GE three-power boxcab

GE three-power boxcab
New York Central #1528
Type and origin Power type Electro-diesel & battery Designer General Electric Builder ALCO Order number S-1690 Model 404-OEB-255 Build date 1930 Total produced 41
Specifications Configuration: ​  • AAR B-B  • UIC Bo'Bo' Gauge 4 ft 8+1⁄2 in (1,435 mm) Wheel diameter 44 in (1,100 mm) Wheelbase 34 ft 1 in (10.4 m) Loco weight 255,000 lb (115.7 t) Fuel type Diesel Prime mover Ingersoll Rand RPM range 550 maximum Engine type 4-stroke diesel Displacement 942 cu in (15.4 L) Generator GE 200 kW (270 hp) 600 V Traction motors GE-286-B Cylinders 1 x 6 Cylinder size 10 in (254.0 mm) bore 12 in (304.8 mm) stroke Couplers AAR knuckle
Performance figures Maximum speed 40 mph (64 km/h) Power output: ​  • 1 hour Electric: 1,580 hp (1,180 kW) Tractive effort 30,000 lbf (130 kN) Internal power: 9 mph (14 km/h) Third rail power:19 mph (31 km/h)
Career Operators New York Central Rock Island: 1 Class Prototype: DEs-2 Series: DEs-3 Power class 600 V DC Third Rail Number in class Prototype: 1 Series: 40 Numbers Prototype: NYC 1525, later 525 Series: NYC 1526–1566, RI 10000 Withdrawn 1960s, 1970s Disposition All scrapped

The GE three-power boxcabs were early electro-diesel hybrid switcher locomotives. These boxcabs were termed oil battery electrics^[1] to avoid the use of the German name Diesel, unpopular after World War I.^[2]

The prototype of these locomotives was New York Central 1525 delivered in February 1928. This locomotive had a center-cab design. After successful testing a series of 40 locomotives ^[1] with boxcab carbodies were built along with the line of the ALCO boxcabs by a consortium of ALCO, General Electric, Ingersoll Rand and Electric Storage Battery. ALCO built the locomotive frame, carbody and running gear, General Electric built the generator, traction motors and controls, Ingersoll Rand provided the diesel engine, and the traction batteries were made by the Electric Storage Battery Co. of Philadelphia (now Exide).

The locomotives were mainly used in city areas for switching work, where exhaust-emissions-free operation was required at spurs entering factory halls. The main batch was ordered by New York Central Railroad to be used in the New York City area operating on the West Side Line and the High Line. Some three-power boxcabs also worked Chicago, Detroit, and Boston. One locomotive was built for Rock Island, which used it for switching the LaSalle Street Station in Chicago.

The principle of operation was similar to that of modern hybrid locomotives, the diesel engine driving a main generator of 600 volts DC, which provided charging current to a bank of batteries which powered four traction motors, one per axle. In addition to being powered by the diesel engine, these locomotives were capable of operating as electric locomotives. Two of these locomotives were equipped to operate off of 3000 volt overhead lines, and 34 were capable of operating off of a 600 volt third rail. The locomotives were equipped with a six-cylinder four-stroke in-line engine of 300 hp (224 kW). The diesel motor was used to charge the batteries, which could not be charged by third rail power.^[3] The battery consisted of 240 Exide Ironclad cells with a total capacity of 301 kWh.^[4]

• ALCO boxcab, and GE boxcab, diesel-electric variants of these locomotives.

• Pinkepank, Jerry A. (1973). The Second Diesel Spotter's Guide. Milwaukee, WI: Kalmbach Publishing Company. p. GE-143. ISBN 0-89024-026-4.

• ALCo-GE-IR Boxcabs Page
• Denver Public Library Digital Collections
  • Rock Island bi-power locomotive 10,000 (1930 photo)