NSB Type 11

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NSB Type 11
NSB 11c 81 after delivery to the Nyland workshop, 1894
NSB 11c 81 after delivery to the Nyland workshop, 1894
Numbering: 64-66, 75-83
Number: 12
Manufacturer: Dübs and Company :
1891: 11a 64-66
1893: 11b 75-77
1893: 11c 78, 79
Nylands mekaniske
Verksted : 1894: 11c 80, 81
1896: 11b 82, 83
Type : 11a: 1'C-2 n2
11b: 1'C-2 n2v
11c: 1'C-2 n2v
11d: 1'C-2 h2
11e: 1'C-2 h2
11f: 1'C-2 h2v
Gauge : 1435 mm ( standard gauge )
Length over buffers: 14,428 mm
Total wheelbase: 11,342 mm
Service mass: 11a: 32.5 t
11b: 32.7 t
11c: 32.5 t
11d: 33.5 t
11e: 33.8 t
Service mass with tender: 11a: 56.7 t
11b: 55.0 t
11c: 58.1 t
11d: 59.5 t
11e: 56.7 t
11f: 55.0 t
Friction mass: 11a: 28.6 t
11b: 28.3 t
11c: 29.6 t
11d: 30.3 t
11e: 28.6 t
11f: 28.3 t
Top speed: forward 60 km / h
backward 40 km / h
Driving wheel diameter: 1,448 mm
Number of cylinders: 2
HD cylinder diameter: 11a: 406 mm
11b: 425 mm
11c: 425 mm
11d: 432 mm
11e: 406 mm
11f: 425 mm
LP cylinder diameter: 11b: 635 mm
11c: 635 mm
11f: 635 mm
Piston stroke: 610 mm
Boiler overpressure: 11a, 11e:
10 kg / cm 2
11b, 11c, 11d, 11f:
12 kg / cm 2
Grate area: 1.3 m 2
Tubular heating surface: 11a: 82.3 m 2
11b: 76.4 m 2
11c: 80.7 m 2
11d: 66.8 m 2
11e: 71.2 m 2
11f: 62.2 m 2
Superheater area : 11d: 18.4 m 2
11e: 45 m 2
11f: 16.3 m 2
Service weight of the tender: 11a: 11.4 t
11b: 11.6 t
11c: 11.4 t
11d: 11.6 t
11e: 11.4 t
11f: 11.6 t
Water supply: 11a: 7 t
11b: 5.4 t
11c: 7 t
11d: 7.7 t
11e: 7 t
11f: 5.4 t
Fuel supply: Coal: 2.5 t

The Norwegian steam locomotive series NSB Type 11 were locomotives with a 1'C wheel arrangement, which were built between 1891 and 1896 by Dübs and Company in Glasgow and Nylands mekaniske Verksted in Oslo in twelve copies in different designs for Norges Statsbaner . Three locomotives were converted into the Type 15d and Type 15h series . In the early days, her main area of ​​responsibility was the transportation of freight trains .

history

The NSB Type 11 series was one of three steam locomotive series that NSB acquired in 1891 for use on lighter, standard-gauge lines. The series was intended for freight traffic, while NSB Type 12 was intended for local trains and NSB Type 13 for long-running passenger trains . In total, the three locomotives 64 to 66 were ordered first.

The three locomotive types had a lot in common and were designed in close cooperation between the machine director Oxaal of the state railways and the Dübs and Company locomotive factory in Glasgow . Type 12 had a Tenderlokomotive in the same finish as the Tender locomotive of the type 11 . Type 11 and Type 12 had identical boilers and tenders .

After the first delivery, another three locomotives were ordered from Dübs. They were built as composite locomotives, which at the time of construction in 1893 were the usual steam locomotive technology. The composite design increased the weight of the locomotive compared to the 11a , which could be saved in part by lowering the fire box and the possible reduction in the smoke tubes.

Solørbanen and Gudbrandsdalsbanen north of Hamar were under construction. These lines were built in a cheaper version than usual, as the so-called "lett normalsporet bane" ( German  light standard-gauge railway ). This construction was decided in Storting , in order to build the lines in standard gauge instead of the narrow gauge usual in Norway at the time.

Four locomotives were built in Norway by Nylands mekaniske Verksted in Christiania, which is known as the shipyard . The workshop briefly tried to build locomotives in the 1890s.

Like many other Norwegian wet steam locomotives, the series was modernized between 1890 and 1910, but some locomotives were not modernized until after the First World War .

NSB Type 11a

The first three locomotives of this series (Dübs 2843 to 2845) were ordered on November 18, 1890. They were wet steam locomotives with twin engines (1'C-2 n2). They were grouped into the 11a series .

