JS B 3/4

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The JS B 3/4 is a steam locomotive type of the Jura-Simplon-Bahn , which was built from 1896 in the Swiss Locomotive and Machine Factory (SLM) in Winterthur . The young Swiss Federal Railways built further examples of this locomotive type seamlessly onto the JS series, so that this series comprised a total of 147 steam locomotives. The main areas of application for these locomotives were express, passenger and light freight trains , with express train services declining with the arrival of the JS A3T 231ff and the later SBB A 3/5 701ff from 1902. The B 3/4 were used on the entire JS network and in all SBB districts.

The locomotives B 3/4, which were assigned numbers 301–375 for the JS and 1601–1675 and 1676–1747 for the SBB, were gradually phased out from 1923 onwards. One example was used as an engine sprayer. With the sale of five units to the Netherlands in 1945, the last locomotives of this type disappeared from the Swiss rails. The steam locomotives B 3/4 1601–1747 no longer exist today.

This locomotive type served as the basis for the construction of the SBB series B 3/4 , series 1301-1369.

The locomotives with the same designation B 3/4 or A3T of the JS predecessor railways SOS (nos. 201–204) and JBL (nos. 205–222) as well as the SBB (nos. 1301–1369) and their other predecessor railways NOB (nos. 171–192), SCB (nos. 111–117, 201 ... 225) and VSB (nos. 101–115) are not part of this article.

Type B 3/4 type JS

JS B 3/4 (A3T)
Postcard motif with JS A3T of the series 301–375
Postcard motif with JS A3T of the series 301–375
Numbering: JS 301-375
SBB 1601-1675
Number: 75
Manufacturer: SLM Winterthur
Year of construction (s): 1896-1902
Retirement: 1923-1945
Type : 1C 'n3v
Gauge : 1435 mm ( standard gauge )
Length over buffers: 16 m
Coupled axle wheel base: 3900 mm
Total wheelbase: 6310 mm
Wheelbase with tender: 12360 mm
Empty mass: 49.5 t
Service mass: 54.8 t
Service mass with tender: 83.8 t
Friction mass: 44.5 t
Top speed: 75 km / h
Starting tractive effort: 6750 kg
Driving wheel diameter: 1520 mm
Impeller diameter: 301: 1030 mm
302-375: 850 mm
Number of cylinders: 3
HD cylinder diameter: 500 mm
LP cylinder diameter: 2x 540 mm
Piston stroke: 600 mm
Boiler : Ø 1450 mm
Boiler overpressure: 14 atm
Number of heating pipes: 238
Heating pipe length: 3800 mm
Grate area: 2.3 m 2
Radiant heating surface: 12.3 m 2
Tubular heating surface: 116.2 m 2
Tender: JS triaxial
Service weight of the tender: 29 t
Water supply: 11.7 m 3
Fuel supply: 5 t
Drive: De Glehn
Brake: Westinghouse block brake
Train heating: steam
Speedometer: Housekeeper
Control: Heusinger

history

Thanks to the Mogul locomotive type , which was already successfully used on the Nordostbahn and Nationalbahn in 1875 and 1886 , the Suisse-Occidentale-Simplon Bahn benefited from this experience in 1887 and ordered four locomotives of this type: A3T No. 91-94, later JS A3T No. 201–204 and from 1903 SBB B 3/4 nos. 1421–1424. As a replacement for the aging Stephenson and Bourbonnais locomotives that were no longer able to cope with the increased traffic, the JS set the A3T locomotive as the standard. It was necessary to order more locomotives of this type and at the same time increase their performance. The Swiss Locomotive and Machine Works Winterthur SLM designed and built from 1896 in a quantity of 75 copies, the 45-tonne versatile Train Locomotive A3T, series 301-375.

construction

The following points were decisive for the design of this locomotive type:

  • Increase of the adhesion weight of the three coupling axles to the maximum of 45 t
  • Enlargement of the boiler , the fire box and the grate area. Increase of the boiler pressure to 14 atm
  • Run as quietly and safely as possible up to a top speed of 75 km / h
  • Eliminate the start-up problems that occur especially with two-cylinder machines
  • Reduction of the cylinder size by increasing it
  • Compound effect that works without starting devices and is in no way inferior to a twin machine
  • Increased coal and water supplies in the tender
  • It is required to transport a train weight of 200 t on a stretch of 20 ‰ at a speed of 30 km / h.

