SBB B 3/4
SBB B 3/4 | |
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Type picture of the B 3/4 No. 1310
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Numbering: | 1301-1369 |
Number: | 69 |
Manufacturer: | SLM Winterthur |
Year of construction (s): | 1905-1926 |
Retirement: | 1934-1964 |
Type : | 1C 'h2 |
Gauge : | 1435 mm ( standard gauge ) |
Length over buffers: | 16235 m |
Coupled axle wheel base: | 3900 mm |
Total wheelbase: | 6400 mm |
Wheelbase with tender: | 12735 mm |
Empty mass: | 50.5 t |
Service mass: | 56.3 t |
Service mass with tender: | 90.1 t |
Friction mass: | 45.1 t |
Top speed: | 75 km / h |
Indexed performance : | 1050 hp |
Starting tractive effort: | 8300 kg |
Driving wheel diameter: | 1520 mm |
Impeller diameter: | 850 mm |
Number of cylinders: | 2 |
HD cylinder diameter: | 540 mm |
Piston stroke: | 600 mm |
Boiler : | Ø 1450 mm |
Boiler overpressure: | 12 atm |
Number of heating pipes: | 132 |
Number of smoke tubes: | 18th |
Heating pipe length: | 3800 mm |
Grate area: | 2.3 m 2 |
Radiant heating surface: | 12.3 m 2 |
Tubular heating surface: | 99.6 m 2 |
Evaporation heating surface: | 111.9 m 2 |
Tender: | SBB three-axle, from No. 1350 type C 4/5 and C 5/6 |
Service weight of the tender: | 33.8 t |
Water supply: | 16 m 3 |
Fuel supply: | 6 t |
Drive: | De Glehn |
Brake: | Westinghouse block brake |
Train heating: | steam |
Speedometer: | Hasler, Klose |
Control: | Heusinger |
The SBB B 3/4 is a type of steam locomotive of the Swiss Federal Railways , 69 of which were built by the Swiss Locomotive and Machine Works (SLM) in Winterthur . The series designation is 1301-1369. The two prototypes nos. 1301–1302 built in 1905 heralded the age of superheated steam locomotives in Switzerland . These 69 locomotives, equipped with twin engines, were used for passenger and mixed trains on the entire SBB network.
One example of this series of locomotives has been preserved in working order.
history
With the merger of the five large private railways Jura-Simplon-Bahn JS, the Schweizerische Centralbahn SCB, the Nordostbahn NOB and the United Swiss Railways VSB in 1902 and the Gotthard Railway GB in 1909, a large number of steam locomotives of various origins (built in France , Germany and in Switzerland ), categories and performance classes in the inventory of the Swiss Federal Railways. These were traction vehicles traditionally operated with wet steam. The young SBB endeavored to replace the older machines with new locomotives, which could cope with the increased demands of the company. In the founding year, the SBB placed an order with the Swiss Locomotive and Machine Factory SLM in Winterthur for the subsequent delivery of an impressive number of express, passenger and local as well as freight locomotives. In doing so, SBB referred to the last locomotive types ordered by the predecessor railways JS, SCB and NOB. In addition, the SLM should develop more powerful steam locomotive types with four coupled axles
Superheated steam locomotives in Switzerland
Shortly before the turn of the century in 1900, the German engineer Dr. Wilhelm Schmidt the superheater . Inspired by the technology emerging in Germany and greatly improving the thermal efficiency of steam engines, SBB also commissioned SLM to develop hot steam locomotives of various sizes and engine arrangements. This included engines with single steam expansion as twin and triple and with a four-cylinder composite effect . As early as 1905, the SLM delivered the SBB, as a result of this elaboration, two prototype locomotives of a 3/4 coupled tender locomotive with twin engines. They were the first superheated steam locomotives in Switzerland.
