JBL G 3/3

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G 3/3
Blonay-Chamby Bière-Apples-Morges-Bahn - 6 - 01.jpg
Numbering: BAM 1-4 + 6, MOB 1 + 2,
JS 901-910
Number: 16
Manufacturer: SLM
Year of construction (s): 1889-1903
Retirement: from 1906
Axis formula : C.
Gauge : 1000 mm ( meter gauge )
Length over buffers: 6965-7020 mm
Fixed wheelbase: 2500 mm
Empty mass: 18.6 t - 20.2 t
Service mass: 18.6 t - 20.2 t
Friction mass: 18.6 t - 20.2 t
Top speed: 45 km / h, 35 km / h
Starting tractive effort: 2650 kg JS, BAM
3000 kg MOB
Driving wheel diameter: 1050 mm, 950 mm MOB
Number of cylinders: 2
Cylinder diameter: 310
Piston stroke: 480
Boiler overpressure: 11 bar Brünig
12 bar
Number of heating pipes: 126
Heating pipe length: 2900 mm
Grate area: 0.8 m²
Superheater area : 10.2 m² after renovation
Evaporation heating surface: 56.4 m²
50.2 m² after renovation
Water supply: 2.6 m³
Fuel supply: 0.5 t
Locomotive brake: see text
Train brake: see text
Speedometer: Klosse Bünig

Between 1887 and 1903 a total of 16 identical steam-tender locomotives of the type G 3/3 were built by the Swiss Locomotive and Machine Works (SLM) in Winterthur. But they had different drive wheel diameters.

From 1887 to 1901 a total of 10 locomotives of this type were delivered to the Jura – Bern – Lucerne (JBL) and its successor, the Jura-Simplon-Bahn (JS), for the Brünigbahn .

Three locomotives of this type were obtained from the Bière-Apples-Morges-Bahn (BAM) in 1894. In 1896 another G 3/3 was delivered to the originally independent company Apples-L'Isle-Bahn (AL), which was taken over by BAM in 1899 together with the rolling stock.

From the Montreux-Berner-Oberland-Bahn (MOB), ( French Chemin de fer Montreux-Oberland bernois ), 2 machines were purchased in 1903.

Technical

The steam-tender locomotives with external frames had driving wheels with a diameter of 1050 mm. Only the two MOB steam locomotives were delivered with smaller drive wheels of 950 mm in order to achieve a higher pulling force on gradients of up to 73 ‰. This reduced the top speed of the MOB steam locomotives from 45 to 35 km / h. The four BAM steam locomotives were initially only approved for 35 km / h, this was later increased to 45 km / h when the superheater was installed. The boiler pressure was initially increased from 11 bar on the Brünigbahn steam locomotives, to 12 bar on the subsequent BAM and MOB steam locomotives.

On the boiler there was a steam dome and a sand dome. The safety valve was located on the steam dome. There were Ricour suction valves on the valve boxes. The middle axle was designed as a driving axle. The external control was a Walschaert one with a pocket backdrop. The springs were located above the axle bearings and their supports were mounted below the rotating plate. The first six steam locomotives of the JBL still had a cross compensation between the front supports of the first axle. This was not done on the last 10 machines. While the Brünigbahn locomotives had an output of 180 HP, thanks to increased pressure, the output of the BAM and MOB locomotives could be increased to 200 HP. Next to the boiler were the water and coal boxes on both sides. While the Brünigbahn and BAM locomotives only had gravity sander, the MOB locomotives had a steam sander installed.

Brakes

According to the different routes, the locomotives also had different train brake systems.

The Brünigbahn locomotives initially had a Klose spring brake with a steam pressure release, which could also be used as steam heating. This was replaced between 1906/07 by a Westinghouse differential air brake.

The BAM locomotives had an eccentric lever brake and an automatic Clayton vacuum brake.

The MOB locomotives had an automatic Hardy vacuum brake and a counter pressure brake.

Superheater

Three BAM locomotives (1, 3 and 6) were fitted with a Schmidt superheater between 1921 and 1926. They also received relieved bronze slides. At the same time, they were adapted to one another, with number 6 the boiler pressure could be increased to 12 bar. Acetylene gas lighting and wheel flange lubrication were installed.

