Editing Locomotive (section)

====Alternating current====
[[File:Ganz engine Valtellina.jpg|thumb|A prototype of a Ganz AC electric locomotive in Valtellina, Italy, 1901]]
The first practical [[Alternating current|AC]] electric locomotive was designed by [[Charles Eugene Lancelot Brown|Charles Brown]], then working for [[Maschinenfabrik Oerlikon|Oerlikon]], Zürich. In 1891, Brown had demonstrated long-distance power transmission, using [[Three-phase electric power|three-phase AC]], between a [[Hydroelectricity|hydro-electric plant]] at [[Lauffen am Neckar]] and [[Frankfurt]] am Main West, a distance of 280&nbsp;km. Using experience he had gained while working for [[Heilmann locomotive|Jean Heilmann]] on steam–electric locomotive designs, Brown observed that [[AC motor#Three-phase AC synchronous motors|three-phase motors]] had a higher power-to-weight ratio than [[Direct current|DC]] motors and, because of the absence of a [[Commutator (electric)|commutator]], were simpler to manufacture and maintain.{{efn|Heilmann evaluated both AC and DC electric transmission for his locomotives, but eventually settled on a design based on [[Thomas Edison]]'s DC system.{{sfnp|Duffy|2003|pp=39–41}}}} However, they were much larger than the DC motors of the time and could not be mounted in underfloor [[bogie]]s: they could only be carried within locomotive bodies.{{sfnp|Duffy|2003|p=129}}

In 1894, Hungarian engineer [[Kálmán Kandó]] developed a new type 3-phase asynchronous electric drive motors and generators for electric locomotives. The new 3-phase asynchronous electric drive motors were more effective than the synchronous electric motors of earlier locomotive designs. 
Kandó's early 1894 designs were first applied in a short three-phase AC tramway in Evian-les-Bains (France), which was constructed between 1896 and 1898.<ref>{{cite book|author=Andrew L. Simon|title=Made in Hungary: Hungarian Contributions to Universal Culture|publisher=Simon Publications LLC|year=1998|page=[https://archive.org/details/madeinhungaryhun0000simo/page/264 264]|isbn=978-0-9665734-2-8|url=https://archive.org/details/madeinhungaryhun0000simo|url-access=registration|quote=Evian-les-Bains kando.}}</ref><ref>{{cite book|author=Francis S. Wagner|title=Hungarian Contributions to World Civilization|publisher=Alpha Publications|year=1977|page=67|isbn=978-0-912404-04-2}}</ref><ref>{{cite book|author=C.W. Kreidel|title=Organ für die fortschritte des eisenbahnwesens in technischer beziehung|year=1904|page=315}}</ref><ref>{{cite book|title=Elektrotechnische Zeitschrift: Beihefte, Volumes 11–23|page=163|publisher=VDE Verlag|year=1904}}</ref><ref>{{cite book|title=L'Eclairage électrique, Volume 48|page=554|year=1906}}</ref> In 1918,{{sfnp|Duffy|2003|p=137}} Kandó invented and developed the [[rotary phase converter]], enabling electric locomotives to use three-phase motors whilst supplied via a single overhead wire, carrying the simple industrial frequency (50&nbsp;Hz) single phase AC of the high voltage national networks.<ref name="Patent Office">{{cite web|url=http://www.mszh.hu/English/feltalalok/kando.html|title=Kálmán Kandó (1869–1931)|author=Hungarian Patent Office|publisher=mszh.hu|access-date=10 August 2008|archive-date=8 October 2010|archive-url=https://web.archive.org/web/20101008073106/http://www.mszh.hu/English/feltalalok/kando.html|url-status=dead}}</ref>

In 1896, Oerlikon installed the first commercial example of the system on the [[Trams in Lugano|Lugano Tramway]]. Each 30-tonne locomotive had two {{convert|110|kW|hp|-1|abbr=on}} motors run by three-phase 750&nbsp;V 40&nbsp;Hz fed from double overhead lines. Three-phase motors run at constant speed and provide [[Regenerative brake|regenerative braking]], and are well suited to steeply graded routes, and the first main-line three-phase locomotives were supplied by Brown (by then in partnership with [[Brown, Boveri & Cie|Walter Boveri]]) in 1899 on the 40&nbsp;km [[List of railway electrification systems#Burgdorf-Thun Bahn|Burgdorf—Thun line]], Switzerland. The first implementation of industrial frequency single-phase AC supply for locomotives came from Oerlikon in 1901, using the designs of [[Hans Behn-Eschenburg]] and [[Emil Huber-Stockar]]; installation on the Seebach-Wettingen line of the Swiss Federal Railways was completed in 1904. The 15&nbsp;kV, 50&nbsp;Hz {{convert|345|kW|hp|-1|abbr=on}}, 48&nbsp;tonne locomotives used transformers and rotary converters to power DC traction motors.{{sfnp|Duffy|2003|p=124}}

Italian railways were the first in the world to introduce electric traction for the entire length of a main line rather than just a short stretch. The 106&nbsp;km Valtellina line was opened on 4 September 1902, designed by Kandó and a team from the Ganz works.{{sfnp|Duffy|2003|p=120–121}}<ref name="Patent Office" /> The electrical system was three-phase at 3&nbsp;kV 15&nbsp;Hz. The voltage was significantly higher than used earlier and it required new designs for electric motors and switching devices.<ref name="Kalman Kando2">{{cite web|url=http://www.omikk.bme.hu/archivum/angol/htm/kando_k.htm|title=Kalman Kando|access-date=26 October 2011|archive-date=3 March 2016|archive-url=https://web.archive.org/web/20160303191742/http://www.omikk.bme.hu/archivum/angol/htm/kando_k.htm|url-status=live}}</ref><ref>{{cite web|url=http://profiles.incredible-people.com/kalman-kando/ |archive-url=https://archive.today/20120712234334/http://profiles.incredible-people.com/kalman-kando/ |url-status=dead |archive-date=12 July 2012 |title=Kalman Kando |access-date=5 December 2009 }}</ref> The three-phase two-wire system was used on several railways in Northern Italy and became known as "the Italian system". Kandó was invited in 1905 to undertake the management of Società Italiana Westinghouse and led the development of several Italian electric locomotives.<ref name="Kalman Kando2" />

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