SBB Eb 3/5
| Eb 3/5 | |
|---|---|
 |
|
| Numbering: | 5801-5834 |
| Number: | 34 (get 2) |
| Manufacturer: | SLM |
| Year of construction (s): | 1911-1916 |
| Retirement: | 1953-1965 |
| Axis formula : | 1'C1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Fixed wheelbase: | 2050 mm 3900 mm No. 5826–27 |
| Total wheelbase: | 8900 mm |
| Empty mass: | 57.6 t - 58.8 t |
| Service mass: | 74.0 t - 74.9 t |
| Friction mass: | 48.1 t - 48.8 t |
| Top speed: | 75 km / h |
| Driving wheel diameter: | 1520 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 520 mm |
| Piston stroke: | 600 mm |
| Boiler overpressure: | 12 atm. |
| Number of heating pipes: | 130/18 |
| Heating pipe length: | 4200 mm |
| Grate area: | 2.3 m² |
| Radiant heating surface: | 11.4 m² |
| Superheater area : | 33.5 m² |
| Evaporation heating surface: | 152.5 m² |
| Water supply: | 7.7 m³ |
| Fuel supply: | 2.5 t (coal) |
The 34 steam tender locomotives of the Swiss Federal Railways ( SBB ), which were purchased in 1911 and 1916, are called Eb 3/5 . The locomotive has a 1'C1 ' wheel arrangement, which is also known as the Prairie . They were manufactured by the Swiss Locomotive and Machine Works (SLM) in Winterthur. The locomotive bears the nickname Habersack (oat sack), which is related to the fact that it carries its "oats" itself and was a real workhorse.
history
The young SBB lacked a simple, powerful and manoeuvrable tank locomotive that was suitable for driving the increasingly heavy suburban trains. Apart from the 46 tank locomotives of the type Mogul ( Ec 3/4 ) of the JS , from which the SBB also procured, there were otherwise only low-performance mainline tender locomotives with two drive axles. The locomotive series Ec 3/4, however, had poor reversing properties, which is why further procurement was out of the question, because a speed of 75 km / h - both forward and reverse - was considered necessary for the purpose.
The B 3/4 with a superheated steam twin engine, which were delivered by the SLM between 1905 and 1916, served as model locomotives for the development . With this locomotive, the superheated steam was used as standard for the first time at the SBB, which convinced the SBB. The twin machine used was also convincing in operation. In short, they were satisfied with the B 3/4, and it was in the same performance class as was desired for the tank locomotive. Therefore, the boiler dimensions and the drive system were taken over from this series of locomotives as far as possible. The second prototype locomotive is the Eb 3/5 , which was delivered to the Bodensee-Toggenburg-Bahn (BT) in 1910 with nine units , which can be described as the actual prototype of this locomotive series. These nine locomotives were bought by the SBB after the electrification of the BT; SBB No. 5881-5889. As a result, it was more of a further development of existing locomotives, and so the SBB received a well-engineered locomotive that met the expectations placed on it. The 34 locomotives were ordered and delivered in 8 tranches, with individual series differing in some technical details. Due to the advancing electrification, which was promoted during the Second World War, they were increasingly replaced by electric traction vehicles. That is why they were scrapped between 1953 and 1965 in the final phase of steam operation at the SBB (1965). Three locomotives were sold to MThB in 1960-64, which had two of them scrapped in 1966.
After the official decommissioning, the 5819 was kept in the Vallorbe depot for the VHS from 1967, and the 5811 was set up as a monument locomotive in Baden until 1974 in 1966. The remaining unsold locomotives were given up for scrapping.
With parts of the 5811, the 5819 was restored to roadworthiness between 1975 and 1976 in the Zurich depot workshop. The Eb 3/5 5819 is now part of the SBB Historic portfolio as an operational locomotive.
The partially cannibalized locomotive 5811 was stored in Glarus from 1976 to 2012. On May 21, 2012, they were transferred to Brugg and given to the Zurich Steam Group as a permanent loan. It is planned, if the condition allows, to recondition it to an operational locomotive. For this, however, more detailed clarifications must first be made. The first step is to remove the pipes from the boiler so that it can be checked more closely.
Today the 5810 belongs to the Steam Railway Association Bern (VDBB). It was bought by MThB in 1974 at the scrap price, was still operational at the time and was still used in 1974/75, but shortly afterwards it was drawn in Freiburg. After an extensive overhaul, which began in 1985, it has been fully operational again since November 2008.
technical features
The locomotive has a 22 mm thick riveted inner frame. The front running axle was designed as a steering frame of the Helmholtz-Winterthur type (also SLM bogie), which resulted in a lateral deflection of 50 mm for the leading running axle and 20 mm for the first driving axle. It should be mentioned here that the SLM bogie itself allows sideways movement; on this locomotive, the pivot guide in the bogie frame could be moved sideways by 40 mm. The return of the bogie to the center of the locomotive takes place via horizontal leaf springs. Only the numbers 5826 and 5827 received an Adams radial axis with 65 mm side deflection each instead of the bogie, which was reset by centering the wedge surface. This is why these two locomotives also have a larger fixed wheelbase of 3900 mm, as the first drive axle is not movable. The rear running axle of all locomotives was designed as an Adam axle with a circular arc guide in the axle holders, which enables 65 mm lateral deflection. in the 5828–5834, the return was not carried out via wedge surfaces, but by means of a horizontal double spring. In the case of vehicles with an SLM bogie, the theoretical lateral displacement of the axles of 50 mm, 20 mm, 0 mm, 0 mm and 65 mm inwards results when cornering.
