BFD HG 3/4
| Brig-Furka-Disentis-Bahn HG 3/4 | |
|---|---|
 Brig-Furka-Disentis-Bahn HG 3/4 3
at the museum railway Blonay – Chamby |
|
| Numbering: | 1−10 |
| Number: | 10 |
| Manufacturer: | SLM |
| Year of construction (s): | 1913 (No. 1–4), 1914 (No. 5–10) |
| Retirement: | 1940 (no.7) 1941 (no.6) 1947 (no.1, 2, 8, 9) 1959 (no.5) 1965 (no.10) 1967 (no.3) 1972 (no.4) |
| Type : | 1'Czz h2 (h4v) |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over buffers: | 8,750 mm |
| Height: | 3,620 mm |
| Width: | 2,700 mm |
| Fixed wheelbase: | 3,400 mm |
| Total wheelbase: | 5,325 mm |
| Empty mass: | 33.8 t |
| Service mass: | 42.02 t |
| Friction mass: | 35.94 t |
| Top speed: | 45 km / h (adhesion) 20 km / h (gear) |
| Indexed performance : | 440 kW |
| Driving wheel diameter: | 910 mm |
| Impeller diameter: | 600 mm |
| Gear system : | Abbot , two-lamellar |
| Number of drive gears: | 2 |
| Size gears: | 688 mm |
| Control type : | Walschaert (adhesion) Joy (gear) |
| Number of cylinders: | 2 adhesion, 2 gear |
| Cylinder diameter: | 420 mm |
| Piston stroke: | 480 mm |
| Cylinder d. Gear drive: | 560 mm |
| Piston stroke gear drive: | 450 mm |
| Boiler overpressure: | 14 Atü |
| Number of heating pipes: | 103 |
| Number of smoke tubes: | 15th |
| Heating pipe length: | 2,950 mm |
| Grate area: | 1.4 m² |
| Radiant heating surface: | 6.83 m² |
| Tubular heating surface: | 59.78 m² |
| Superheater area : | 17.2 m² |
| Water supply: | 3,200 l |
| Fuel supply: | 1,030 kg (coal) |
| Brake: | Riggenbach counter pressure brake , suction air brake |
| Coupling type: | Central buffer with screw coupling on both sides |
From 1913 ten of the steam locomotives of the type HG 3/4 were procured by the Brig-Furka-Disentis-Bahn . The rack-and - pinion locomotives built by the Swiss Lokomotiv- und Maschinenfabrik Winterthur (SLM) were used in France and Vietnam after they were retired in Switzerland . To date, four examples have been preserved in working order, three of them on the Furka Mountain Line (DFB) steam train .
construction
When designing the locomotives, SLM was able to draw on the experience of the Visp-Zermatt-Bahn (VZ) with the HG 2/3 machines built from 1890 onwards . Compared to the Visp-Zermatt-Bahn machines, the performance could be increased considerably; in line with the state of the art, they were designed for operation with superheated steam from the start . The maximum passable gradient was planned to be 110 ‰, the trailer load should be a maximum of 60 tons on adhesion and gearwheel sections.
The locomotives have three in an outer frame supported dome axes and one as bissel executed Vorlaufradsatz . The drive takes place on the middle coupling axle, the rear coupling axle can be laterally shifted by 23 mm on both sides. The two gears are mounted in a separate frame, which is arranged unsprung between the first and second coupling axle.
The total of four cylinders work in concert, with the external adhesion cylinders working as high-pressure cylinders and the internal cylinders of the gear drive as low-pressure cylinders. Accordingly, the internal cylinders have a diameter that is 130 mm larger. High and low pressure cylinders on one side are combined to form a casting and screwed to the opposite cylinder block. All cylinders are equipped with piston valves. The adhesion drive has a Walschaerts control, the gear drive was given a Joy type control for reasons of space . Both controls can only be set together, only locomotive no. 1 had separately adjustable controls for a short time, but this did not work.
