SBB B 3/4

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SBB B 3/4
Type picture of the B 3/4 No. 1310
Type picture of the B 3/4 No. 1310
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.

Data sheet of the B 3/4 in superheated steam version.

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

B 3/4 No. 1367 on the turntable in the Brugg depot .

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
1301 1634 1905 1949 cancellation
  • From no. 1301 Langer's smoke burner
1302 1635 1905 1934 cancellation
1303 1788 1907 1953 cancellation
1304 1789 1907 1953 cancellation
1305 1790 1907 1950 cancellation
  • 1929 Installation of exhaust steam injector
1306 1791 1907 1951 cancellation
1307 1792 1907 1953 cancellation
1308 1793 1907 1949 cancellation
1309 1794 1907 1953 cancellation
  • From no. 1309 simplified SBB smoke burner
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
  • 1929 Installation of exhaust steam injector
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
  • 1929 Installation of exhaust steam injector
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
  • Scrapped on site after collision in Seuzach
1350 2150 1911 1934 cancellation
  • From No. 1350 use of tender
    types C 4/5 and C 5/6
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
  • 1924 Dabeg drive feed pump installed, removed in 1929
  • 1929 Installation of exhaust steam injector
1360 2356 1913 1948 cancellation
  • 1924 Dabeg drive feed pump installed, removed in 1929
  • 1929 Installation of exhaust steam injector
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
  • 1929 Installation of exhaust steam injector
1367 2557 1916 1964 Historic locomotive
  • Preserved as an operational locomotive
1368 2558 1916 1949 cancellation
  • 1929 Installation of exhaust steam injector
1369 2559 1916 1938 cancellation

literature

Individual evidence

  1. ^ The national railway, vision of a people's railway. 2009, ISBN 978-3-907659-65-1 , pp. 165-166