Baldwin 60000
| Baldwin 60000 | |
|---|---|
 |
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| Number: | 1 |
| Manufacturer: | Baldwin Locomotive Works |
| Year of construction (s): | 1926 |
| Type : | 2 'E 1' h3v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 26498 mm |
| Fixed wheelbase: | 5105 mm |
| Total wheelbase: | 6960 mm |
| Service mass: | 207.52 t |
| Service mass with tender: | 317.92 t |
| Friction mass: | 153.50 t |
| Indexed performance : | 3320.8 kW |
| Coupling wheel diameter: | 1612.9 mm |
| Impeller diameter front: | 838 mm |
| Rear wheel diameter: | 1156 mm |
| Control type : | Walschaert |
| Number of cylinders: | 3 |
| HD cylinder diameter: | 685 mm |
| LP cylinder diameter: | 685 mm |
| Piston stroke: | 813 mm |
| Cup length: | 5067 mm |
| Boiler overpressure: | 24 bar |
| Number of heating pipes: | 100 |
| Grate area: | 7.66 m² |
| Radiant heating surface: | 69.21 m² |
| Superheater area : | 126.07 m² |
| Evaporation heating surface: | 482.35 m² |
| Tender: | Vanderbilt |
| Water supply: | 45.425 m³ |
| Fuel supply: | 14.515 tons of coal |
The Baldwin 60000 is a steam locomotive made by the American Baldwin Locomotive Works and manufactured in 1926 for experimental and promotional purposes. The three-cylinder compound locomotive has a high-pressure boiler with a Baldwin-type water-tube fire-barrel. The locomotive can be viewed today at the Franklin Institute in Philadelphia .
history
construction
In 1926 the construction of the 60,000 stood. Locomotive in the Baldwin Locomotive Works founded in 1832. The locomotive with this serial number should be something special. At that time the steam locomotives were unrivaled as a drive unit and attempts were made to continuously improve the efficiency of the machines . Samuel M. Vauclain was chief engineer and president of the FOAG at the time. He was a strong proponent of the compound engine. Vauclain therefore planned a three-cylinder compound engine for the vehicle . In order not to construct cylinders that are too large , the boiler pressure was selected correspondingly higher. It was calculated that around 24 bar (350 pounds per square inch) would be required. However, this pressure could not be achieved with the then common fireboxes with stud bolts . It was therefore decided to choose a construction similar to the Brotan kettle . The result was a locomotive that used the most modern technologies in many areas. The construction was based on the 2'E1 ' class SP 1 locomotive of the Southern Pacific Railroad . The locomotive was completed on March 31, 1926. The locomotive was painted red with gold stripes. After a few test drives on the factory premises, the testing program began.
Test and advertising drives
The test bench of the Pennsylvania Railroad in the Altoona depot (Pennsylvania) was used for initial tests . With impeller speeds of 80 to 200 revolutions per minute, speeds of 24 km / h to 60 km / h were achieved. The indicated power was between 1103 kW and 3320 kW. This was the first time that the test bench's performance limit was reached, so the maximum performance could not be determined. The maximum performance was achieved at a speed of 200 rpm. The filling in the high pressure cylinder was 80% and in the low pressure cylinder 50%. On average, the boiler pressure was 23.7 bar and the temperature 361.66 ° C. This test also set a new record for steam generation. The 60,000 produced 84,184 pounds (38 tons) of steam in one hour. It was also found that the three-cylinder design meant that the locomotive ran extremely smoothly. For example, no counterweights were required when driving on the test bench, even at speeds with driving wheel speeds of 180 / min.
Then the locomotive began to be used from October 13th to November 4th in front of heavy freight trains on the flat 217 kilometer route between Enola near Harrisburg and West Morrisville . The locomotive was able to move around 14% heavier trains faster and with less water and coal consumption.
From November 16 to December 30, 1926 test drives were carried out in the Cumberland, Connelsville and Pittsburgh areas of the Baltimore and Ohio Railroad . Here, their performance was with the 1'E'1 ' - freight -Lokomotive Class S 1 compared. With the same pulling power, the Baldwin 60000 consumed 16 to 18% less coal and 20 to 22% less water and at the same time generated nine percent more steam. In terms of speed, the comparable locomotive was exceeded by 27%.
The locomotive was then used from January 24 to February 3, 1927 on the Erie Railroad from Elmira (New York) to Chicago , as well as to Kent and Marion in Ohio. After that, the locomotive was on display at Union Station in Chicago until February 8, where it was viewed by over 20,000 people within two days.
