BHStB IIIc5 701-721
| BHStB / BHLB / SHS IIIc5 JDŽ / JŽ 97 |
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|---|---|
.JPG) BHStB IIIc5 as JŽ 97-028 in the Ljubljana Railway Museum
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| Number: | 38 |
| Manufacturer: | Floridsdorf |
| Year of construction (s): | 1894-1919 |
| Type : | Czz2't |
| Gauge : | 760 mm ( Bosnian gauge ) |
| Length over coupling: | 10.143 m |
| Total wheelbase: | 6840 mm |
| Service mass: | 36.5-37.46 t |
| Friction mass: | 24.0 t |
| Top speed: | 30 km / h |
| Indexed performance : | 300 hp |
| Starting tractive effort: | 80 kN |
| Coupling wheel diameter: | 800 mm |
| Impeller diameter: | 650 mm |
| Gear system : | Abbot (2 slats) |
| Size gears: | 688 mm |
| Cylinder diameter: | 340 mm |
| Piston stroke: | 450 mm |
| Cylinder d. Gear drive: | 360 mm |
| Piston stroke gear drive: | 360 mm |
| Boiler overpressure: | 12 atü |
| Grate area: | 1.58-1.66 m² |
| Evaporation heating surface: | 89.0 m² |
| Tender: | Supporting tender |
| Water supply: | 3.5 m³ |
| Fuel supply: | 3.5 t |
The series IIIc5 701–721 were support tender locomotives with three coupling axles for adhesion and gear drive in Bosnian gauge , procured by the Bosnian-Herzegovinian State Railways (BHStB). Their successors, the Bosnian-Herzegovinian State Railways (BHLB) and the Railways of the Kingdom of Serbia, Croatia and Slovenia (SHS) put another 17 machines of the series into service. In the Yugoslav Railways (JDŽ, later JŽ) the series was designated as the 97 series. With 38 units, it is the largest number of cogwheel locomotives in the world.
history
In 1891 the Bosnian-Herzegovinian State Railway (BHStB) started operating its first cog railway with the Narenta Railway , which connected Sarajevos with Mostar and the Adriatic Sea via the Ivan Pass . The traction on the rack railway took eight locomotives of the series IIIb4 with Klose Supports senders that to 60 ‰ slope a trailer load carried by 60 tons. Because the BHStB occasion of the commissioning of the stretch of Travnik over the Komarpass to Donji Vakuf in 1894 needed further Zahnradlokomotiven that IIIb4 have evolved to powerful series IIIc5 with enlarged boilers and biaxial Supports Ender. The steam locomotives were in turn supplied by the Wiener Lokomotivfabrik Floridsdorf , which owned the license of the Abt rack railway system for the territory of the then Austro-Hungarian monarchy .
technical features
As a further development of the IIIb4, the IIIc5 series is structurally based on its predecessor. The narrow Bosnian gauge made the use of an outer frame necessary for both types , in which the three coupled drive axles are mounted. As is customary with the rack- and-pinion locomotives from the Floridsdorf locomotive factory , the rack-and-pinion drive is designed as an internal engine within the locomotive frame. Both the external control for the adhesion drive and that for the gear drive were designed according to the Joy system .
The following pictures illustrate the construction of the IIIc5 701–721 series:
In the front view, the two outer cylinders for the adhesion drive with the slide boxes on top are clearly visible below . The inner cylinders for the gear drive are located a little further up, their valve boxes are arranged at an angle.
Plan of the gear drive that is located inside the locomotive frame. The two (inner) cylinders drive the two drive gears with simple steam expansion via two crossheads , drive rods and Hall cranks .
The outer cylinders with simple steam expansion drive the third adhesion axis , which is connected to the first and second coupling axis by coupling rods and Hall cranks .
One of the cross heads of the internal engine (in the background) drives the second, not visible, drive gear via a drive rod . In the front of the picture the two carriers for the drive gears and the other drive gear.
Rear gear axle with drive of the control , left band brake , left carrier for the two drive gears, two-lamellar drive gear system Abt , right carrier and right band brake.
Storage of the support frame for the drive gears on the rear coupling axle. The two funnels make it easier to oil the bearings .
Connection of the support tender with the horizontally rotatable cross member. The cross beam is in contrast to the precursor type IIIb4 behind the firebox arranged. The support tender can be detached from the locomotive by loosening the wedge.
The floor panels, some of which are movable, allow the support tender to rotate.
The two sight glasses are attached directly to the long boiler due to the limited space in the driver's cab . Your taps can be operated from the driver's cab.
Front of the support tender with connection for vacuum brake , central buffer coupling and steam heating line (from left to right)
Five independent braking systems are available for a safe descent :
- A mechanical brake acting on the second and third adhesion axis , which is tightened with a hand crank and spindle in the driver's cab
- Band brakes acting on the gear axles , which are also operated with a hand crank and spindle from the driver's cab
- The counter pressure brake of the adhesion engine
- The counter-pressure brake of the gear drive, which, together with the counter-pressure brake of the adhesion drive, serves as a wear-free service brake
- The vacuum brake acting on the supporting tender and the attached wagons .
