Examples include Budd RDC diesel multiple unit (DMU) cars.
This is roughly the equivalent of a 2-8-0 Consolidation in the Whyte notation, particularly when built as a 1-truck/4 rigid axle locomotive.
The only known examples are a series of diesel boxcab locomotives built and owned by the Texas Mexican Railway.
An example is the FM OP800 800 hp (600 kW) railcar, six of which were built by the St. Louis Car Company exclusively for the Southern Railway in 1939.
Examples include the three lightweight power cars built by ALCO/ACF in 1935 and 1937 for use with the Rebel streamliners.
An example is the Silver Charger power car for the General Pershing Zephyr.
An example is the Baldwin DR-6-2-10 1,000 hp (750 kW) cab unit, only one of which was built for the Chicago and North Western Railway in 1948.
A pair of two-axle trucks, each with both axles powered, are connected by a span bolster under the rear of the unit.
[3] The other locomotive with this wheel arrangement is the EMD SD70MACH, which is an SD70MAC rebuilt by Progress Rail for Metra and used for passenger service.
Examples include the three lightweight RP-210 locomotives built by Baldwin in 1956 and 1957 for use with Pullman-Standard Train-X equipment.
Examples include some of the FM C-liners (most passenger units) built from 1950 to 1955, and the EMD FL9.
The locomotive frame must either articulate or allow for significant side play to be provided to the center truck.
The locomotive frame must either articulate or allow for significant side play to be provided to the center truck.
The ten Mexican Railway GE boxcab electrics of 1923 are examples of this wheel arrangement.
Within each truck, there are two powered axles, and pairs of them are connected by span bolsters.
The 4500 horsepower (3.4 MW) turbine locomotives built by GE for Union Pacific also used this arrangement.
The EFVM railway of Brazil uses narrow gauge GE "BB" locomotives with this arrangement, both with "standard" and wide cabs.
The Union Pacific's M-10002 diesel streamliner and New York Central's T-Motor third-rail electric locomotives are examples of this type.
The locomotive frame must allow for significant side play to be provided to the center trucks.
The Japanese DE10, DE11, and DE15 and the British Rail Class 28 are the only locomotives to use this wheel arrangement.
Examples include the EMD SD (Special Duty), GMD GF6C, EMD GM6C, PRR E44, GE E60, Virginian EL-C and GE Evolution Series units, except the ES44C4 and ET44C4 which use the A1A-A1A wheel arrangement.
This is a currently popular configuration used in low-speed, high-weight applications, such as unit coal trains.
The Pennsylvania Railroad's GG1 and Companhia Paulista's electric locomotives were notable examples of this arrangement.
The GE steam turbine-electric locomotives of 1939 were notable examples of this arrangement.
The only examples of this type were the 8500 horsepower (6.3 MW) turbine locomotives built by General Electric for Union Pacific.
Each truck has three powered axles and pairs of them are connected by span bolsters.
The original 1904–1909 New York Central S-Motor third-rail electric locomotives (for the Grand Central Terminal electrification) and the Great Northern Z-1 electric locomotives (for the Cascade Tunnel electrification) used this arrangement.
With today's higher horsepower C-C units (about 4,300 hp (3.2 MW) apiece), three such C-C units exceeds the total power of the usual D-D consist by 300 hp (220 kW) (with one fewer prime-mover than a usual D-D consist, thereby significantly improving reliability and dramatically reducing maintenance).
Although the D-D arrangement is associated with twin-prime-mover locomotives of high power, this does not mean a D-D with a single high-power prime mover may be built in the future, nor does it exclude two-truck, eight-axle electric locomotive.
The EMD DDM45 is a narrow-gauge adaptation of the SD45, which required additional axles due to using smaller traction motors.