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[5] [7]: 18 Early American locomotives had bar frames, made from steel bar; in the 20th century they usually had cast steel frames or, in the final decades of steam locomotive design, a cast steel locomotive bed – a one-piece steel casting for the entire locomotive frame, cylinders, valve chests, steam pipes, and smokebox saddle, all as a ...
MotivePower, Inc. (MPI) was an American manufacturer of diesel-electric locomotives. The company traces its history back to being a division of Morrison-Knudsen (MK) since 1972. [1] After MotivePower spun-off from MK, the company merged with the air brake manufacturer WABCO to form "Wabtec" in 1999, remaining as a brand of it.
The locomotives are equipped with a Cummins V18 QSK78 prime mover rated at 3,300 hp (2,460 kW). [2] The engine blocks for the prime movers are cast in Germany and sent to the Cummins engine plant in Daventry, England, for the final machining and assembly process. They are then fitted to the locomotive in Boise, Idaho. [8]
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The MP54AC is a genset locomotive, using a pair of Cummins QSK60 60-liter, 16-cylinder engines rated at 2,700 hp each (5,400 hp total) and during periods of low power demand, the locomotive can operate on just one engine to reduce noise pollution and boost fuel efficiency. The 5,400 total horsepower qualifies the MP54AC as the most powerful ...
The MPI MP14B is a low-emissions diesel switcher locomotive built by MotivePower. It is powered by two Cummins QSK19C I6 engines with each one developing 700 horsepower (522 kW) and creating a total power output of 1,400 horsepower (1,040 kW). [1] The MPI MP14B is nearly identical to the MPI MP21B except that it has one fewer engine.
Another way is to use multi-system motive power that can operate under several different voltages and current types. In Europe, two-, three- and four-system locomotives for cross-frontier freight traffic are becoming a common sight (1.5 kV DC, 3 kV DC, 15 kV 16.7 Hz AC, 25 kV 50 Hz AC). [ 2 ]
Diagram of a typical locomotive air horn power chamber, showing operation. Train horns are operated by compressed air, typically 125–140 psi (8.6–9.7 bar), and fed from a locomotive main air reservoir. When the engineer opens the horn valve, air flows through a supply line into the power chamber at the horn's base (diagram, right).