GB E 2/3
| GB E 2/3 | |
|---|---|
 |
|
| Numbering: | GB 1000 SBB 8200 |
| Manufacturer: | Krauss |
| Year of construction (s): | 1882 |
| Retirement: | 1914 |
| Axis formula : | 1B |
| Type : | 1B n2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 8686 mm |
| Fixed wheelbase: | 4300 mm |
| Total wheelbase: | 4300 mm |
| Empty mass: | 27.6 t |
| Service mass: | 38 t |
| Friction mass: | 27 t |
| Wheel set mass : | 13.5 t |
| Top speed: | 45 km / h (up to 1902 75 km / h) |
| Driving wheel diameter: | 1540 mm |
| Control type : | Stephenson |
| Number of cylinders: | 2 |
| Cylinder diameter: | 400 mm |
| Piston stroke: | 600 mm |
| Boiler overpressure: | 12 atm. |
| Number of heating pipes: | 203 |
| Heating pipe length: | 3200 mm |
| Grate area: | 1.5 m² |
| Radiant heating surface: | 5.7 m² |
| Evaporation heating surface: | 95.4 m² |
| Water supply: | 5.8 m³ |
| Fuel supply: | 1.7 t |
| Locomotive brake: | External brake |
| Train heating: | steam |
The Gotthard Railway Company ( GB ) bought in 1883 a tank locomotive of the type E 2/3 . This locomotive is the 1000th locomotive manufactured by Krauss & Cie in Munich. It was originally built for the Werra Railway in 1882, but was not taken over by the latter.
General
Since the locomotive was given the number 1000 on the occasion of its exhibition at the Bavarian State Exhibition in 1883, this number was left when the GB took over. When it was nationalized and taken over by the SBB, it was given the number 8200. At the beginning, the name of this series , which only consisted of this locomotive, was B II , which was then changed to F 2 in 1887 . The designation E 2/3 , which is still valid today, was introduced later, because at the same time the maximum speed was adjusted downwards (otherwise it would have become an Eb 2/3).
Technical
In terms of chassis mass and arrangement, it was a successful machine with little overhang, but the rigidly mounted running axle destroyed a lot; it made the total wheelbase of 4300 mm rigid. The two coupled drive axles were located far back under the fire box, so the weight distribution was not optimal. The running axle was loaded with 11 tons, while only 27 tons remained as a friction weight. The boiler did not have a steam dome , but a collecting pipe. The regulator was in the smoke chamber, which had a sloping smoke chamber tube wall. The center of the boiler was 1965 mm above the top of the rail. There was a Ramsbottom safety valve on the manhole cover .
The outside engine with the cylinders behind the running axle engages the rear coupling axle. This resulted in favorable rod lengths. The control was a Stephenson with a horizontal slide. The slide pushrods were suspended from constantly swinging suspension irons, and the scenes were attached to a curved support iron, which was gripped at the bottom and adjusted via an auxiliary control shaft. It was controlled via a control screw and a special control shaft which was attached to the coupling axle. The relatively long inflow and outflow lines were protected by a sheet metal box. The piston rods were carried forward. The inner frame also formed a three-part water tank with a volume of 5.8 m³. The barrel axle was sprung with a strong transverse spring. The two drive axles had two common longitudinal springs. These were located high up in the wheel arches that covered both drive wheels. Some of these even protruded into the driver's cab. They supported themselves in the middle on a crossbeam, which was located deep below the axle bearings between the two drive axles.
The cab was well designed and half closed on the sides, but open at the rear. The two coal boxes with a capacity of 1.7 tons were located on both sides in and in front of the driver's cab next to the fire box.
The locomotive was fitted with an external brake . Brake pads were pressed on one side of both drive wheels by means of a manually operated throw lever. A Hardy type vacuum brake was temporarily installed for the train from 1887. It was no longer necessary to convert to the Westinghouse, so the vacuum brake was later removed because it was not needed. It had steam heating for the train from the factory. The Klose type speedometer was installed in 1895.
Operational
The maximum speed initially set at 75 km / h was too high for the stiff locomotive, so it was set at 45 km / h in 1902. The locomotive was used in shunting service in Biasca for a long time, but was also used on the line when necessary.
The pulling force is given as 3750 kg, the power was 350 hp at 25 km / h.
literature
- Alfred Moser: The steam operation of the Swiss railways 1847-1966 . 4th updated edition, Birkhäuser, Stuttgart 1967. S. 138ff