NMBS / SNCB series 10
| NMBS / SNCB series 10 | |
|---|---|
 |
|
| Numbering: | 4501 - 4558 (Budget Belge) 10,001 to 10,049 (SNCB) |
| Number: | 58 |
| Manufacturer: | John Cockerill (10 locomotives), Anglo-Franco-Belge (17), Saint-Léonard (1), Zimmerman & Hanrez (8), La Meuse (7), FUF Haine-Saint-Pierre (4), La Hestre (5 ), Tubize (6) |
| Year of construction (s): | 1910–1912 (first series), 1912–1914 (second series) |
| Retirement: | 1959 |
| Axis formula : | 2'C1 'h4 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,190 mm |
| Total wheelbase: | 11425 mm |
| Service mass: | 102 t (first series), 98 t (second series) |
| Friction mass: | 57 t |
| Top speed: | 120 km / h |
| Performance indicator: | 2,250 (after conversion 2700) PSi (first series), 1950 (after conversion 2400) PSi (second series) |
| Coupling wheel diameter: | 1980 mm |
| Driving wheel diameter: | 1980 mm |
| Number of cylinders: | 4th |
| Cylinder diameter: | 500 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 14 bar |
| Grate area: | 5 m² (first series), 4.58 m² (second series) |
| Superheater area : | 62 m² |
| Evaporation heating surface: | 240 2 |
| Tender: | triaxial |
| Service weight of the tender: | 24 m 3 |
| Brake: | Westinghouse air brake handbrake |
| Control: | Walschaerts |
| Coupling type: | Screw coupling |
The row 10 of the Belgian State Railways (SNCB) was a type of express train - steam locomotives the wheel arrangement 2'C1 '( Pacific ). From 1910 to 1912 a first series of 29 locomotives was built, followed by 1914 by a second series of equal numbers in a lighter version especially for use on the Brussels – Ostend railway line . Originally numbered from 4501 onwards, they received their final series designation from the SNCB.
Construction and construction
Since the beginning of the 20th century, the engineer Jean-Baptiste Flamme developed several types of superheated steam locomotives . After tests with compound engines in a class 19 to locomotive, among other things , he decided on quad engines with single steam expansion, which were used in several series, especially in the powerful series 36 (for freight trains) and 10 (for express trains). The construction of rows 10 and 36 ceased with the outbreak of the First World War .
The boilers of both types were identical except for the dimensions of the fire boxes. Due to the weight restrictions of the 36 series, this resulted in the unusual appearance of the 10 series with a very short boiler compared to the wheelbase and a large platform in front of the smoke chamber , above the front running axles and the cylinders. In favor of a larger fire box, the rear (third) boiler section was designed to be conical. The locomotives of the second series were 4 tons lighter than those of the first and had a slightly smaller grate area.
Operation and modifications
The locomotives turned out to be one of the most powerful Pacific designs in Europe. For about 40 years they dominated the heavy express train service in Belgium and carried the Edelweiss Express between Brussels and Luxembourg . During the First World War, most of the locomotives in this series were evacuated to France, but not used there because of their high axle load.
From 1922 they were equipped with twin chimneys of the Legein type and with feed pumps of the Davies & Metcalfe type. Seven of the locomotives were rebuilt in 1926 as part of reparation payments at Vulkan in Hamburg and at Hanomag in Germany. In 1923, a stoker was tested on locomotive no. 4512 , a mechanical grate loading system that did not catch on in Belgium. From 1931 the locomotives received ACFI preheaters as well as smoke deflectors and new safety valves . Overall, their performance could be increased by the modifications by 20%, so that the locomotives were the most powerful European Pacific locomotives. Their mass increased to 115 or 112 tonnes and the maximum tensile load from 350 t to 430 t, and after the last renovations even to 500 t. Finally, from 1938 (but on most locomotives only after the Second World War ), the Legein chimneys were replaced by Kylchap systems. The first locomotive in the series was shortened a little on a trial basis and thus around 2.4 tons lighter while maintaining the friction mass.
After the electrification of the Namur – Luxembourg railway on September 30, 1956, the locomotives were no longer needed and almost all of them were parked. Only five copies of this type remained in service for express train services between Brussels and Mons as well as Brussels and Tournai until 1959, when they were replaced by diesel locomotives and the newer Type 1 .
The 10.018 locomotive, the last of its kind to be used on the route to Luxembourg, has been preserved and its exterior has been refurbished for the exhibition in the Train World museum in Schaerbeek . Since their axles and drive rods are cracked, they are unlikely to be restored to working order.
bibliography
- André Dagant, Les locomotives à vapeur de l'Etat Belge à la SNCB (1835–1966), Tielt, Editions Veys, D / 1982/1605/1, 1982.
- Phil Dambly, Nos inoubliables vapeurs, Bruxelles, Editions “Le Rail”, 1968.
Web links
Individual evidence
- ^ Jean-Baptiste Flamme: Superheaters Applied to Locomotives on the Belgian State Railways . In: Proceedings of the Institution of Mechanical Engineers . 69, 1905, pp. 409-427. doi : 10.1243 / PIME_PROC_1905_069_006_02 .
- ↑ a b Phil Dambly: Huitième période, 1904-1914. - Régime flame . In: Nos inoubliables vapeurs ( Accessed February 26, 2016).
- ↑ Phil Dambly: Neuvième période, 1914-1919 - Première guerre mondiale et locomotives "Armistice" . In: Nos inoubliables vapeurs (Retrieved May 2, 2016).
- ^ A. Jacquet: "Type 10" express locomotive, Belgian National Railway Company . In: The Locomotive Magazine and Railway Carriage and Wagon Review . 33, 1927, pp. 8-11.
- ^ Pourquoi les 232 R, S et U et les 241 P n'allaient pas en Belgique? in: Ferrovissime No. 90, p. 17.
- ↑ Phil Dambly: Dixième période, 1920-1939 - De l'Etat à la SNCB . In: Nos inoubliables vapeurs ( Accessed February 26, 2016).