The B 3/4 of the type JS served as a model so that the management, behavior and handling of the vehicle, as well as the coal consumption and maintenance costs of the new superheated steam tender locomotive could be compared with existing vehicles of the same size. Despite the visual similarity, the twin superheated steam B 3/4 differ from the three-cylinder wet steam B 3/4.
construction
The superheated steam prototypes ordered in connection with the B 3/4 1676-1747 locomotives were based on the B 3/4 1600 in terms of the wheelbase of the drive axles , wheel diameter, boiler and boiler dimensions, as well as Ramsbottom-type safety valves, tilting grates, steam dome regulator, diameter of the high-pressure cylinder and piston stroke the outer cylinder, as well as the weight of the locomotive and maximum speed.
The most important element and the biggest change is the multi-part Schmidt superheater. Thanks to the use of the superheater, the boiler pressure could be reduced to 12 Atm vapor pressure compared to 14 Atm in the B 3/4 1600.
The twin engine, which makes the middle high-pressure cylinder and the bolster axle superfluous, but only allows a drive on the second coupling axle, is significant. As a result of the modified engine, the boiler had to be positioned higher. The wheelsets came to stand completely below the revolving plate and the wheelset plates characteristic of JS locomotives were omitted. In addition, the sheet metal was pulled continuously at the same height above the cylinder block. Shortly behind the smoke chamber door, this sheet metal was rounded off.
The wet steam coming from the steam dome passes through the regulator and the connection pipe through the wet steam chamber of the superheating head. The overheating head is located in the smoke chamber of the steam boiler. From there, the wet steam flows back and forth twice in thin tubes of the superheating elements through a total of 18 smoke tubes. The wet steam is superheated by the hot gases up to 350 ° C. From the overheating elements, the superheated steam arrives in the superheated steam chamber of the above-mentioned overheating head and from there into the inlet pipes to the cylinders. Thanks to this process, it was possible to significantly increase the steam volume and at the same time reduce the generation of water vapor. The pulling force was measured at 8300 kg and the indicated power at 1050 hp.
The twin machine with two identical high-pressure cylinders with a diameter of 540 mm had the tried and tested control according to Heusinger / Walschaerts . Piston gate valves and the inside edge inflow were newly used. The piston rods passed through the cylinder. The smaller forces for the slide control due to the piston slide enabled a somewhat lighter linkage for the control. Safety valves were installed on all cylinder covers to prevent the risk of water hammer.
The inner frame, just 25 mm thick, was sufficiently stiffened between the cylinders by a cast steel frame. The suspension springs of the two rear coupling axles were below, those of the front coupling axle above the axle bearings and connected by compensating levers. While the two prototype locomotives were given an Adam's leading axle, the combined Helmholtz frame was used for series orders . Thanks to sufficient side play, this ensured the running axis and the first coupling axis and enabled smooth cornering.
Locomotives no. 1301-1308 received a Langer smoke consumer, while the remaining no. 1309-1369 received the simplified SBB smoke burner. The corresponding smoke burner was visible from the outside through two or one brass ring on the chimney.
A driver's cab that was open to the rear and had a high, heavily cambered roof was available for the locomotive crew. The Westinghouse air brake worked eight blocks on the two rear drive wheels and twelve blocks on the tender wheels. In addition, all locomotives had a regulating brake and a spindle brake. The operation of the sand spreading device took place with manual pull according to the Gresham principle and with compressed air according to the Leach system and worked on the first two coupling axles. Hasler speedometers were installed for the train driver, while the locomotives 1358-1363 received a Klose speedometer.
The three-axle tender of the locomotives 1301-1349 was identical to that of the three-cylinder B 3/4 1691-1747. For the locomotives 1350-1369, the type C 4/5 and C 5/6 tender were used, but with a reduced capacity of 16 m 3 water and 6 t coal.
The following load standards have been specified for the superheated steam B 3/4:
- 400 t for passenger trains and 1000 t for freight trains on level tracks
- 350 t for passenger trains and 550 t for freight trains on a gradient of 10 ‰
- 165 t for freight trains on a gradient of 27 ‰
commitment
Prototype locomotives
The superheated steam engines stood out from the three-cylinder engines in terms of performance and tractive power, what could be achieved with a 3/4 coupled locomotive, mobility, economy and maintenance. The only drawback is the running under steam, as the twin engine runs hard and bumpy due to the system.
