JŽ series 740

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JŽ 740
740-108
740-108
Numbering: JŽ 740 001-015, 101-125
Number: 40
Manufacturer: Đuro Đaković
Year of construction (s): 1968-1972
Axis formula : B'B '
Gauge : 760 mm ( Bosnian gauge )
Length over buffers: 11,600 mm
Height: 3350 mm
Width: 2400 mm
Trunnion Distance: 5400 mm
Bogie axle base: 2200 mm
Total wheelbase: 7600 mm
Smallest bef. Radius: 50 m
Service mass: 32 t
Friction mass: 32 t
Wheel set mass : 8 t
Top speed: 50 km / h
Installed capacity: 441 kW (600 hp)
Starting tractive effort: 110 kN
Driving wheel diameter: 850 mm
Motor type: V 124 (license from SACM )
Motor type: Diesel engine
Rated speed: 1500 rpm
Power transmission: hydrodynamic
Tank capacity: 1200 l
Brake: Westinghouse brake,
suction air brake,
hand brake

The JŽ-740 series are diesel locomotives that for those on the gauge operate mm of 760 narrow-gauge railways in Yugoslavia were procured and there the numerous outdated steam locomotives should replace. Due to the closure of the narrow-gauge railways, they were only in use there for about ten years. Some of them were sold to private operators at home and abroad and are still in use today.

history

740-107 with a production train on the Banovići coal railway, 2016

In the 1960s, the route network of the Yugoslav narrow-gauge railways still extended around 3000 km. Most of it dates back to before the First World War and was expanded in the interwar period. Numerous steam locomotives were used on these routes. To rationalize the operation, the JŽ started an extensive dieselization program. At the beginning of the 1970s, the new locomotives were supposed to replace all steam locomotives on the narrow-gauge lines. With the replacement of the Bosnabahn and the Narentabahn with new standard - gauge lines or the re-gauging of narrow-gauge sections, the cohesive route network had disintegrated, leaving branch lines of largely regional importance. A complete setting was not initially planned.

In 1968 the first diesel locomotive with the designation JŽ 740 001 was created , which was subjected to extensive tests on the Bosnian Eastern Railway. Then the JŽ, including the test locomotive, ordered a total of 40 diesel locomotives from Đuro Đaković in Slavonski Brod , with which, above all, goods traffic should be dieselized. At the same time, the class 802 multiple units were put into service for high-quality passenger trains .

The order was divided into:

  • 740 001-015 without heating device
  • 740 101–125 (with boiler )

The locomotives were delivered to the State Railways, particularly to the Sarajevo Railway Directorate, until the beginning of 1972 . With them, the steam operation on the narrow-gauge railways could be largely replaced. The use of the locomotives on the long uphill stretches of the Praca valley , the turning loops of the Sargan Pass on the Bosnian Eastern Railway and on the routes of the former Steinbeisbahn were mentioned in particular . On the Lašva-Donji Vakuf-Gornji Vakuf / Jajce railway over the Komar saddle, the locomotives were used on the rack railway and were able to replace the steam locomotives here in pure adhesion operation . The replacement of the steam traction was also extremely welcome on the Dalmatian narrow-gauge railways , which ran through a very arid region.

A radical change of opinion in the area of ​​the Sarajevo Railway Directorate in the 1970s led to the continuous discontinuation of all narrow-gauge lines, which was completed in 1979. The systematic closure of the narrow-gauge railways by switching to bus operation meant that the locomotives and railcars did not even reach an age of ten years on their traditional routes.

Whereabouts

D10 of the Zillertalbahn, ex. 740-007, in Mayrhofen
VL 22 of the StLB in Stadl an der Mur on the Murtalbahn

In Yugoslavia, after 1979, there were only a few short routes left on narrow-gauge railways in the area of ​​the Belgrade Directorate in Serbia, which were still served by freight traffic for a few years. However, there was no longer any interest in taking over diesel locomotives because these routes were already being discontinued. The search for buyers abroad turned out to be difficult because, despite the young age of the machines, the engines in particular were already badly worn. The copies sold by their new owners were all equipped with new engines.

