JBL HG 2/2

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JBL HG 2/2
HG 2/2 352, SLM company photo from 1888
HG 2/2 352, SLM company photo from 1888
Numbering: JBL 351-358
JS 951-963
SBB 1001-1013
Number: 13
Manufacturer: SLM
Year of construction (s): 1887-1889, 1894, 1899, 1901
Retirement: 1908-1912
Type : Bzt
Gauge : 1000 mm ( meter gauge )
Length over coupling: 6,900 mm
Total wheelbase: 2,400 mm
Service mass: 22.8 t - 23.6 t
Top speed: 20 km / h (adhesion)
13 km / h (gear)
Driving wheel diameter: 806 mm
Number of drive gears: 1
Number of brake gears: 1
Cylinder diameter: 330 mm (1001–1008)
340 mm (1009–1013)
Piston stroke: 480 mm
Boiler overpressure: 12 bar
Brake: Back pressure brake ,
vapor brake type Klose (until 1907),
compressed air brake type Westinghouse (from 1907)
Coupling type: Hopper coupling type Brünig

The steam locomotives of the type HG 2/2 were used from 1887 by the railway company Jura – Bern – Lucerne on the Brünigbahn . The Zahnradlokomotiven were from the later owners Jura-Simplon Railway ordered in five copies. There were a total of 13 of this type of tank locomotive .

history

The Brünig line of the Jura – Bern – Lucerne pointed next to the two adhesion routes from Lucerne , resp. Alpnachstad to Giswil and from Brienz to Meiringen , a rack and pinion mountain route from Giswil to Meiringen. Within this mountain route, namely from Kaiserstuhl OW to Lungern and on the Brünig Pass , the trains could run in pure friction mode.

In addition to steam locomotives for pure adhesion operation, the Jura – Bern – Lucerne therefore also required locomotives for mixed adhesion and gear drive. Steam locomotives for this type of operation hardly existed at the time. Even models for pure cogwheel locomotives were rare. The Swiss Lokomotiv- und Maschinenfabrik SLM in Winterthur , as well as the Maschinenfabrik Esslingen , proposed two-axle rack-and-pinion locomotives in the style of the Wasseralfingen quarry railway . In the end, eight two-axle steam locomotives of the type HG2 (Bzt) were ordered from the Swiss Locomotive and Machine Works. They were given the numbers 351-358.

The HG2 locomotives, later called HG 2/2, were the first locomotives on a public Swiss railway with mixed adhesion and gear operation.

The successor company of JBL, the Jura-Simplon-Bahn , ordered five more locomotives that were identical except for one feature. She used the 13 machines as HG2 951–963. After the Jura-Simplon was sold to the SBB , the steam locomotives were given the final designation HG 2/2 and were assigned to the 1001-1013 series.

In order to increase performance, the 13 locomotives were gradually replaced from 1905 by the HG 3/3 locomotives of the 1051-1068 series. This type of locomotive was retired between 1908 and 1912. While seven locomotives found a new buyer, the six remaining machines were canceled.

The locomotive 358 was shown at the Paris World Exhibition in 1889 .

construction

The HG 2/2 locomotives had an outer frame. For this purpose, the cylinders were moved into the frame. Their power acted on the drive gear axle via a countershaft. The cylinder force was then applied to the adhesion axes via Hall cranks and slotted coupling rods. On the adhesion sections, the drive gear was idle. So it was a firmly coupled drive. Because of the reduction gear ratio, the maximum speed in friction mode was limited to 20 km / h. In rack sections, the locomotives were approved for 13 km / h.

Compared to the G3 valley machines with Walschaerts control, a Brown control was used in the HG2. At the beginning, all 13 locomotives were equipped with a Klose type steam spring brake. This was replaced from 1907 by the Westinghouse compressed air differential brake.

Unusual for locomotives with mixed adhesion and gear drive, the boiler received a slope of 60 ‰. In the middle of the slope he was standing horizontally. The boiler always had to face the mountain, which required turning the locomotive at the top of the pass or moving it to a counter-train. The principle of the inclined boiler was also applied to the steam locomotives HG 3/3 1-6 on the neighboring Berner Oberland Bahnen .

The central coupling type "Brünig" was used as a pulling and pushing device, which was retained until the end.

commitment

Because of the low speed and the inclination of the boiler, these locomotives were only used on the Giswil – Meiringen mountain route. The first machine of the type HG2 was delivered in 1887. Their first use took place before the opening of the Brünig line for route construction.

