Bibliographies thématiques / Locomotives, 1829

Littérature scientifique sur le sujet « Locomotives, 1829 »

Auteur : Grafiati
Publié le 27 juillet 2024
Mis à jour le 28 juillet 2024

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Articles de revues sur le sujet "Locomotives, 1829"

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Payen, Jacques. « Seguin, Stephenson et la naissance de la locomotive a chaudière tubulaire (1828–1829) ». History and Technology 6, no 2 (juillet 1988) : 145–71. http://dx.doi.org/10.1080/07341518808581745.

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Polivyanchuk, A. « ASSESSMENT ECONOMIC EFFICIENCY OF METHOD ACCELERATED MEASUREMENT EMISSIONS OF PARTICULATE MATTER WITH DIESEL LOCOMOTIVE EXHAUST ». Municipal economy of cities 4, no 150 (31 mai 2019) : 35–39. http://dx.doi.org/10.33042/2522-1809-2019-4-150-35-39.

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The problem of increasing the cost of environmental testing of diesel locomotives is considered, associated with the beginning of the normalization of the average operational emission of particulate matter from the exhaust gases of a diesel engine - an indicator of PM. The requirements of regulatory documents on the procedure for determining the PM indicator in the course of environmental tests of diesel locomotives are analyzed. In order to increase the economic efficiency of environmental tests of diesel locomotives, it is proposed to use the method of accelerated measurement (MАМ) of the PM indicator, which is characterized by a maximum allowable sample filtration rate of 100 cm/s and a minimum allowable mass of particulate matter on filters of 0,25 during certification tests and 0,14 mg - during research trials of a diesel engine. Developed: a methodology for evaluating the economic efficiency of using MAM and a methodology for experimental testing of MAM during diesel engine tests. The economic efficiency of MAM is proved. Computational studies have shown that the use of this method allows to reduce the cost of certification testing of a locomotive by 9 ... 28%, research tests - by 43 ... 53%. With decreasing levels of particulate emissions from diesel locomotives, the efficiency of the use of MAM is growing. On the basis of the 4CHN12/14 diesel engine, the experimental development of the proposed method was carried out, which confirmed the practical suitability of the MAM for the implementation of ISO 8178-F and DSTU 32.001-94 test cycles. It has been established that a decrease in the mass of the sample to the minimum allowable value leads to some decrease in the accuracy of the measurements of the PM index. However, it has been experimentally proved that the error in the reproducibility of the measurement results of the PM indicator during the implementation of MIE does not exceed the permissible value of ± 8.5%, and, therefore, this method can be applied in practice.
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PEREIRA E SILVA, PABLO, RODRIGO VAREJÃO ANDREÃO et MÁRIO MESTRIA. « SISTEMA DE REALIDADE VIRTUAL PARA TREINAMENTO DE OPERADORES DE LOCOMOTIVAS ». Revista SODEBRAS 14, no 159 (mars 2019) : 110–15. http://dx.doi.org/10.29367/issn.1809-3957.14.2019.159.110.

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Mandai, K., M. Tada, Y. Yamada, T. Koike, T. Okano, N. Hidaka et H. Nakamura. « POS0517 A LONGITUDINAL STUDY OF SARCOPENIA, LOCOMOTIVE SYNDROME, AND FRAILTY IN PATIENTS WITH RHEUMATOID ARTHRITIS : FROM THE CHIKARA STUDY ». Annals of the Rheumatic Diseases 80, Suppl 1 (19 mai 2021) : 492.2–492. http://dx.doi.org/10.1136/annrheumdis-2021-eular.1245.

