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Austrian Federal Railways (BBÖ) class 1570
German Reichsbahn E 22
Austria | 1925
4 produced
Image of locomotive
Die Lokomotive, May 1928

In the mid-1920s, the Austrian Federal Railways had powerful electric locomotives with the “Arlberg Crocodile” class 1100 for mountain use and with the class 1029 passenger electric locomotives for the lowlands, but there was no suitable locomotive for heavier trains on the valley routes in Tyrol and Vorarlberg available. The new locomotive should be in the same power class as the 1100, but be faster.

Since both the traditional rod drive and the nose-suspended motor were not suitable for higher speeds, another form of transmission had to be found. Siemens-Schuckert in Vienna therefore developed a new type of vertical drive, which became the first single-axle drive for electric locomotives in Austria. The drive consisted of vertical shafts, each of which drove an axle directly via a conical gear wheel. This made it possible to accommodate powered and carrying axles in a common bogie at the same time.

The locomotives had a bogie at each end, which had a carrying axle on the outside and a powered axle on the inside. Two more powered axles were mounted in the middle under the locomotive body. With this chassis, the locomotives had sufficient adhesive weight and good ability to negotiate curves, but the transmissions required constant monitoring of the lubrication and thus made a second crew member necessary.

Thus, the locomotives proved themselves in service, but the power was not sufficient. Therefore, production was stopped after only four examples and the class 1670 was developed as a replacement. The class 1570 locomotives came to the Reichsbahn after the annexation of Austria by Germany and were listed as E 22. They got their original number again in 1953 and were used by ÖBB until 1978. Today only the 1570.01 is preserved in a museum and is located at Strasshof.

General
Built1925
Manufacturermechanical part: Krauss, electrical part: SSW
Axle config1A-B-A1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length46 ft 3 1/8 in
Wheelbase36 ft 1 1/16 in
Rigid wheelbase7 ft 2 5/8 in
Service weight207,234 lbs
Adhesive weight145,505 lbs
Axle load36,376 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Hourly power2,146 hp (1,600 kW)
Continuous power1,770 hp (1,320 kW)
Top speed53 mph
Calculated Values
electric locomotive
passenger
freight
last changed: 03/2022
1570.01 in the Strasshof museum
1570.01 in the Strasshof museum
Mö1997
Austrian Federal Railways (BBÖ) class 1670
Austria | 1928
29 produced
1670.25 at the 1984 ÖBB open day
1670.25 at the 1984 ÖBB open day
TARS631

The four examples built in 1925 from the class 1570 were considered relatively successful from a design point of view, but the power was not sufficient for the assigned applications. In order to increase power, it was decided to replace the four individual traction motors with four double motors, thus creating the power 1670. The additional weight in the electrical system was compensated for by the mechanical equipment being designed to achieve the maximum possible lightweight construction. A series of 29 locomotives was ordered, which were initially manufactured by Krauss in Linz. When Krauss closed the factory in Linz after 24 units, the rest were built in Floridsdorf. The locomotives were stationed in Innsbruck and used from there along the valleys.

Due to the exaggerated lightweight construction, damage frequently occurred, which led to the shutdown of all locomotives. Now all the necessary points on the design have been reinforced, which increased the weight by around ten tonnes and reduced failures. In 1932, five more locomotives were ordered, which were built more sturdily from the factory and were designated as class 1670.1. In the period that followed, there was still damage to the drives, which mainly occurred when the locomotives were being towed. However, it was possible to rework the drives in such a way that the second man to monitor the lubrication could be omitted and less damage occurred in the future. The two series became E 221 and E 222 during the German occupation and they got their old numbers back in 1953. They were used until 1983 and today two examples of the 1670 and one example of the 1670.1 have been preserved. These are the locomotives numbered 09, 25 and 140 and all of them are still running.

