BHStB IIIb4

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BHStB / BHLB / SHS IIIb4
JDŽ / JŽ 195
BHStB IIIb4 Werkbild.jpg
Number: 8th
Manufacturer: Floridsdorf
Year of construction (s): 1890
Type : Czz1't
Gauge : 760 mm ( Bosnian gauge )
Length over coupling: 8855 mm
Total wheelbase: 4850 mm
Service mass: 30.8 t
Friction mass: 24.0 t
Wheel set mass : 8 t
Top speed: 30 km / h
Indexed performance : 250 hp
Starting tractive effort: 78 kN
Coupling wheel diameter: 800 mm
Impeller diameter: 600 mm
Gear system : Abbot (2 slats)
Size gears: 688 mm
Cylinder diameter: 340 mm
Piston stroke: 450 mm
Cylinder d. Gear drive: 300 mm
Piston stroke gear drive: 360 mm
Boiler overpressure: 12 atü
Grate area: 1.2 m²
Evaporation heating surface: 70 m²
Tender: Klose support tender
Water supply: 2.75 m³
Fuel supply: 2 t

The IIIb4 series were Klose support tender locomotives with three coupling axles for adhesion and gear drive in Bosnian gauge of the Bosnian-Herzegovinian State Railways (BHStB). On the Yugoslav Railways (JDŽ, later JŽ) they were designated as the 195 series.

history

The development of the country , which is criss-crossed by high mountains, deep gorges and arid regions, presented the Bosnian-Herzegovinian State Railways (BHStB) with obstacles that were difficult to overcome. The connection from Sarajevo over the Ivan Pass to the Adriatic Sea and later from Lašva through the Komar Pass to Jajce was realized with the help of rack railways.

For the traction of equipped with rack portion Sarajevo- Konjic the Narentabahn the BHStB procured in the locomotive factory Floridsdorf in Vienna eight wet steam locomotives for mixed adhesion and rack drive system Abt . The specification called for a trailer load of 110 tons on adhesion and rack and pinion lines on an incline of 35 ‰ at a speed of 9 km / h. The machines were designed with the help of Roman Abt , the inventor of the rack and pinion system of the same name. The locomotives were put into operation in 1890. On August 1, 1891, the Sarajevo- Konjic section was opened.

technical features

Framework and supporting tenders

The difficulty in the construction of the IIIb4 series was the small space between the adhesion wheels to accommodate the gear drive due to the narrow gauge of 76 cm , which was only 690 mm wide. The three coupled drive axles were firmly mounted in the outer frame of the machine .

The water and coal boxes , the driver's cab and the coal box were built on the movable Klose support tender, with the water and fuel supplies on both sides of the standing boiler . The running axis of the Klose support tender was able to adjust radially and enabled good maneuverability in curves even in the smallest radii of 125 meters. The supporting tender was coupled to the locomotive frame in front of the standing boiler. The weight of the locomotive, which was supported on the running axle, was transferred to the supporting tender directly behind the standing tank with evolute springs . Wedge plates made it easier to return the support tender to the middle position at the end of a curved track.

Adhesion and gear drive

Type sketch of the IIIb4 series

In addition to the adhesion drive, the machines were also equipped with a completely separate drive for rack and pinion sections. The two drives worked simultaneously on the rack sections. By supporting the adhesion drive, the load on the rack has been reduced. The gear drive was out of order on adhesion routes.

The adhesion drive took place from the cylinders arranged outside the frame with simple steam expansion on the third axis as the drive axis, which was connected to the first and second by means of Hall cranks and coupling rods . The external control of the adhesion drive was designed according to the Heusinger system .

The inner cylinders were screwed together within the locomotive frame and at the same time form the connection between the two frame plates and the front support for the long boiler . The two inner cylinders drove the two-part drive gears via a cross head , drive rods and Hall cranks, which meshed with the two-lamellar Abt rack . The drive was located inside the locomotive frame and was hardly visible from the outside. The internal control of the gear drive was based on the Joy system due to the limited space available . The movement was derived from the drive rod of the rear gear axle and transmitted to the outside of the slide via an intermediate shaft. The valve boxes were arranged on the outside of the cylinders on the side of the frame and, like the valve boxes of the adhesion drive, were easily accessible via removable cylinder covers.