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Background:Rheumatoid arthritis (RA) patients have a high frequency of sarcopenia, and they commonly have reduced physical function. We previously reported that the prevalence of sarcopenia was 28%, that of frailty was 18.9%, and that of pre-frailty was 38.9% in RA patients1,2, and 13.2% of RA patients developed sarcopenia within a year 3.Objectives:To investigate the risk factors for new onset of sarcopenia, locomotive syndrome, and frailty in patients with RA and the course of each disease.Methods:Two-year follow-up data from the rural group of the prospective, observational CHIKARA study were used. Sarcopenia was diagnosed using the criteria of the Asian Working Group for Sarcopenia 2014, locomotive syndrome was diagnosed using locomotive 5, and frailty was diagnosed using the basic checklist. New onset of the disease over the 2-year follow-up period was studied, excluding cases that had the disease at baseline. Improvement was defined as cases with disease at baseline that no longer met the diagnostic criteria after 2 years. Differences in the characteristics of each disease were tested using the Chi-squared test and the paired t-test.Results:The 81 patients with RA (82.7% female) had mean age 66.9±11.5 years, mean DAS28-ESR 2.9±1.2, methotrexate use in 81.5% (with a dose of 9.9±2.7 mg/week), and glucocorticoid (GC) use in 22.2% (with a dose of 3.1±1.7 mg/week). The baseline prevalence was 44.4% for sarcopenia, 35.8% for locomotive syndrome, and 25.9% for frailty, and the new onset rate was 4.4% for sarcopenia, 15.4% for locomotive syndrome, and 13.3% for frailty. Of the patients with each disease at baseline, 36.1% had sarcopenia, 20.7% had locomotive syndrome, and 33.3% had frailty, and of those with each disease at 2 years, 36.1% had sarcopenia, 20.7% had locomotive syndrome, and 33.3% had frailty. The new onset sarcopenia and locomotive syndrome groups had significantly higher rates of GC use (p=0.036, p=0.007, paired t-test) and significantly higher doses (p=0.01, p=0.001, paired t-test) than the groups without new onset sarcopenia and locomotive syndrome. High baseline disease activity was an independent predictor of new onset of locomotive syndrome on multivariate logistic regression analysis (OR=3.21, p=0.015).Conclusion:The new onset rates at 2 years were 4.4% for sarcopenia, 15.4% for locomotive syndrome, and 13.3% for frailty. In the new onset sarcopenia and locomotive syndrome groups, both GC use and dosage were significantly higher.References:[1]Tada M, et al. Matrix metalloprotease 3 is associated with sarcopenia in rheumatoid arthritis - results from the CHIKARA study. Int J Rheum Dis. 2018 Nov;21(11):1962-1969.[2]Tada M, et al. Correlation between frailty and disease activity in patients with rheumatoid arthritis: Data from the CHIKARA study. Geriatr Gerontol Int. 2019 Dec;19(12):1220-1225.[3]Yamada Y, et al. Glucocorticoid use is an independent risk factor for developing sarcopenia in patients with rheumatoid arthritis: from the CHIKARA study. Clin Rheumatol. 2020 Jun;39(6):1757-1764.Disclosure of Interests:None declared
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Nogue, Nicolas. « Reconstruction et modernisation de la SNCF : les nouvelles rotondes pour locomotives à vapeur (1944-1952) ». Revue d’histoire des chemins de fer, no 28-29 (1 décembre 2003) : 510–46. http://dx.doi.org/10.4000/rhcf.1821.

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Martynov, I., Yu Kalabukhin, A. Trufanova, S. Martynov et I. Ostapenko. « TO THE ISSUE OF MODERNIZATION OF PASSENGER CAR BODIES ». Municipal economy of cities 3, no 177 (26 mai 2023) : 189–99. http://dx.doi.org/10.33042/2522-1809-2023-3-177-189-199.