The boiler has a diameter of 1218 mm and has 103 heating and 15 smoke tubes. The steam dome is equipped with two Popp type safety valves. The fire box is inclined backwards in order to ensure a permanent overflow with water in sloping sections. The locomotives are designed to be able to negotiate slopes of up to 110 ‰ with the boiler first. The water supply of 3.2 m² is stored in water tanks on both sides of the boiler. The coal supply of 1030 kg is also stored in the left water tank.
The locomotives have a counter pressure brake and a suction air brake , which also brakes attached trains. There are also two manually operated band brakes that act on both gears . Another handbrake acting on the drive axles serves as a parking brake .
history
The first four locomotives were delivered for the construction of the Brig-Furka-Disentis-Bahn in 1913 and put into operation on various sections of the still incomplete railway line. The remaining six machines followed in 1914. However, the outbreak of the First World War prevented the completion of the line and the start of scheduled operations, so that limited train services could only be offered between Brig and Gletsch. After the bankruptcy of the Brig-Furka-Disentis-Bahn in 1923, all ten locomotives went to the newly founded Furka-Oberalp-Bahn , which was able to start continuous operation from Brig to Disentis in 1926. The ten steam locomotives were initially the only locomotives of the FO, and accordingly they provided all train services and shunting trips.
The electrification of the strategically important Furka-Oberalp Railway in the war year 1941 made the HG 3/4 superfluous, but eight of them remained in reserve. In 1940, locomotive no.7 came to the Bière-Apples-Morges-Bahn (BAM) as a war reserve before the completion of the electrical systems , locomotive no.6 was transferred to the Montreux-Berner-Oberland-Bahn (MOB ), but was never used there. After the end of the war, No. 6 returned to the Furka-Oberalp Railway. The Voies ferrées du Dauphiné (VFD) acquired both locomotives in 1946 for use on the narrow-gauge lines departing from Grenoble . They were in use there until 1952 and were then scrapped.
In 1947 the FO parted with the redundant steam locomotives 1, 2, 8 and 9. The French colonial administration acquired the machines for use on the cog railway from Song Pha to Đà Lạt in French Indochina . Locomotives 3, 4, 5 and 10 initially stayed with the Furka-Oberalp-Bahn to clear snow on the Furka and Oberalp passes . While locomotive 4 was rented to the Rhaetian Railway (RhB) between 1956 and 1959 and was used as a shunting locomotive in Chur , locomotive 5 was decommissioned in 1959 and scrapped in 1968. Locomotive 10 was caught and destroyed by an avalanche on May 15, 1965 while clearing snow above Gletsch, killing the stoker and two amateur photographers, while the engine driver survived injured.
The two remaining locomotives 3 and 4 became superfluous with the commissioning of the diesel locomotives of the type HGm 4/4 in 1967 for snow removal. Locomotive no. 3 was donated to the museum railway Blonay – Chamby (BC) in 1969 , while no. 4 remained as a reserve with the Furka-Oberalp-Bahn and was mainly used for nostalgic trips. When the investigation period expired, it was stopped in 1972. Between 1983 and 1988 the locomotive was refurbished by the Oberwalliser Eisenbahn-Amateur-Klub and used for special trips on the adhesion sections in Goms , because the gear drive was no longer functional.
Use on the Furka mountain route
At the end of the 1980s, the Furka Mountain Line Steam Railway was looking for suitable steam locomotives worldwide for the planned museum operation between Realp and Oberwald . The former Brig-Furka-Disentis-Bahn locomotives, which had been sold to Indochina in 1947, were finally found, which were still present on the cogwheel railway, which had been closed since 1975, and which had been rediscovered in 1985 by the Swiss geologist Dieter Meyer-Rosa. The Furka Mountain Line Steam Railway (DFB) decided to repatriate the four locomotives, some of which were in poor condition. The four HG 3/4 and two HG 4/4 cogwheel locomotives delivered directly to Vietnam by SLM returned to Switzerland in 1990 under the name Back to Switzerland . The best preserved locomotives No. 1 and 9 were reconditioned between 1992 and 1993 in the Meiningen steam locomotive works using parts from the other two machines. Both locomotives received new boilers as well as new gear wheels, driver's cabs and water boxes. The entire brake system and numerous small parts also had to be renewed. The coal box at the rear of the cab that was added in Vietnam was retained.
