MILW grades EP-1, EF-1, EF-2, EF-3 and EF-5
| MILW grades EP-1, EF-1, EF-2, EF-3 and EF-5 | |
|---|---|
 Number 10203 in the delivery condition
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| Numbering: | 10100-10111 (EP-1) 10200-10229 (EF-1) |
| Number: | 42 (84 half units) |
| Manufacturer: | General Electric |
| Year of construction (s): | 1915-1916 |
| Retirement: | 1951-1974 |
| Axis formula : | (2′Bo) (Bo) + (Bo) (Bo2 ′) |
| Gauge : | 1435 mm ( standard gauge ) |
| Service mass: | 261 t (EF-1) 370 t (EF-3) |
| Top speed: | 56 km / h (EF-1) |
| Hourly output : | 3060 kW (EF-1) |
| Continuous output : | 2490 kW (EF-1) |
| Power system : | 3000 V DC |
| Power transmission: | Overhead line |
The EP-1 and EF-1 classes were 42 boxcab-design electric locomotives for the Chicago, Milwaukee, St. Paul and Pacific Railroad ( Milwaukee Road ) , built by Alco from 1915 onwards. The electrical components were from General Electric . The locomotives consisted of two half-units marked "A" and "B", which were permanently connected to each other to form double locomotives . The vehicles were later rebuilt and joined together to form larger units, creating the classes EF-2, EF-3 and EF-5 . The design proved successful, replacing large numbers of steam locomotives with reduced costs and accelerated timetables.
technology
The locomotives were equipped with multiple controls and could thus be operated in multiple traction from one driver's cab. Later they were equipped with a system developed by a designer from Milwaukee Road, which also allowed the control of diesel-electric locomotives integrated into the train. However, since the newer Little Joes, which were less used at the time, had also been equipped with this multiple control, the Boxcabs were rarely used in such services.
The top speed of an EF-1 was 35 miles per hour (56 km / h). Higher speeds lead to severe overloads in the traction motors. As part of the modernization program in the 1950s, the maximum speed was increased to 45 miles per hour (72 km / h) to improve compliance with freight train timetables.
The Bo + Bo bogies were connected to one another via complex ball joints and the frames via a coupling rod. A massive snow plow was attached to the running axle bogies .
Conversions
First, 30 double locomotives for freight train service were classified as EF-1s and listed under the numbers 10200 to 10229. The other twelve locomotives were equipped with a transmission gear for higher speeds and an oil-fired train boiler and were listed as class EP-1 passenger locomotives under numbers 10100 to 10111. With the use of newer passenger locomotives, they were converted into EF-1 freight locomotives in 1919 and were given the numbers 10230 to 10241.
In the 1930s, as the train weight increased, three half-units were combined into triple locomotives and classified as EF-2. A total of twelve new units were created, which were listed under the company numbers 10500 to 10511 ACB. Since the driver's cabs were no longer needed in the middle units, some were removed along with the frame extensions. These modifications resulted in the class EF-3, which weighed 23.6 t less than the class EF-2. Later, other EF-2 units were created without the modification to the EF-3. With the renumbering in 1939, the EF-3 was renumbered E25 to E36 and the EF-1 was renumbered E50 to E73.
In 1951, five units of four were created and classified as EF-5. By 1961 the number of these units increased to ten. When it was converted to the EF-2, a single semi-locomotive was superfluous. This machine was redesignated as the ES-3 heavy shunter.
To support the aging Bi-Polars in passenger train service, two EF-1 locomotives were converted back into class EP-1A passenger locomotives in 1950 and numbered as E22 A / B and E23 A / B. During the rebuilding process, they received steam generators, undercarriages from the broken-down F7 Hudsons, and high-speed gearboxes. The E22 received a streamlined front face. The color scheme initially remained unchanged, later the locomotives were repainted in the Union Pacific color scheme with a yellow background, gray roofs and red stripes. After the conversion, this locomotive could develop 4500 hp. She remained in service for passenger trains until March 1961 and was reassigned to freight traffic with the termination of the Olympian Hiawathas . In this service it was put down in 1968 and dismantled in 1973.
Whereabouts
The vehicle fleet remained complete until 1951, when the two EF-1 double locomotives E51 A / B and E68 A / B were retired. Two EF-2 Class units were retired in 1954, with the rest remaining in service until the mid-1960s, when old age took its toll. In the end, they were checked for wear and tear and exchanged with each other without renumbering. Most of the machines were decommissioned at the end of 1973, but the E57 B and its associated former C center locomotive remained in shunting service in Harlowton until June 1974 . The E 50 A / B unit, the first locomotive put into service as 10200 A / B, has been preserved in the Lake Superior Railroad Museum in Duluth, Minnesota . The E57 B, originally 10211 B, is set up in Harlowton.
Web links
- Picture of the converted E22 , February 26, 1953
Individual evidence
- ^ Milwaukee Road Electrification. In: North East Rails. Those Classic Trains, accessed September 8, 2012 .
- ^ Milwaukee Road Electrics. (No longer available online.) In: Dave's Electric Railroads. Archived from the original on February 21, 2010 ; Retrieved September 8, 2012 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
