Локомотивы P5 PRR: уникальные 4-6-4 с жесткой сцепкой колес. Эволюция от боковых кабин к центральным для повышения безопасности при авариях. История и конструкция.
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Содержание
Введение
Они имели колесное расположение AAR 2-C-2 или 2′ в системе классификации UIC — три пары ведущих колес, жестко закрепленных на локомотиве, с двумя бемоторными осями на каждом конце. Это эквивалентно 4-6-4 в нотации Уайта. У PRR не было паровозов типа 4-6-4, поэтому P5 были единственными локомотивами типа 4-6-4, принадлежавшими PRR. Первые P5 строились с кабинками-боксами. После аварии на переезде, в которой погиб экипаж, кабинку заменили на центральную для лучшей защиты при столкновениях, обтекаемую башнеобразную, в последующих модификациях, дизайн, который также был применен к GG1.
They had an AAR wheel arrangement of 2 C 2, or 2′ in the UIC classification system — three pairs of driven wheels rigidly mounted to the locomotive, with a two axle unpowered truck at each end. This is an equivalent to a 4 6 4 in the Whyte notation. The PRR did not have any 4 6 4 steam locomotives, so the P5s were the only 4 6 4 type locomotives owned by the PRR. The first P5s were built with box cabs. A grade crossing accident in which the crew were killed led to the substitution of a central cab to give better crash protection, a streamlined steeple type, in later production, a design which was also applied to the GG1. +Table of P5 locomotive production Year Builder Bodystyle Road numbers Notes 1931 Altoona Boxcab 7898 7899 Class P5, Renumbered 4700 & 4791 respectively in 1933 1932 Westinghouse 4701–4732 4702 rebuilt to P5b in 1937 General Electric 4755–4774 4770 rebuilt as Modified in 1945 1933 Westinghouse 4733 4742 1934 Altoona Modified 4780 1935 Westinghouse 4743–4754 General Electric 4775 4779 Altoona 4781 4790
When the GG1s were put in passenger service, the P5s were regeared and used in freight service for many years. The last of the class was withdrawn from service in April 1965. NOTOC
Таблица производства локомотивов P5
They had an AAR wheel arrangement of 2 C 2, or 2′ in the UIC classification system — three pairs of driven wheels rigidly mounted to the locomotive, with a two axle unpowered truck at each end. This is an equivalent to a 4 6 4 in the Whyte notation. The PRR did not have any 4 6 4 steam locomotives, so the P5s were the only 4 6 4 type locomotives owned by the PRR. The first P5s were built with box cabs. A grade crossing accident in which the crew were killed led to the substitution of a central cab to give better crash protection, a streamlined steeple type, in later production, a design which was also applied to the GG1. +Table of P5 locomotive production Year Builder Bodystyle Road numbers Notes 1931 Altoona Boxcab 7898 7899 Class P5, Renumbered 4700 & 4791 respectively in 1933 1932 Westinghouse 4701–4732 4702 rebuilt to P5b in 1937 General Electric 4755–4774 4770 rebuilt as Modified in 1945 1933 Westinghouse 4733 4742 1934 Altoona Modified 4780 1935 Westinghouse 4743–4754 General Electric 4775 4779 Altoona 4781 4790
When the GG1s were put in passenger service, the P5s were regeared and used in freight service for many years. The last of the class was withdrawn from service in April 1965. NOTOC
Год постройки Производитель Тип кузова Бортовые номера Примечания
1931 Алтуна Кабинка-бокс 7898, 7899 Класс P5, перенумерованы в 4700 и 4791 соответственно в 1933
1932 Westinghouse 4701–4732 4702 перестроен в P5b в 1937
General Electric 4755–4774 4770 перестроен в 1945
1933 Westinghouse 4733, 4742
1934 Алтуна Модифицированный 4780
1935 Westinghouse 4743–4754
General Electric 4775, 4779
Алтуна 4781, 4790
They had an AAR wheel arrangement of 2 C 2, or 2′ in the UIC classification system — three pairs of driven wheels rigidly mounted to the locomotive, with a two axle unpowered truck at each end. This is an equivalent to a 4 6 4 in the Whyte notation. The PRR did not have any 4 6 4 steam locomotives, so the P5s were the only 4 6 4 type locomotives owned by the PRR. The first P5s were built with box cabs. A grade crossing accident in which the crew were killed led to the substitution of a central cab to give better crash protection, a streamlined steeple type, in later production, a design which was also applied to the GG1. +Table of P5 locomotive production Year Builder Bodystyle Road numbers Notes 1931 Altoona Boxcab 7898 7899 Class P5, Renumbered 4700 & 4791 respectively in 1933 1932 Westinghouse 4701–4732 4702 rebuilt to P5b in 1937 General Electric 4755–4774 4770 rebuilt as Modified in 1945 1933 Westinghouse 4733 4742 1934 Altoona Modified 4780 1935 Westinghouse 4743–4754 General Electric 4775 4779 Altoona 4781 4790
When the GG1s were put in passenger service, the P5s were regeared and used in freight service for many years. The last of the class was withdrawn from service in April 1965. NOTOC
Когда GG1 были введены в пассажирскую эксплуатацию, P5 были переоборудованы и использовались в грузовой службе на протяжении многих лет. Последний локомотив этого класса был списан в апреле 1965 года.
