Freight electric loco. for G., P. & H.
The accompanying illustrations show two views of the new electric locomotive recently purchased by the Galt, Preston & Hespeler Street Railway Co., Ltd., of Ontario, Canada. This company operates some 30 cars on a standard gage interurban line, 21 miles in length, connecting these places with the towns of Freeport, Centreville, Berlin and Waterloo. The power station and repair shops are situated 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 the G., P. & H. Ry. purchased from the Westinghouse Electric & Manufacturing Co. a quadruple equipment, consisting of four No. 93-A direct-current 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 of slow-speed freight locomotive.
The G., P. & H. locomotive shown in our illustrations was built by the Baldwin Locomotive Works, and the complete electric equipment furnished by the Westinghouse Electric & Manufacturing Co., of Pitssburgh, Pa. It is designed for standard 4 ft. 8 1/2 in. gauge and provided with double swivel trucks. The wheel base is 29 ft. and the overall dimension 36 ft. and it weighs complete 100,000 lbs. The gear ratio of 16 to 57 gives a normal speed of 84 m.p.h., at which speed a tractive effort of 18,200 lbs. is developed. The maximum tractive effort is 25,000 lbs. The locomotive carries a quadruple equipment, consisting of four No. 302-B-2 interpole direct-current railway motors, having a nominal rating of 100 h.p. each, or a total of 400 h.p. at 600 volts. These motors are fitted with special windings, adapting them particularly for slow-speed locomotive service. Standard nose suspension is used.
The well-known Westinghouse unit switch control was provided. Two master controllers are supplied, 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 a 70 lbs. pressure to the air cylinders of the unit switch. The action of such switch is therefor positive and independent of fluctuations of the line voltage. It not infrequently happens on interurban and stub-end lines that the voltage at points far distant from trolley feeders is a s low as 200 volts when the motors are in operation. Under such extreme or even less severe conditions solenoid operated contactors depending upon the line voltage for their contact pressure are very apt to give trouble, due to looseness and arcing at the contacts. With air-operated switches all such possibilities are eliminated and the greatest reliability under all conditions assured.
One of the cuts shows this locomotive hauling a loaded train weighing 1,040 tons on the experimental tracks of the Westinghouse Company near Trafford City, Pa. This was the heaviest load available at the time, though it was evident that under similar conditions the locomotive would have handled a 2,000-ton train with equal ease.
This locomotive is of the double swivelling 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 a motor, which is would for 550 volts. The wheel haved cast iron centers, with steel tires bolted on . The flanges, journals and boxes are M. C. B. standard. The wheels were furnished by the Standard Steel Works Co. of Philadelphia, Pa.
The longitudinal frame sills consist of four 10-in channels, the width over the outside sills beings 92 ins. 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 by 15 ins., 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 resistances 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: Gauge of track, 4 ft. 8 1/2 ins.; wheel base of each truck, 7 ft. 4 ins.; wheel base, total of locomotive, 29 ft.; diameter of driving-wheels, outside 36 ins.; diameter of driving-wheels, centers, 31 ins.; journals 5 ins.×9 ins.; width, 9 ft.; height to top of cab, 12 ft.; length, 36 ft.; weight, 100,000 lbs.
G. P. & H. electric hauling 1,040 tons.
Galt, Preston & Hespeler Railroad electric.