New Haven EP-1

Last updated
New Haven EP-1
Baldwin Locomotive Works EP-1 (027) (Ans 05405-033).jpg
New Haven EP-1 No. 027, circa 1915. Note the small DC pantograph between the two larger AC pantographs.
Type and origin
Power typeElectric
Builder Baldwin-Westinghouse
Build date1905–1908
Total produced41
Specifications
Configuration:
   Whyte 0-4-4-0 as built
2-4-4-2 modified
   AAR B-B as built
1-B-B-1 modified
   UIC Bo'Bo' as built
(1'Bo)(Bo1') modified
  Commonwealth Bo-Bo as built
1Bo-Bo1 modified
Gauge 4 ft 8+12 in (1,435 mm)
Wheel diameter62 inches (1,600 mm)
Length37 feet 6+12 inches (11.443 m)
Loco weight102 short tons (93 t)
Electric system/s
  • 660 V DC
  • 11 kV 25 Hz AC
Current pickup(s)
Traction motors 4 × Westinghouse 130
MU working Yes
Performance figures
Maximum speed80 miles per hour (130 km/h)
Power output1,420 horsepower (1,060 kW)
Career
Operators New Haven
Class EP-1
Numbers01–041
LocaleNorth America
Delivered1905–1908
First run1905
Retired1947
PreservedNone
DispositionAll scrapped
[1] [2]

The New Haven EP-1 was a class of boxcab electric locomotives built by Baldwin-Westinghouse for the New York, New Haven and Hartford Railroad. The locomotives were part of an electrification project undertaken by the New Haven between Grand Central Terminal in New York City and Stamford, Connecticut. Baldwin-Westinghouse delivered 41 locomotives between 1905–1908, and the New Haven retired the last in 1947.

Contents

Design

The EP-1 had to support two electric systems and three collection methods. The New York Central Railroad's 660 V third rail DC extended from Grand Central to Woodlawn, where New Haven territory began. Westinghouse installed 11 kV overhead line AC from Woodlawn to Stamford. [3] Finally, the New York Central employed overhead lines over railroad switches in place of third rail electrification. [4] To support these myriad methods, Westinghouse installed two sets of pantographs, one for AC and one for DC collection, and a contact shoe for third rail operation. Control devices within the locomotive prevented drawing power from multiple sources and enabled transition between them without stopping. [4]

The boxcab body was 37 feet 6+12 inches (11.443 m) long and weighed 102 short tons (93 t). [3] Beneath it, initially, were four axles in a pair of trucks (B-B arrangement). After oscillation problems the New Haven added an unpowered axle to each end (1-B-B-1), which resolved the issue. [2] The EP-1 was capable of multiple working, and was the first electric locomotive to do so regularly. [5]

History

Westinghouse delivered the first prototype in 1905, followed by 34 production units in 1907–1908. [3] One was loaned to the Pennsylvania Railroad in 1907 for testing on the West Jersey and Seashore Railroad; the locomotive tested well but the Pennsylvania adopted DC electrification for its New York Tunnel Extension. [6] The New Haven ordered six more in 1908. [7] The EP-1 designation, applied later, stood for "Electric Passenger." [2]

The EP-1s handled passenger trains between New York and Stamford, and later New Haven, Connecticut, when the New Haven extended electrification there. Retirements began in 1936 as equipment wore out and newer locomotives became available, but the last left service in 1947. [4] The New Haven supplemented the EP-1 fleet with 27 EP-2 boxcabs, built between 1919–1927 and 10 EP-3 boxcabs in 1931. [8]

No New Haven EP-1s survive today.

See also

Notes

  1. Middleton 2001, pp. 77–79
  2. 1 2 3 Solomon 2003, p. 32
  3. 1 2 3 Middleton 2001 , p. 77
  4. 1 2 3 Middleton 2001 , p. 79
  5. Solomon 2003 , p. 36
  6. Churella 2013 , pp. 789–790
  7. Middleton 2001 , p. 78
  8. Solomon 2003 , p. 37

Related Research Articles

<span class="mw-page-title-main">Northeast Corridor</span> Electrified railroad line in the Northeastern U.S.

