Electric locomotives for Lake Erie and Northern Railway.
The L.E. & N.R. has received one of its 60-ton electric locomotives and the second is expected to be shipped by March 31. The principal dimensions are as follows:
- Gauge4 ft. 8 1/2 ins.
- Distance between truck centres17 ft. 8 ins.
- Wheelbase, each truck6 ft. 8 ins.
- Wheelbase, total24 ft. 4 ins.
- Driving wheels, diameter36 ins.
- Journals5 1/2×10 ins.
- Width over all10 ft.
- Height to top of cab12 ft., 0 1/2 in.
- Height over all12ft. 10 ins.
- Length, centre to centre of coupler knuckles37 ft. 6 1/4 ins.
- Weight120,000 lbs.
These locomotives are of the 8-wheeled, double-truck type, so equipped that they can be used in passenger, freight or switching service. They will operate on 85-lb. rails, traversing curves of 40 ft. radius without a trailing load and of 130 ft. rad1us with a trailing load. In service they will handle standard freight cars and Canadian Pacific passenger cars, the maximum train load being about 800 tons.
The trucks are of the equalized pedestal type, with rigid bolsters and half elliptic springs. This design of truck, it is claimed, combines simplicity of construction with ample strength, and with riding qualities which are satislactory for locomotive service, The wheels are steel tired, with cast steel centres. The longitudinal frame sills consist of four 13-in. steel channels, which are strongly braced transversely above the truck centre pins. The bumpers are of cast iron, with push pole pockets, and are made in one piece with heavy lugs which are riveted to the frame sills. This provides a most substantial frame structure. Iron pilots and short shank M.C.B. couplers are applied at each end.
The locomotives are arranged for double end operation and they have central cabs with sloping hoods at either end. The cab is or steel, and is llned with wood for the comfort of the enginemen. Steps and handholds are arranged to conform to the Board of Railway Commissioners' requirements.
The motors are of a new type, styled 562-D-5, which has been developed by the Westinghouse Electric & Mfg. Co. for high potential direct current. Two motors are permanently connected in series so that the voltage across each Is 760 volts. Their nominal rating is 75 kw. (100 h.p.).
The frame is of soft steel, cast in a single piece. The projections of the frame, to which the axle caps are bolted, extend over the axle, to a large extent relieving the axle cap bolts of the weight of the motors. At each end there is a large bored opening through which the armature, pole pieces and field coils may be removed. These openings are enclosed by housings, which will carry the bearings and oiling arrangements and are securely bolted to the frame. Tapped holes are provided in each housing for use in removing it. Access to the commutator and brushes is afforded by a large opening over the commutators. The cover is held by a tee bolt at one end and a locking device at the other. Tapped drain holes are provided through the bottom of the frame.
The four main poles are built up of laminations of soft steel, riveted between end plates. The main poles are secured by studs extending through the frame and fitted with easily accessible nuts. The field coils are wound with flat copper strap, insulated between turns with asbestos ribbon. The outside is protected by a covering and entire coil is impregnated with a heat conducting and water proofing insulated compound. The coils are held rigidly against the pole tips stiff flat springs, preventing vibration and chafing, and are protected from abrasion by metal coil shields.
The commutating poles are of steel and are bolted to finished seats. The coils are wound, insulated and prevented from vibrating in substantially the same manner as the main field coils.
The brushholder is readily accessible for adjustment, cleaning and removal of carbons. Each holder is supported by two insulated pins, over which are placed porcelain bushings, which give a 1arge creepage distance between the holder and the motor frame. The holders are arranged for radial adjustment to allow for wear of the commutator. The proper brush tension is provided by an adjustable spiral spring. A flexible shunt protects the springs for excessive current.
Both armature and axle bearings are arranged for oil and waste lubrication. Large waste pockets are provided having an opening into the low pressure side of the bearings. Separate oil reservoirs permit the fresh oil to be fed and filtered up through the waste to the bearing. The depth of oil in the reservoir may be easily gauged, so that the most economical height may be maintained. Oil guards and wiper rings prevent the oil from reaching the inside of the motor.
Two separate field windings are used on the main poles. By connecting the two field windings in series during acceleration, a relatively high tractive effort at low speed is secured with a small current. After all the resistance has been cut out, one of the field windings is cut out reducing the total active field turns. This gives a higher speed at any given current, while the full field connection is intended primarily for acceleration, it may be used to some extent for slow-speed running.
The motors have a unique system of ventilation. While air for cooling is normally provided by a motor driven blower, each motor has a fan at one end of the armature which provide sufficient ventilation to operate the locomotive at three-quarter capacity in case of accident to the blower.
The control equipment used on the locomotives is HB electro-pneumatic and is practically the same all the high voltage control outfits on the motor cars.
The various main circuit connections are made by individual or unit switches, arranged compactly in a group, these switches being operated by compressed air. The magnet valves governing the flow of air to the switch cylinders are actuated by low voltage current from a storage battery. The switch group consists of a number of unit switches in a common frame. Each switch is provided with a powerful magnetic blow out coil, which effectually extinguishes the arc whenever the switch opened. The switches are normally held open by strong coiled springs, contained in the cylinders and are closed against the action of the springs by compressed air. Since the air under normal pressure exerts a force approximately double that of the spring, the action of the switch in either opening or closing is always quick and positive.
The master controllers are located at either end of the locomotive cab. Two levers are provided on the master controllers, one for notching up and one for reversing. The reverse lever is mechanically interlocked with the operating handle, so that it cannot be thrown unless the main drum is in the off position. There are four running positions on the drum, together with seven resistance notches in series and five in parallel. The running positions are short and full field in series and short and full field in parallel.
With forced ventilation, the motors and auxiliary apparatus has sufficient capacity to enable the locomotives to exert continuously a tractive effort of 9,200 lbs. with an average of 600 volts at each motor. With 750 volts at the motors the locomotive is able to exert a tractive effort of 13,800 lbs. for one hour at approximately 14 m.p.h. With 25% adhesion the locomotives are able to exert a maximum effort of 30,000 lbs. Their maximum speed is 40 m.p.h.
The equipment includes Westinghouse air brakes, which can also be operated by hand; air signal; one foot gong; two air whistles and a locomotive bell with air ringer.
The locomotives were order from the Canadian Westinghouse Co. and were built in the Westinghouse works in the United States.