South African Class 1E
Class 1ES no. E145 at Salt River, January 1975
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| Type and origin | |
|---|---|
| Power type | Electric |
| Designer | Metropolitan-Vickers |
| Builder |
Swiss Locomotive and Machine Metropolitan-Vickers Werkspoor Robert Stephenson & Hawthorns |
| Serial number | SLM 2875-2934, 3655-3676 WS 747-766 RSH 7181-7190 |
| Model | Metrovick 1E |
| Build date | 1923-1944 |
| Total produced | 172 |
| Rebuilder | South African Railways |
| Number rebuilt | 35 to Classes 1ES and ES |
| Specifications | |
|---|---|
| AAR wheel arr. | B-B |
| UIC class | Bo'Bo' |
| Gauge | 3 ft 6 in (1,067 mm) Cape gauge |
| Wheel diameter | 1,219 mm (48.0 in) |
| Minimum curve | 91.45 m (300 ft) |
| Wheelbase | 9,423 mm (30 ft 11.0 in) |
| • Bogie | 2,819 mm (9 ft 3.0 in) |
| Pivot centres | 6,604 mm (21 ft 8.0 in) |
| Panto shoes | 8,039 mm (26 ft 4.5 in) |
| Length: |
|
| • Over couplers | 13,310 mm (43 ft 8.0 in) |
| • Over beams | 12,395 mm (40 ft 8.0 in) |
| Width | 2,800 mm (9 ft 2.2 in) |
| Height: |
|
| • Pantograph | 3,962 mm (13 ft 0 in) |
| • Body height | 3,480 mm (11 ft 5.0 in) |
| Axle load | 17,018.75 kg (37,519.9 lb) |
| Adhesive weight | 68,075 kg (150,080 lb) |
| Loco weight | 68,075 kg (150,080 lb) |
| Power supply | Catenary |
| Current collection | Pantographs |
| Traction motors | Four MV 182R |
| • Rating 1 hour | 224 kW (300 hp) |
| Gear ratio | 17:75 |
| MU working | 4 maximum |
| Loco brake | Air, Rheostatic & Regenerative |
| Train brakes | Air & Vacuum |
| Couplers |
Bell link-and-pin AAR knuckle (c. 1930s-1950s) |
| Performance figures | |
|---|---|
| Maximum speed | 72 km/h (45 mph) |
| Power output: |
|
| • 1 hour | 896 kW (1,202 hp) |
|
Tractive effort: |
|
| • Starting | 176 kN (40,000 lbf) |
| • 1 hour | 94 kN (21,000 lbf) |
| • Continuous | 73 kN (16,000 lbf) |
| Career | |
|---|---|
| Operators | South African Railways |
| Class | Class 1E, Class 1ES |
| Power class | 3 kV DC |
| Number in class | 172 |
| Numbers | E1-E95, E98-E122, E139-E190 |
| Delivered | 1925-1945 |
| First run | 1925 |
| Withdrawn | c. 1990 |
The South African Railways Class 1E of 1925 was an electric locomotive.
Between 1925 and 1945, the South African Railways placed altogether 172 Class 1E electric locomotives in service, spread over seven orders. They were the first mainline electric locomotives to be introduced in South Africa.
In 1920, following a report and recommendations on electric traction by consulting engineers Merz and McClellan of London, the South African Parliament authorised the electrification of the lines between Durban and Pietermaritzburg in Natal and between Cape Town and Simon's Town on the Cape Peninsula, at a cost of £4,400,000.
At the time, there were two routes between Pietermaritzburg and Durban. The newer route with its 1 in 66 (1½%) gradients was chosen for electrification over the older route with its 1 in 33 (3%) gradients. Between Cato Ridge and Durban, electrification necessitated the doubling of the track and the construction of ten tunnels, as well as the construction of long stretches of cutting and embankment across difficult terrain.
After it was pointed out that the Natal traffic bottleneck was really above rather than below Pietermaritzburg, electrification in Natal eventually first took place between that city and Glencoe. It was a mountainous 171 miles (275 kilometres) single-track section which carried heavy mineral traffic towards the port of Durban on an alignment with severe gradients and tight curves, where the existing working by steam locomotives became too slow and inefficient to keep up with increasing traffic.
Work commenced in 1922 and the first electric train on that section was run in November 1925. The section was in full electric operation by January 1927. Electrification of the Simon's Town line commenced in March 1927 and full electric operation was introduced during September 1928.
An important consideration in deciding upon the economics of electrification was the potential saving in wage-bills. Electrification would reduce the required crew roster from 300 drivers and firemen to 170 drivers and assistants. In addition, it was expected that a large reduction in overtime would be accomplished by increasing the average train speeds from steam traction's 8 miles per hour (13 kilometres per hour) to electric traction's 21 miles per hour (34 kilometres per hour) on the Glencoe to Pietermaritzburg section, with slightly higher future speeds anticipated. It was further estimated that the total capacity of the line would be increased by sixty per cent.
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Wikipedia