|December 31, 1910||Electric Railway Journal (New York)||Page 1283, col. 1|
A new freight locomotive for the Galt, Preston & Hespeler Street Railway Company
The accompanying illustration shows the new Westinghouse-Baldwin electric locomotive recently purchased by the Galt, Preston & Hespeler Street Railway, of Ontario. This company operates some 30 cars on a standard-gage interurban line, 21 miles in length, connecting the places named in its title with the towns of Freeport, Centreville, Berlin and Waterloo. The power station and repair shops are at Preston. The railway traverses a farming country and does a thriving business in both local and through passenger and freight service.
Several years since this railway purchased a Westinghouse equipment consisting of four No. 93-A d.c. motors with a nominal rating of 60 h.p. each at 600 volts, for a locomotive similar to the one shown, but of smaller capacity. Its operation has been eminently satisfactory in every respect and the recent order for a larger locomotive of the same general characteristics argues strongly for the excellence of design and low maintenance charges of this type slow-speed freight locomotive.
The new locomotive is designed for standard gage and weighs, complete, 100,000 lb. The gear ratio for 16:37 gives a normal speed of 8.25 m.p.h., at which speed a tractive effort of 18,220 lb. is developed. The maximum tractive effort is 25,000 lb. The locomotive carries four No. 308-B2 interpole d.c. motors having a nominal total rating of 400 h.p. at 600 volts. These motors are fitted with special windings for slow-speed service. Standard nose suspension is used.
Unit switch control is provided through two master controllers, one in each end of the cab. These controllers carry only the very small current from a storage battery, for exciting the electromagnetically actuated needle valve which admits air at 70 lb. pressure to the air cylinders of the unit switch. The action of each switch is therefore positive and independent of fluctuations of the line voltage.
This locomotive is of the double-swiveling truck type, with rigid frame and centrally located cab. The trucks are of the equalized pedestal type, with square wrought-iron frames and semi-elliptic springs. Each axle carries one motor. The Standard wheels have cast-iron centers, with steel tires bolted on. The flanges, journals and boxes are M. C. B. standard.
The longitudinal frame sills consists of four 10-in. channels, with width over the outside sills being 92 in. The end bumpers are of cast iron. They have heavy lugs which are riveted to the longitudinal sills and carry M. C. B. automatic couplers. Suitable steps are provided at each end. The frame bolster truss members consist of wrought-iron plates, 1 3/4 in.×15 in., which are strongly braced. The entire frame construction is most substantial.
The cab is of wood, and is roomy and convenient, with four windows in each side. These, with additional windows in the ends, give the operator an unobstructed view in all directions. Suitable hoods at either end of the cab cover the resistance and other electrical equipment.
This locomotive is fitted with a hand brake on all the wheels, also with the Westinghouse air brake, schedule ET, with motor-driven compressor. Sand boxes, with pneumatic sanders, are provided at each end. The equipment also includes a bell and whistle. The principal dimensions are as follows: Wheelbase of each truck, 7 ft. 4in.; total wheelbase of locomotive, 29 ft.; diameter of driving-wheels, outside, 36 in.; diameter of driving-wheels, centers, 30 in.; journals, 5 in.×9 in.; width, 9 ft.; height to top of cab, 12 ft.; length, 36 ft.
Railways: G.P. & H.St.Ry.