The reorders were made without any significant changes. The gear frame was reinforced by higher bars . From the second delivery onwards, the grate area was reduced to 1.58 m² and the wheelbases slightly reduced. From the third part series onwards, the cooling water volume of the counter pressure brakes was increased from 0.4 to 0.55 m³. The last delivery received the exhaust steam preheater type Knorr. The changes changed the weight. The curb weight of the first locomotives was 27.2 tons, and the last part series was 29.09 tons. Some locomotives were given the Holden blue oil firing system in order to improve the air conditions in the tunnels.
business
The machines carried 80 to 90 tons of trailer load on the gradients of 60 ‰ and developed an output of 300 hp . Trains with a wagon weight of 240 tons are transported with one locomotive and two push- pull locomotives . The older class IIIb4 locomotives were handed over to the rack railway over the Komar Pass.
In 1906 Floridsdorf delivered two IIIc5 751-752 Mallet locomotives with a tender and an operating weight of 60 tons. Because they did not prove themselves, further locomotives of the series IIIc5 701–721 were delivered from 1911 to 1919.
On the Yugoslav Railways (JDŽ, later JŽ), the support tender locomotives were given the numbers 97-001 to 97-038. Until the Sarajevo – Konjic line was re-gauged in 1966 and operations over the Komar Pass in 1975, they carried the bulk of the traffic on the two cogwheel railways.
Some locomotives have been preserved:
Locomotive list
| Construction year | Manufacturer | BHStB number |
BHLB no. from 1908 |
SHS no. from 1918 |
JDŽ no. from 1933 |
Remarks |
|---|---|---|---|---|---|---|
| 1894 | Floridsdorf | 701-702 | 701-702 | 701-702 | 97-001-002 | |
| 1895 | 703-704 | 703-704 | 703-704 | 97-003-004 | drew in Sarajevo | |
| 1896 | 705-707 | 705-707 | 705-707 | 97-005-006 | ||
| 1900 | 708-712 | 708-712 | 708-712 | 97-008-012 | ||
| 1901 | 713-715 | 713-715 | 713-715 | 97-013-015 | ||
| 1904 | 716-717 | 716-717 | 716-177 | 97-016-017 | both scrapped in 1950 | |
| 1908 | 718-721 | 718-721 | 718-721 | 97-018-021 | 97-019 in Lokwelt Freilassing | |
| 1911 | 722-724 | 722-724 | 97-022-024 | 97-023 discarded in 1950 | ||
| 1912 | 725 | 725 | 97-025 | |||
| 1913 | 726-728 | 726-728 | 97-026-028 | 97-026 In 1950, 97-028 was discarded in the Ljubljana Railway Museum |
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| 1914 | 729-730 | 729-730 | 97-029-030 | 97-029 at Club 760 | ||
| 1915 | 731-734 | 731-734 | 97-031-034 | |||
| 1919 | 735-738 | 97-035-038 | 97-036 Memorial in Travnik |
swell
- Franz Pfeuffer: About the construction and operation of the Bosnian-Herzegovinian state railways, especially the rack railway between Sarajevo and Konjica In: Journal of the Austrian Association of Engineers and Architects . Year 1892, issue 22, page 333ff. (Digitized 1865–1899 at TU Cottbus; PDF; 18.3 MB)
- The development of the Abt gear system over the last 10 years in Austria-Hungary. Lecture given at the General Assembly on February 26, 1889, by the engineer Roman Abt. Section Sarajevo – Konjica. In: Journal of the Austrian Association of Engineers and Architects. Year 1898, issue 19, pages 299–301 (digitized version 1865–1917 at TU Cottbus; PDF; 20.6 MB).
- 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)
- Wilhelm Saliger: Two Bosnian cogwheel locomotives. In: Die Lokomotive , 1940, pp. 115–117 ( ANNO - AustriaN Newspapers Online )
- Tadej Brate: Slovenske muzejske locomotive. Slovenian museum locomotives. Verlag mladinska knjiga, 2004, ISBN 86-11-16904-2 , (Slovenian). Page 38
- Josef Pospichal: Locomotive statistics. JDŽ 97. Retrieved October 15, 2017 .
References and comments
- ↑ according to Roman Abt, Wilhelm Saliger gives the heating surface as 80.09 m².
- ↑ Tadej Brate: Slovenske muzejske locomotive , page 38
- ^ Bosnian-Herzegovinian state railways
- ^ August Zopf, Franz Straka: Narrow-gauge rack-and-pinion locomotive series 97. In: The narrow gauge . www.schmalspur-europa.at, accessed on October 1, 2017
BHStB: IIa4 (JDŽ 178) · IIIa4 (JDŽ 189) · IIIa5 (JDŽ 185) · IIIb4 (JDŽ 195) · IIIb5 (JDŽ 73) · IIIc5 · IIIc5 701–721 (JDŽ 97) · IIIc5 751–752 (JDŽ 196 ) IVa5 (JDŽ 83) Vb6 (JDŽ 191)
Works locomotives : Rudnik Bor 1–4 (SDŽ 801–805, JDŽ 82)
SDŽ: 391 to 402 (JDŽ 90) 500 (JD 91) 7000 (JD 26)
kuk HB: VI (JDŽ 92)