TSB Ec 4/5
| TSB Ec 4/5 BBÖ 279 BBÖ 379 |
|
|---|---|
 |
|
| Numbering: | TSB 11–12 SFB 13–14 EZB 15–16 BBÖ 279.01–05, 379.01 |
| Number: | 6th |
| Manufacturer: | SLM |
| Year of construction (s): | 1899-1902 |
| Retirement: | until 1934 (BBÖ) |
| Axis formula : | 1'D n2vt (12–16, BBÖ 279) 1'D h2vt (11, BBÖ 379) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 10,800 m |
| Height: | 4200 mm |
| Width: | 3000 mm |
| Fixed wheelbase: | 4100 mm |
| Total wheelbase: | 6430 mm |
| Empty mass: | 42.6 t |
| Service mass: | 54.4 t |
| Friction mass: | 46 t |
| Top speed: | 60 km / h |
| Indexed performance : | (550 HP) |
| Starting tractive effort: | 6000 kg |
| Driving wheel diameter: | 1230 mm |
| Impeller diameter: | 850 mm |
| Control type : | Walschaerts, Von-Boris |
| Number of cylinders: | 2 |
| HD cylinder diameter: | 480 mm |
| LP cylinder diameter: | 700 mm |
| Piston stroke: | 600 mm |
| Cup length: | 6225 mm |
| Boiler overpressure: | 12 bar |
| Number of heating pipes: | 196 |
| Heating pipe length: | 3800 mm |
| Grate area: | 1.7 m² |
| Superheater area : | k. A. |
| Evaporation heating surface: | 113.1 m² |
| Water supply: | 5.3 m³ |
| Fuel supply: | 1.5 t |
| Brake: | Westinghouse |
| Locomotive brake: | Counter steam |
| Train heating: | steam |
| Speedometer: | Yes |
The Ec 4/5 was a passenger - Tender Locomotive series of Lake Thun Railway (TSB). The locomotives originally ran on the lines of what is now BLS AG .
General
Together with the Spiez-Frutigen-Bahn (SFB) and the Erlenbach-Zweisimmen-Bahn (EZB), the predecessors of the Bernese Alpine Railway Company Bern – Lötschberg – Simplon (BLS), the TSB procured a total of six locomotives of this series for the mixed Business. For the most part, it corresponds to the Ed 4/5 procured simultaneously by the Emmentalbahn (EB), Burgdorf-Thun-Bahn (BTB) and Tösstalbahn (TTB) , but has a top speed increased to 60 km / h. Altogether there were eleven locomotives, which differed only in the additional equipment. In particular, the last locomotive delivered to EB received a superheater and a superheated steam twin engine from the start.
The locomotives were built by the Schweizerische Lokomotivfabrik Winterthur (SLM).
After the TSB was electrified in 1920, the machines were used on the Bern-Neuenburg-Bahn (BN). When steam operation also ended on the BN in 1921/22, six machines were sold to the BBÖ in Austria.
The BBÖ classified the compound machines as series 279, the TSB number 11, which had meanwhile been converted to superheated steam, as 379.01 and used them in shunting ( shunting service ). When in 1928/29 enough powerful shunting locomotives were available due to the commissioning of the 478 series , the BBÖ gradually shut down the six machines and decommissioned them until 1934.
Technical
The tank locomotive, equipped with an external compound engine, was built on a 22 mm thick inner frame. The first and last of the four driven axles could be moved laterally. The running axle at the front was designed as a Bissel frame . The boiler had a steam dome on which the safety valve is located. The suspension springs were suspended under the bearings on all axles. Compensating levers were attached except between the 2nd and 3rd axis. The 3rd axis was driven by the milled drive rod. The overhead control shaft was controlled by a crank and wheel. The control was a Walschaerts control with a double-bearing backdrop of the Borries type . Flat slide valves equipped with a trick channel were installed. An automatic change-over piston valve was built into the connector as a starting device. With this, with fully configured control, live steam was fed into the low-pressure cylinder via a control valve triggered with live steam and a throttle device. At the same time, the exhaust steam from the high-pressure cylinder was directed into the blowpipe so that the machine could start up with twin action. If the control was then withdrawn, the control valve was emptied and the engine was switched to the normal compound position by the auxiliary steam from the high-pressure cylinder. Seen from the front, the high-pressure cylinder was on the left (driver's side), while the low-pressure cylinder and the air pump were on the right (heater side). The air pump was in front of the water tank on the side of the smoke chamber. The two water tanks attached to the side of the boiler contained 5.3 m³ of water. There was a box behind the driver's cab for the coal supply, which can hold 1.5 t of coal. The sandpit was attached to the kettle and the sanders were operated by hand. The locomotives had a spindle brake and eccentric lever brake installed as a handbrake, as well as a Westinghouse brake as a compressed air brake. The brakes worked on three of the four drive axles. The main air reservoir was between the frame behind the last driving axle under the driver's cab, which was open at the side. The speedometer was a housekeeper or Hasler type.
The number 11 was equipped with a superheater in 1912, the high-pressure cylinder was replaced and Lentz's control valves were installed. The controls remained otherwise unchanged.
| number | administration | BBÖ number | Manufacturer | Factory number |
Construction year | purchase | Scrapping | Whereabouts | Remarks |
|---|---|---|---|---|---|---|---|---|---|
| 11 | TSB | 379.01 | SLM | 1190 | 1899 | 1921 | 1928 | cancellation | |
| 12 | TSB | 279.01 | SLM | 1191 | 1899 | 1921 | 1928 | cancellation | |
| 13 | SFB | 279.02 | SLM | 1336 | 1901 | 1921 | 1935 | cancellation | 1916–21 owned by GTB |
| 14th | SFB | 279.03 | SLM | 1337 | 1901 | 1921 | 1928 | cancellation | |
| 15th | ECB | 279.04 | SLM | 1441 | 1902 | 1921 | 1928 | cancellation | |
| 16 | ECB | 279.05 | SLM | 1442 | 1902 | 1921 | 1930 | cancellation |
Individual evidence
- Alfred Moser, Paul Winter: The steam operation of the Swiss railways 1847-1966 , Birkhäuser Verlag, 4th, redesigned a. updated edition, 1967, p. 310ff
- Claude Jeanmaire: Spiez-Frutigen-Bahn , ISBN 3-85649-059-0 , archive No. 59, p. 25ff