Variant16701670.1
General
Built1928-1929, 1932
Manufacturermechanical part: Krauss, Floridsdorf, electrical part: SSW
Axle config1A-B-A1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length47 ft 5 5/16 in48 ft 2 1/8 in
Wheelbase36 ft 1 1/16 in36 ft 8 15/16 in
Service weight235,894 lbs246,917 lbs
Adhesive weight163,142 lbs167,551 lbs
Axle load40,785 lbs41,888 lbs
Boiler
Variant16701670.1
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Hourly power3,151 hp (2,350 kW)
Continuous power2,883 hp (2,150 kW)
Top speed62 mph
Calculated Values
electric locomotive
passenger
freight
last changed: 05/2022
Bern-Lötschberg-Simplon Railway Be 6/8
later Ae 6/8
Switzerland | 1926
8 produced
Image of locomotive
flickr/Historical Railway Images

For the increasingly heavier trains on the Lötschberg line, the BLS needed a new locomotive in the mid-1920s that was supposed to be more powerful than the Be 5/7. On the route with a gradient of 2.7 percent, it had primarily to transport freight trains of 510 tonnes and, if necessary, also be used in front of the heaviest express trains. Since the route was single-track and therefore rapid operation had to be guaranteed, the speed to be reached was set at 75 km/h.

Since a rod drive fell out at the required speed, it was not possible to fall back on a type that had already been developed, such as the SBB Ce 6/8 II. The choice fell on the Secheron spring drive with double motors, a form of the quill drive. The locomotive stood on two bogies, each with one leading and three driving axles, which were coupled to each other. For the first time in Swiss history, there was a seat in the cabs so that the driver no longer had to stand.

With a maximum speed of 75 km/h, the locomotive was assigned to train series B, which led to the designation Be 6/8. In the years 1926 to 1931 only four pieces were made at Breda, another four were made between 1939 and 1943 at SLM. The second series was approved for 90 km/h with a different gear ratio and the locomotives of the first series were soon rebuilt in the same way. This was accompanied by a classification in the train speed row A, which led to the designation Ae 6/8, which is better known today.

The train weight of the freight trains over the Lötschberg was increased in the first few years with the Be 6/8 from 510 to 550 and finally 600 tonnes. As planned, they also took over express trains that were too heavy for the Be 5/7. They were the most powerful locomotives in the world until the SBB introduced the Ae 8/14 two-section locomotive in 1931. From 1960, thanks to engine to the chassis, the speed could be increased to 100 km/h. The last machine was only retired in 1995 and today there are still three preserved.

Variantas builtrebuilt
General
Built1926-1931, 1939-1943
Manufacturermechanical part: Breda, SLM, electrical part: SAAS
Axle config1-C+C-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length66 ft 5 5/8 in
Wheelbase54 ft 5 9/16 in
Service weight310,851 lbs
Adhesive weight251,327 lbs
Axle load41,888 lbs
Boiler
Variantas builtrebuilt
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Hourly power5,740 hp (4,280 kW)
Continuous power5,914 hp (4,410 kW)
Top speed47 mph62 mph
Starting effort55,078 lbf
Calculated Values
electric locomotive
freight
last changed: 06/2022
Boston & Maine No. 5000 to 5006
United States | 1910
7 produced
No. 2503, later 5002
No. 2503, later 5002
Pennsylvania Railway Museum Association

In the 4.75 mile long Hoosac Tunnel in Massachusetts, growing traffic volumes at the beginning of the century caused major problems for the operation with steam locomotives due to smoke and steam. So the Boston & Maine planned to use electric locomotives to pull trains with their steam locomotive through the tunnel. With the steam locomotive idling, it created much less smoke and steam. So they electrified the tunnel with 11.000 V AC at 25 Hz in 1910.

Five electric locomotives were ordered from Baldwin and Westinghouse and numbered 2501 to 2505. They were of conventional boxcab design and rode on two bogies consisting of two powered axles and a leading axle. Three got a gear ratio for freight service, while the two others got a faster ratio for passenger service. Just one year later they were renumbered 5000 to 5004. In 1917, two more were built which were the first to be retired in 1942 and 1945. After diesel locomotives took over, all were retired until 1947.