The Northeast Corridor (NEC) is an electrified railroad line in the Northeast megalopolis of the United States. Owned primarily by Amtrak, it runs from Boston in the north to Washington, D.C. in the south, with major stops in Providence, New Haven, Stamford, New York City, Newark, Trenton, Philadelphia, Wilmington, and Baltimore. The NEC closely parallels Interstate 95 for most of its length. Carrying more than 2,200 trains a day, it is the busiest passenger rail line in the United States by ridership and service frequency.

<span class="mw-page-title-main">Electric locomotive</span> Locomotive powered by electricity

An electric locomotive is a locomotive powered by electricity from overhead lines, a third rail or on-board energy storage such as a battery or a supercapacitor. Locomotives with on-board fuelled prime movers, such as diesel engines or gas turbines, are classed as diesel–electric or gas turbine–electric and not as electric locomotives, because the electric generator/motor combination serves only as a power transmission system.

<span class="mw-page-title-main">Pennsylvania Railroad class GG1</span> Class of American electric locomotives

The Pennsylvania Railroad GG1 is a class of streamlined electric locomotives built for the Pennsylvania Railroad (PRR), in the northeastern United States. The class was known for its striking art deco shell, its ability to pull trains at up to 100 mph, and its long operating career of almost 50 years.

<span class="mw-page-title-main">EMD FL9</span> Dual-mode electro-diesel locomotive, built for the New Haven Railroad

The EMD FL9 is a model of electro-diesel locomotive, capable of operating either as a traditional diesel-electric locomotive or as an electric locomotive powered from a third rail. Sixty units were built between October 1956 and November 1960 by General Motors Electro-Motive Division for the New York, New Haven and Hartford Railroad.

<span class="mw-page-title-main">Pennsylvania Railroad class O1</span>

The Pennsylvania Railroad's class O1 comprised eight experimental boxcab electric locomotives built in 1930 and 1931. They were built in preparation for the New York to Washington Electrification project. They had the wheel arrangement classified as 4-4-4 in the Whyte notation. Although successful, they were not powerful enough for the railroad's increasingly heavy trains. For production, the PRR chose to concentrate on the P5 class, effectively an enlarged and more powerful version of the O1 with an additional pair of driving wheels.

<span class="mw-page-title-main">Pennsylvania Railroad class DD1</span> Class of 66 (33 pairs) of American 2′B+B2′ electric locomotives

The Pennsylvania Railroad DD1 was a class of boxcab electric locomotives built by the Pennsylvania Railroad. The locomotives were developed as part of the railroad's New York Tunnel Extension, which built the original Pennsylvania Station in New York City and linked it to New Jersey via the North River Tunnels. The Pennsylvania built a total of 66 locomotives in its Altoona Works; they operated in semi-permanently coupled pairs. Westinghouse supplied the electrical equipment.

<span class="mw-page-title-main">Pennsylvania Railroad class L5</span>

The Pennsylvania Railroad's class L5 were the railroad's second generation of production electric locomotives after the DD1, and the last to use a jackshaft and side rods to drive the wheels. The L5 was a single-unit locomotive instead of the twin-unit DD1. The wheel arrangement in Whyte notation was 2-4-4-2, or 1-B-B-1 in the AAR scheme. Twenty five were built in 4 distinct subclasses. The lead unit of the class was equipped for AC operation with an overhead pantograph, while the other 24 were third rail DC units to work on the existing PRR third rail electrification in the New York area.

<span class="mw-page-title-main">Milwaukee Road class EP-3</span>

The Milwaukee Road's class EP-3 comprised ten electric locomotives built in 1919 by Baldwin and Westinghouse. They were nicknamed Quills because of their use of a quill drive. Although they were good haulers and well liked by engineers, poor design and constant mechanical problems plagued them for their entire lives and they were among the first of the Milwaukee Road's electric locomotives to be retired.

Railroad electrification in the United States began at the turn of the 20th century and comprised many different systems in many different geographical areas, few of which were connected. Despite this situation, these systems shared a small number of common reasons for electrification.

<span class="mw-page-title-main">Steeplecab</span> Style of electric locomotive with central cab and sloping equipment compartments at either end

Steeplecab is railroad terminology for a style or design of electric locomotive; the term is rarely if ever used for other forms of power. The name originated in North America and has been used in Britain as well.

