B&M No. 5000 to 5006
| B&M no. 5000 to 5006 | |
|---|---|
 No. 2503
|
|
| Numbering: | No. 2501 to 2505 No. 5000 to 5006 |
| Number: | 7th |
| Manufacturer: | Baldwin , Westinghouse |
| Year of construction (s): | 1910, 1917 |
| Retirement: | 1942-1947 |
| Axis formula : | (1'Bo) (Bo1 ') |
| Length over coupling: | 14,630 mm |
| Height: | 4280 mm |
| Width: | 3073 mm |
| Total wheelbase: | 11,734 mm |
| Service mass: | 120.47 t |
| Top speed: | 60 km / h |
| Hourly output : | 1014 kW |
| Continuous output : | 1008 kW |
| Driving wheel diameter: | 1600 mm |
| Power system : | 11 kV, 25 Hz |
| Power transmission: | Overhead line |
| Number of traction motors: | 4 × Westinghouse Type 403 |
The locomotives no. 5000-5006 of the Boston and Maine Corporation were electric locomotives for use on the railway line through the Hoosac Tunnel .
history
Due to the high smoke and gas pollution in the Hoosac tunnel, the capacity of the tunnel was limited. In addition, the maintenance of the tunnel was made difficult. For this reason, the Boston & Maine Railroad decided to electrify the tunnel. Since the company was controlled by the New York, New Haven and Hartford Railroad at that time , it was decided to use the system already in use there. On May 27, 1911, train operations began with an alternating current network with 11 kV and 25 Hz on overhead lines . Five locomotives were delivered to start operations. The mechanical part comes from the Baldwin Locomotive Works and the electric drive from Westinghouse Electric . These largely corresponded to the NH No. 071 test locomotive delivered to New Haven in the previous year . The locomotives produced in the period October – December 1910 were initially classified with the train numbers 2501 to 2505. But already in May 1911 there was a renumbering in the number range 5000 to 5004. The locomotives were used as leader locomotives , while the regular steam locomotive remained in the train set. A locomotive was able to pull a 1450 ton train on the 0.5% gradient in the tunnel at 32 km / h. Three locomotives had a transmission for goods traffic and two for passenger traffic .
In 1912, locomotive No. 5004 was badly damaged in an accident in which four employees died. However, the locomotive was rebuilt. In 1917 two more identical locomotives were delivered. The two most recently delivered locomotives were retired in 1942 and 1945. From 1946, the train was transported by diesel locomotives . The electric train operation was then discontinued. The remaining five vehicles were retired and scrapped in February 1947.
Constructive features
A closed structure sat on the frame of the locomotive . The two bogies had a leading running axle .
The machines had two pantographs . The locomotives had the spring drive newly developed by Westinghouse .
Originally, the locomotives were delivered with a headlight placed centrally on the roof. Soon after the start of operations, it was moved to the right-hand side in the middle of the vehicle.
literature
- William D. Middleton : When the steam railroads electrified . 2nd revised edition. Indiana University Press, Bloomington, IN 2001, ISBN 0-253-33979-0 (American English).
Web links
Individual evidence
- ↑ Directory of diesel and electric locomotives from B&M ( Memento from June 18, 2012 in the Internet Archive )