The locomotives JS B 3/4 stood on an inner frame . The suspension springs of the coupling axles were suspended below the axle bearings and those of the running axle above the axle bearings. The barrel axis was designed according to the Adam system with a spiral spring support. The return to the central position of the barrel axis was carried out by means of wedge contact surfaces. While locomotive no. 301 had a running wheel diameter of 1030 mm, the other locomotives no. 302-375 had a running wheel diameter of 850 mm. All locomotives were equipped with the Westinghouse brake, which also acted on the tender. On the first machines in the series, the drive wheel brake was controlled via an external linkage. This rod was later attached internally.

In this series, a Weyermann's three-cylinder compound machine was used in series for the first time in Switzerland (Rudolf Weyermann was a machine master at JS). GB A 3/5 no. 201 played a pioneering role in this design and was equipped on a trial basis with a machine arrangement similar to the JS B 3/4.

The wet steam three-cylinder compound machine was controlled by means of the Heusinger control . The reversal took place unchanged on all three cylinders together. The drive was designed according to the de Glehn design. This means that the first and second axes were driven by piston rods. The high-pressure inner cylinder mounted between the frame and inclined at a ratio of 1:20 drove the first axis and the two horizontal low-pressure outer cylinders the second. The high and low pressure cylinders had approximately the same diameter and a crank offset of 120 degrees. The high pressure cylinder had to cope with 60% and the two low pressure cylinders 40% of the power. Compared to the outer cylinders, the inner cylinder had no inserted piston rod due to the position that was extended up to the shock bar, the effect on the first coupling axis (which was designed as a bolster axis) and the correspondingly short overall length. A Ricour suction valve, arranged on the top of the boiler in front of the chimney, ventilated all three cylinders together and on the one hand ensured a quieter idling and on the other hand avoided overpressure.

The boiler carried the steam dome , the slide regulator of which, as with the JS Ec 3/4, was operated via an external pull with a long lever located on the side and above the fire box. The steam outlet was initially equipped with a single and later with a double pipe. The locomotives worked with a steam pressure of 14 atm. The directly loaded safety valve of the Ramsbottom type was located directly above the fire box. The fire box came to rest behind the two rear coupled axles. This was equipped with a tilting grate, which facilitated the purification. The inlet and overflow pipes were in the smoke chamber . The smoke chamber could be reached via the smoke chamber door. The smoke chamber door could be opened by means of a centrally mounted lock. The sand dome was also attached to the kettle. The spreading device was operated on the one hand by hand pull and, in the case of locomotives 301-360, by means of steam according to the Gresham system. The locomotives 361–375 and later also the previous units were operated with compressed air according to the Leach system. A striking feature of the boiler was the steel-blue boiler cladding without paint, which was then the rule on all steam locomotives.

B 3/4 1634, formerly JS A3T 334 with spark protection chimney and external brake linkage.

A Hausshälters speedometer was available to the train driver to read the driving speed . The locomotive lanterns were placed in front of the smoke chamber door on the circular sheet metal (lower lanterns) and on the top of the boiler (upper top lantern). The circumferential plate was interrupted by the cylinder block, the front area of ​​the circumferential plate being aligned lower than the area under the boiler. In the front area of ​​the circular sheet, steps were attached on both sides. The hub cap plates were a typical feature of the JS machines.

Each locomotive had its number with chrome digits on the outside of the driver's cab and on the side of the tender. Later, the locomotive numbers were also attached to the back of the tender. There was also a cast license plate on the fireplace. The SLM factory signs, which were also cast, were affixed to the driver's cab under the locomotive number.

