without hauling engine, bears only part of the allocated weight, especially in the areas where the Diesel engine is located, the transmission being electrical; this locomotive has a 1,750 HP power and reaches a maximal speed of 112 km/h.
The railway transport is very developed in USA, the hauling being generally provided by Diesel locomotives with electrical transmission, with powers of 1,500 and 5,000 Hp, with Diesel engines, of BoBo or CoCo types, produced by General Motors and Caterpillar. There is interesting to mention the fact that, in the case of freight trains, the help of certain abacus determines the number of locomotives necessary to a train, taking into consideration the tonnage of the train, by its traffic speed and the existing slopes on the operated railway section. Therefore, the heavy trains having an automatic coupling use up to six locomotives in the head of the train, the train sets reaching a length of over 1 km. Taking into consideration the same parameters, the passenger trains are hauled by one or two locomotives.
The railway company Union Pacific Railroad is also endowed with streamlined body locomotives, Centennial, GP 40 series - of DoDo type, with four axles assembled on the bogie being something unique, with electrical transmission and the speed of 144 km/h. The first generation locomotive of this type is produced by General Motors and is endowed with two Diesel engines, its length being of 30 m, and its weight of 247.5 tons. It has a 16 cylinder engine and develops 2,460 kW (3,300 HP), meaning an overall of 6.600 HP on locomotive; in the case of using the double hauling there is also reached at 13,200 HP, with 1,206 KN hauling effort and 31 tons/axle, using in total eight suspended hauling engines with integrated alternators.
Under the locomotive, between the two bogies, there is a huge tank of fuel. The bogie "Do" has a double suspension, with a console of swam neck between the axles 1 and 2 and between the axles 3 and 4, the davit socket of the pivot being situated between the axles 2 and 3. The braking cylinders are placed next to each wheel, on both sides of the bogie; although the reduced dimensions, they are very efficient.
Presently, there is in construction stage a second generation of locomotive, series SD - 45-2, still produced by General Motors, which has a 20 cylinder engine of 2,685 kW, respectively 3,600 HP, 645 type, still from Do axle formula, with two engines on a locomotive, reaching an overall of 7,200 HP, and in double hauling 14,400 Hp.
These locomotives are used at heavy freight trains in order to reduce their number - as we have presented above, these trains reach the number of six hauling units, so in the new conditions there would be necessary only three locomotives for the respective heavy train.
The first electrical Diesel locomotives, introduced after the Second World War, had small powers, of 1,600 HP, from which for the hauling there were used 1,500 HP, and the rest of (100HP), for the auxiliary services.
The repair of these locomotives lasted only a day, while the locomotive was introduced in the workshop, the existing aggregates were taken out, in order to repair or replace them, and there were assembled new aggregates or they were repaired, for the next period of operation. This system is still used presently, the only news being the fact that the Diesel engines have bigger powers, as the exploitation requires that. The repairing system presented above is based on the interchangeability of the spare parts and of the aggregates from the composition of the respective locomotive.
Another unique fact is; in the United States, in order to avoid the misunderstandings, each railway company has established its operation area. From these, only Amtrak company has available electrified railway sections - in alternative power of 25 kV - 60 Hz - and develops its activity of passengers transport as it follows:
· on the Eastern Coast, between Boston - New Haven, New York - Philadelphia- Baltimore - Washington, extended to Norfolk;
· on the Western Coast, between Portland - Tacoma - Seattle - Vancouver (Canada);
· in the state of Texas, the triangle Dallas - San Antonio - Houston;
· in the tate of Florida, between Miami - Palm Beach - Orlando - Jacksonville.
On the Western Coast, in the southern part, due to the relief, the passengers transport is not performed by train, but by passengers' ships, in the cruise between San Francisco - Los Angeles - San Diego. On the inside railway section, between Los Angeles - Las Vegas - Denver - Des Moines - Chicago, and on the railway section Seattle - Wallace - Gettysburg - Minneapolis - Chicago, operate passengers trains hauled by electrical Diesel locomotives.
Generally, in USA the short routes are performed by the personal car, and the long ones by plane. The goods are usually transported in bulk (especially the ores, but also other products) or in containers - by train or by vessels operating on big lakes from the borders with Canada, as well as on the rivers, especially on Mississippi and Missouri, and on external relations, on the two oceans, Atlantic and Pacific.
Currently, in the United States of America there are manifested two ways of thinking in point of transports, favoring the railway activity. After the terrorist attacks from September 1, 2001, when the air terrorism has reached its peak acme, given the fact that the danger of new terrorist attacks can not be removed for good, because they could strike everywhere and anytime, especially in air transport, and taking into consideration the fact that the speed and the time are primordial factors in the transport activity, the railway companies from this country are going to experience a great spring. Therefore, better using the services of Amtrak Company, the railways could take over the big distance transports (of 1,000 - 1,500 km) not only for goods transportation, but also for passengers.

