GIPR class EA / 1
| GIPR EA / 1 IR WCP-1 |
|
|---|---|
 Locomotive GIPR 4006 in the National Rail Museum of India
|
|
| Numbering: | GIPR 4000, 4003-4024 IR 20002-20023 |
| Number: | 22nd |
| Manufacturer: | SLM , Metrovick |
| Year of construction (s): | 1928-1930 |
| Retirement: | 1980s |
| Axis formula : | 2'Bo (A1) |
| Gauge : | 1676 mm |
| Length over buffers: | 16,300 mm |
| Fixed wheelbase: | 2286 mm |
| Total wheelbase: | 11,883 mm |
| Service mass: | 100 t |
| Friction mass: | 60 t |
| Top speed: | 137 km / h |
| Hourly output : | 2124 hp |
| Continuous output : | 1860 hp |
| Starting tractive effort: | 150 kN |
| Driving wheel diameter: | 1600 mm |
| Power system : | 1500 V DC |
| Number of traction motors: | 6th |
| Drive: | SLM universal drive |
The electric locomotives of the Class EA / 1 of the Great Indian Peninsula Railway (GIPR), later WCP-1 of the Indian Railways (IR) were, for the express train service to the 1500 V DC electrified railway lines from Bombay - Pune and Bombay Igatpuri provided Showed slopes up to 30 ‰. The locomotives were the first series-built electric express train locomotives in Asia and on delivery one of the fastest electric locomotives in the world.
history
In 1922 the electrification of the GIPR began. Powerful locomotives were required to transport the express trains on the mountain railway to overcome the Western Ghats . They also had to be able to reach a speed of 85 miles an hour (137 km / h) - a very high speed for the time, not even that of the E 501 and 502 of the Paris – Orleans Railway had been requested. Therefore, three test locomotives were ordered from different manufacturers in order to be able to select a suitable design for the series. The tender and the evaluation were supervised by the English electrical engineering company Merz & McLellan in London .
GIPR ordered the following test locomotives in 1923:
| Numbers | Designation GIPR | Designation IR | Manufacturer | Axis formula | drive | image |
|---|---|---|---|---|---|---|
| 4000 | EA / 1 | WCP-1 | SLM Metrovick |
2'Bo (A1) | SLM universal drive |
|
| 4001 | EB / 1 | WCP-3 |
Hawthorn, Leslie & Company GEC |
2'Co2 ' | Hollow shaft drive | (without picture, similar to NER No. 13 ) |
| 4002 | EC / 1 | WCP-4 | Hawthorn, Leslie & Company BBC |
2'Co2 ' | Buchli drive |
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The EA / 1 emerged as the best locomotive from the evaluation, so that 21 more vehicles were ordered. The locomotives were used in front of passenger and express trains, which also included the services before the Deccan Queen . This express train, which ran from Bombay to Pune, was the first purely electric express train in Asia. It first operated on June 1, 1930 and was pulled by EA / 1 4006, which was later christened Sir Roger Lumley in honor of the Governor of Bombay and is now on display in the National Rail Museum of India in New Delhi .
In 1938 a single replica locomotive with the number 4025 was ordered, which had the same data as the other locomotives, but was still divided into the new EA / 2 series .
The locomotives of the WCP-1 series remained in service until the 1980s.
technology
The locomotive has three individually driven drive axles , a two-axle running bogie at one end and a single running axle at the other end of the locomotive. The Winterthur type bogie had a laterally movable pivot that was centered with springs. The single running axle was combined with the neighboring drive axle to form a Java bogie , which is why the locomotive had the 2'Bo (A1) wheel arrangement and not, as is often written, 2'Co1 '.
Two traction motors each drove a drive axle via an SLM universal drive. The engines were arranged high in the engine room, which on the one hand gave the locomotive a high center of gravity , which was considered to be favorable , and on the other hand protected it from damage when traveling through water during the frequent floods in Bombay. The engines could be removed laterally through maintenance openings in the lower area of the engine room side wall.
The box of the locomotive extended over the entire length of the frame. The engine room between the two driver's cabs was divided into three rooms. The first room contained the braking equipment with vacuum pump and the compressor with air tank, the second room contained the switchgear for the electro-pneumatic control and the third room contained the starting resistors . The approach took place with all 6 drive motors in series, then two groups of three motors each in series and finally three groups with two motors each in series. In each group there were two field weakness levels available, so that the locomotive had a total of 9 continuous speed levels.
Web links
Individual evidence
- ↑ Jakob Buchli: Universal drive "Winterthur" for electric locomotives . In: Schweizerische Bauzeitung . tape 90 , no. 23 , 1927, pp. 294-296 , doi : 10.5169 / seals-41817 .
- ↑ a b Message from the SLM: Innovations in the mechanical structure of electric express train locomotives . In: Schweizerische Bauzeitung . tape 89 , no. 13 , 1927, pp. 174-175 , doi : 10.5169 / seals-41673 .
- ^ Side view of the black beauty. In: The Indian Railways Fan Club Photo Gallery. Retrieved May 7, 2016 .
- ^ The Electric Locomotive Roster: DC & AC / DC Electrics. In: 24 coaches. October 18, 2014, Retrieved May 7, 2016 (American English).
- ↑ FJG skin: The history of electric traction vehicles . tape 1 . Springer, Basel 1972, ISBN 3-7643-0525-8 , pp. 35-36 .