The tender was initially built with two axles on locomotive no. 301, and three-axled on the other locomotive numbers 302–375 ex works. The latter held a water supply of 11.7 m 3 and a coal supply of 5 t. The water tanks were placed sideways, the coal tank behind the driver's cab. There was also a 12-block spindle brake .

The load norm of these locomotives was between 360 and 900 t on a level track and 140 to 160 t on a 25 ‰ gradient. The A3T 301-375 had a pulling force of 6750 kg and an output of 875 hp at a speed of 35 km / h.

commitment

The first locomotive of this series, No. 231 - the later No. 301, was delivered in October 1896 and was taken to the depots in Lucerne and Delémont for test drives. From June 1, 1897, it was in use at the Friborg depot. This locomotive is also the 1000th locomotive built by the SLM. Another honor was the locomotive No. 336. This example was shown at the 1900 World Exhibition in Paris .

Until the 3/5 -coupled express train locomotives were delivered, the JS B 3/4 ran the express, passenger and light freight trains on the Jura-Simplon Bahn network. With the takeover of JS by SBB, the area of ​​application of the JS B 3/4 expanded to include the entire SBB network. Even under SBB sovereignty, the B 3/4 could be seen in front of long-distance and night trains, as these compositions were short depending on the connection. Locomotives The JS B 3/4, respectively A3T, series 301–375 proved their worth in terms of performance and economy insofar as the locomotive type was built in a total of 147 units (JS and replica of the SBB), which corresponded to the largest steam locomotive series of the SBB. The three-cylinder compound machine ensured smooth running and balanced mass. Strong longitudinal jerks like with twin machines or uneven running in the upper speed range like with four-cylinder compound machines were avoided.

With the incorporation of the locomotives 301–375 into the Swiss Federal Railways, the JS machines were given the numbers 1601–1675. The district allocation of the locomotives, together with the B 3/4 1676–1747 re-ordered by the SBB, looked as follows:

  • 1635–1663, 1684–1690, 1701–1707, 1723–1725, 1740–1747: District I (Lausanne)
  • 1603–1634, 1691–1700, 1726–1731: District II (Basel)
  • 1708–1719, 1732–1739: District III (Zurich)
  • 1664–1683, 1720–1722: District IV (St. Gallen)
  • 1601–1602: District V (Lucerne)

The circle affiliation was marked on the driver's cab of each locomotive with a round sign. The locomotives were maintained in the Yverdon, Biel, Olten and Rorschach workshops.

Whereabouts

With the onset of electrification of the SBB network from 1919, the B 3/4 were continuously deprived of their livelihood. The majority of all locomotives were scrapped from 1923 after approx. 25 to 30 years of operation and then demolished. The locomotives nos. 1608 (JS 308) and 1617 (JS 617) arrived in the Netherlands together with the SBB machines nos. 1695, 1721 and 1729 and various other SBB steam locomotives after the steam locomotive war reserves were dissolved in 1945 . There the locomotives were used as NS 3001-3005.

