DRT No. 7500 to 7511
| DRT No. 7500 to 7511 NYC class R-1 |
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|---|---|---|---|
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| R-1 | R-1a | R-1b | |
| Numbering: | DRT 7500-7505 NYC 160-165 |
DRT 7506-7509 NYC 166-169 |
DRT 7510-7511 NYC 170-171 |
| Number: | 6th | 4th | 2 |
| Manufacturer : | ALCo , GE | ||
| Year of construction (s): | 1909-1910 | 1914 | 1926 |
| Retirement: | 1953 | ||
| Axis formula : | Bo'Bo ' | ||
| Gauge : | 1435 mm | ||
| Length over coupling: | 12,700 mm | 12,852 mm | |
| Height: | 4699 mm | ||
| Trunnion Distance: | 5486 mm | 6017 mm | |
| Center distance of the chassis: | 2896 mm | ||
| Total wheelbase: | 8382 mm | 8534 mm | |
| Service mass: | 90.7 t | 108.9 t | |
| Friction mass: | 90.7 t | 108.9 t | |
| Wheel set mass : | 22.7 t | 27.2 t | |
| Top speed: | 64 km / h | ||
| Hourly output : | 910 kW at 18.7 km / h | 932 kW at 19.3 km / h | 932 kW at 19.3 km / h |
| Continuous output : | 461 kW | 470 kW | |
| Driving wheel diameter: | 1219 mm | ||
| Power system : | 650 V DC | ||
| Power transmission: | Busbar | ||
| Number of traction motors: | 4 GE 209-A | 4 GE 209-B | |
| Translation levels: | 3 | ||
| Brakes: | Air brake | ||
The vehicles with the numbers 7500 to 7511 of the Detroit River Tunnel Company were electric locomotives for special use on the tunnel route through the Michigan Central Railway Tunnel . After the company was taken over by the New York Central Railroad , the locomotives were given the class designation R-1.
history
When the Michigan Central Railway Tunnel was built, it was planned from the outset to run the trains electrically. The system with a conductor rail and 650 V direct current , which was already used when the Grand Central Terminal was built in New York, was used . In 1910 six locomotives were delivered by the American Locomotive Company and General Electric . ALCo. manufactured the vehicle while GE manufactured the electrical equipment. The vehicles designated by General Electric as 0440-E-200-4GE209 were to carry trains up to 1,800 tons through the tunnel in continuous operation in double traction at a speed of at least 10 km / h. A 15-minute break in operations was planned for the ends of the line.
In 1914 another four locomotives were delivered. These had more powerful engines and were a little heavier. In 1926 another two locomotives were ordered. In terms of performance, these corresponded to the previous delivery series, but they were a little longer.
Between 1916 and 1924, the locomotives drove around 41,800 kilometers per year. The average repair cost was 9 cents per mile.
With the cessation of electric train operations in 1953, all locomotives were scrapped.
Constructive features
The superstructure sat on the riveted frame and had flattened hoods for the units on both sides. Two driver's cabs and other electrical equipment were housed in the central structure .
The couplings were attached directly to the massive bogies in order to transmit the tensile forces from the drive motors as directly as possible. The construction allowed tensile forces of up to 227 tons. The leaf spring packages sat above the axle bearings. On the A-side of the locomotive, the two springs of an axle are each connected by a compensating lever. On the B-side, the springs are connected to the outer axle by compensating levers, the inner springs are supported directly on the bogie frame. The two bogies were also connected by a joint. This was designed in such a way that it prevents the front bogie from pitching.
The compressed air brake was designed in such a way that it could be switched off separately for each bogie.
The power supply was provided by a busbar and a corresponding sliding shoe. The power rail could not be installed continuously in the area of the Detroit train station. For this reason, an overhead line was attached to a fixed frame. The power was drawn using a small pantograph .
literature
- William D. Middleton : When the steam railroads electrified . 2nd revised edition. Indiana University Press, Bloomington, IN 2001, ISBN 0-253-33979-0 , pp. 142-148 (American English).
- General Electric Company (Ed.): Electrification of the Detroit Tunnel Lines of the Michigan Central Railroad . Bulletin GEA-504. Schenectady, NY 1926 (English, canadasouthern.com [PDF; 3.8 MB ]).
- Electric railway journal (Ed.): Detroit River Tunnel locomotive . tape XXXIII , no. June 25 , 19, 1909 (English, canadasouthern.com [PDF; 1.7 MB ]).