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Passenger cars owned by JSC "Ukrzaliznytsia" have practically exhausted their resource. Improving the efficiency of railways requires the use of new innovative technical solutions. The article analyzes the technical condition of the bodies of passenger cars that have worked out their resource. A total of 540 wagons of different years of construction were inspected. In the course of the analysis, the results of inspections of the metal structures of cars were divided into five conditional groups depending on the service life. At the same time, the nominal values of the thicknesses of the structural elements of the car and the actual values were compared. The authors determined the intensity of the increase in wear of various elements of the body. It has been established that the lower trim, the roof slope and the lower part of the side wall have the greatest wear. It is proposed to use aluminum alloys for the modernization of passenger car bodies. The advantage of such a technical solution is an increase in the corrosion resistance of the body. This significantly increases the durability of the wagons and reduces the tare weight of the car. The reduction of tare allows to reduce the specific resistance to train movement, reduce fuel and electricity costs for train traction, and the operating costs of railway transport for energy consumption. To reduce operating costs using the basic provisions of the locomotive traction theory, calculations were made to determine the energy consumption for the movement of a passenger train according to the profile conditions of the real section of the regional branch of the Southern Railway by diesel and electric locomotive traction with the base variant and the variant of passenger cars with reduced tare weight) in composition of the train. In the calculations, it was considered that for the movement of passenger trains, a diesel locomotive of the TEP70 series is used for diesel traction, and for an AC electric locomotive of the ChS4 series. It has been established that the annual savings in energy costs for the traction of passenger trains when using passenger cars with a reduced tare weight is about 1 million UAH. Keywords: passenger car, body, resource, wear, modernization, economic effect.
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Tyrell, David, et A. Benjamin Perlman. « Evaluation of Rail Passenger Equipment Crashworthiness Strategies ». Transportation Research Record : Journal of the Transportation Research Board 1825, no 1 (janvier 2003) : 8–14. http://dx.doi.org/10.3141/1825-02.

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Comparisons are made of the effectiveness of competing crashworthiness strategies—crash energy management (CEM) and conventional passenger train design. CEM is a strategy for providing rail equipment crashworthiness that uses crush zones at the ends of cars. These zones are designed to collapse in a controlled way during a collision, distributing the crush among the train cars. This technique preserves the occupied spaces in the train and limits the decelerations of the occupant volumes. Two scenarios are used to evaluate the effectiveness of the crashworthiness strategies—( a) a train-to-train collision of a cab-car–led passenger train with a standing locomotive–led passenger train and ( b) a grade-crossing collision of a cab-car-led passenger train with a standing highway vehicle. The maximum speed for which all the occupants are expected to survive and the predicted increase in fatalities and injuries with increasing collision speed are determined for both train designs. Crash energy management is shown to significantly increase the maximum speed at which all the occupants could survive for both grade crossing and train-to-train collisions for cab-car–led trains, at the expense of modestly increasing the speeds at which occupants impact the interior in train-to-train collisions.
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Moroz, M., E. Mykhailova, A. Rohozin et O. Skrypnyk. « INJURIES IN RAILWAY TRANSPORT AND WAYS OF REDUCING THE INDUSTRIAL DANGERS IMPACT ». Municipal economy of cities 3, no 177 (26 mai 2023) : 159–65. http://dx.doi.org/10.33042/2522-1809-2023-3-177-159-165.

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The article deals with the problem of the labour protection state in railway transport. The transport sector, in particular the railway, is one of the main country's activity spheres, which significantly affects the level of its social and economic development. The analysis of statistical data shows that the transport industry is one of the leaders in the most trauma-hazardous human activity spheres. Thus, the analysis of injury rates and factors determining the professional reliability of locomotive crews, and the scientific substantiation of measures set aimed at preserving the health of railway transport workers and ensuring the safety of railway transport, are urgent and essential tasks. The article's purpose is a comprehensive analysis of the injury's actual state in railway transport. In the work, it is established that during the performance of their duties, railway transport employees are affected by physical, chemical and biological harmful production factors. The work is carried out under the influence of psychophysiological factors caused by the severity and intensity of the labour process in conditions of hydrodynamic and fixed working posture. It was determined that the influence of adverse factors complex leads to disruption of the cardiovascular, central nervous and endocrine systems activity. The authors assessed the actual state of industrial and non-industrial injuries in railway transport. It has been established that the number of industrial accident victims has been gradually increasing in recent years. This indicates the need to develop and implement in practice a set of measures to improve the working conditions of mainline locomotive crews. It is noted that the key areas of measures to preserve the health and professional capacity of railway transport workers are the improvement of regulatory and legal support, socio-economic motivation of workers, and organizational-technological and sanitary-medical measures. Keywords: injury, accident, railway transport, labour protection.
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Marenich, O., et O. Karzova. « ENERGY SAVING BY REPLACING UNLOADED ENGINES OF NON-STANDARD EQUIPMENT FOR ROLLING STOCK REPAIR ». Municipal economy of cities 6, no 166 (30 novembre 2021) : 33–38. http://dx.doi.org/10.33042/2522-1809-2021-6-166-33-38.