JS number SBB number SLM serial number Construction year Scrapping Whereabouts Remarks
301 1601 1000 1896 1925 cancellation
  • 1000th locomotive of the SLM
  • Marked with the number 231 before handing over to the JS
  • At the beginning completely olive green and red fillets
  • Tender initially biaxial
302 1602 1090 1898 1929 cancellation
  • As locomotive 1602, it was the only one of all B 3/4 to have a second boiler,
    no superheater
303 1603 1091 1898 1925 cancellation
304 1604 1092 1898 1928 cancellation
305 1605 1093 1898 1924 cancellation
306 1606 1094 1898 1925 cancellation
307 1607 1095 1898 1936 cancellation
308 1608 1096 1898 1945 Sale in the Netherlands, there NS 3001
  • SBB war reserve until the end of the Second World War
309 1609 1097 1898 1928 cancellation
310 1610 1098 1898 1925 cancellation
311 1611 1099 1898 1928 cancellation
312 1612 1100 1898 1926 cancellation
313 1613 1101 1898 1928 cancellation
314 1614 1102 1898 1928 cancellation
315 1615 1103 1898 1925 cancellation
316 1616 1171 1899 1929 cancellation
317 1617 1172 1899 1945 Sale in the Netherlands, there NS 3002
  • SBB war reserve until the end of the Second World War
318 1618 1173 1899 1928 cancellation
319 1619 1174 1899 1925 cancellation
320 1620 1175 1899 1936 cancellation
321 1621 1176 1899 1926 cancellation
322 1622 1177 1899 1925 cancellation
323 1623 1178 1899 1925 cancellation
324 1624 1179 1899 1936 cancellation
325 1625 1180 1899 1926 cancellation
326 1626 1181 1899 1925 cancellation
327 1627 1236 1900 1925 cancellation
328 1628 1237 1900 1937 cancellation
329 1629 1238 1900 1931 cancellation
330 1630 1239 1900 1925 cancellation
331 1631 1240 1900 1928 cancellation
332 1632 1241 1900 1925 cancellation
333 1633 1242 1900 1925 cancellation
334 1634 1243 1900 1923 cancellation
335 1635 1244 1900 1928 cancellation
336 1636 1271 1900 1925 cancellation
  • Exhibited at the Paris World Exhibition in 1900,
    driver's cab and tender painted olive green
337 1637 1272 1900 1933 cancellation
338 1638 1273 1900 1925 cancellation
339 1639 1274 1900 1925 cancellation
340 1640 1275 1900 1936 cancellation
341 1641 1276 1900 1931 cancellation
342 1642 1277 1900 1925 cancellation
343 1643 1320 1900 1925 cancellation
344 1644 1321 1900 1925 cancellation
345 1645 1322 1900 1935 cancellation
346 1646 1323 1900 1926 cancellation
347 1647 1324 1900 1933 cancellation
348 1648 1325 1900 1925 cancellation
349 1649 1343 1901 1926 cancellation
350 1650 1344 1901 1925 cancellation
351 1651 1345 1901 1925 cancellation
352 1652 1346 1901 1925 cancellation
353 1653 1347 1901 1935 cancellation
354 1654 1348 1901 1925 cancellation
355 1655 1349 1901 1925 cancellation
356 1656 1350 1901 1925 cancellation
357 1657 1351 1901 1926 cancellation
358 1658 1352 1901 1926 cancellation
359 1659 1353 1901 1926 cancellation
360 1660 1354 1901 1932 cancellation
361 1661 1416 1902 1928 cancellation
362 1662 1417 1902 1925 cancellation
363 1663 1418 1902 1925 cancellation
364 1664 1419 1902 1926 cancellation
365 1665 1420 1902 1925 cancellation
  • Subsequent installation of a regulating brake
366 1666 1446 1902 1928 cancellation
367 1667 1447 1902 1925 cancellation
368 1668 1448 1902 1935 cancellation
369 1669 1449 1902 1928 cancellation
370 1670 1450 1902 1928 cancellation
371 1671 1451 1902 1926 cancellation
372 1672 1452 1902 1926 cancellation
373 1673 1453 1902 1928 cancellation
374 1674 1454 1902 1926 cancellation
375 1675 1455 1902 1925 cancellation