With the Chicago, Burlington and Quincy Railroad it was then used until February 23 in the Beardstown area, mainly in front of coal trains. In the "Burlington Route" the locomotive was compared with the class M-2-A . The Baldwin 60000 convinced with a higher performance at a higher speed. At a speed of 15 mph a 19% and at 30 mph a 58% higher pulling power was measured. The consumption of water and coal was around 20 to 24% below that of the CB & Q locomotive.
In order to test them on the network of the Atchison, Topeka and Santa Fe Railway , the Baldwin 60000 was transferred to Fort Madison on February 24th . Various tests were carried out on the road load. Further test drives took place from March 13th to May 2nd between Clovis (New Mexico) and Belen (New Mexico) . The locomotive was compared with the class 3800 machines . This resulted in around 27% better thermal efficiency. Compared to the ATSF locomotive, the consumption was around 20 to 25% lower.
Then it was transferred to El Paso (Texas) to use the locomotive on routes on the Southern Pacific. From 12 May to 28 June, the locomotive between El Paso and drove Tucson ( Arizona ). The locomotive had now covered around 120,000 kilometers. In July 1927, the locomotive was converted to oil-fired in Sacramento, California , and general maintenance work was carried out. From August 31 to November 20, the Baldwin 60000 was then used in freight and passenger traffic on the Roseville (California) - Sparks (Nevada) route. From December 25th to 28th, the locomotive was on display in Portland, Oregon .
She was then transferred to the workshops of the Great Northern Railroad in Everett, Washington . From January 7, 1928 she drove with a freight train over the route of the GN to Minot (North Dakota) . Since there was no more oil available from there, the locomotive was driven "cold" to St. Paul (Minnesota) and there it was converted back to coal-fired. From February 5th to 9th there were several trips between Minneapolis and Superior (Wisconsin) . The locomotive reached Chicago on February 17th on the routes of the CB&Q. From February 23 to February 25, she was transferred over the route of the Pennsylvania Railroad from Chicago to Eddystone (Pennsylvania) . The final examinations on the locomotive were carried out there on February 28, 1928.
Whereabouts
A series production of the locomotive failed mainly because of the high maintenance costs. The locomotive was idle for a while at Baldwin's Eddystone site. When the Franklin Institute Museum built a new building on Philadelphia’s Parkway, it was also planned to set up an exhibition on rail transport. Vauclain heard of the matter and donated the locomotive to the museum. In September 1933 the final installation took place in the exhibition rooms.
Constructive features
boiler
The fire box is made of water pipe construction and has two upper drums with a diameter of 600 mm and a length of 7162.80 mm, two lower collecting pipes and 48 arched riser pipes with a diameter of 101.6 mm in between. A fire wall made of chamotte closes off the combustion chamber from the outside . Due to this construction, there is a very large radiant heating surface and a large steam generating space compared to a normal construction. The steam generated in the upper drums is then fed into the long boiler. These drums have maintenance openings on the back. The lower header pipes serve as a water chamber and floor ring.
The long boiler with superheater was of normal construction. The steam dome was placed on the second boiler section. The feed water preheater was of the Worthington type.
Engine
The three cylinders are located in a jointly cast piece of metal. The high pressure cylinder is in the middle and the low pressure cylinder is on both sides outside the frame. The incoming high-pressure steam flows from the superheater into the middle cylinder. Then the simply relaxed steam is passed on in the cylinder block to the two outer cylinders.
The two outer crank pins have a mutual offset of 90 °, the inner pin is offset by 135 °. The inner cylinder is driven on the second axis and the outer cylinders on the third axis. The crank and drive rods are made of hardened steel.
Each cylinder has its own Walschaerts control , which are connected to one another by mechanical connections.
chassis
The chassis is designed to negotiate curve radii of at least 103.11 m. All wheels have flanges , the first axle can be moved sideways. The suspension of each axle is connected to the neighboring ones. The front bogie is sprung as a whole. The trailing axle is designed so that it could be equipped with a booster if necessary .
swell
- Baldwin-Lima-Hamilton Corporation: Locomotive Number 60,000 An Experimental Locomotive . Philadelphia, Pa., Baldwin Locomotive Works, 1926. Online version
- Frederick Westing: Baldwin's barnstorming behemont . In: Trains . 4/54, Kalmbach Publishing Co., pp. 50-56, ISSN 0041-0934
- Raimar Lehmann. Steam locomotive special designs 2nd unchanged edition. VEB Verlag Technik, Berlin 1987, ISBN 3-341-00336-3
