NSB type 19a
| NSB Type 19a NSB Type 28a NSB Type 28b |
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|---|---|
 Locomotive No. 151, factory picture SLM
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| Numbering: | 19a: 151-156, 160-162 28a: 163-164 28b: 151, 155, 156, 160-162 |
| Number: | 19a: 9 28a: 2 28b: 6 |
| Manufacturer: | 19a 151–156: SLM 19a 160–162: Hamar 28a: Hamar 28b: conversion from 19a |
| Year of construction (s): | 19a 151–156: 1902 19a 160–162: 1909–1910 28a: 1911 28b (conversion): 1939–1945 |
| Axis formula : | 1'D n2v, 1'D h2 |
| Type : | 19a: 1'D n2v 28a, 28b: 1'D h2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19a, 28b: 16,700 mm, 28a: 16,940 mm |
| Fixed wheelbase: | 2825 mm |
| Total wheelbase: | 6700 mm |
| Empty mass: | 63.6 t |
| Service mass: | 71.55 t |
| Service mass with tender: | 106.1 t |
| Friction mass: | 62 t |
| Wheel set mass : | 15.5 t |
| Top speed: | 19a, 28a: 40 km / h 28b: 45 km / h |
| Driving wheel diameter: | 1250 mm |
| Impeller diameter front: | 988 mm |
| Number of cylinders: | 2 |
| HD cylinder diameter: | 19a: 550 mm |
| LP cylinder diameter: | 19a: 820 mm |
| Piston stroke: | 640 mm |
| Boiler overpressure: | 13 atm |
| Number of heating pipes: | 273 |
| Grate area: | 2.8 m 2 |
| Radiant heating surface: | 11.7 m² |
| Tubular heating surface: | 166 m² |
| Evaporation heating surface: | 177.7 m² |
| Service weight of the tender: | 36.75 t |
| Water supply: | 15 m³ |
| Fuel supply: | 19a, 28b: 4 t 28a: 6 t |
| Brake: | Westinghouse brake on the tender Vapor barrier for coupled axles |
| Speedometer: | Housekeeper |
| Control: | Heusinger control |
The NSB Type 19a was a steam locomotive series of the Norges Statsbaner (NSB) that was procured for use in front of ore trains on the Ofotenbahn . The Norwegian railway lines, which belonged to the state, were administratively independent units at the time . The nine locomotives were assigned to the Ofotbane (OB).
The locomotives developed by the Schweizerische Lokomotiv- und Maschinenfabrik (SLM) were also built by Hamar Jernstøberi in Norway . The wet steam composite locomotives 19a formed the basis for the development of the steam locomotives of the types 28a and 28b . The locomotives of all three types were coupled with four-axle tenders.
history
In 1899 the NSB tendered the procurement of locomotives for the transport of ore trains on the Ofotbane between Narvik and Riksgränsen , which was under construction . The order was placed on February 27, 1900. The line had arcs of 300 to 400 m in radius and over 70% of the route length a continuous gradient of 12 to 17 ‰. The locomotives were to have four coupled axles and a front running axle and be able to exert a pulling force of 9 t at 18 km / h, whereby the axle load of 15.5 t could not be exceeded.
The tender was won against international competition by SLM, which in 1900 received an order for the delivery of six locomotives. They were the largest and most powerful locomotives that the manufacturer had built until then, and were delivered in May and June 1902 with the numbers 151–156 for the commissioning of the line. Previously, test runs had been carried out on the Gotthard Railway , during which 200 t trains could be run on the 26 ‰ ramp without any problems. The tractive force of the locomotive was then estimated at 9.8 t at a speed of 22 km / h, which was significantly above the contractually agreed values.
