SBB HG 3/3

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SBB HG 3/3
HG 3/3 No. 1052, SLM company photo from 1905
HG 3/3 No. 1052, SLM company photo from 1905
Numbering: 1051-1068
Number: 18th
Manufacturer: SLM
Year of construction (s): 1905-1910, 1926
Retirement: 1965
Type : Cz n2 (4v)
Gauge : 1000 mm ( meter gauge )
Length over coupling: 7,450 mm (1051–1052)
7,550 mm (1053–1057)
7,540 mm (1058–1068)
Height: 3,500 mm
Total wheelbase: 3,100 mm
Empty mass: 23.5 t (1051–1052)
24 t (1053–1057)
25.37 t (1058–1068)
Service mass: 30 t (1051–1052)
30.5 t (1053–1057)
31.6 t (1058–1068)
Top speed: 40 km / h (adhesion)
13 km / h (gear)
Coupling wheel diameter: 910 mm
Gear system : Riggenbach
Number of drive gears: 1
Number of brake gears: 1
Size gears: 860 mm
Control type : Walschaerts
Number of cylinders: 2 adhesion, 2 gear
Cylinder diameter: 380 mm
Piston stroke: 450 mm
Cylinder d. Gear drive: 380 mm
Piston stroke gear drive: 450 mm
Boiler overpressure: 14 Atü
Number of heating pipes: 160
Heating pipe length: 2,500 mm (1051-1057)
2,680 mm (1058-1068)
Grate area: 1.3 m³
Radiant heating surface: 5.7 m²
Tubular heating surface: 56.5 m² (1051-1057)
61.2 m² (1058-1068)
Evaporation heating surface: 62.2 m² (1051-1057)
66.9 m² (1058-1068)
Water supply: 2.8 m³ (1051-1057)
3.0 m³ (1058-1068)
Fuel supply: 800 kg (coal)
Brake: Back pressure brake ,
vapor brake type Klose (until 1908),
compressed air brake type Westinghouse (from 1908)
Coupling type: Hopper coupling type Brünig, from 1941 + GF +

The steam locomotives of the type HG 3/3 were procured from 1905 by the Swiss Federal Railways (SBB) for use on the meter-gauge Brünigbahn . The three-axle locomotives for adhesion and cogwheel operation were manufactured by the Swiss Locomotive and Machine Factory . The neighboring Berner Oberland-Bahn (BOB) also had four machines of this type.

construction

The machines are designed as three-axle wet steam locomotives . The three coupling axles are mounted in an inner frame, the drive is on the middle axle. The four cylinders of the adhesion and gear drive system Winterthur are arranged one above the other in a common cast block and work on gear sections in a composite effect . The low-pressure gear drive, which is operated with the exhaust steam from the high-pressure adhesion cylinders, works via a back gear on the drive gear located within the frame between the first and second coupling axles. Due to the gear ratio of 1: 2.2 of the back gear, the gear drive works twice as fast as the adhesion drive and works in the opposite direction. The resulting higher steam consumption compensates for the expansion of the steam, which is why both high-pressure and low-pressure cylinders could be equipped with the same diameter. Both engines have controls of the Walschaerts type . The controls for both engine parts can only be operated together, most of the components are identical in order to simplify spare parts inventory.

The boiler, which consists of two sections, has a copper fire box and 160 heating tubes. The steam dome is located on the front half of the boiler and has two Popp-type safety valves. From the 1058 locomotive, the long boiler was slightly lengthened, with the number of smoke tubes remaining the same. The water tanks are arranged on both sides of the boiler and hold 2,800 liters, or 3,000 liters in later locomotives. The coal reserve of 800 kg is carried in the left water tank near the driver's cab. A sand dome is arranged on the rear half of the boiler, the sanding takes place in front of the drive axis.

The brake systems have a counter-pressure brake and hand brakes that act on the rear coupling axle, the gear train and the brake gear. An originally built-in Klose type vapor barrier was replaced by a Westinghouse type compressed air brake from 1908 , and all locomotives delivered thereafter received this ex works.

The locomotives served as a model for the FS 980 and FNV No. 1–4 exported to Italy .

history

The Swiss Federal Railways (SBB) acquired the HG 3/3 from 1905 to replace the low-performance HG 2/2 cogwheel locomotives taken over from the Jura-Simplon-Bahn . In addition to the higher top speed, the fact that the HG 3/3 could also be used with the boiler in front on downhill stretches and therefore did not have to be turned at the top of the pass enabled a significant increase in travel speed on the Brünigbahn.

The two prototypes, which were commissioned in 1905, proved themselves very well in the plan, so that further series machines could be ordered immediately afterwards. By 1910, a total of 17 more locomotives had arrived at the Brünigbahn. From locomotive 1058 onwards, the boiler and water tank were slightly enlarged, otherwise all units were identical except for small details. An 18th locomotive was built by SLM in 1926 based on the original design drawings.

The locomotive No. 1053 was presented at the world exhibition in Milan in 1906 as the only cogwheel locomotive.

The locomotives stationed in the Meiringen depot carried all trains over the Brünig mountain line and were also used on the flat lines. Due to the weak central buffer coupling, heavy trains had to be transported over the pass with up to three intermediate and sliding locomotives .