Replica locomotives B 3/4 of the SBB

SBB B 3/4
SBB B 3/4 1730
SBB B 3/4 1730
Numbering: 1676-1747
Number: 72
Manufacturer: SLM Winterthur
Year of construction (s): 1902-1907
Retirement: 1925-1945
Type : 1C 'n3v
Gauge : 1435 mm ( standard gauge )
Length over buffers: 16235 m
Coupled axle wheel base: 3900 mm
Total wheelbase: 6310 mm
Wheelbase with tender: 12645 mm
Empty mass: 50.4 t
Service mass: 56.4 t
Service mass with tender: 90.2 t
Friction mass: 44.8 t
Top speed: 75 km / h
Starting tractive effort: 6750 kg
Driving wheel diameter: 1520 mm
Impeller diameter: 850 mm
Number of cylinders: 3
HD cylinder diameter: 500 mm
LP cylinder diameter: 2x 540 mm
Piston stroke: 600 mm
Boiler : Ø 1450 mm
Boiler overpressure: 14 atm
Number of heating pipes: 230
Heating pipe length: 3800 mm
Grate area: 2.3 m 2
Radiant heating surface: 12.3 m 2
Tubular heating surface: 116.2 m 2
Evaporation heating surface: 135.8 2
Tender: JS triaxial, from No. 1691 SBB triaxial
Service weight of the tender: 29 t
Water supply: 16 m 3
Fuel supply: 5 t
Drive: De Glehn
Brake: Westinghouse block brake
Train heating: steam
Speedometer: Housekeeper
Control: Heusinger

history

In order to take over operations in 1902/1903, the Swiss Federal Railways were forced to thoroughly renew and supplement the locomotive fleet. One of the most powerful locomotives were the 170 or so 3/4 coupled locomotives of the Mogul type. Only about half of these locomotives had an adhesion weight of 45 t - with less than 75 of the JS B 3/4. In order to generally catch up on the backlog of locomotives, the SBB ordered subsequent deliveries of the most powerful locomotives last built by the SCB, NOB and JS from SLM. In the case of the JS, these were locomotives of the type Ec 3/4 , as well as B 3/4 (this is what this article is about) and A 3/5 . The 72 replica B 3/4 received the consecutive numbering 1676–1747 at the SBB and were built between 1902 and 1907.

Furthermore, the SBB commissioned the SLM to develop more powerful locomotives taking into account the increased axle pressure, the increase in the coupling axles and the use of the three- and four-cylinder compound system, and from 1905 superheated steam locomotives in twin and compound machines. The B 3/4 1601–1675 and the 1675–1747 respectively served as a template for the later B 3/4 1301–1369 tender locomotives with superheated steam twin engines.

construction

Basically, the 1676–1747 series locomotives are identical to the JS version. In the course of the order, or the locomotive construction itself, there were constant slight modifications. The machines 1726–1747 were factory fitted with an auxiliary regulator valve that reduced the machine's spin when starting up. The valve conducted live steam to the two low-pressure outer cylinders, which increased their performance and inhibited the high-pressure inner cylinder through counter pressure. From the locomotives 1691-1747 onwards, an SBB tender with a 16 m 3 water supply and a water level indicator attached to the side were given ex works . The same locomotives received a regulating brake from the beginning, which was also installed on locomotive No. 1665.

From locomotive no. 1718 (SLM serial number 1626), a cabin roof that was extended towards the tender was used. The front windows are now oval instead of rectangular. This gave the locomotive a typical SBB look. From locomotive no. 1726 (SLM factory number 1764), a raised and strikingly cambered roof with modified roof ventilation was implemented. The roof extension and the oval-shaped front window that had already been used previously were retained. This version of the driver's cab with a strong arched roof, but without a roof extension, was already used in 1905 on the prototype locomotives B 3/4 1301-1302 (SLM serial numbers 1634 and 1635) and was then used in their series production.

Compared to the JS machines, all SBB machines carried the top lantern in the middle of the smoke chamber door. The locomotive number was now attached to the back of the tender instead of the side of the tender.

commitment

The locomotives B 3/4 1676–1747 were used together with the JS forerunners B 3/4 1601–1675 in all SBB circles. See also JS B 3/4 # type B 3/4 type JS .

Whereabouts

The re-ordered locomotives 1676–1747 suffered the same fate as their JS predecessors. After an identical run time, the locomotives were taken out of service and scrapped. The locomotives 1695, 1721 and 1729, which together with the JS machines 1608 and 1617 remained with the SBB as a war reserve until 1945, were brought to the Netherlands together after the end of the Second World War.

