NER No. 13
| NER No. 13 LNER class EE1 |
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![NER No. 13 after delivery [1]](https://de.wikipedia.org/wiki/Datei:North_Eastern_Railway_electric_locomotive_No_13.jpg) NER No. 13 after delivery
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| Numbering: | NER 13 LNER 6999 BR 26600 |
| Number: | 1 |
| Manufacturer: | Darlington Works , Metropolitan-Vickers |
| Year of construction (s): | 1922 |
| Retirement: | 1950 |
| Axis formula : | 2'Co2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 16,310 mm |
| Fixed wheelbase: | 4880 mm |
| Total wheelbase: | 13,310 mm |
| Service mass: | 112 t |
| Wheel set mass : | 20.2 t |
| Top speed: | 144 km / h |
| Hourly output : | 1800 hp (1340 kW) |
| Continuous output : | 1300 hp (970 kW) |
| Starting tractive effort: | 70 kN |
| Driving wheel diameter: | 2030 mm |
| Impeller diameter front: | 1100 mm |
| Power system : | 1500 V = |
| Number of traction motors: | 6th |
| Drive: | Hollow shaft drive |
The electric locomotive No. 13 of the North Eastern Railway (NER) was an experimental locomotive that never went into regular service. It was intended for a planned electrification of the British East Coast Main Line with 1500 volts direct current .
history
In the 1920s, the NER planned to start electrical operation with 1500 volts DC on the York - Newcastle upon Tyne section of the East Coast Main Line. In order to get to know the characteristics of fast moving electric locomotives, Vincent Raven , the chief engineer of the railway, ordered a locomotive with the wheel arrangement 2'Co2 'and an output of 1,800 hp from the Darlington Works in 1920 , which is roughly the output of the steam locomotives built later by the LNER class A4 and the diesel locomotives of BR class 44 corresponded.
It should be able to move a 450-ton train (457 metric tons) on a level track at 105 km / h and start the same train on a 13 ‰ slope and accelerate to line speed. Because such a gradient does not occur on the NER section intended for electrification, it is assumed that the locomotive was also designed for future electrical operation of the Newcastle upon Tyne – Edinburgh section of the North British Railway (NBR).
The locomotive was delivered in May 1922 and tested on the already electrified Shildon – Newport railway line. During a test drive in the summer of 1922, it reached a speed of 93 km / h with a 460-tonne 19-car train on a 5 ‰ ramp with a pulling force of 51 kilonewtons .
After the NER became part of the London and North Eastern Railway (LNER) in 1923, the plans for electrification were no longer pursued. Locomotive no.13 was no longer used and was only shown at exhibitions, such as the 100th anniversary celebrations for the opening of the Stockton & Darlington Railway in July 1925.
Although the chances that it could still be used were extremely slim, the LNER hesitated to scrap the locomotive and deposited it in the paint shop of the Darlington Works. Presumably it was planned to use the Woodhead Line from Manchester to Sheffield , which was also intended for electrification, but was delayed by the Second World War .
The locomotive was assigned to the LNER class EE1 in 1945 , given the number 6999 and brought to the workshops of South Gosforth near Newcastle. With the nationalization of the English railways, the locomotive was given the number 26600 in 1948. In 1950 it was scrapped by British Railways .
technical features
The electrical equipment of the locomotive came from Metropolitan-Vickers , based on a license from the Swiss BBC .
Each drive wheel set was driven by a hollow shaft drive with two 300 HP traction motors. To get there, all motors were connected in series ; further possible groupings were two series with three drive motors each or three series with two drive motors each. Three field weakness levels were available for each grouping .
Each drive wheel was equipped with pneumatic sand spreaders , which were provided with downpipes for both directions of travel. An electrically heated steam boiler for train heating was housed in a porch .
The electric signal lighting was attached to the front of the locomotive, and additional holders for oil lamps were added after the locomotive was delivered. There was also a signal whistle at each end of the vehicle.
Web links
- The NER Electric 2-Co-2 Class EE1 Locomotive No. 13 in the LNER Encyclopedia (accessed May 26, 2016)
Individual evidence
- ^ North Eastern Railway electric locomotive No 13. (No longer available online.) National Railway Museum , archived from the original on May 1, 2016 ; accessed on May 1, 2016 . 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.
- ↑ FJG skin: The history of electric traction vehicles: Volume 1: The history of the electric locomotive . Springer-Verlag, Basel 1972, ISBN 978-3-0348-6520-3 , p. 27–28 ( Google Book - specifications of the technical data only partially match the English sources).
- ^ A b John Speller: York – Newcastle Electrification. In: John Speller's Web Pages. Accessed May 1, 2016 .
- ^ A b Richard Marsden: The NER Electric 2-Co-2 Class EE1 Locomotive No. 13. In: LNER Encyclopedia. 2016, accessed on May 1, 2016 .