Following the order for the last three-cylinder engines, SBB seamlessly ordered 67 series locomotives with the tried and tested hot steam engine.
Use in everyday life
The district allocation of the 69 locomotives was as follows (the district administrative location in brackets):
- 1301-1304, 1333-1340, 1353-1358, 1368-1369: District I (Lausanne)
- 1305-1308, 1313-1322: District II (Basel)
- 1309-1312, 1323-1332, 1350-1352: District III (Zurich)
- 1341-1349, 1364-1367: District IV (St. Gallen)
- 1359-1363: District V (Lucerne)
The locomotives in District I were maintained in Yverdon and the locomotives in Districts II to V in Olten
These locomotives were used in passenger, local and mixed trains to short express trains (long-distance and night trains).
Conversions
The locomotives 1359 and 1360 received a Dabeg drive feed pump in connection with an injection preheater for the feed water in 1924. As early as 1929 the Dabeg pumps were replaced by exhaust steam injectors of the Friedmann design. At the same time, the locomotives 1305, 1329, 1344, 1366 and 1368 received the same exhaust steam injector.
All locomotives kept their first boiler until they were scrapped.
Whereabouts
The superheated steam B 3/4 were scrapped after around 30 years of operation. This was initiated by locomotive no. 1302 in 1934. The majority of the locomotives were withdrawn from service between 1940 and 1955, with the last four sub-series (built 1911-1916) being out of service from the mid to late 1930s.
Locomotive 1349 was scrapped on site in 1953 after the accident in Seuzach . As the locomotive of a freight train, it collided with a truck trailer on a manually operated level crossing on April 13, 1953. She derailed and fell down the embankment, after which she came to a standstill lying on her side.
Locomotive No. 1367 was the last locomotive to go out of service at the age of around 50 in 1964. It is the only locomotive in the series that has survived the cutting torch and is now ready for use in the holdings of the SBB Historic Heritage Foundation (SBB Historic).
SBB number | SLM serial number | Construction year | Scrapping | Whereabouts | Remarks |
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1301 | 1634 | 1905 | 1949 | cancellation |
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1302 | 1635 | 1905 | 1934 | cancellation | |
1303 | 1788 | 1907 | 1953 | cancellation | |
1304 | 1789 | 1907 | 1953 | cancellation | |
1305 | 1790 | 1907 | 1950 | cancellation |
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1306 | 1791 | 1907 | 1951 | cancellation | |
1307 | 1792 | 1907 | 1953 | cancellation | |
1308 | 1793 | 1907 | 1949 | cancellation | |
1309 | 1794 | 1907 | 1953 | cancellation |
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1310 | 1795 | 1907 | 1954 | cancellation | |
1311 | 1796 | 1907 | 1953 | cancellation | |
1312 | 1797 | 1907 | 1961 | cancellation | |
1313 | 1860 | 1907 | 1954 | cancellation | |
1314 | 1861 | 1907 | 1953 | cancellation | |
1315 | 1862 | 1907 | 1949 | cancellation | |
1316 | 1863 | 1907 | 1953 | cancellation | |
1317 | 1864 | 1907 | 1949 | cancellation | |
1318 | 1865 | 1907 | 1953 | cancellation | |
1319 | 1866 | 1907 | 1950 | cancellation | |
1320 | 1867 | 1907 | 1952 | cancellation | |
1321 | 1868 | 1907 | 1934 | cancellation | |
1322 | 1869 | 1907 | 1952 | cancellation | |
1323 | 1956 | 1909 | 1953 | cancellation | |
1324 | 1957 | 1909 | 1954 | cancellation | |
1325 | 1958 | 1909 | 1953 | cancellation | |