The two gear axles between the first and second as well as between the second and third adhesion axle were arranged in a support frame, which in turn was mounted on the first and third drive axle. The suspension of the gear rack on the adhesion axles prevented the gear rack engagement from being impaired by the spring movements of the locomotive frame. In order to eliminate the influence of wheel tire wear on the meshing, the gear axles were adjustable by means of spacer plates in the support frame, so that the wheel tires could be brought back into the correct engagement as the wear progressed. The two ring gears of the drive gears were connected to one another by driver springs in order to distribute the tooth pressure evenly between the two lamellae of the Abt rack even if the rack was inaccurate.

The control of the filling of the adhesion and gear cylinders by the locomotive driver is carried out by separate, independent reversing devices. There were also separate regulators with the corresponding hand levers in the driver's cab for the steam lines to the inner and outer pairs of cylinders. In the driver's cab, a colored disk, driven by the slide rod of the internal controls, indicated the speed of the drive gears to make it easier for the locomotive driver to enter the rack .

Brakes and other equipment

The locomotives had five different braking systems :

  • Mechanical brake acting on the second and third adhesion axis, which was tightened with a hand crank and spindle in the stoker's stand
  • Band brakes acting on the gear axles , which were also operated from the driver's cab using a hand crank and spindle
  • Counter pressure brake for the adhesion cylinder
  • Back pressure brake for the gear cylinder. The two counter-pressure brakes were used as wear-free service brakes on the descent.
  • Hardy vacuum brake system, which acted on the wheels of the attached car.

In addition, the machines were equipped with the facility for steam heating of the cars and a speedometer system Klose . The boiler is fed with suction injectors from the Friedmann system . To observe the water level in the boiler, two sight glasses attached to the side of the round boiler were used , the taps of which were operated from the driver's cab. A Kernaul system lubricating pump operated from the driver's cab supplied the pistons and slides with oil. When arranging the more than 50 hand movements on the driver's cab, the lateral movements of the support tender had to be taken into account. The controls for the gear drive were provided with a small bead.

business

The Yugoslav Railways , the series as JDZ was designated the 195th

The locomotives carried a trailer load of 60 tonnes at a speed of 8 to 8½ km / h on the up to 60 ‰ steep mountain route over the Ivan Pass . Trains with a load of up to 110 tons were either moved with an additional push locomotive or divided.

As the successor to the IIIb4 series, the IIIc5 series with a two-axle support tender was procured from 1894 to 1919 . This significantly reinforced version of the IIIb4 is the most widely built cogwheel locomotive in the world. The IIIb4 were now used on the Travnik – Donji Vakuf cog railway, opened in 1895, over the Komar Pass, which, at 45 ‰, was less steep than the Narentabahn . In 1975 the railroad operation was stopped by the Komar. None of the eight class IIIb4 locomotives have survived.

Locomotive list

Construction year Manufacturer BHStB no.
until 1895		 BHStB no.
from 1895		 BHLB no.
from 1908		 SHS no.
from 1918		 JDŽ no.
from 1933
1890 Floridsdorf 41 601 601 601
42 602 602 602 195-002
43 603 603 603
44 604 604 604 195-004
45 605 605 605 195-005
46 606 606 606 195-006
47 607 607 607 195-003
48 608 608 608 195-001

swell

Notes and individual references

  1. ↑ In the text on page 354, Pfeuffer gives the operating weight as 30.8 t, but on Plate XXVIII as 30.66 t.
  2. ↑ a b Tadej Brate: Slovenske muzejske lokomotive. Slovenian museum locomotives. Verlag mladinska knjiga, 2004, ISBN 86-11-16904-2 , (Slovenian). Page 38
  3. ↑ Karl Tindl: Section reports. Specialist group of machine engineers. Report on the meeting of January 31, 1911 with a lecture by Mr. Steffan about the development of locomotive types on the lines of the Bosnian-Herzegovinian state railways. In: Journal of the Austrian Association of Engineers and Architects . Year 1911, issue 22, pages 348–350 (digitized version 1865–1917 at TU Cottbus; PDF; 51.2 MB).
  4. ↑ Ukinuta pruga Donji Vakuf - Bugojno - Gornji Vakuf. The Donji Vakuf-Bugojno-Gornji Vakuf line is closed. In: Historija.ba (Bosnian)
  5. ^ Bosnian-Herzegovinian state railways