Because of the increasing traffic on the Ofotbane, additional locomotives were necessary, so that Hamar Jernstøberi built another three locomotives according to the SLM's plans, those with number 160 (Hamar 32) in January 1909 and with numbers 161 and 162 (Hamar 50 and 51) in early 1910 were delivered.
technology
NSB type 19a
The Type 19a was a two-cylinder wet steam composite locomotive. The boiler rests on a plate frame made of 40 mm thick sheet metal. Because of the large fire box, the rear boiler could not be placed between the frame, so that the boiler had to be installed very high. The center of the boiler was 2,650 mm above the upper edge of the rail . At 1700 mm, the diameter of the boiler was 165 mm larger than that of the Gotthard Railway's locomotives at the time. On the front boiler shot was steam dome arranged in the extending regulator was. From there the steam first got into the high pressure cylinder on the right and then into the low pressure cylinder on the left side of the locomotive. At 820 mm, it had a very large diameter for the time.
The drive took place on the third coupling axle. The first coupling axle was connected to the radially adjustable running axle with compensating levers, and the last three coupling axles were also connected with compensating levers. The second and fourth coupling axles each had a side clearance of 30 mm.
commitment
On July 1, 1920, District 8 (Ofotbanen) of the NSB was named District Narvik. All nine locomotives remained in service until the ore line was fully electrified in 1922. Since the demand was no longer available afterwards, the 19a 154 was the first to be turned off in October 1923. The 19a 153 followed in November 1923 and probably around this time also the 19a 152 . All three locomotives were taken out of service and scrapped on March 5, 1935 after a long period of inactivity.
The 19a 160–162 built by Hamar Jernstøberi came to the Trondheim district immediately after starting electrical operation on the ore railway .
The 19a 151 was transferred to the Oslo district in 1934 , the 19a 156 and 155 followed in 1941 and 1943.
Depending on requirements, they were used in the districts of Oslo, Trondheim and Bergen until the conversion to Type 28b . This conversion took place from July 1939 ( 162 ) to February 1945 ( 160 ).
NSB type 28a
Two more locomotives of a similar design were ordered from Hamar Jernstøberi on September 14, 1910 and delivered in November 1911 with the numbers 163 and 164 (Hamar 67 and 68). In contrast to the type 19a wet steam locomotives, they were designed as twin hot- steam locomotives and therefore assigned to the type 28a .
commitment
Both locomotives were delivered on November 25, 1925 from the Narvik district, where they were no longer needed, to the Oslo district. The 163 was parked on November 7, 1957 and retired on January 13, 1958. The 164 was shut down on May 23, 1959 and taken out of service on September 26, 1959.
NSB Type 28b
The superheated steam design proved its worth, so that the remaining six wet steam locomotives of type 19a were converted into superheated steam locomotives between July 1939 and February 1945. They received the type designation 28b , but kept their company numbers.
commitment
They were used in the Bergen and Oslo districts. The 155 remained in Narvik until the renovation in December 1943 and was then transferred to the Oslo district. The retirement began in 1955, the decommissioning took place between October 18, 1955 ( 156 ) and September 20, 1960, when the 155 was the last locomotive of the type to be scrapped.
literature
- The 4/5 coupled composite freight locomotive with a four-axle tender of the Norwegian State Railways: built by Switzerland. Locomotive and machine factory in Winterthur . In: Schweizerische Bauzeitung . tape 40 , no. 14 , October 4, 1902, p. 145-147 , doi : 10.5169 / seals-23431 .
Web links
- Database over rullende jernbanematerialiell brukt i Norge. NSB type 19a. Norsk Jerbaneklubb, accessed March 22, 2017 (Norwegian).
- Database over rullende jernbanematerialiell brukt i Norge. NSB Type 28a and 28b. Norsk Jerbaneklubb, accessed March 22, 2017 (Norwegian).
Individual evidence
- ↑ a b Norske Lokomotiver. In: Jernbanen.dk. 2017, Retrieved March 21, 2017 (Norwegian).
- ↑ NSB steam locomotive type 19a - 28b. In: gamlenarvik. 2009, Retrieved March 21, 2017 (Norwegian).
- ↑ SLM data sheet
- ↑ Svein Sando: Tekniske spesifikasjoner for normalsporte damplok NSB. Retrieved March 22, 2017 (Norwegian).
- ↑ a b c d Swiss construction newspaper
- ↑ Luleå – Boden – Gällivare – Kiruna – Narvik. Malmbanan. Retrieved March 22, 2017 (Swedish).