Numbers table

JBL JS
from 1890		 SBB
from 1902		 Factory
number		 Construction year Manufacturer Discarded Remarks
301 901 101 475 1887 SLM 1911
302 902 102 476 1887 SLM 1912
303 903 103 496 1888 SLM 1911
304 904 104 497 1888 SLM 1916 sale
305 905 105 498 1888 SLM 1916 sale
306 906 106 584 1889 SLM 1916 sale
307 907 107 880 1894 SLM 1942
308 908 108 1089 1898 SLM 1924
309 909 109 1341 1901 SLM 1916 Sold from 1921 BAM 6
310 910 110 1342 1901 SLM 1924
AL
until 1899		 BAM MOB CSL CFL Renfer
from 1943		 BC
from 1967		 Factory
number		 Construction year Manufacturer Superheater Discarded Remarks
1 883 1894 SLM 1926 1946 sale
2 884 1894 SLM - 1946
3 885 1894 SLM 1922 1946
1 4th 999 1896 SLM - 1943 snow plow
6th 6th JS 906 or
BAM 6		 1341 1921 SLM 1921 - Ex. SBB 109
operational
1 13 341 1512 1903 SLM - 1906 (1955) Sale CSL (demolition)
2 14th 342 1513 1903 SLM - 1918 (1956) Sale CSL (demolition)

Operational

JBL, JS, Brünigbahn

The machines were used on the two flat lines (Interlaken-Meiringen and Giswil Lucerne). From 1905 onwards they were ousted by the G 3/4 . Locomotive 107 surprisingly remained on the Brünigbahn network for a long time and was last used for the Reduit during World War II . The demolition took place in 1942.

BAM

Until the electrification in 1943, these locomotives ran all trains. From 1921 the G 3/3 locomotives were supported by the number 6, the former Brünig number 109. This locomotive was not given the number 5 in the order of the four BAM engines, but number 6, because the inverted number nine was used.

MOB

The MOB procured the two machines in order to have their own catenary-independent vehicles for freight and construction site traffic, as the electrical systems were not yet fully operational.

The two vehicles were sold to the Société des chemins de fer secondaires luxembourgeois (CSL) in Luxembourg . The number 1 was sold in 1906 and received the number 13 at the CSL. The number 2 was sold in 1918 and received the number 14 at the CSL. The locomotives, which had been named Montreux and Zweisimmen at the MOB , were given the names Bonneweg and Luxembourg . After the merger of the Luxembourg narrow-gauge railways to form the Chemins de Fer à Voie Etroite (CVE) in 1934, they were referred to as series D while retaining the numbers. After the takeover in 1942, they were classified as 99 244 and 245 by the Deutsche Reichsbahn . At the Chemins de Fer Luxembourgeois (CFL) founded in 1946 , the two locomotives were finally given the numbers 341 and 342. The number 341 was discontinued in 1955, the number 342 in 1956.

Whereabouts

  • The two MOB locomotives were sold to Luxembourg in 1906 and 1918.
  • The BAM 1 was sold in 1946 to the operators of the Grenoble – Bourg d'Oisans line.
  • The BAM 4 was converted into a snow plow in 1943, which was scrapped in 1952.
  • The SBB 109 came to BAM in 1921 as number 6. It later sold it to Holzwerke Renfer in Biel. Via detours it got to the Blonay – Chamby museum railway, where it is still operational today. Since 2008, it can be referred to as the Jura-Simplon-Bahn G 3/3 909 as well as the Bière-Apples-Morges-Bahn G 3/3 6 due to the existing interchangeable signs
  • The SBB 104-106 were sold to Austria in 1916, where they were sold by K. u. K. Army Administration were used.

swell

  • Alfred Moser: The steam operation of the Swiss railways 1847-1966. P. 326 ff.

Individual evidence

  1. ↑ a b The Big Book of the MOB page 274
  2. ↑ Le matériel moteur des chemins de fer à voie étroite. In: rail.lu. Retrieved April 21, 2020 (French).
  3. ^ Ingo Hütter: Locomotive database. In: Contributions to the history of locomotives and railways. Retrieved April 21, 2020 .