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It is established that at various technological processes at repair of a rolling stock of railways electric drives of the universal non-standard equipment can constantly work in essentially underloaded mode that leads to deterioration of their power indicators. The aim of the work is to quantify the reduction of active power losses when replacing constantly underloaded asynchronous motors of unregulated electric drives of universal non-standard technological equipment used in the repair of railway rolling stock with less powerful ones. In this work, the subject of research are the motors of electric drives of this equipment. The analysis of technological processes at repair of a rolling stock, technical characteristics of the specified equipment is carried out and the conclusion is accepted that first of all it is expedient to investigate efficiency of replacement on the equipment of the established engine on less powerful at carrying out at the specialized enterprises of such technological processes warehouse (wheel pairs, traction motors, auxiliary electric machines, frames of rolling stock carts, etc.). The load of the electric motors of transport trolleys of equipment is proposed to be defined as the ratio of the weight of a large unit of electric locomotive, diesel locomotive, electric train and other types of rolling stock to the carrying capacity of universal non-standard equipment of transport trolley. The term "universal" equipment is introduced in the work, which means equipment for performing a certain technological process in the repair of various large units of different types of rolling stock, as well as "specialized enterprise" specializing in the repair of rolling stock, large units which weigh significantly less, than the load-lifting capacity of the transport cart of the equipment. Therefore, the motors of electric drives of universal equipment at these enterprises are constantly operating underloaded. Also actions for quantitative assessment and reduction of active power losses in the electric drive motor are offered.
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Lyman, Frederic A. « A Practical Hero ». Mechanical Engineering 126, no 02 (1 février 2004) : 36–38. http://dx.doi.org/10.1115/1.2004-feb-3.

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This article illustrates history and evolution of hero turbine. In 1830s, William Avery, a mechanic, designed and built a Hero turbine that could manage significant, useful work. It powered several gristmills and sawmills in New York State, and even drove a locomotive. Ambrose Foster and William Avery were granted a patent on September 28, 1831 for their improvement in the Steam Engine, commonly called the Reacting Engine. The Avery engine probably had other problems such as noise, vibration, the difficulty in sealing the rotary coupling, and the problem of speed regulation. These problems would have been difficult to solve with 1830s technology. Although one is said to have driven a mill for 20 years, the Avery engine probably had problems that were too difficult to solve in the 1830s. The only memorial to William Avery around Syracuse is a New York State historical marker on Route 92 near his family’s farm in Oran. It claims that the steamboat he built and launched there in 1823 became the first on the Erie Canal. Avery also built the machinery for the first steamboat on Lake Ontario, as well as for several other lake steamers.
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Thèses sur le sujet "Locomotives, 1829"

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Marçal, Bruno José Navarro. « Um império projectado pelo “silvo da locomotiva”. O papel da engenharia portuguesa na apropriação do espaço colonial africano. Angola e Moçambique (1869-1930) ». Doctoral thesis, 2016. http://hdl.handle.net/10362/19566.