Since the trailer load was limited to 38 t on the rack sections with a steep gradient of up to 120 ‰, a maximum of three light three-axle passenger cars per locomotive could be brought along. In view of the longer compositions on the valley sections, the trains had to be split up. On the ramps up to the Brünig Pass, there was operation with follow-up trains. This operating mode was also adopted for the HG 3/3 locomotives used later . On the other hand, with the older HG 2/2 locomotives, no pushing service could be operated, i.e. with locomotives working at the end of the train.

The hard, stiff running of the HG 2/2 stressed the frame and superstructure. The low maximum speeds were an operational obstacle and the coal consumption of 16 kg per kilometer was high. As a result of the selected gear ratio, the locomotives tended to skid when operated with friction. Due to these weaknesses, the young Swiss Federal Railways were looking for a powerful replacement and the HG 2/2 were withdrawn from service relatively early.

Whereabouts

With the introduction of the new HG-3/3 locomotives, the small and weak locomotives became dispensable. In 1908 the decommissioning with the locomotives 1001-1006 was initiated. The machines 1007-1009 followed three years later. In 1912 the last four machines 1010-1013 followed.

While the locomotives 1004-1009 were immediately canceled, the remaining seven locomotives found a buyer.

The machine 1001 found its new application area at the Società Veneta Ferrovie (SV) in the southern neighboring country Italy , on the Rocchette – Asiago route . Initially used as a construction locomotive, the locomotive, now registered as number 10, was also used in front of commercial trains. For this purpose, the locomotive was adapted for the track width of 950 mm and the Strub rack and pinion system. Its design gave it the nickname "la gobba", in English "the humpback". In 1927, the SV sold this locomotive to the Mediterranea-Calabro-Lucane (MCL) in Calabria . Until it was demolished in 1937, the locomotive was number 241, first in the Catanzaro depot , then in Bari and finally in Castrovillari .

Locomotive 1002 came to western Switzerland to build three railways. The Compagnie de Chemin de fer Monthey - Champéry - Morgins MCM bought the locomotive in 1908 and first used it on the Monthey - Champéry route to be built . In 1911 the locomotive came to the Chemins de fer électriques Veveysans CEV , where it was used for the construction of the rack section Blonay - Les Pléiades . Two years later the locomotive helped build the Chemin de fer Aigle - Le Sépey - Les Diablerets before being demolished in 1915.

The number 1003 found a new home at Orenstein & Koppel in Berlin , which it sold on for the construction of the Wendelsteinbahn . Shortly before the electric cog railway opened in 1912, the locomotive derailed and crashed the embankment. Smaller parts of the locomotive were dismantled, the rest filled in.

Locomotives 1010 and 1012 came to the Filderbahn in Stuttgart , where they were scrapped and demolished in 1922.

The Swiss Lokomotiv- und Maschinenfabrik SLM bought back the 1011 locomotive, the traces of which disappeared.

As the youngest of all locomotives, the 1013 first came to the Société Batignolles in Brig , which used it as a construction locomotive for the Simplon Tunnel II . The same locomotive was then used as a construction locomotive on the Brig-Furka-Disentis Railway , before it was finally demolished.

List of HG 2/2 of the SBB Brünigbahn
JBL number JS number SBB number SLM serial number Delivery date Scrapping Whereabouts
351 951 1001 478 10/14/1887 1908 1908 Società Veneta Ferrovie SV, there
no.10 1927 Ferrovie Calabro Lucane, there no.241
1937 demolished
352 952 1002 502 04/18/1888 1908 1908 Compagnie de Chemin de fer Monthey - Champéry - Morgins MCM
1911 Chemins de fer électriques Veveysans CEV
1913 Chemin de fer Aigle - Le Sépey - Les Diablerets
1915 Demolition
353 953 1003 503 05/23/1888 1908 1908 Orenstein & Koppel, later used as a construction locomotive at Wendelstein (Brannenburg, Bavaria).
1912 Demolished
354 954 1004 504 06/06/1888 1908 cancellation
355 955 1005 505 07/02/1888 1908 cancellation
356 956 1006 558 04/24/1889 1908 cancellation
357 957 1007 559 08/05/1889 1911 cancellation
358 958 1008 560 08/28/1889 1911 cancellation
959 1009 879 07/11/1894 1911 cancellation
960 1010 1192 05/09/1899 1912 1912 Filderbahn, Stuttgart
1922 demolished
961 1011 1193 05/18/1899 1912 1912 Schweizerische Lokomotiv- und Maschinenfabrik SLM,
whereabouts unknown
962 1012 1339 04/17/1901 1912 1912 Filderbahn, Stuttgart
1922 demolished
963 1013 1340 04/27/1901 1912 1912 Société Batignolles in Brig for the construction of the Simplon Tunnel II,
resale to the Brig-Furka-Disentis-Bahn and then demolition

literature