  • Four locomotives were sold to the Banovići coal railway for route service. Of these locomotives, 740 107 and 740 108 were still known to be operational in 2016 , and 740 113 to be parked.
  • 740 025 was re- gauged to a gauge of 900 mm for use on a coal railway in Kostolac in Serbia. A dismantling to 760 mm for use on the Šarganska osmica is planned.
  • A locomotive is in use on the Zillertal Railway. It was the former 740 007 . Today it bears the designation D 10 .
  • In Austria, two other locomotives are known to be operated by the Steiermärkische Landesbahnen , the former 740 023 and 740 024 , which were used under the numbers VL 22 and VL 23 on the Thörlerbahn and the Feistritztalbahn . Here, the vehicles primarily performed freight train services.
  • 740-106 was sold by the Banovići coal railway to the StLB in 1998, but was not converted. It is dismantled and stored in Weiz ; due to the suspension of the Feistritztalbahn, the StLB no longer plans to process it.
  • Three locomotives came to Spain via an Italian track construction company. The 740 003 , 740 006 and 740 020 are known from the infrastructure company COMSA . The 740 006 was re-gauged to a gauge of 1000 mm for its service.
  • A locomotive with unknown numbers was given up for service on the Non Valley Railway after a complete conversion .

A sale of several locomotives to ÖBB failed due to intervention by the Austrian rail vehicle industry. Those machines for which no buyer could be found were partly used as spare parts donors for similarly equipped standard gauge locomotives from the same manufacturer and scrapped.

technical description

The locomotives are designed as front-end locomotives with an off-center driver's cab. The large front section houses the machine and cooling system, the small front section houses the battery and, in the case of the locomotives in subgroup 740.1, the boiler for steam heating.

Powered locomotives from one manufactured by Đuro Đaković high-speed diesel engine of type V 124 , the license from SACM arose and in many diesel locomotives standard gauge how today's HŽ 2041 or HŽ 2042 was used. This brought numerous advantages in terms of spare parts availability. The engine is in the middle of the large stem. Immediately in front of the driver's cab, the fluid transmission, which is driven by the engine via a cardan shaft , is mounted in this front structure . A transmission of Voith with the label L 26 / ST / V . The four axles of the bogies are also driven from here via cardan shafts. The cooling fans are driven by a hydrostatic transmission from the diesel engine.

The locomotives are equipped with three braking systems. In addition to the handbrake, the locomotives have a compressed air brake and a suction air brake , as at the time of their commissioning on the Bosnian-Herzegovinian state railways there were still many wagons with this brake from the kkStB era .

literature

  • Keith Chester: The Narrow Gauge Railways of Bosnia-Hercegovina . Stenvalls, Malmö 2006, ISBN 91-7266-166-6 .
  • Alfred Horn: Diesel locomotive for the narrow-gauge lines of the JZ , in: "Der Modelleisenbahner" 2/1972
  • Karl Schellauf and Dietmar Zehetner: 100 Years Feistritztalbahn , Sutton-Verlag, Erfurt 2011, ISBN 978-3-86680-839-3
  • Werner Schiendl , Franz Gemeinböck: The railways in Bosnia and Herzegovina 1918–2016 . Edition Bahn im Film, Vienna 2017, ISBN 978-3-9503096-7-6 .

Web links

Commons : Narrow Gauge Diesel Locomotives from Bosnia and Herzegovina  - Collection of Pictures, Videos and Audio Files

Individual evidence

  1. ^ A b c Alfred Horn: Diesel locomotive for the narrow-gauge lines of the JZ , in: "Der Modelleisenbahner" 2/1972
  2. ↑ a b c Internet site about the 740 series operations after the state railroad era
  3. ↑ Internet page about the JZ series 740 at the Feistritztalbahn
  4. ↑ Karl Schellauf and Dietmar Zehetner: 100 Years Feistritztalbahn , Sutton-Verlag, Erfurt 2011, ISBN 978-3-86680-839-3 , page 65
  5. ↑ Internet information about the locomotives that came to Spain
  6. ↑ Schiendl, Gemeinböck: The railways in Bosnia and Herzegovina 1918–2016, p. 286