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Com este trabalho de investigação histórica pretendemos elucidar o papel da engenharia portuguesa no processo de apropriação territorial das colónias ultramarinas de Angola e Moçambique, desenhando uma perspectiva diferente daquilo que, historiograficamente, tem sido identificado como a “marca da colonização portuguesa nas terras de África” (Veríssimo Serrão, 1989). Definimos, para isso, como objecto de estudo, o processo de construção e desenvolvimento da rede de infraestruturas ferroviárias, naqueles dois países, entre os séculos XIX e XX, nos planos da sua materialidade e das opções subjacentes. Explorando a potencialidade dos referenciais metodológicos da abordagem sociotécnica Actor-Network (ANT), e conceitos como technopolitics e “apropriação tecnológica”, procuramos identificar a heterogeneidade de actores históricos envolvidos nesse processo dinâmico, no contexto colonial, nacional e europeu, e conhecer os estádios evolutivos da implementação daquelas infraestruturas, relacionando-as com as suas motivações e implicações sociais, económicas e políticas, com o objectivo final de perceber em que moldes o Estado português concebeu e concretizou o projecto colonial do III Império, e em que medida aquele contexto do conhecimento e experiência técnicos, que lhe esteve associado, pode ter influenciado, ali, os subsequentes acontecimentos políticos, económicos e sociais (Headrick, 1988).
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Livres sur le sujet "Locomotives, 1829"

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British steam railway locomotive 1825-1925. London : Bracken Books, 1987.

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Mattern, Joanne. The birth of the locomotive (1780-1820). Hockessin, Del : Mitchell Lane Publishers, 2013.

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Ahrons, Ernest Leopold. The British steam railway locomotive, 1825-1925. London : Bracken Books, 1987.

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Baxter, Bertam. British Locomotive Catalogue 1825-1923, Volume 5B : Great Northern Railway and Great Central Railway. Sous la direction de David Baxter. Ashbourne, Derbyshire, England : Moorland Publishing Company, 1988.

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Pozzato, Francesco. Die tirolerinnen : Die Lokomotiven der Reihe 1822 = Le tirolesi : le locomotive del gruppo 1822. Bozen : Verlagsanstalt Athesia, 2011.

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B, Rogers H. C. André Chapelon, 1892-1978 : Le génie français de la vapeur. Paris : CNRS Editions, 1992.

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David, Ross, dir. The encyclopedia of trains and locomotives : The comprehensive guide to over 900 steam, diesel, and electric locomotives from 1825 to the present day. San Diego, Calif : Thunder Bay Press, 2003.

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Baxter, David, et Peter Mitchell, dir. British Locomotive Catalogue 1825–1923, Volume 6 : Great Eastern Railway, North British Railway, Great North of Scotland Railway, Midland & Great Northern Joint Railway, Remaining Companies in the LNER Group. Southampton, England : Kestrel Railway Books, 2012.

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Baxter, Bertram. British Locomotive Catalogue 1825-1923, Volume 5A : North Eastern Railway, Hull and Barnsley Railway. Sous la direction de David Baxter. Ashbourne, Derbyshire, England : Moorland Publishing Company, 1986.

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Bernard, Escudié, Gréa Jean et Combe Jean-Marc, dir. Thermodynamique et locomotives à vapeur : L'œuvre d'André Chapelon, 1892-1978 : colloque national CNRS 6-9 juillet 1987, tenu au Musée français du chemin de fer à Mulhouse. Paris : Editions du Centre national de la recherche scientifique, 1989.

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Chapitres de livres sur le sujet "Locomotives, 1829"

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Larkin, Edgar J., et John G. Larkin. « Repair of Locomotives, Carriages and Wagons ». Dans The Railway Workshops of Britain, 1823–1986, 103–10. London : Palgrave Macmillan UK, 1988. http://dx.doi.org/10.1007/978-1-349-08074-8_6.

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Larkin, Edgar J., et John G. Larkin. « Building a Locomotive of the ‘Princess Royal’ Type in 1935 ». Dans The Railway Workshops of Britain, 1823–1986, 111–15. London : Palgrave Macmillan UK, 1988. http://dx.doi.org/10.1007/978-1-349-08074-8_7.

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Garner, John S. « Noisiel-sur-Marne and the Ville Industrielle in France ». Dans The Company Town, 43–73. Oxford University PressNew York, NY, 1992. http://dx.doi.org/10.1093/oso/9780195070279.003.0003.

