NSB type 31
| NSB type 31 | |
|---|---|
 NSB 31b 452 in the Norsk Jernbane Museum in Hamar
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| Numbering: |
Thunes mekaniske Verksted : 1915: 31a 284, 285 1920: 31a 319, 320 1923: 31b 430, 431; Nydqvist och Holm : 1921: 31b 400-403 Norsk Maskin Industri : 1922: 31b 415-419; Breda : 1924: 31b 450, 451 Hamar & Thune : 1925: 31b 446-448; 1926: 31b 449, 452, 453 |
| Number: | 27 |
| Manufacturer: | Thunes mekaniske Verksted , Nydqvist och Holm , Norsk Maskin Industri (NMI), Hamar & Thune , Breda |
| Year of construction (s): | 1915, 1920-1926 |
| Retirement: | last locomotive: 451 on November 9, 1970 |
| Type : | 31a: 2'D-h4 31b: 2'D-h4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 18,660 mm |
| Service mass: | 31a: 66.8 t 31b: 71.1 t |
| Service mass with tender: | 31a: 118.2 t 31b: 123.2 t |
| Friction mass: | 31a: 55.9 t 31b: 57.6 t |
| Top speed: | 70/50 km / h |
| Driving wheel diameter: | 1,350 mm |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 31a: 410 mm 31b: 420 mm |
| LP cylinder diameter: | 630 mm |
| Piston stroke: | 600 mm |
| Boiler overpressure: | 16 kp |
| Grate area: | 3.0 m² |
| Service weight of the tender: | 18.2 t |
The Norwegian steam locomotive series NSB Type 31 was built between 1915 and 1926 by Thunes mekaniske in Oslo , Nydqvist och Holm in Trollhättan , Breda in Sesto San Giovanni , Hamar Jernstøberi in Hamar and Norsk Maskin Industri (NMI) in Oslo for Norges Statsbaner .
history
The series was a further development of the NSB Type 26 series . It was one of the largest steam locomotive series of the NSB and hauled the most important trains on the non-electrified lines, especially on the Bergenbane and Gjøvikbane , as well as in the Hamar and Trondheim railway districts .
The locomotive series was built in two variants.
Type 31a
The first series 31a with the four locomotives No. 284 and 285 (Thune 1915) and 319 and 320 (Thune 1920) were mainly purchased as push locomotives for the snow throwers on the Bergenbane. They were in use until 1968 and were deployed from Finse train station .
The 31a was a four-cylinder high-pressure locomotive. Due to the fact that in high-pressure cylinder locomotives full pressure occurs in all cylinders at the same time, there is a powerful starting torque, with no peak consumption in relation to power when coal consumption occurs. This made the locomotives particularly suitable for snow clearing, as the high output was only required for a short period of time.
Type 31b
The second series 31b with 23 locomotives was a four-cylinder compound locomotive . That is, the steam expanded first in two high pressure cylinders and then in two low pressure cylinders. This led to better utilization of the steam and lower coal consumption. The 31b was therefore better suited to pulling heavy trains on long inclines than the 31a . The Bergenbane with its gradients was therefore the main area of application for the 31b locomotives until the end of the 1950s.
Areas of application
The machines have always been viewed as typical mountain locomotives and mainly pulled the pairs of passenger trains 601/602, 605/606 and 609/610 on the Bergenbane. However, they found a further field of activity in freight trains, as the relatively small diameter of the drive wheels made them a universally applicable locomotive. The locomotives were evenly distributed to rail districts of Oslo, Bergen , Oslo and Trondheim. The machines from Oslo were mostly used from Oslo to Ål , where a machine from Bergen took over the train to Bergen. They were also used from Oslo on the Gjøvikbane and between Lillestrøm and Hamar. The machines from the Hamar and Trondheim districts operated on the Dovrebane and Raumabane . The Trondheim locomotives were partly used north of Trondheim.
End of planning service
With the transition to diesel operation at the end of the 1950s, trains run by steam locomotives were transferred to diesel locomotives of the Di 3 type . This happened in 1957/1958 for the passenger trains on the Bergenbane. Between 1961 and 1963, electrification replaced other steam locomotives on Gjøvikbane. Some of these were transferred to other offices. Seven locomotives took over the freight train service in Hamar district from 1961/62 Hamar and Otta . They were also used for work trains, sometimes on branch lines that these heavy locomotives had to withstand ( Valdresbanen 1967/1968 and Rørosbanen between 1965 and 1968).
The snow blower locomotives no. 285 and 320 were only parked in 1970 and then only briefly held in reserve. This also applied to No. 451, which always belonged to the Oslo district , but was ultimately used in the snow removal service. 1969 was probably the last year in which the locomotives were used in scheduled service, although this usually only happened in emergencies.
No. 403 was taken out of service on February 28, 1944 after a collision with a tank truck at Breifoss near Geilo on Bergensbane. No. 415 was then the first locomotive of the series still in use, which was retired on October 27, 1960, the remaining machines followed until No. 451 was the last to be taken out of service on November 9, 1970.
Museum locomotive
No. 452 has been preserved and is in the Norsk Jernbane Museum in Hamar . It was last used as a reserve locomotive in Otta until October 8, 1968.
literature
- Bjerke, Hansen, Johansson & Sando: Steam locomotives in Norge . Norsk Jernbaneklubb, Oslo 1987.
Web links
- Material database type 31. Norsk Jernbaneklubb, accessed on October 18, 2019 (Norwegian).
- NSB type 31. (No longer available online.) Jernbane.net, archived from the original on October 16, 2007 ; Retrieved October 18, 2019 (Norwegian).