General
Built1910, 1917
Manufacturermechanical part: Baldwin, electrical part: Westinghouse
Axle config1-B+B-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length48 ft 0 in
Wheelbase38 ft 6 in
Service weight265,591 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system11,000 V 25 Hz
Hourly power1,500 hp (1,119 kW)
Continuous power1,350 hp (1,007 kW)
Top speed37 mph
Calculated Values
electric locomotive
freight
passenger
last changed: 07/2024
Chicago, Milwaukee, St. Paul & Pacific (Milwaukee Road) classes EF-1, EF-2, EF-3 and EF-5
United States | 1915
42 produced
Side view of a double unit
Side view of a double unit
Locomotive Cyclopedia of American Practice, 1922
VariantEF-1rebuilt EF-2rebuilt EF-3rebuilt EF-5
General
Built1915-1916
ManufacturerGeneral Electric
Axle config2-B+B+B+B-2 2-B+B+2-B+B+B+B-2 2-B+B+B+B+B+B-2 2-B+B+2-B+B+B+B-2+B+B-2 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length112 ft 0 in168 ft 0 in224 ft 0 1/16 in
Wheelbase46 ft 7 in
Rigid wheelbase10 ft
Total wheelbase102 ft 8 in
Service weight564,000 lbs845,000 lbs794,000 lbs1,128,000 lbs
Boiler
VariantEF-1rebuilt EF-2rebuilt EF-3rebuilt EF-5
Power Plant
Power
Power sourceelectric - DC
Electric system3,000 V
Continuous power3,339 hp (2,490 kW)5,009 hp (3,735 kW)6,678 hp (4,980 kW)
Top speed35 mph45 mph
Starting effort103,000 lbf154,500 lbf205,700 lbf
Calculated Values
electric locomotive
freight
two-section
multi-section locomotive
Chicago, Milwaukee, St. Paul & Pacific (Milwaukee Road) classes EF-4 and EP-4 “Little Joe”
United States | 1946
12 produced
No. 802 of the South Shore Railroad in August 1980 at Hammond, Indiana
No. 802 of the South Shore Railroad in August 1980 at Hammond, Indiana
Drew Jacksich
General
Built1946
ManufacturerGeneral Electric
Axle config2-D+D-2 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length88 ft 10 1/8 in
Service weight545,600 lbs
Adhesive weight406,000 lbs
Axle load50,750 lbs
Boiler
Power Plant
Power
Power sourceelectric - DC
Electric system3,000 V
Continuous power5,530 hp (4,124 kW)
Top speed68 mph
Starting effort75,700 lbf
Calculated Values
electric locomotive
freight
passenger
Dutch Railways series 1000
Netherlands | 1948
10 produced
No. 1001 on an SLM works photo
No. 1001 on an SLM works photo

The series 1000 was an electric locomotive that the NS ordered based on the Swiss Ae 3/6. This has been adapted to operate under 1,500 volts DC in the flat terrain of the Netherlands. The carrying axles were also combined here with the adjacent driving axle to form a Java bogie. The first three locomotives were manufactured by SLM with electrics from Oerlikon and the other seven only had the electrics from Switzerland. Despite their failure proneness, they were used until 1982, but almost exclusively in front of freight trains. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1948-1949
Manufacturermechanical part: SLM, Werkspoor, electrical part: Oerlikon
Axle config1A-B-A1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length53 ft 2 9/16 in
Service weight220,462 lbs
Adhesive weight158,733 lbs
Axle load39,683 lbs
Boiler
Power Plant
Power
Power sourceelectric - DC
Electric system1,500 V
Hourly power4,420 hp (3,296 kW)
Continuous power3,749 hp (2,796 kW)
Top speed84 mph
Starting effort39,791 lbf
Calculated Values
electric locomotive
freight
last changed: 03/2023
French State Railway 2D2 9100
France | 1950
35 produced
2D2 9108 parked at Villeneuve-St-Georges in June 1985
2D2 9108 parked at Villeneuve-St-Georges in June 1985
Didier Duforest
General
Built1950-1951
Manufacturermechanical part: Fives-Lille, electrical part: CEM
Axle config2-D-2 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length59 ft 3 13/16 in
Rigid wheelbase20 ft 2 1/8 in
Service weight317,465 lbs
Adhesive weight194,007 lbs
Axle load48,502 lbs
Boiler
Power Plant
Power
Power sourceelectric - DC
Electric system1,500 V
Hourly power4,944 hp (3,687 kW)
Continuous power4,399 hp (3,280 kW)
Top speed87 mph
Starting effort50,807 lbf
Calculated Values
electric locomotive
passenger
freight
German Reichsbahn E 95
Germany | 1927
6 produced
E 95 01 on an AEG works photo
E 95 01 on an AEG works photo
Glanert/Borbe/Richter „Reichsbahn-Elloks in Schlesien”