Canada
There are also in Canada a lot of railway companies: Canadian Pacific Railways, Canadian National Railway, Great Canadian Railway and Via Rail.
Between the Eastern Coast and the Western Coast, the freight railway transports are performed by trains hauled by electrical Diesel locomotives similar to the ones used in the United States as powers, tonnage and exploitation mode: they have powers between 2,000 -6,000 HP and operate especially in the southern part of the country, using the multiple hauling, in the western mountain areas.
Electrical Diesel locomotives are of CoCo type, being of a great adherence, and can operate up to 140 km/h.
The only electrified line, in alternative power of 25 kV - 60 Hz, is the one from Quebec - Montreal - Ottawa - Toronto - Hamilton - Windsor - Detroit (United States).

Mexico
Given the geographical location the railway transport from Mexico does not have a very great importance, currently its railway network being non-electrified. For the trains hauling there is used especially electrical Diesel locomotive, of CoCo type, and for the time being there is no issue out of the electrification.

Latin America

Brazil
This south-American country has available several railway companies: RFFSA, BRC and BF, the railway tracks having the gauge of 1,600 mm.
On the Brazilian railways there are presently exploited Diesel locomotives with electrical transmission, yet certain railway sections have been electrified - in the continuous power system of 3 kV -, the locomotives used at hauling the trains on these railway sections having the series 2,000.

Argentina, Chile, Peru, Columbia, Venezuela, Paraguay
Because this side of the world used most of all the maritime and air transport, the railway transport has a very decreased usage, some of the above mentioned countries even experiencing the first age of the railway. As much as possible, on the few railway sections, non-electrified, there is in these countries belonging to Latin America there have been introduced Diesel locomotives with electrical transmission, without making other investments yet.
But there is also a unique situation: in Peru, starting from the capital, Lima, situated at the level of the sea, the train climbs criss-cross up to Oroya, at 5,100 m, the biggest altitude from the world reached by the railways.

ASIA
Having several water falling and a very developed industry, Japan grants a great importance to the railway transport, the hauling being provided by electrical locomotives of several types:
· continuous power of 1.5 kV - locomotives from EF 200 series, of BoBoBo type, of 2.5 MW, s = 120 km/h;
· still continuous power of 1.5 kV - locomotives from EF 81-500 series, of BoBoBo type, of 2.5 MW, s = 120 km/h;
· at continuous power of 1.5 kV and alternative power of 25 kV - 60 Hz, - series EF 500, BoBoBo type, of 6 MW, s = 120 km/h, with thyristors and GTO inverters.
The railway sections belonging to the companies Shinkansen and East Japan Railway Company have a 1,435 mm gauge, the passengers transport on these lines providing the link between the main towns of the country, being performed by electrical high-speed trains sets, of 210-240 km/h.

On the majority of the railway sections from China, non-electrified, having the gauge of 1,435 mm, there are used electrical Diesel locomotives, imported even from Romania.
On the railway section Beijing - Shanghai there has been achieved the electrification in alternative power of 25 kV - 50 Hz, for the hauling of the trains being used here the locomotives CoCo type (brought from Romania) as well as BoBo type and BoBo+BoBo type (imported from Germany).
The economy of the country is in full development stage, the Chinese state presently making efforts order to extend the Diesel usage, and also for the continuation of the railway electrification in the above mentioned system, especially on the railway sections heading towards the seaside and to the big towns as Hong Kong, Shanghai etc.

In India there are also made efforts to use Diesel technology on their railways, in this respect purchasing electrical Diesel locomotives - of CoCo type, WDG series, of 3 MW - from the American company General Motors. There are also used electrical locomotives in alternative power of 25 kV - 50 Hz, of 4.5 MW, WAG 6 series, with thyristors, BoBo type, purchased from Japan, and from Europe there are purchased electrical locomotives of CoCo type of 4.5 Mw, WAG 9 series, = for hauling the freight trains, with a 100 km/h speed, and BoBo type, of 4 MW, WAY 5 series - for the passengers trains hauling, having a 140 km/h speed.

