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Historic Steeplecab Locomotives[Inhalt]
Bernina Railway Ge 2/2
Switzerland | 1911
2 produced
No. 161 in July 2014 in Tirano
No. 161 in July 2014 in Tirano
Bahnfrend
General
Built1911
ManufacturerSIG, Alioth
Axle configB 
Gauge3 ft 3 3/8 in (Meter gauge)
Dimensions and Weights
Length25 ft 4 3/4 in
Service weight39,683 lbs
Adhesive weight39,683 lbs
Axle load19,842 lbs
Boiler
Power Plant
Power
Power sourceelectric - DC
Electric system750 V, 1,000 V
Hourly power335 hp (250 kW)
Top speed28 mph
Starting effort8,543 lbf
Calculated Values
electric locomotive
switcher
narrow gauge
Lokalbahn AG No.1 to 5
German Reichsbahn E 69
Germany | 1905
5 produced
169 002 (formerly No. 2 “Pauline”) in August 1976 in Unterammergau
169 002 (formerly No. 2 “Pauline”) in August 1976 in Unterammergau
Werner & Hansjörg Brutzer

With the numbers 1 to 5, the LAG procured a series of five electric locomotives between 1905 and 1930 for various areas of application. Although they looked very similar on the outside, they had big differences, especially in terms of power. Its historical importance is due to the fact that the LAG 1 was the first locomotive in Germany to be developed for single-phase alternating current. On its main line between Murnau and Oberammergau, a 5 kV and 16 2/3 Hz power system was used, which was only converted to the current system in 1954/55. All engines in this class had two axles, each driven by a nose-suspended motor. The cab was in the middle to allow good visibility in both directions. On either side was a box-like hood, the top sloping towards the ends. In addition to a number, they were given women's names (in the order 1 to 5) Katharina, Pauline, Hermine, Johanna and Adolphine.

The first engine was delivered in 1905 with mechanics and electrics from the Katharinahütte in Rohrbach and SSW and was intended for use in front of freight trains. It had an hourly output of 206 kW, a continuous output of 160 kW and weighed 23.5 tonnes.

Numbers 2 and 3 were almost identical and were delivered by Krauss and SSW in 1909 and 1912. In contrast to number 1, they were built for passenger transport in order to relieve the railcars used. With an hourly and continuous output of 352 and 306 kW, they were significantly more powerful. In 1938 and 1940 they received a modernization of the electrical equipment, which also included the installation of a dead man's switch.

169 005 (formerly No. 5 “Adolphine”) in June 2012 in Koblenz-Lützel
169 005 (formerly No. 5 “Adolphine”) in June 2012 in Koblenz-Lützel
Urmelbeauftragter

The LAG 4 of 1922 was an exception as it initially had a cab at the rear end. It was created from one half of a double locomotive that Siemens had already built in 1902 for high-speed tests with three-phase current. It got new motors, which together delivered an hourly and continuous output of 268 and 237 kW. In 1934, after a transformer fire, it received new machinery that corresponded to those of the other machines.

The last of the five examples was built in 1930 by Maffei and SSW for heavy freight trains. In addition to a beefier appearance with a larger cab and increased overall length, it delivered significantly higher power than its predecessors. The hourly output was now 605 and the continuous output 565 kW.

When the LAG was taken over by the Reichsbahn in 1938, the locomotives were given the designations E 69 01 to E 69 05. When the line was converted to 15 kV in 1954, the four newer engines were also converted for this system. Only road number E 69 01 was retired because it was 49 years old at the time and had clocked up 1.5 million km. The rest were retired between 1977 and 1982 and were at times the oldest electric locomotives in the Bundesbahn. All pieces can still be viewed today. While number 1 is in the Lokwelt Freilassing, number 3 in the DB Museum Koblenz-Lützel and number 4 in front of Murnau station, the other two are still operational. The No. 2 is mostly exhibited in the DB Museum Nuremberg and the No. 5 belongs to the Bavarian Localbahn Association and is used frequently.