<span class="mw-page-title-main">Virginian EL-C</span> American class of electric locomotive

The Virginian EL-C, later known as the New Haven EF-4 and E33, was an electric locomotive built for the Virginian Railway by General Electric in August 1955. They were the first successful production locomotives to use Ignitron rectifier technology. Although they proved to be a successful design, no more EL-Cs were built, due to the small number of railroads that had electrification and the advent of improved electric locomotive technology. They were among the last mainline electric freight locomotives in the United States.

<span class="mw-page-title-main">GE three-power boxcab</span>

The GE three-power boxcabs were early electro-diesel hybrid switcher locomotives. These boxcabs were termed oil battery electrics to avoid the use of the German name Diesel, unpopular after World War I.

<span class="mw-page-title-main">Multi-system (rail)</span>

A multi-system locomotive, also known as a multi-system electric locomotive, multi-system electric multiple unit, or multi-system train, is an electric locomotive which can operate using more than one railway electrification system. Multi-system trains provide continuous journeys over routes which are electrified using more than one system.

<span class="mw-page-title-main">Electrification of the New York, New Haven and Hartford Railroad</span> First single-phase AC railroad electrification

The New York, New Haven and Hartford Railroad pioneered electrification of main line railroads using high-voltage, alternating current, single-phase overhead catenary. It electrified its mainline between Stamford, Connecticut, and Woodlawn, New York, in 1907 and extended the electrification to New Haven, Connecticut, in 1914. While single-phase AC railroad electrification has become commonplace, the New Haven's system was unprecedented at the time of construction. The significance of this electrification was recognized in 1982 by its designation as a Historic Mechanical Engineering Landmark by the American Society of Mechanical Engineers (ASME).

<span class="mw-page-title-main">Baldwin–Westinghouse electric locomotives</span>

Baldwin, the locomotive manufacturer, and Westinghouse, the promoter of AC electrification, joined forces in 1895 to develop AC railway electrification. Soon after the turn of the century, they marketed a single-phase high-voltage system to railroads. From 1904 to 1905 they supplied locomotives carrying a joint builder's plate to a number of American railroads, particularly for the New Haven line from New York to New Haven, and other New Haven lines. Westinghouse would produce the motors, controls, and other electrical gear, while Baldwin would produce the running gear, frame, body, and perform final assembly.

<span class="mw-page-title-main">Norfolk and Western LC-1 Class</span>

The N&W LC-1 was a class of boxcab electric locomotives built by Baldwin-Westinghouse for the Norfolk and Western Railway. The locomotives were part of an electrification project undertaken by the N&W to improve traffic conditions on the Elkhorn grade in its Bluefield Division. Baldwin-Westinghouse delivered 12 twin-unit boxcabs in 1914–1915. N&W scrapped them in 1950 when it discontinued electric operations.

The N&W LC-2 was a class of boxcab electric locomotives built by Westinghouse and the American Locomotive Company (ALCO) for the Norfolk and Western Railway. ALCO and Westinghouse built four locomotives in 1924–1925 for use on the Elkhorn Grade. They were retired and scrapped in 1950 when the N&W discontinued electric operations.

<span class="mw-page-title-main">New Haven EP-2</span>

The New Haven EP-2 was a class of boxcab electric locomotives built by Baldwin-Westinghouse for the New York, New Haven and Hartford Railroad. The locomotives worked passenger trains on the New Haven's electrified division west of New Haven, Connecticut. Baldwin-Westinghouse delivered 27 locomotives between 1919–1927. The locomotives were an enlarged version of the EP-1 and EF-1 designs. They remained in service until the arrival of the dual-mode EMD FL9 locomotives in 1958.

<span class="mw-page-title-main">Great Northern Z-1</span>

The Great Northern Z-1 was a class of ten electric locomotives built for the Great Northern Railway They were used to work the route through the second Cascade Tunnel. They were built between 1926–1928 by Baldwin Locomotive Works, with Westinghouse electrics, and stayed in service until dieselisation in 1956. Each was of 1,830 horsepower (1,360 kW) with a 1-D-1 wheel arrangement, although they were always used in coupled pairs.

References