Steam locomotive B 3/4 No. 1724

Like many other locomotives of the same series, the number 1736 was withdrawn from service in 1928. It was prepared to clean the catenary structures and was given a final field of activity until 1930 as Xdm 4 99658. This locomotive was then demolished. In addition to the already mentioned motorized sprayer, the former tenders of the locomotives 1736 and 731 , registered as X 3 99659 and X 4 99660, belong to this injection train . The example of the B 3/4 no. 1689, which was discarded in 1929, shows that this is not a definitive decision The locomotive was revised again the following year and replaced another machine from the inventory of the B 3/4 by 1935. A number of tenders of the B 3/4 1601–1747 that were not recorded further were used as weed-killing vehicles, tankers or slag trucks. All other locomotives were scrapped after they were scrapped.

SBB number SLM serial number Construction year Scrapping Whereabouts Remarks
1676 1497 1903 1928 cancellation
1677 1498 1903 1935 cancellation
1678 1499 1903 1925 cancellation
1679 1500 1903 1932 cancellation
1680 1501 1903 1938 cancellation
1681 1502 1903 1925 cancellation
1682 1503 1903 1931 cancellation
1683 1504 1903 1925 cancellation
1684 1517 1903 1929 cancellation
1685 1518 1903 1933 cancellation
1686 1519 1903 1926 cancellation
1687 1520 1903 1925 cancellation
1688 1521 1903 1925 cancellation
1689 1522 1903 1929/35 cancellation
  • First discarded in 1929, revised in 1930
  • 1935 definitive retirement
1690 1523 1903 1925 cancellation
1691 1526 1903 1929 cancellation
  • From No. 1691 the larger SBB tender is included
1692 1527 1903 1926 cancellation
1693 1528 1903 1933 cancellation
1694 1529 1903 1935 cancellation
1695 1530 1903 1945 Sale in the Netherlands, there NS 3003
  • SBB war reserve until the end of the Second World War
1696 1541 1903 1928 cancellation
1697 1542 1903 1928 cancellation
1698 1543 1903 1927 cancellation
1699 1544 1903 1928 cancellation
1700 1545 1903 1928 cancellation
1701 1575 1904 1928 cancellation
1702 1576 1904 1932 cancellation
1703 1577 1904 1928 cancellation
1704 1578 1904 1935 cancellation
1705 1579 1904 1928 cancellation
1706 1580 1904 1931 cancellation
1707 1581 1904 1929 cancellation
1708 1589 1904 1938 cancellation
1709 1590 1904 1932 cancellation
1710 1591 1904 1929 cancellation
1711 1592 1904 1929 cancellation
1712 1593 1904 1926 cancellation
1713 1597 1904 1925 cancellation
1714 1598 1904 1928 cancellation
1715 1599 1904 1928 cancellation
1716 1600 1904 1928 cancellation
1717 1601 1904 1926 cancellation
1718 1626 1905 1927 cancellation
  • From no. 1718 an extended roof is built
  • The front windows are now oval
1719 1627 1905 1929 cancellation
1720 1628 1905 1935 cancellation
1721 1629 1905 1945 Sale in the Netherlands, there NS 3004
  • SBB war reserve until the end of the Second World War
1722 1630 1905 1928 cancellation
1723 1631 1905 1926 cancellation
1724 1632 1905 1932 cancellation
1725 1633 1905 1928 cancellation
1726 1764 1906 1933 cancellation
  • From no. 1726 serial installation of an auxiliary regulator valve,
  • Raised and strongly arched driver's cab roof,
  • Changed roof ventilation
1727 1765 1906 1928 cancellation
1728 1766 1906 1928 cancellation
1729 1767 1906 1945 Sale in the Netherlands, there NS 3005
  • SBB war reserve until the end of the Second World War
1730 1768 1906 1928 cancellation
1731 1769 1906 1929 cancellation
1732 1770 1906 1930 cancellation
1733 1771 1906 1926 cancellation
1734 1772 1906 1930 cancellation
1735 1773 1906 1928 cancellation
1736 1776 1906 1928 Re-use as Xdm 4 99658
  • Motorized spray truck for cleaning the catenary structures
  • 1930 scrapping and demolition
1737 1777 1906 1925 cancellation
1738 1778 1906 1928 cancellation
1739 1779 1906 1926 cancellation
1740 1780 1906 1932 cancellation
1741 1781 1906 1928 cancellation
1742 1782 1907 1929 cancellation
1743 1783 1907 1928 cancellation
1744 1784 1907 1933 cancellation
1745 1785 1907 1928 cancellation
1746 1786 1907 1928 cancellation
1747 1787 1907 1926 cancellation