Variant1 “Katharina”2 “Pauline” and 3 “Hermine”4 “Johanna”5 “Adolphine”
General
Built19051909, 191219221930
Manufacturermechanical part: Katharinahütte Rohrbach, electrical part: SSWmechanical part: Krauss, electrical part: SSWSSWmechanical part: Maffei, electrical part: SSW
Axle configB 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Service weight51,809 lbs56,218 lbs56,438 lbs70,548 lbs
Adhesive weight51,809 lbs56,218 lbs56,438 lbs70,548 lbs
Axle load25,904 lbs28,109 lbs28,219 lbs35,274 lbs
Boiler
Variant1 “Katharina”2 “Pauline” and 3 “Hermine”4 “Johanna”5 “Adolphine”
Power Plant
Power
Power sourceelectric - AC
Electric system5,500 V 16 Hz, 5.000 V 16⅔ Hz, 15.000 V 16⅔ Hz
Hourly power276 hp (206 kW)472 hp (352 kW)359 hp (268 kW)811 hp (605 kW)
Continuous power215 hp (160 kW)410 hp (306 kW)318 hp (237 kW)758 hp (565 kW)
Top speed25 mph31 mph
Starting effort12,140 lbf18,434 lbf15,512 lbf20,907 lbf
Calculated Values
electric locomotive
passenger
freight
secondary line
last changed: 04/2022
Mikawa Railroad Ki 10 to Ki 15
Nagoya Railroad Co., Ltd. (Meitetsu) class DeKi 300
Japan | 1923
6 produced
No. 302 in 1978 in Oe
No. 302 in 1978 in Oe
VariantKi 10-14Ki 15
General
Built1923-1929
ManufacturerNippon Sharyō, Mitsubishi
Axle configB-B 
Gauge3 ft 6 in (Cape gauge)
Dimensions and Weights
Length33 ft 4 11/16 in33 ft 3 11/16 in
Service weight67,241 lbs65,698 lbs
Adhesive weight67,241 lbs65,698 lbs
Axle load16,810 lbs16,424 lbs
Boiler
VariantKi 10-14Ki 15
Power Plant
Power
Power sourceelectric - DC
Electric system1,500 V
Hourly power322 hp (240 kW)
Calculated Values
electric locomotive
freight
Chicago, Milwaukee, St. Paul & Pacific (Milwaukee Road) class ES-1
United States | 1915
only one produced
Photo of the machine in the “Electric Railway Journal”
Photo of the machine in the “Electric Railway Journal”
General
Built1915
ManufacturerGeneral Electric
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Service weight98,900 lbs
Adhesive weight98,900 lbs
Axle load24,725 lbs
Boiler
Power Plant
Power
Power sourceelectric - DC
Electric system1,500 V
Continuous power315 hp (235 kW)
Calculated Values
electric locomotive
switcher
Chicago, Milwaukee, St. Paul & Pacific (Milwaukee Road) class ES-2
United States | 1916
4 produced
E80 with a freight train at Deer Lodge
E80 with a freight train at Deer Lodge
Drew Jacksich

After the Milwaukee Road had electrified 438 miles in Montana with 3,000 Volts DC, they also ordered four electric switchers from General Electric. These locomotives were built in 1916 and 1919 and were designated class ES-2. They were steeplecab locomotives with a B-B wheel arrangement and a central pantograph on the cab roof. To raise the pantograph with pressurized air when the battery was empty, an emergency trolley was provided to power the compressor.

The locomotives were only used in Montana in the Butte area, while the Milwaukee Road's other electrified section in Washington preferred steam and later diesel power for switching. With an output of 670 hp over one hour and 475 hp continuously, they later got additional weights to improve adhesion. One was scrapped in 1952 because it was surplus, but the others survived until the end of electric traction on the Milwaukee Road in 1974.

General
Built1916, 1919
ManufacturerGeneral Electric
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length41 ft 5 in
Wheelbase30 ft 4 in
Service weight164,000 lbs
Adhesive weight164,000 lbs
Axle load41,000 lbs
Boiler
Power Plant
Power
Power sourceelectric - DC
Electric system3,000 V
Hourly power670 hp (500 kW)
Continuous power475 hp (354 kW)
Calculated Values
electric locomotive
switcher
steeplecab
last changed: 07/2024
Paris-Orléans E 1 to E 13
French State Railway BB 1280
France | 1900
13 produced
collection P. Mérard

In order to be able to take traffic further into the center of Paris, the PO built a new line around 1900, some of which ran underground. Operation here was under 600 V direct current, partly via third rail and partly via an overhead line. In manufacturing the locomotives, support was sought from General Electric, which had already supplied technology for the Baltimore Belt Line.

collection P. Mérard

The eight locomotives built first were of the steeplecab type with a central driver's cab. Seven of these were converted from 70 to 100 km/h in 1904. After further sections were electrified, a further five were built by 1912, which had two cabs and a central luggage compartment. After the 1,500 V system had established, they were converted to this system. Later, half of them were further converted into shunting locomotives with a top speed of 50 km/h and significantly lower power. Their withdrawals took place between 1965 and 1967.