The relief of the country mostly mountainous, on the railways from Pakistan there are used Diesel locomotives with electrical transmission of CoCo type, 2,200 HP, which are purchased from Japan and Great Britain.
In other countries from this part of the world - Malaysia, Bangladesh, Iran, Iraq, Syria, Liban, Israel, Sri Lanka - presently these concerns focus on introducing the Diesel hauling on the national railways, the locomotives necessary in this respect being purchased from imports. Therefore, Malaysia and Bangladesh for example purchase Diesel locomotives from Japan, while Iran has oriented in this respect to Germany.
Presently, in other Asian countries - Vietnam, Laos, Cambodia, Philippine -, as well as Indonesia, there is a reduced number of railways (of course, non-electrified), the hauling on these lines generally being performed with diesel locomotives.

South Korea has also approached the use of Diesel technology on its railways, but there are also concerns for the railway electrification: there have been electrified certain railway sections - in alternative power of 25 kV - 50 Hz -, where the hauling is performed with electrical locomotives of BoBo type, purchased from Germany, as well as a few TGV train sets which operate with a 300 km/h speed, produced in France.

On the railways existing in the Asian republics from the former URSS, due to the oil they have available, the hauling based on Diesel engines is favored, as a consequence being approached Diesel technology.

AFRICA
The railways from South Africa make efforts to introduce the electrical Diesel locomotives, BoBo type, 38 class, on the non-electrified lines, and on the electrified one - in continuous power of 3 kV - the trains being hauled by electrical locomotives BoBo type, 8E series, mono-cabin.

There are railway sections electrified in alternative power of 25 kV - 50 Hz, on these sections the hauling being provided by locomotives CoCo type, 7E series, and BoBo type, 7E1 type. The locomotives 7E series are purchased from Germany, and the ones of 7E1 series, having the power of 3 MW, and also thyristors area purchased from Japan.

In Egypt there has been approached the Diesel technology on the railways getting help from the USA, while Maroc, country where there are only a few railways, there are presently introduced electrical Diesel locomotives came from France, and for the railway electrification has been chosen the continuous power of 3 kW, the hauling being performed with electrical locomotives 1,250 - 1,100 series brought from Japan.
On the railway network from Zaire there has been made the transition from Diesel hauling to the electrification - in alternative power of 25 kV - 50 Hz -, the trains being hauled by electrical locomotives of 2.4 MW, with thyristors, purchased from Japan.
Nigeria and Sudan have railways, where there operate electrical Diesel locomotives.
Algeria, Tunis, Senegal, Mali, Angola, Namibia and Ghana have available a reduced number of railways, presently in these countries being concerned about approaching Diesel hauling.

Oceania
In Australia, on the majority of railway sections operate trains hauled by Diesel locomotives with electrical transmission, of BoBo or CoCo types, purchased from Great Britain, and on the electrified lines - in alternative power of 25 kV - 50 Hz -, the electrical locomotives, class 31st, of 3 MW, with thyristors purchased from Japan.

In New Zealand, for the railway hauling there are also used Diesel locomotives with electrical transmission, purchased from Great Britain or from Japan.

Conclusions
From this material about the locomotives of the world, which aimed at being a radiography of the "up to date" situation striking emerges that the most used electrical locomotives presently are the BoBo type, which adherence has been increased, by the load on the axle of 21.5 tons, although they have a smaller weight than the locomotives CoCo type. Among the advantages of their utilization there can be mentioned: reduced power consumption, an easier curve approaching and, not at last, the fact that are more economic, especially for the reduced tonnage trains.
The locomotives achieved in the second half of the XX century, either they are of CoCo type of BoBoBo type, although less in number, they are used especially at trains of big tonnage for the transport of ores (as in the case of Sweden), at big slopes with circular trains through the Alps Mountains, (as in the case of Switzerland), while crossing Carpathians Mountains or at the commuter -trains crossing the English Channel.
The modern electrical locomotives are of BoBo type, with non-synchronic hauling engines, with GTO or IGBT thyristors, with big powers (between 5 - 7 MW), and reach a maximal speed of 230 km/h.
the locomotives belonging to Taurus family, hauling the trains from Austria and Germany, and transiting Hungary, can reach even in Romania, up to Brasov, being supplied in dual power of 15 kV - 16.7 Hz + 25 kV - 50 Hz.
The locomotives of BoBo type are even more economic, in the conditions in which the passengers trains have four-eight coaches, and at the freight tonnage are more reduced.

- to be continued -

Magdalena Fedeles
eng. Dumitru Ciocoreanu