Chemin de Fer Touristique du Rhin
|Running steam||030TB EMG||020 Henschel||020 Cockerill||020 Fives|
|In Restoration||SACM||020 Cockerill||GE4036||GE4032||Deutz Suisse||020 Decauville vapeur|
The Baldwin (A1A-A1A 62000)
Here in 2009 at the depot. (Picture Sébastien Kieffer)
General characteristics of the locomotive:
General characteristics of the prime mover:
Diesel prime mover builder plate:
This locomotive is certainly the most impressive of our collection. Its prime mover and its fantastic sound is the reason for the high interest for it among the railfans in France.
The 100 A1A-A1A 62000 (former 040DA) were built between april 1946 and august 1947 and delivered to the french state railways SNCF, in the framework of the Marshal plan which goal was to rebuild Western Europe after WW2. The well known Mikado 141R are also a part of this plan. For the Baldwin Builder, which was specialized since decades in the construction of steam locomotives in the USA (like ALCO and LIMA), this series is paradoxically the first large production experience for diesel locomotives. The precedent series for the domestic market were by far smaller.
First registered under the number 040DA (for 4 drive axles, D for Diesel and A because they were the first diesel series in France) they were renamed "62000" in 1962 after the renumbering of the entire SNCF locomotives fleet. These diesel-electric locomotives are equiped with a naturally aspirated, slow-running, 4-stroke, in-line 6 cylinder, water cooled engine which drives a prime generator, an exciter (EX), an auxiliary generator (GA), a double stage air-compressor Gardner-Denver Class WXO, the propeller of the fan to cool down the water and oil radiators and the blowers of the traction motors. It is started by the prime generator which is shortly fed with current of the batteries. These were first lead batteries and nowadays cadmium-nickel.
Note that despite its (even in the US of the 40's) impressive dimensions, (displacement of 194L that's to say nearly 33L per cylinder), its power is limited to 660HP/492kW. However the workshop from the SNCF have adjusted the injection pumps so that the engine was rated at 750HP (or 760ch or 560kW) at 625 rpm. After all auxiliaries, 497kW are available for the prime generator.
This engine belongs to the 600 series and is called 606NA because of its 6 cylinders and the Naturally Aspiration. The NA versions were rated from 660HP/492kW to 750HP/560kW. These engines were later turbocharged and called 606SC. They were rated between 1000HP/746kW and 1325HP/988kW. The biggest versions of the 600 series were (and still are) the in-line 8 cylinders versions. Generally speaking, in line 8 cylinders engines are quite rare. These NA engines are rated at 1000HP/746kW. These were soon replaced by the 606SC with the same power output but 2 cylinders less. The 608SC were rated between 1500HP/1119kW and 1750HP/1305kW.
The prime generator has a separate excitation. This excitation winding is fed by an exciter from which the excitation is composed of shunt (positive), a serial (negative) and a separate winding fed by the auxiliary generator. Originally the current through this winding could be modulated by a system called "Carbonstat" which purpose was to avoid the diesel engine to stall if the torque demand of the generator would have been to high. A modification done by the SNCF was to allow the driver to vary directly this current by adding or subtracting resistors in this system. The driver can choose now the tractive effort at a given diesel engine speed.
The brake is an american specialty: it is wether a triple valve nor a brake distributor like Wabco or Knorr. The GE has approximately the same. It is a distributor 6 DKR which can be found as well on the 141R.
The chassis and the trucks are in cast steel. These trucks were first used on steamlocomotives or on their tenders and are equiped with 3 axles and 2 nose-suspended electrical traction motors. The 14/68 gearing allowed originally a maximum safe speed of 96km/h (60mph). Suspension uses leaf and helix springs and is fully equalized. The connection between chassis and trucks is also original.
These locomotives were the first experience of dieselization on a large scale for the french national railways, more through necessity then by choice. The reconstruction of France was at that time an absolute priority. Very soon, the trucks revealed to be very agressive for the track and the maximum safe speed has been limited to 80km/h (50mph). They were more and more used only for yard works for example at humps, especially in the North (coal) and the Lorraine (ore). On both sides of the atlantic the baldwin excelled on mining regions: Pennsylvania is the equivalent of the french lorraine or the german Ruhr region. They were very suited to the service on humps where the locomotive pushs at a slow and regular speed with high tractive effort. The Westinghouse electric equipment was oversized (generator and traction motors were used on 1000HP locomotives) so that they could withstand high overloads without majour problems.
Life at CFTR:
Our 62029 (Building number 72926 and not 73201 like above picture shows! This number is that one of the 62086) has been bought in Lens (North of France) in 1983 by a founding member. It was not too difficult to repair it. Now, our baldwin is operated regularly to pull train to the station and switch at Sans-Soucis and everyone enjoy this. First of all, the webmaster who drives it, secondly the railfans who take pictures of it and thirdly the oil industry because of its higher turnover.
In 2014, some difficult work had to be done: a roller bearing of one of the traction motors was defective and had to be replaced. But it is like the cathedral of Strasbourg: you begin here, continue there and you never stop repair!
Changing a traction motor? No problem, we can do that! (Photo Sébastien Kieffer)
Bibliography and links:
A more comprehensive article is in process, juste wait a little!