VariantE 1-E 8E 9-E 13converted to 1.500 Vrebuilt as shunter
General
Built1900-19041905-19121930-1935
Manufacturermechanical part: Blanc-Misseron, electrical part: General Electric
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length34 ft 9 11/16 in37 ft 3 11/16 in
Rigid wheelbase7 ft 10 in
Service weight101,413 lbs116,845 lbs120,372 lbs141,096 lbs
Adhesive weight101,413 lbs116,845 lbs120,372 lbs141,096 lbs
Axle load25,353 lbs29,211 lbs30,093 lbs33,069 lbs
Boiler
VariantE 1-E 8E 9-E 13converted to 1.500 Vrebuilt as shunter
Power Plant
Power
Power sourceelectric - DC
Electric system600 V1,500 V
Hourly power912 hp (680 kW)188 hp (140 kW)
Continuous power671 hp (500 kW)138 hp (103 kW)
Top speed43 mph62 mph31 mph
Calculated Values
electric locomotive
passenger
third rail
switcher
last changed: 03/2024
Rete Adriatica class 34
Italian State Railway E.430
Italy | 1901
2 produced
Photo of the 342 from the year 1903
Photo of the 342 from the year 1903
The Street railway journal

After the electrification of the Valtellina Railway or Ferrovia della Valtellina, the class 34 of the Rete Adriatica was not only the first electric locomotive to be used there, but also the first in the world to be operated with three-phase alternating current. The locomotives were ordered from Ganz in Budapest, which at the beginning of the century was considered the world leader in the field of electric traction and also supplied the line equipment. Two pieces were made, which were given the numbers 341 and 342. The locomotives each consisted of two halves, which together formed a large, generously glazed driver's cab.

The three-phase alternating current was transmitted via the two-pole catenary and the rails and its frequency dictated a given driving speed. The four traction motors were each connected directly to an axle without a gearbox, and the wheel diameter of 4 ft 7 in was chosen so large that the line speed of 36 km/h was sufficient for freight trains. This meant that after the start-up phase, the locomotives stabilized at a maximum of 22 mph, regardless of the loading. The locomotives were taken over by the FS in 1905 and were renamed class E.430 in 1914. They pulled freight trains on the Valtellina Railway until 1928 and were then relocated to Bolzano and Franzensfeste in South Tyrol to be used as shunting locomotives for assembling trains over the Brenner Pass. The 341 or E.430.001 is now located in the Technical Museum “Leonardo da Vinci” in Milan.

General
Built1901
Manufacturermechanical part: MÁVAG, electrical part: Ganz
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length33 ft 9 3/4 in
Wheelbase21 ft 9 in
Rigid wheelbase3 ft 3 3/8 in
Service weight105,822 lbs
Adhesive weight105,822 lbs
Axle load26,455 lbs
Boiler
Power Plant
Power
Power sourceelectric - three-phase
Electric system3.000 V 15,6 Hz
Top speed22 mph
Calculated Values
electric locomotive
freight
last changed: 03/2022
Spokane & Inland Empire No. 502
United States | 1913
only one produced
Railway and Locomotive Engineering, February 1913

The Spokane and Inland Empire Railroad operated an electrified interurban network that had its core between Spokane, Washington and Coeur d'Alene, Idaho and developed tourist areas south of Spokane. In 1913, a Baldwin-Westinghouse steeplecab locomotive was procured for shunting tasks, which was given the number 502.

As is usual with interurbans, it was a DC locomotive with as many standard components as possible. Four Westinghouse 301-D-2, each with 100 hp, were used as traction motors, which were also used in large numbers in trams or interurban railcars.

General
Built1913
ManufacturerBaldwin-Westinghouse
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase22 ft 2 in
Boiler
Power Plant
Power
Power sourceelectric - DC
Electric system600 V
Continuous power400 hp (298 kW)
Starting effort25,000 lbf
Calculated Values
electric locomotive
switcher
steeplecab
last changed: 09/2022
Victorian Railways class E
Australia | 1923
12 produced
E 1101 on an official press photo
E 1101 on an official press photo
Victorian Railways
E 1102 at the Newport Railway Museum
E 1102 at the Newport Railway Museum
Zzrbiker

At a time when Melbourne's suburban electrified network was the longest in the world, two steeplecab locomotives were ordered. They were used for shunting and freight trains and had the same traction equipment as the multiple units built at the time. In contrast to other steeplecabs, part of the electrical equipment, including the motor, was located between the cabs. A few years later, ten more were ordered with a boxcab body. They proved their superiority over steam locomotives and remained in service even after the introduction of the more modern class L electric locomotives. After two locomotives were destroyed in an accident in 1954, the remaining ten were scrapped between 1981 and 1984.

Variantsteeplecabboxcab
General
Built19231928-1929
ManufacturerNewport, Jolimont
Axle configB-B 
Gauge5 ft 3 in (Irish broad gauge)
Dimensions and Weights
Length36 ft 4 5/8 in39 ft 2 1/2 in
Service weight112,000 lbs123,200 lbs
Adhesive weight112,000 lbs123,200 lbs
Axle load28,000 lbs30,800 lbs
Boiler
Variantsteeplecabboxcab
Power Plant
Power
Power sourceelectric - DC
Electric system1,500 V
Continuous power617 hp (460 kW)
Top speed40 mph
Starting effort24,500 lbf
Calculated Values
electric locomotive
freight
switcher
last changed: 08/2023
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