1326 | 1959 | 1909 | 1953 | cancellation | |
1327 | 1960 | 1909 | 1954 | cancellation | |
1328 | 1961 | 1909 | 1951 | cancellation | |
1329 | 1962 | 1909 | 1960 | cancellation |
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1330 | 1963 | 1909 | 1951 | cancellation | |
1331 | 1964 | 1909 | 1953 | cancellation | |
1332 | 1965 | 1909 | 1954 | cancellation | |
1333 | 2046 | 1909 | 1947 | cancellation | |
1334 | 2047 | 1909 | 1954 | cancellation | |
1335 | 2048 | 1909 | 1944 | cancellation | |
1336 | 2049 | 1909 | 1953 | cancellation | |
1337 | 2050 | 1909 | 1954 | cancellation | |
1338 | 2051 | 1909 | 1949 | cancellation | |
1339 | 2052 | 1909 | 1953 | cancellation | |
1340 | 2053 | 1909 | 1954 | cancellation | |
1341 | 2054 | 1909 | 1953 | cancellation | |
1342 | 2055 | 1909 | 1943 | cancellation | |
1343 | 2056 | 1909 | 1949 | cancellation | |
1344 | 2057 | 1909 | 1949 | cancellation |
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1345 | 2058 | 1909 | 1949 | cancellation | |
1346 | 2059 | 1909 | 1959 | cancellation | |
1347 | 2060 | 1909 | 1944 | cancellation | |
1348 | 2061 | 1909 | 1955 | cancellation | |
1349 | 2062 | 1909 | 1953 | cancellation |
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1350 | 2150 | 1911 | 1934 | cancellation |
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1351 | 2151 | 1911 | 1934 | cancellation | |
1352 | 2152 | 1911 | 1935 | cancellation | |
1353 | 2153 | 1911 | 1938 | cancellation | |
1354 | 2154 | 1911 | 1935 | cancellation | |
1355 | 2155 | 1911 | 1937 | cancellation | |
1356 | 2156 | 1911 | 1943 | cancellation | |
1357 | 2353 | 1913 | 1943 | cancellation | |
1358 | 2354 | 1913 | 1957 | cancellation | |
1359 | 2355 | 1913 | 1959 | cancellation |
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1360 | 2356 | 1913 | 1948 | cancellation |
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1361 | 2357 | 1913 | 1955 | cancellation | |
1362 | 2358 | 1913 | 1938 | cancellation | |
1363 | 2359 | 1913 | 1943 | cancellation | |
1364 | 2483 | 1914 | 1957 | cancellation | |
1365 | 2484 | 1914 | 1938 | cancellation | |
1366 | 2485 | 1914 | 1938 | cancellation |
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1367 | 2557 | 1916 | 1964 | Historic locomotive |
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1368 | 2558 | 1916 | 1949 | cancellation |
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1369 | 2559 | 1916 | 1938 | cancellation |
literature
- Alfred Moser : The steam operation of the Swiss railways 1847-2006. 7th, updated and supplemented edition. Published by the Swiss Association of Railway Amateurs. Basel 2006, ISBN 3-03300948-4 .
- Erich Preuß, Reiner Preuß: Lexicon inventors and inventions: Railway. transpress publishing house for transport, Berlin 1986, ISBN 3-344-00053-5 .
- M. Weiss: Superheated steam passenger locomotive series B 3/4 of the Swiss Federal Railways In: Schweizerische Bauzeitung . Volume 50, Issue 5, 1907 (PDF, 6 MB, archived in E-Periodica of the ETH Library)
- Georges Zindel: On the development of the steam locomotive in Switzerland In: Schweizerische Bauzeitung . Volume 85, Issue 13, 1925 (PDF, 9 MB, archived in E-Periodica of the ETH Library)
- Hans Deutsch: The exhaust steam injector for locomotives In: Swiss construction newspaper . Volume 85, Issue 24, 1925 (PDF, 2 MB, archived in E-Periodica of the ETH Library)
Individual evidence
- ^ The national railway, vision of a people's railway. 2009, ISBN 978-3-907659-65-1 , pp. 165-166