They had an AAR wheel arrangement of 2 C 2, or 2′ in the UIC classification system — three pairs of driven wheels rigidly mounted to the locomotive, with a two axle unpowered truck at each end. This is an equivalent to a 4 6 4 in the Whyte notation. The PRR did not have any 4 6 4 steam locomotives, so the P5s were the only 4 6 4 type locomotives owned by the PRR. The first P5s were built with box cabs. A grade crossing accident in which the crew were killed led to the substitution of a central cab to give better crash protection, a streamlined steeple type, in later production, a design which was also applied to the GG1. +Table of P5 locomotive production Year Builder Bodystyle Road numbers Notes 1931 Altoona Boxcab 7898 7899 Class P5, Renumbered 4700 & 4791 respectively in 1933 1932 Westinghouse 4701–4732 4702 rebuilt to P5b in 1937 General Electric 4755–4774 4770 rebuilt as Modified in 1945 1933 Westinghouse 4733 4742 1934 Altoona Modified 4780 1935 Westinghouse 4743–4754 General Electric 4775 4779 Altoona 4781 4790
When the GG1s were put in passenger service, the P5s were regeared and used in freight service for many years. The last of the class was withdrawn from service in April 1965. NOTOC
Прототипы P5
Два прототипа локомотивов сошли с конвейера Алтунских мастерских PRR в 1931 году. Модифицированные локомотивы (наряду с R1 и прототипом GG1) строились с корпусами, собранными на заклепках. Однако, локомотив №4770, перестроенный до модифицированного вида в январе 1945 года после аварии в феврале 1944 года, отличался от предыдущих модификаций полностью сварным корпусом – типом конструкции, широко использованным при серийном производстве GG1.
Two prototype locomotives were outshopped from the PRR's Altoona Works in 1931. The Modified units (along with the R1 and prototype GG1) were built with riveted carbodies. However, unit #4770, rebuilt to a Modified appearance in January 1945 after being wrecked in February 1944, differed from previous Modifieds in having an all welded carbody, the type of construction famously utilized in the production run of the GG1.
Эксперимент P5b
В октябре 1937 года локомотив P5a №4702 был перестроен с установкой тяговых двигателей в тележках, став единственным локомотивом подкласса P5b. Каждая ось тележки получила тяговый двигатель, что позволило достичь общей мощности и колесной формулы B C B или Bo′CoBo′. На ведущих осях ранее использовались [пропущено в оригинале], но в тележках был установлен один двигатель на ось. Эта модификация также привела к тому, что весь вес локомотива приходился на движущие колеса. Несмотря на эти преимущества, эксперимент не был повторен, однако №4702 продолжал эксплуатироваться в модифицированном виде. Визуально локомотив P5b можно было отличить от P5a с кузовом-кабинкой по нижнему ряду вентиляционных решеток на боковинах надстройки и наличию тормозных цилиндров, расположенных снаружи тележек.
In October 1937, P5a #4702 was rebuilt with motors in its trucks to become the only locomotive in subclass P5b. Each truck axle was given a motor, adding to give a total power output of and a wheel arrangement of B C B or Bo′CoBo′. The main drivers had used on each axle, but the trucks were a single motor per axle. This modification also meant that locomotive's entire weight was carried on driven wheels. Despite these advantages the experiment was not repeated, however #4702 continued in its modified form. Visually, the class P5b could be distinguished from a boxcab P5a by having a lower row of ventilation grilles on the sides of the superstructure, and by having outside brake cylinders on the trucks.