The superheated steam twin machine with Walschaerts control largely corresponded to the one installed in the B 3/4, with the cylinder diameter reduced to 520 mm. The piston valves had inside edge inflow, which resulted in a reverse valve movement. The double slide regulator was controlled by a sideways offset vertical lever with a coupling rod on the rear wall of the boiler. The boiler corresponded to that of the third delivery series of the B 3/4. The boiler was approved for an operating pressure of 12 atmospheres , the test pressure of the new boiler was 17 atmospheres. Today the boiler is operated with an operating pressure of 12 bar . The center of the boiler is 2450 mm above the top edge of the rail and has an outside diameter of 1590 mm. The pipe wall distance is 4200 mm. The 72 superheater tubes are installed in 18 smoke tubes. The superheater is designed according to the Schmidt type. There are also 132 boiler pipes. The boiler has a steam and a sand dome. The safety valves are located on the manhole cover above the fire box. The locomotive has a tilting grate and a flue gas burner of the SBB type.
The second and third coupling axles had the leaf springs below the axle box, the other three axles above the axle box. The axle bearings are designed as plain bearings. There are compensating levers between the 1st and 2nd, the 2nd and 3rd and the 4th and 5th axis. The driving and rear coupling axles are equipped with an 8-block Westinghouse brake. The machine brake (regulating brake) was initially not coupled with the automatic air brake, but it was later modified so that the automatic brake also acted on the locomotive brake. The direct-acting machine brake was retained. A normal spindle handbrake without an eccentric lever, which acts on all brake pads, was installed as a parking brake. The brake linkage is actuated via a shaft from the single-acting brake cylinder installed under the driver's cab. The return of the cylinder, which is pressurized with up to 3.5 bar and acts vertically downwards, takes place via an externally mounted coil spring. The handbrake is located - slightly diagonally offset - opposite the brake cylinder on the heater side on the rear wall of the driver's cab. The brake linkage must be readjusted manually by repositioning the bolts, as there is no slack adjuster installed. There is a turnbuckle in the linkage between the four brake triangles for fine adjustment. An air pump was installed for the compressed air brake from the start, but it was not very efficient. Therefore, the locomotives 5815–5820 were fitted with a second air pump between 1935 and 1936 so that they could also transport freight trains with the air brake between Bellinzona and Luino .
The water tank on the right of the boiler is shorter than the left one because of the control and for better visibility. For this purpose, an additional water tank is arranged under the coal tank, which is connected to the two water tanks on the side by means of pipes. The rear end of the cab was arranged in front of the coal box to reduce dust nuisance. A total of 7.7 m³ of water and 2.5 tons of coal could be taken. The coal reserves in particular were considered to be the weak point of the locomotive, as they were insufficiently dimensioned and regularly required coaling of the locomotive during service. Alfred Moser was of the opinion that it would have been better if a bogie had been installed on the locomotive instead of the Adams axle, as was done on the BN Ea 3/6 , as this would have enabled stocks to be increased.
The operating devices were arranged in such a practical way that they could be operated both forwards and backwards and therefore did not have to be arranged twice. The speedometer, manometer , etc. could be monitored using a mirror when reversing. A second, non-registering speedometer was installed on some locomotives for reversing. The registering main speedometer was of the Hasler type, except for the locomotives 5808–5816, 5826–5827, in which one of the Klose type was installed.
The locomotives have compressed air sanders that can be operated depending on the direction of travel, as well as steam jets for cleaning the rails. Steam heating was installed for the passenger trains.