The total of six E 95 were designed to haul coal trains weighing 2,200 tonnes from Silesia to Dresden or Berlin. The development of the nose-suspended motors now allowed to build a locomotive of this power class with this type of drive. Thanks to the carrying axles, they were able run at speeds sufficient for passenger trains. On the other hand, the locomotives accelerated coal trains weighing up to 2,568 tonnes to 60 km/h during test runs. After the Second World War, they came to the Soviet Union as reparations and were later refurbished again in the GDR after their return. However, increasing problems led to their being phased out by 1969. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1927
ManufacturerAEG, SSW
Axle config1-C+C-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length68 ft 6 13/16 in
Wheelbase57 ft 8 15/16 in
Rigid wheelbase15 ft 1 1/8 in
Service weight305,340 lbs
Adhesive weight254,634 lbs
Axle load43,651 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Hourly power3,725 hp (2,778 kW)
Continuous power3,243 hp (2,418 kW)
Top speed43 mph
Starting effort79,358 lbf
Calculated Values
electric locomotive
freight
last changed: 03/2023
Great Northern (US) class Y-1
Pennsylvania class FF2
United States | 1927
8 produced
No. 5011 in a photo from 1927
No. 5011 in a photo from 1927
General Electric

In the twenties, the Great northern built the new Cascade Tunnel and electrified the complete 73 mile (117 km) section over Stevens Pass with 11,000 V one-phase AC. Previously, only the old tunnel itself was electrified at 6,600 V three-phase AC and they now needed a replacement for the old GE boxcab electrics. So they ordered six 1-C+C-1 boxcabs from ALCO, which got their electric part from General Electric. They were numbered 5010 to 5017 and became class Y-1.

The alternate current from the overhead line was changed to direct current by a motor-generator. Over one hour, the locomotives delivered 3,300 hp, with a continuous output of 3,000 hp. In World War II, 5011 was badly damaged in an accident and its remains were used for a total rebuild where it got the streamlined cabs from the EMD FT.

In 1956, the Cascade Tunnel was dieselized and equipped with large fans to carry away the exhaust fumes. Since the frame of 5011 had been bent in the accident, it had several problems in service and was scrapped. All catenary was removed and the remaining locomotives were sold to the PRR, which called them FF1. The PRR scrapped three of them in the following years, but the last four were used until 1966.

Variant5010-50115012-5017
General
Built1927-1930
Manufacturermechanical part: ALCO, electrical part: General Electric
Axle config1-C+C-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Rigid wheelbase15 ft 4 in
Service weight518,250 lbs527,200 lbs
Adhesive weight410,000 lbs
Axle load68,333 lbs
Boiler
Variant5010-50115012-5017
Power Plant
Power
Power sourceelectric - AC
Electric system11,000 V 25 Hz
Hourly power3,300 hp (2,461 kW)
Continuous power3,000 hp (2,237 kW)
Top speed55 mph
Starting effort102,900 lbf
Calculated Values
electric locomotive
freight
passenger
last changed: 09/2024
No. 5011 after the rebuild
No. 5011 after the rebuild
Stan Kistler
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