NSB Type 49
| NSB Type 49 "Dovregubben" |
|
|---|---|
 Dovregubben around 1935 on the Dovre Railway
|
|
| Numbering: | 463-465 and 470-473 |
| Number: | 7th |
| Manufacturer: |
Hamar & Thune : 1935: 49a 463, 464 1936: 49b 465 Krupp : 1940: 49c 470, 471 Thunes mekaniske Verksted : 1941: 49c 472, 473 |
| Year of construction (s): | 1935, 1936, 1940, 1941 |
| Retirement: | 1958 |
| Type : | 49a: 1'D2'-2'2 'h4v 49b: 1'Db'-2'2' h4v 49c: 1'D2'-2'2 'h4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 49a: 22,000 mm 49b: 22,000 mm 49c: 22,275 mm |
| Fixed wheelbase: | 49c: 3,360 mm |
| Total wheelbase: | 49c: 11,560 mm |
| Empty mass: | 49a: 87.2 t 49b: 92.7 t 49c: 88.6 t |
| Service mass: | 49c: 99.1 t |
| Service mass with tender: | 49a: 151.5 t 49b: 156.9 t 49c: 153.1 t |
| Friction mass: | 49a: 62.4 t 49b: 62.8 t 49c: 61.9 t |
| Top speed: | 90/45 km / h |
| Driving wheel diameter: | 1,530 mm |
| Impeller diameter front: | 988 mm |
| Rear wheel diameter: | 988 mm |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 440 mm |
| LP cylinder diameter: | 650 mm |
| Piston stroke: | ND: 700 mm HD: 650 mm |
| Boiler overpressure: | 17 kgf / cm 2 |
| Number of smoke tubes: | 49 |
| Heating pipe length: | 5,600 mm |
| Grate area: | 5.0 m² |
| Radiant heating surface: | 21.5 m 2 |
| Tubular heating surface: | 235.5 m 2 |
| Superheater area : | 102.0 m 2 |
| Evaporation heating surface: | 257.0 m 2 |
| Tender: | 2'2 ' |
| Service weight of the tender: | 54.1 t |
| Water supply: | 27.75 m 3 |
| Fuel supply: | 8.4 t |
The vehicles of the NSB Type 49 were tender locomotives of the Norwegian state railway Norges Statsbaner (NSB) for the heavy express train service . It was the most powerful and largest series of steam locomotives of the NSB. Seven of them were built between 1935 and 1941. The last ones were retired in 1958. One of the primary to the intended uses, which over the Dovrefjell leading Dovre as Dovregubben locomotives designated is the Norwegian Railway Museum preserved in Hamar.
history
The increasing weight of the express trains running on the Dovrebahn, which was completed in 1921, led the NSB to decide in the early 1930s to develop a new heavy express locomotive for these trains. You should cover the trains especially on the steep and winding section between Otta and Trondheim . Above all, this required high traction, but high speeds were not necessary due to the route. The maximum speed to be achieved for the new series was therefore set at 90 km / h, which is comparatively low for express locomotives and the locomotive is designed as a four-cylinder compound locomotive .
Since it was basically a small series that was used for testing, there were differences between the individual models. This resulted in a classification into different sub-series.
Type 49a
According to the design by Olaf Storsand , the mechanical engineering director of NSB, the Norwegian manufacturers Thune and Hamar initially delivered a copy each on June 7, 1935 and September 10, 1935, which were designated as 49a 463 and 464 and a few days after delivery in operations were taken over.
Type 49b
The same delivery company Hamar & Thune delivered a single item on March 14, 1936, which had a switchable booster bogie underneath the driver's cab and was given the number 49b 465 .
Type 49c
Four more locomotives were ordered on July 28, 1938. On August 23, 1940, the German manufacturer Krupp in Essen ( 49c 470 and 471 ) delivered two locomotives, and in 1941 two more locomotives from Thunes mekaniske Verksted ( 49c 472 and 473 ). Another seven pieces had been ordered from Krupp, but were unfinished and fell victim to bomb attacks on the Essen plant. Four copies had been ordered from the domestic industry in Norway, but were ultimately not completed after delays caused by the war. The processed parts were used as spare parts.
One of the locomotives built by Krupp was subjected to extensive test runs in 1940 by the Grunewald Locomotive Testing Office . It turned out to be very successful, the then head of the testing office described it as "the most economical composite locomotive" the office has ever examined. Used on a trial basis in front of an express train from Berlin to Wroclaw , the locomotive was able to keep the travel times designed for the DR series 01 and 120 km / h without any problems thanks to its very good acceleration ability despite the lower top speed.
commitment
The NSB used all seven units as planned, especially on the Dovrebahn in front of heavy express trains. The composite technology, however, increased maintenance costs and proved to be complicated. The machine 49a 464 was therefore shut down on September 17, 1953, but was not taken out of service until June 20, 1958. After the procurement of the new NSB Di 3 diesel locomotives , all others were taken out of service between February 4 and September 4, 1957 and retired on December 16, 1958.
Whereabouts
No. 470 built by Krupp has been preserved as a museum. It stands as a non-operational museum exhibit in the Norsk Jernbane Museum in Hamar .
Individual evidence
- ↑ Svein Sando: Tekniske spesifikasjoner for normalsporte damplok NSB. Retrieved December 13, 2013 (Norwegian).
- ↑ Bergkönig , a character from the drama Peer Gynt by Henrik Ibsen
- ^ Alfred Gottwaldt : Wagner's standard locomotives: the steam locomotives of the Reichsbahn and their creators , EK-Verlag, Freiburg 2012, ISBN 978-3-88255-738-1 , p. 139
- ^ Alfred Gottwaldt : Wagner's standard locomotives: the steam locomotives of the Reichsbahn and their creators , EK-Verlag, Freiburg 2012, ISBN 978-3-88255-738-1 , p. 140
Web links
- Database over rullende jernbanematerialiell brukt i Norge. Norsk Jerbaneklubb, accessed October 18, 2019 (Norwegian).
- Locomotive types on jernbane.net. Archived from the original on June 10, 2015 ; Retrieved October 18, 2019 (Norwegian).