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Abstract When Tony Garnier arrived in Paris from Lyon in 1889 to complete his studies in architecture, he would have been attracted to the great Exposition then occupying the Champs de Mars and spilling over to the grounds of Les lnvalides. From the upper platform of Eiffel’s tower, which had been criticized for being “a work more American in character than European” because of its exposed structure of wrought iron, Gamier could have surveyed the vast array of exhibits and pavilions that stretched below. Much of the foreground south of the tower was occupied by the gargantuan Galerie des Machines, a building that sheltered sixty-three thousand square meters of exhibition space and contained everything from steam locomotives to a single-cylinder internal combustion engine. Because the exposition marked the centennial of the French Revolution, special emphasis was placed on social advancement and a part of the exposition was given over to a section entitled “social economy.” In stark contrast to the monumental buildings of iron that occupied the midway were a cluster of small frame and masonry houses that lay in the distance.
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Keats, Jonathon. « Steampunk ». Dans Virtual Words. Oxford University Press, 2010. http://dx.doi.org/10.1093/oso/9780195398540.003.0023.

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“I wish to God these calculations had been executed by steam,” exclaimed the British polymath Charles Babbage to his colleague John Herschel one day in 1821, as they worked together to correct a batch of mathematical tables riddled with errors. With that outburst, according to his memoirs, Babbage envisioned the first computer. The machine he conceived was colossal, a cogwheel behemoth comprising twenty-five thousand parts, planned to measure seven feet long and to weigh fifteen tons. The British government invested ￡17,500 in it—the cost of twenty-two new locomotives—yet after eleven years of hard labor Babbage’s unfinished difference engine was abandoned. But what if construction had succeeded? That’s the question sci-fi writers William Gibson and Bruce Sterling asked a century and a half later, their answer serving as the premise of The Difference Engine, a novel in which the information age overtakes Victorian England. As a work of speculative fiction the book was a deep meditation on the interdependence of technology and society, destined to have an intellectual impact nearly as significant as Gibson’s breakthrough Neuromancer, in which he introduced the idea of cyberspace. Also like Neuromancer, arguably the first cyberpunk novel, The Difference Engine was to spawn a vast subculture. Steampunk, as the cult was dubbed, was actually named several years before The Difference Engine was published, in a 1987 letter to the genre magazine Locus, penned by the sci-fi writer K. W. Jeter. “Personally, I think Victorian fantasies are going to be the next big thing, as long as we can come up with a fitting collective term,” he wrote. “Something based on the appropriate technology of that era; like ‘steampunks,’ perhaps.” James P. Blaylock, another writer of these “Victorian fantasies,” seconded Jeter’s suggestion in the following issue, and the subgenre was sufficiently established by the time The Difference Engine was published in 1990 that the Locus editors decreed it “ not steampunk, because it is a work of hard sf.”
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« The Rainhill Trials and Inauguration of the Liverpool & ; Manchester Railway, ‘Account of the Competition of Locomotive Steam-Carriages on the Liverpool and Manchester Railway’, in Mechanics’ Magazine 12 : 322 (October 10, 1829), 114–116 ; 12 : 323 (October 17, 1829), 135–141 ; 12 : 324 (October 24, 1829), 146–147 ; 12 : 325 (October 31, 1829), 161 ; 14 : 372 (September 25, 1830), 64–69 ». Dans A World History of Railway Cultures, 1830–1930, sous la direction de Matthew Esposito, 94–107. Routledge, 2020. http://dx.doi.org/10.4324/9781351211802-4.

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Actes de conférences sur le sujet "Locomotives, 1829"

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Liddle, Sidney G. « Design of Advanced Coal-Fired Gas Turbine Locomotives ». Dans ASME 1985 Beijing International Gas Turbine Symposium and Exposition. American Society of Mechanical Engineers, 1985. http://dx.doi.org/10.1115/85-igt-48.