Number table
| SBB number |
Factory number |
Construction year | Manufacturer | Order | Discarded | Whereabouts |
|---|---|---|---|---|---|---|
| 5801 | 2163 | 1911 | SLM | 4260 | 1962 | cancellation |
| 5802 | 2164 | 1911 | SLM | 4260 | 1964 | cancellation |
| 5803 | 2165 | 1911 | SLM | 4260 | 1965 | cancellation |
| 5804 | 2166 | 1911 | SLM | 4260 | 1961 | cancellation |
| 5805 | 2181 | 1911 | SLM | 4270 | 1964 | cancellation |
| 5806 | 2182 | 1911 | SLM | 4270 | 1951 | cancellation |
| 5807 | 2183 | 1911 | SLM | 4270 | 1962 | cancellation |
| 5808 | 2184 | 1911 | SLM | 4270 | 1959 | cancellation |
| 5809 | 2210 | 1911 | SLM | 4280 | 1957 | cancellation |
| 5810 | 2211 | 1911 | SLM | 4280 | 1964 | Sale to MThB (same number) 1974 Sale to VDBB Revision 2008, operational |
| 5811 | 2212 | 1912 | SLM | 4280 | 1965 | 1966–1974 Monument locomotive Baden 1974–1976 Depot Zurich (dismantling of some parts for revision 5819) 1976–2012 Depot Glarus (spare parts donor for 5819) from 2012 Depot Brugg Refurbishment by the Zurich steam group |
| 5812 | 2213 | 1912 | SLM | 4280 | 1961 | cancellation |
| 5813 | 2214 | 1912 | SLM | 4290 | 1953 | cancellation |
| 5814 | 2215 | 1912 | SLM | 4290 | 1960 | cancellation |
| 5815 | 2216 | 1912 | SLM | 4290 | 1963 | cancellation |
| 5816 | 2217 | 1912 | SLM | 4290 | 1958 | cancellation |
| 5817 | 2218 | 1912 | SLM | 4400 | 1954 | cancellation |
| 5818 | 2219 | 1912 | SLM | 4400 | 1953 | cancellation |
| 5819 | 2220 | 1912 | SLM | 4400 | 1965 | 1965–1975 Vallorbe depot (remitted) 1975 revision Zurich / Biel from 1975 historic vehicle (SBB-Historic) |
| 5820 | 2221 | 1912 | SLM | 4400 | 1960 | Sold to MThB (same number) 1966 demolished |
| 5821 | 2393 | 1913 | SLM | 4560 | 1959 | cancellation |
| 5822 | 2394 | 1913 | SLM | 4560 | 1961 | cancellation |
| 5823 | 2395 | 1913 | SLM | 4560 | 1950 | cancellation |
| 5824 | 2396 | 1913 | SLM | 4560 | 1958 | cancellation |
| 5825 | 2397 | 1913 | SLM | 4560 | 1964 | Received 1958 boiler from 5824 demolition |
| 5826 | 2501 | 1915 | SLM | 4690 | 1959 | cancellation |
| 5827 | 2502 | 1915 | SLM | 4690 | 1965 | cancellation |
| 5828 | 2550 | 1916 | SLM | 4840 | 1959 | cancellation |
| 5829 | 2551 | 1916 | SLM | 4840 | 1962 | Sold to MThB (same number) 1966 demolished |
| 5830 | 2552 | 1916 | SLM | 4840 | 1959 | cancellation |
| 5831 | 2553 | 1916 | SLM | 4840 | 1963 | cancellation |
| 5832 | 2554 | 1916 | SLM | 4840 | 1965 | cancellation |
| 5833 | 2555 | 1916 | SLM | 4840 | 1957 | cancellation |
| 5834 | 2556 | 1916 | SLM | 4840 | 1963 | Sale to construction company in Lausanne (use of Bouveret diving test) later demolition (196?) |
commitment
The locomotives were very versatile and were used in a correspondingly versatile manner. In addition to passenger trains in suburban traffic, they were also used as leader locomotives and in front of light freight trains. Towards the end of their careers, they were mainly used on secondary lines, where they often handled all of the traffic.
One of their last areas of use was the railway line between Bellinzona and Luino, where they handled all traffic together with the C 5/6 until the line was electrified in 1960.
Accidents
The locomotive no. 5831 was forgotten on December 17, 1932 in the thick fog in Zurich Oerlikon station on a track, whereupon an express train drove into the tender side. This accident left 5 dead and 16 seriously injured. This locomotive was badly damaged in the process, but it was restored and not scrapped.
literature
- Alfred Moser : The steam operation of the Swiss railways 1847-1966. 4th updated edition. Birkhäuser, Stuttgart 1967, ISBN 3-7643-0742-0 , p. 362, p. 264-266, p. 402.
- Unprinted sources
- SLM archive ; Plans for SBB Eb 3/5, folders 236–239
Individual evidence
- ↑ Eisenbahn Amateur 7/83 The new Baden monument locomotive . P. 446
- ↑ SER 7/2012 page 330
- ^ The steam operation of the Swiss Railways 1847–1966 4th edition. P. 256
- ↑ Number that was assigned by SLM when the order was placed = SLM serial number
- ^ Rolling stock of the Bern Steam Railway Association , accessed on August 22, 2019
- ↑ http://www.dampfgruppe-zuerich.ch/index.php/fahrzeuge/eb-3-5-5811-habersack/geschichte-habersack
- ↑ http://www.sbbhistoric.ch/de/sammlungen/fahrzeuge/lokomotiven/dampf/eb35-5819.html
