OS B 2/3 (Karlsruhe)
| OS B 2/3 | |
|---|---|
 |
|
| Numbering: | OS 6-20 |
| Number: | 15th |
| Manufacturer: | Karlsruhe |
| Year of construction (s): | 1856-58 |
| Retirement: | 1888-1902 |
| Axis formula : | 1'B |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 13 650 mm |
| Service mass with tender: | 40.2 t |
| Friction mass: | 18.1 t |
| Top speed: | 70 km / h |
| Driving wheel diameter: | 1,686 mm |
| Impeller diameter front: | 900 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 408 |
| Piston stroke: | 612 |
| Boiler : | Stephenson long boiler |
| Boiler overpressure: | 8 bar 9 bar (2nd boiler) |
| Number of heating pipes: | 127 |
| Heating pipe length: | 4350 mm |
| Grate area: | 1.0 m² |
| Radiant heating surface: | 6.2 m² |
| Evaporation heating surface: | 95.0 m² |
| Water supply: | 4.0 m³ |
| Fuel supply: | 2.4 tons of coal |
| Locomotive brake: | Back pressure brake |
| Train brake: | from 1888–90 air brake according to Wegner |
| Train heating: | Steam heating |
| Speedometer: | from 1889 |
| Control: | Stephenson inside |
| Operating mode: | - |
The Compagnie de l'Ouest Suisse ( OS ) procured a total of 15 type B 2/3 steam locomotives with a tender between 1856 and 1858 , which were designed as mixed-train locomotives . They were supplied by the Maschinenbau-Gesellschaft Karlsruhe and from 1890 - with the exception of two locomotives that had already been discarded by the Suisse-Occidentale-Simplon (SOS) - continued to be used by the Jura-Simplon Railway (JS).
This is the second series of this machine type on the OS, for the other locomotives of this type see B 2/3 .
As the only locomotive type of the OS, they never changed the locomotive number on the OS. It was not until the JS that they were numbered, the order being based on the age of the boiler.
Technical
The machine was one of the Stephenson long boiler type. A special feature of the boiler was a very high steam dome at the height of the barrel axis, which almost reached the height of the chimney. The fire box was located behind the driving axles. The inlet pipes were led through the smoke chamber, but when replacing the boiler they were moved outside. The safety valves were on the manhole cover above the fire box. The machines did not have a driver's cab, but only end walls with a small roof extension, so-called Lunettes end walls.
The boiler replacement numbers 9, 11 and 17 were given a boiler with a small steam dome on which a Romsbotton safety valve was located. The initial boiler pressure was 8 bar. In the case of the replacement boilers, it was increased to 9 bar, otherwise the dimensions of the two boilers do not differ. The first machines had even larger, conical spark arresting chimneys, but these were quickly adapted to the later delivered locomotives, which had slightly conical sheet metal chimneys. Some of these were provided with folding deflector hoods for the tunnel journey. They were later exchanged for cast chimneys.
The lightly built inner frame was supported on two common inverted leaf springs of the coupling axle. The barrel axle had upper suspension springs over the axles. The regulator cable was guided above the boiler, the operating lever was in front of the front wall. The sandpit was located behind the steam dome and spread in front of the driving axis. Initially, there were only vehicle feed pumps, which were replaced in the 1870s. The machines had an external engine, which acted on the first coupled axle, but had an internal Stephenson control . This acted on the vertical slide. A lever reversal was built in. At first there was no protective box for the coupling wheels, but the rotating sheet was bent over them and led away. The revolving sheets were replaced at a later date by straight ones with a protective box. The protective boxes, however, were perforated for weight reasons.
The tender was two-axle with an outer frame and outer day springs over the axles. The coal room was located between the horseshoe-shaped water tank. There was a counter pressure brake , but no block brake on the machine. Only the tender had an always effective brake, a spindle handbrake. This was inclined and appeared on four blocks. Only numbers 53 and 39 were temporarily given a drive wheel brake according to Wegner in 1888, but this did not prove itself and was therefore expanded again. Between 1888 and 1890, all machines still in existence received an automatic Wegner compressed air brake, which also acted on the tender wheels. The main air reservoir was arranged in a tubular shape above the kettle. The locomotives had steam heating and were retrofitted with speedometers around 1889/90.
| designation | OS no. SO / SOS no. |
JS no. from 1890 |
Surname | Factory number |
Construction year | Manufacturer | 2nd boiler | discarded | Remarks |
|---|---|---|---|---|---|---|---|---|---|
| from 1873: I from 1887: A2T from 1902: B 2/3 |
6th | 51 | La Ville d'Yverdon | 39 | 1856 | Karlsruhe | - | 1891 | |
| 7th | 54 | La Ville de Morges | 40 | 1887 | 1899 | ||||
| 8th | 55 | La Ville de Lausanne | 41 | 1884 | 1900 | ||||
| 9 | 56 | L'Eclair | 42 | 1857 | 1884 | 1899 | |||
| 10 | 57 | La Ville de Cossonay | 43 | 1884 | 1896 | ||||
| 11 | 58 | Simplon | 44 | 1887 | 1901 | ||||
| 12 | 59 | Chillon | 45 | 1882 | 1898 | ||||
| 13 | 60 | St. Bernard | 46 | 1885 | 1898 | ||||
| 14th | - | Vautour | 47 | - | 1889 | ||||
| 15th | 61 | La Ville de Grandson | 48 | 1885 | 1898 | ||||
| 16 | 801 | La Promenthouse | 83 | 1858 | - | 1891 | 1878 conversion to E 2/3 | ||
| 17th | 62 | La Vaudoise | 84 | 1884 | 1902 | ||||
| 18th | - | La Ville de Neuchâtel | 85 | - | 1888 | ||||
| 19th | 52 | La Ville de Genève | 86 | - | 1892 | ||||
| 20th | 53 | La Veveyse | 87 | - | 1890 |
Conversion of the number 16 into E 2/3 801
In 1878 the number 16 was converted into a tender machine for the shunting service. Exact information about this has not been preserved, except that it received small drive wheels with a wheel diameter of 1320 mm and the running axle was set up to be curved. Their new total weight was 31.5 tons, of which 24 tons were friction weight. It was certainly given a rear bumper as well as probably side water tanks and a driver's cab with a rear coal container. A block brake also had to be installed, the design of which is not known. The machine had to be scrapped in 1891 due to a boiler damage and was broken off.
business
The machines were not considered to be particularly powerful. It is estimated that the load limit for passenger trains was 200 tons.
swell
- Alfred Moser: The steam operation of the Swiss railways 1847-1966 . 4th updated edition, Birkhäuser, Stuttgart 1967. S. 204ff