The delivery took place a year later. The three locomotives were split up on different tracks. No. 64 came to Eidsvoll-Hamarbanen , No. 65 to Kongsvingerbane and No. 66 to Smaalensbane .

All three locomotives were converted, first No. 65 in October 1918 to the 11e class , followed by locomotive No. 64 in January 1923. No. 66 in 1919, however, was converted to the 11d class .

NSB Type 11b

The second part series with three copies received a compound engine (1'C-2 n2v). They were built at Dübs with construction numbers 3027 to 3029, delivered in 1893 and designated as 11b 75 to 11b 77 . They had an operating weight of 55 t.

This was followed by another order for two locomotives, which were built by Nyland in January 1896 with the construction numbers 5 and 6 and which were put into operation as 11b 82 on February 19, 1896 and as 11b 83 on February 10, 1896.

No. 75 came first to Kongsvinger – Flisenbane , No. 76 and 77 to Eidsvold – Ottabane .

11b 83 was added to the 11f class in February 1925 when it was converted into a superheated steam locomotive .

A change from No. 77 to No. 76 on May 6, 1930 is unclear because, according to the documents available, both locomotives were shut down in December 1932 and retired on February 18, 1933. Locomotive No. 82 remained in service until 1944.

NSB Type 11c

After the first series of the composite design 11b supplied by Dübs, a new order followed in 1893 in the same design, but with an enlarged heating surface and a tender with more water. This increased the service weight to 58.1 t. In 1893 the two locomotives 11c 78 and 11c 79 built at Dübs (3030 and 3031) were delivered and put into operation in July. Nyland delivered the machines 11c 80 and 11c 81 1894 manufactured with the construction numbers 3 and 4 , they went into regular service in March.

The 11c 78 and 11c 79 came to Eidsvold – Ottabane and Smaalensbane. At the Eidsvold-Ottabane they were intended for use between Eidsvoll and Hamar .

Locomotives 78 to 80 were retired in 1928, no. 81 remained in service until 1935.

NSB Type 11d

The 11d 66 locomotive was converted from the 11a 66 in 1919 . It received a new superheated steam boiler, larger cylinders with a diameter of 432 mm and a Hochwald slide control. The superheater heating area was 18.4 m 2 . The coal boards on the tender were raised and the locomotive was given a new driver's cab so that it resembled the Type 21 with a two-axle tender and an extended center distance between the second and third drive axles.

The locomotive was parked on November 26, 1954 and retired on January 17, 1955.

NSB Type 11e

Type 11e was created in 1918 through the use of thinner superheater tubes compared to the standard tubes. These were called Smårøroverheter ( German  tube superheater ). The two oldest locomotives, No. 64 in January 1923 and No. 65 in October 1918, were converted in this way.

Another renovation took place when No. 65 1931 and No. 64 1932 locomotives were given larger cylinders with a 432 mm diameter and a three-axle tender. This measure resulted in the grouping into the Type 15h series .

NSB Type 11f

The Type 11f was the result of equipping the composite locomotive 11c 83 with a superheated steam boiler . She kept the compound device and the flat slide. This conversion took place in February 1925 and was viewed by the locomotive staff as a poor solution. The locomotive was equipped with a three-axle tender in November 1931 and added to the Type 15d series .

NSB type 11g

Another planned conversion of a locomotive into the superheated steam variant 11g , which has already been assigned technical data, was not carried out.

commitment

The series was actually designed for freight train service. However, the locomotives were used for low-speed passenger trains in later years. The versatile construction was mainly used on routes with a lighter superstructure .

In the last few years of operation, the series drove work and construction trains. There are photographs of locomotive 66 during the construction of the Nordlandsbane during the 1930s.

Retirement

The decommissioning and scrapping of the unmodified locomotives began as early as 1928 (No. 78-80), after 35 years of service. In 1945 all locomotives that had not been converted were retired.

All that remained was the converted 11d 66 . The three other locomotives had been converted into the Type 15 by equipping them with a three-axle tender . No. 66 was decommissioned at the end of the railway jubilee year 1954 and officially retired on January 17, 1955.

literature

  • Bjerke, T., Hansen, TB, Johansson, EW & Sando, S .: Damplokomotiver i Norge . Ed .: Norsk Jernbaneklubb. Oslo / Lillehammer / Trondheim 1987, p. 130-132 .

Individual evidence

  1. ↑ a b Svein Sando: Tekniske spesifikasjoner for normalsporte damplok NSB. Retrieved May 15, 2015 (Norwegian).
  2. ^ A. Pohlhausen: The piston steam engines: A teaching and manual for students, technicians. The controls from Neuhaus-Hochwald. 1925, p. 287 , accessed on May 13, 2015 (Springer-Verlag Berlin, Heidelberg, ISBN 978-3-662-28986-0 ).

Web links

Commons : NSB type 11  - collection of images, videos and audio files