Modifications to the B 3/4 1601–1747

In the course of time, the locomotives of the JS and SBB series saw minor adjustments.

A total of 45 locomotives received a Langer smoke burner and 8 locomotives a simplified SBB smoke burner. The locomotives with the Langer smoke burner were marked with a double ring on the chimney and the locomotives with the SBB smoke burner with a brass ring. The JS locomotive 1665, together with the SBB locomotives 1691–1747, was fitted with a regulating brake in addition to the Westinghouse brake. The steel-blue boiler cladding disappeared by around 1920 and the locomotives were kept uniform in black. The 1729 locomotive was given an exhaust steam injector on a trial basis in 1924. There were minor modifications to the cab. For example, windshields for the locomotive crew were installed between the side windows of the driver's cab and the roof was partially extended towards the tender. The number of district affiliation on the side of the driver's cab disappeared when SBB circles II and V as well as III and IV were merged. The number plate attached to the chimney was, like all other SBB locomotives except the Brünigbahn, lowered to the smoke chamber door around 1917/1918. With the onset of electrification of the SBB network, a protective bar was installed on the tender from 1919 to protect against the dangers of electrical operation.

All 147 locomotives remained wet steam locomotives for life. The superheated steam came in contact with the two SBB prototype locomotives B 3/4 1301–1302 for the first time. The B 3/4 series 1601–1747 served as a model for this in terms of dimensions.

The pictures from the years 1916 to 1920 are known. During this time there was a coal shortage due to the war. Therefore, the B 3/4 locomotives were converted for wood firing. This included a spark guard on the chimney and a timber loading limiter on the tender.

NS series 3000

Type picture of the NS 3005 in Hengelo

After the end of the Second World War, the badly battered Dutch state railway NS profited from the purchase of Swiss occasional locomotives. The locomotives 1608, 1617, 1695 as well as 1721 and 1729 arrived together with 22 locomotives of the type A 3/5 , eight JS Ec 3/4 , five shunting locomotives of the type E 3/3 formerly SCB and two formerly JS between 1945 and 1946 Netherlands. The transfer from Switzerland to the Netherlands took place in several convoys. In total, NS paid CHF 1,650,000 for the 22 large A 3/5 express train locomotives and CHF 985,000 for the 20 smaller passenger and shunting locomotives; a handsome price for the 20 to 40 year old locomotives.

In the NS, the five B 3/4 were given the numbers 3001-3005 in a second occupation. Her new field of application was the operation of freight trains from the Hengelo , Amersfoort , Arnhem and Nijmegen depots . Machine nos. 3002 and 3005 were retired after only two years of service, the other three machines 3001, 3003 and 3004 followed after a total of three and four years of service, respectively. Following the scrapping, the five former B 3/4 were demolished. The very short period of use is due to the fact that the locomotive staff was not familiar enough with compound engines. Compound engines are and never were in the NS locomotive inventory with the exception of the sold Swiss war reserve locomotives. Above all, the three-cylinder compound machines caused no joy from the Dutch staff.

SLM serial number Construction year JS number SBB number NS number Commissioning at NS Discarded by NS Whereabouts
1096 1898 308 1608 3001 1946 1949 cancellation
1172 1899 317 1617 3002 1946 1948 cancellation
1530 1903 1695 3003 1945 1948 cancellation
1629 1905 1721 3004 1945 1949 cancellation
1767 1906 1729 3005 1945 1947 cancellation

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