Diesel locomotive break down. Hydraulic transmission for locomotives was developed in Germany. There is still debate over the relative merits of hydraulic vs. electrical transmission systems: advantages claimed for hydraulic systems include lower weight, high reliability, and lower capital cost. By the 21st century, for diesel locomotive traction worldwide the majority of countries used diesel–electric designs, with diesel hydraulic designs not found in use outside Germany and Japan, and some neighbouring states, where it is used in designs for freight work. In Germany and Finland, diesel–hydraulic systems have achieved high reliability in operation. In the UK the diesel–hydraulic principle gained a poor
Electro-Motive Diesel 567 engine, introduced by their renamed Cleveland Diesel Engine Division in 1938. The new engine upgraded the horsepower of EMC's E series locomotives to 2000 per locomotive unit and increased reliability substantially. Also in 1938, EMC started to increase its reach up the chain of locomotive production by transitioning from General Electric equipment to in-house produced generators and traction motors. With Eugene Kettering moving to EMC that year, EMC moved into a leading role in further development of GM's locomotive engines. GM-Winton-EMC's long development efforts put the company in an advantageous position relative to other developers of Diesel-electric locomotion. Their