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A study was made of 526 advanced coal-fired locomotive concepts of which 182 used gas turbine engines. This paper summarizes the results of the gas turbine portion of the study. Fifteen forms of coal including coal derived liquids, 15 different combustors, and five types of gas turbine engines were investigated. The principal means of comparing the different engines is by their life-cycle costs. The reason for this approach is that the greatest attraction of coal-fired locomotives is their low operating costs relative to that of Diesel-electric locomotives now in use. Many of the coal-fired locomotives have half the life-cycle costs of comparable Diesel-electrics. Although the analysis was made for conditions in the United States, the results are applicable to other countries.
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Sakamoto, Haruo, et Kenji Hirakawa. « Time and Reason for the Beginning of Railroad Axle Rotation ». Dans ASME 1997 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1997. http://dx.doi.org/10.1115/imece1997-0590.

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Abstract Axles for aircraft, automobiles, and horse wagons do not rotate. From the chariot of around B.C. 2,000 to horse wagons of the wild west, axles for vehicles have not rotated except for the railroad. Why and when railroad axles started to rotate is the subject of this report. Stevens’ locomotive exhibited in the Museum of Science and Industry in Chicago is called the first locomotive to run on a track in America in 1825 and has stationary axles. On the other hand, Locomotion by Stephenson in England, which is the first train on a public railroad in England in 1825, has rotational axles. In the US, all axles seem to have started to rotate around 1834, when the Mississippi was inaugurated. This report tried to investigate the time and reason for the beginning of railroad axle rotation. As a result, the axles for wheel drive locomotives are considered to be needed to rotate with wheels from the viewpoint of maximum friction power. However, the reason of axle rotation for the trailing wheel at the beginning of the railroad is not explicit. Further investigation is required.
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Donohue, Brian P. « Review of Passenger Railroad EMU and MU Rolling Stock in the US and Canada – Part I, New York State Region ». Dans 2024 Joint Rail Conference. American Society of Mechanical Engineers, 2024. http://dx.doi.org/10.1115/jrc2024-122275.

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Abstract Since the invention of the first electrified, self-propelled rail vehicles by Siemens & Halske in 1879 followed by the pioneering innovations of Frank Sprague starting in 1886, self-propelled, passenger, electric traction rail vehicles have evolved into an amazing variety of use cases, shapes and sizes to the present date. With the amelioration of each generation, the electrical and mechanical engineering disciplines have developed a high degree of cooperation and integration to what has evolved into a seamless systems approach that allows agencies and railroads to enjoy record breaking, yet safe commuter and short-haul passenger railroad service with an array of amenities and technical advancements. The core of these rail vehicles are and were humble looking Electric Multiple Unit (EMU) (also referred to as Multiple Unit (MU)) trains that unceremoniously ply the rails around major cities with hundreds of daily riders on board. These otherwise, non-descript vehicles often have mundane identifications such as “MP-54” or “M-9.” Once in a while, one of these workhorses garners brief notoriety that leads to a full name such as “Metroliner.” But these full names, more often than not, are simply duplicated by analogy much in the same way the term “Watergate” has been overused. The identification of each fleet and the uniqueness / advancements that each have brought to the passenger rail industry since 1904 is the goal of this paper series. This paper is the first in a short series that will present a simple historic review of the electric, self-propelled railroad vehicles (EMUs) that were or are currently in service in the United States and Canada. The review begins with the transition away from wooden cars when steel cars were necessary by design. These early cars helped to define the EMU (and MU) benchmark and how they differ from other rail rolling stock of the early 1900s such as elevated / subway cars, interurbans, and locomotive-drawn coach cars. Regulation was part of the progress, but ever-increasingly heavy passenger, mail and cargo loads, tunnel designs and general progress of design evolution helped to define this classification of rolling stock that eventually has folded into the United States-defined FRA (Federal Railroad Administration) Tier 1 passenger fleet. This first paper will begin with a focus on EMUs of the New York State region, starting with Long Island and Westchester, New York branch lines. A future, second history paper will feature equipment from the States of Connecticut and New Jersey. The third history paper will feature equipment serving the cities of Philadelphia and Chicago. And the fourth and final history paper will feature other regions of the United States and Canada.
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