With the electrification of the Brünig Railway in 1941, the steam locomotives became superfluous for regular traffic. However, only eight machines were taken out of service between 1941 and 1947, the rest of them remained in operation as a reserve in view of the circumstances of the time. It was not until 1949 that further decommissioning took place, whereby two locomotives with a dismantled gear drive were sold to the Thessalian Railways and were used in shunting services in the port of Volos until the 1970s . Locomotive 1058 remained there - albeit in a condition that was ready for scrap. Locomotive 1063 came to the Verkehrshaus (VHS) in Lucerne in 1957 . To illustrate how it works, the left-hand side has largely been cut open, the chassis and engines are electrically powered.

The locomotives 1065, 1067 and 1068 remained in the end as a reserve independent of the contact wire. In addition to clearing snow, they were also used in shunting services in Meiringen and Interlaken Ost, where they also ran on the tracks of the Berner Oberland-Bahn (BOB) and Meiringen-Innertkirchen-Bahn (MIB) electrified with direct current . The final decommissioning took place in September 1965. While the 1065 locomotive was scrapped, the 1067 locomotive came into the possession of the Ballenberg steam train , which it has been using again in nostalgic traffic on the Brünigbahn since 1972. Locomotive 1068 was erected as a memorial in Meiringen. It stayed there until 2000, since then it has also been owned by the Ballenberg steam train. On November 16, 2013, the locomotive was badly damaged in a fire.

HG 3/3 7-10 of the BOB

Bernese Oberland Railway train with an HG 3/3 7-10 in Interlaken Ost

After the two SBB prototypes had proven themselves in operation, the neighboring Bernese Oberland Railway (BOB) also procured two HG 3/3 in 1906. The two locomotives, which had the numbers 7 and 8, were largely identical in construction to the SBB locomotives of the series 1053-1057 built at the same time. Two more copies with the numbers 9 and 10 followed in 1910, which corresponded to the improved SBB version from number 1058. With the electrification of the BOB in 1914, most of the steam locomotives were shut down and put up for sale.

Locomotive 9 was sold to the Società Veneta Ferrovie in Padua in 1915 , which sold the locomotive, which had been re-tracked to 950 mm by the SLM, until 1958 together with four very similar SLM locomotives (factory no. 2036-2038 and 2167) on the Rocchette – Asiago route began. The three remaining locomotives arrived at Strade Ferrate del Mediterraneo in Calabria in 1917 , after they had also been converted to a gauge of 950 mm by the SLM. They ran there until around 1950 together with the older HG 3/3, also acquired from the BOB, on the Spezzano Albanese-Lagonegro route in Calabria.

List of HG 3/3 of the SBB Brünigbahn and Berner Oberland-Bahn
No. Serial number Installation Extent Purchase price (SFr.) Whereabouts
1051 1656 03/23/1905 1943 51,000 scrapped
1052 1657 03/30/1905 1942 51,000 scrapped
1053 1711 03/25/1906 1953 51,000 scrapped
1054 1712 05/01/1906 1949 51,000 scrapped
1055 1713 05/04/1906 1949 51,000 Scrapped without a gear drive on the Thessalian Railways , Volos , 1984.
1056 1831 07/10/1907 1947 51,000 scrapped
1057 1832 07/19/1907 1941 51,000 scrapped
1058 1912 07/31/1908 1949 57,000 Without gear drive on the Thessalian Railways, Volos. Intended as a museum vehicle, still available in 2007.
1059 1913 08/14/1908 1942 57,000 scrapped
1060 1914 08/28/1908 1943 57,000 scrapped, boiler at 1068
1061 1915 09/04/1908 1944 57,000 scrapped
1062 1992 05/10/1909 1942 57,000 scrapped, boiler at 1063
1063 1993 05/15/1909 1957 57,000 1957 at the Verkehrshaus , partially cut open
1064 1994 05/21/1909 1956 57,000 scrapped
1065 2081 March 26, 1910 1965 57,000 scrapped
1066 2082 March 31, 1910 1957 57,000 scrapped
1067 2083 04/06/1910 1965 57,000 1965 at Ballenberg steam train, operational again since 1972
1068 3134 07/08/1926 1965 110,900 1966 memorial in Meiringen , 2000 on the Ballenberg steam railway, operational refurbishment planned
7th 1728 1906 1914 51,700 1917 to Strade Ferrate del Mediterraneo , there No. 261, scrapped around 1950
8th 1729 1906 1914 51,700 1917 to Strade Ferrate del Mediterraneo, there No. 262, scrapped around 1950
9 2084 1910 1914 57,800 1915 to Rocchette – Asiago cog railway , there No. 110, discarded in 1958, scrapped in 1964
10 2085 1910 1914 57,800 1917 to Strade Ferrate del Mediterraneo, there No. 263, scrapped around 1950

literature

Web links

Individual evidence

  1. ^ Giovanni Villan: La Ferrovia da Montagna Rocchette-Asiago. nel 1 ° centenario della Società Veneta 1872–1972. Editrice La Nazionale, Parma 1972
  2. ^ Group MCL 260 in Calabria