Locomotive 1 was put into operation on June 9, 1993, locomotive 9 followed on August 25 of the same year. Since then, both machines have had a cobalt blue paint job. Locomotive 9 was temporarily numbered 2 in the sense of a continuous numbering of all steam railway Furka mountain route locomotives, but got its original number back in 1999. On the occasion of a revision that was completed in the spring of 2013, Locomotive 9 was returned to its delivery condition from 1914, since then it has been back in the original black color scheme, as was customary at BFD and FO.
Locomotive 4, which was formerly owned by the Furka-Oberalp-Bahn, was initially loaned to the Furka-Berglinie steam train in 1997. It was then refurbished in the DFB workshop in Chur and put into operation on July 24, 2006. The locomotive has been restored historically correct and painted completely black. On the occasion of the opening of the Gletsch – Oberwald section in 2010, the locomotive was given to the DFB as a gift.
List of HG 3/4 of the Brig-Furka-Disentis Railway
| No. | Serial number | Construction year | Extent | Remarks |
|---|---|---|---|---|
| 1 | 2315 | 1913 | 1947 | 1947 to Chemins de fer français de l'Indochine , 1990 to the steam railway Furka mountain route, there No. 1 Furkahorn |
| 2 | 2316 | 1913 | 1947 | 1947 to Chemins de fer français de l'Indochine, remains in 1990 to DFB |
| 3 | 2317 | 1913 | 1967 | 1969 on the Blonay – Chamby museum railway, operational museum locomotive |
| 4th | 2318 | 1913 | 1972 | 1956–1959 at the Rhaetian Railway, 1978 monument in Brig, refurbished in 1988 operationally, 1997 on loan to DFB, since 2006 operational again. 2010 gift from MGB to the DFB. |
| 5 | 2415 | 1914 | 1959 | Scrapped in 1968 |
| 6th | 2416 | 1914 | 1941 | 1941 to Montreux-Berner-Oberland-Bahn, 1946 to Voies ferrées du Dauphiné, where it was scrapped around 1952 |
| 7th | 2417 | 1914 | 1940 | 1940 to Bière-Apples-Morges-Bahn, 1946 to Voies ferrées du Dauphiné, there scrapped around 1952 |
| 8th | 2418 | 1914 | 1947 | 1947 to Chemins de fer français de l'Indochine, remains in 1990 to DFB |
| 9 | 2419 | 1914 | 1947 | 1947 to Chemins de fer français de l'Indochine, 1990 to DFB, there No. 9 Gletschhorn |
| 10 | 2420 | 1914 | 1965 | Destroyed by avalanche in 1965 |
literature
- Hans Hofmann: Brig Furka Disentis Bahn, steam locomotives . Calanda Verlag, Chur 1993. ISBN 3-905260-18-2
- Wolfgang Finke, Hans Schweers: The vehicles of the Furka-Oberalp-Bahn 1913-1999 . Brig-Furka-Disentis. Schöllenenbahn. Furka-Oberalp Railway. Schweers + Wall, Aachen 1999, ISBN 978-3-89494-111-6 .
- Johannes von Arx: Furka mountain route steam train . Furka adventure. Published by the Furka Mountain Route Steam Railway, Oberwald 2000
Web links
Steam locomotives: HG 2/3 · HG 3/4
Electric locomotives: HGe 2/2 · VZ HGe 4/4 11–15 · VZ HGe 4/4 16, FO HGe 4/4 31–37 · HGe 4/4 II · Ge 4/4
Diesel locomotives: Gm 3/3 · Gm 4/4 · HGm 4/4 · HGm 2/2
Railcar: CFm 2/2 · BDeh 2/4 · ABDeh 6/6 · ABDeh 8/8 · BDSeh 4/8 · Komet · Deh 4/4 21–24 · Deh 4/4 51–55 · Deh 4/4 91 -96 · Orion
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