EMD FT
| EMD FT series of various railway companies |
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|---|---|
ATSF # 103 is washed
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| Manufacturer: | Electro-Motive Division |
| Year of construction (s): | 1939-1945 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 14.60 m (A-unit) |
| Service mass: | 103.4 t (228,000 lbs) |
| Top speed: | 120 km / h (75 mph) |
| Hourly output : | 1,000 kW (1,350 SAE PS) |
| Motor type: | EMD 567 , diesel V 16 |
| Power transmission: | electric |
| Number of traction motors: | 4th |
The EMD FT series was a diesel locomotive series produced by the US manufacturer Electro Motive Division (EMD). It is the first diesel freight locomotive that was built in large numbers. As a result, the series introduced the end of steam traction in freight train service on the main lines in North America . Due to an arrangement of the war board, EMD was the only manufacturer that was allowed to manufacture diesel locomotives during the Second World War . This decision favored the widespread use of this series and led to the manufacturer's monopoly for decades.
Development history
After EMD had developed the M-10000 "City of Salina" multiple unit for the Union Pacific Railroad in 1933, the manufacturer Budd produced the streamlined , diesel-electric "Zephyr" trains for the Chicago, Burlington and Quincy Railroad in 1934, which were also operated by EMD Engines were equipped. In 1937 the EA diesel locomotive was presented, which formed the basis for the later EMD E-series and EMD F-series machines . At EA , the bogies of the same name designed by Martin Blomberg were installed for the first time . The following year, the first EMD locomotives with the new EMD 567 diesel engine were delivered. The design of the EMD FT emerged from the combination of the housing design introduced with the E series with two-axle Blomberg bogies and the 567 diesel engine.
technology
The EMD FT series was designed with a diesel-electric drive, like the vast majority of all locomotives in North America. The diesel engine drives a generator, which in turn supplies the traction motors with electrical energy. A torque conversion is achieved via this intermediate step .
The self-supporting locomotive body corresponded to the design already known from the E series . The side walls provided a covering for all the units inside. Maintenance work could be carried out while the vehicle was in motion thanks to an operating corridor to the right and left of the center of the vehicles .
The energy was generated by an EMD-567 diesel engine with 16 cylinders, which delivered 1,000 kW (1,350 SAE PS ). This drove a type D-8 direct current generator , which supplied 600 volts direct current for the traction motors of type D-7b.
A characteristic feature of the FT were the mechanically driven ancillary units. The blowers for cooling the traction motors , the cooling fans and an auxiliary generator for 74–78 volts DC were moved via belt drives . The traction motors could be interconnected in four different ways (serial + parallel, serial + parallel in shunt , parallel and parallel in shunt) for optimum performance .
The bogies of the EMD FT were based on the three-axle Blomberg bogies known from the E series. Since two-axle bogies were sufficient due to the lower mass of the FT compared to the E series, the design was revised by Martin Blomberg. The two-axle Blomberg bogies became standard on all four-axle EMD locomotives well into the 1990s.
Spread and use
The demonstrator EMD # 103 completed within 11 months, a tour over 134,800 kilometers (83,764 miles) at 20 major rail companies of the United States , by 11 States led. The locomotive proved its ability to compete with the existing steam locomotives. One of the first railway companies to order EMD FT machines in large numbers was the Atchison, Topeka and Santa Fe Railway (ATSF).
The following table gives an overview of all machines delivered:
| society | ordered machines | Remarks |
|---|---|---|
| Atchison, Topeka and Santa Fe Railway | 320 | |
| Atlantic Coast Line Railroad | 48 | |
| Baltimore and Ohio Railroad | 24 | and 4 machines from the New York, Ontario and Western Railway |
| Boston and Maine Railroad | 48 | |
| Chicago and North Western Railway | 8th | |
| Chicago, Burlington & Quincy Railroad | 64 | |
| Denver and Rio Grande Western Railroad | 48 | |
| Delaware, Lackawanna and Western Railroad | 20th | |
| Electro Motive Division | 4th | Later demonstration machines at Southern Railway sold |
| Erie Railroad | 24 | |
| Great Northern Railway | 96 | |
| Lehigh Valley Railroad | 8th | |
| Milwaukee Road | 52 | |
| Missouri Pacific Railroad | 24 | |
| New York Central Railroad | 8th | |
| New York, Ontario and Western Railway | 18th | 4 machines for B&O |
| Northern Pacific Railway | 44 | |
| Reading Company | 20th | |
| Chicago, Rock Island and Pacific Railroad | 36 | |
| St. Louis Southwestern Railway | 20th | |
| Seaboard Air Line Railroad | 44 | |
| Southern Railway | 68 | plus 4 EMD demonstration machines |
| Western Pacific Railroad | 48 |
literature
- Jerry A. Pinkepank: The Second Diesel Spotters Guide . 4th edition. Kalmbach Publishing Co. Milwaukee, 1980, ISBN 0-89024-026-4 .
- Brian Solomon: EMD F-unit locomotives . 1st edition. specialty press North Branch, 2005, ISBN 1-58007-083-3 .
- Brian Solomon: EMD Locomotives . 1st edition. MBI Publishing Company, St. Paul, MN 2006, ISBN 0-7603-2396-8 .
