SBB Fb 2x2 / 3 11301
| SBB Fb 2x2 / 3 11301 SBB Be 4/6 12301 |
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| Numbering: | 11301 (until 1920) , 12301 |
| Number: | 1 |
| Manufacturer: | MFO , SLM |
| Year of construction (s): | 1919 |
| Retirement: | November 1963 |
| Axis formula : | (1'B) (B1 ') |
| Length over buffers: | 16,200 mm |
| Service mass: | 107 t |
| Friction mass: | 78 t |
| Top speed: | 75 km / h |
| Hourly output : | 1,700 kW (2,320 hp) at 59 km / h |
| Continuous output : | 1'570 kW (2'140 PS) at 63 km / h |
| Driving wheel diameter: | 1,350 mm |
| Impeller diameter: | 950 mm |
Fb 2x2 / 3 11301 was until May 1920 the name of one of four test locomotives that the SBB ordered in June 1917. Since then it has been referred to as Be 4/6 12301 .
The locomotive, like your three sisters Fb 3/5 11201 , Fb 2x2 / 3 11302 and Fc 2x3 / 4, was to be used on the Gotthard Railway in order to gain experience for series orders. The Fb 2x2 / 3 11301 was the MFO variant of the express locomotive for the Gotthard. It was built according to the requirements of the SBB specifications. Except for occasional transfers to the main workshop in Bellinzona , she did not appear at the Gotthard. The construction itself, however, has proven itself. The locomotive was in a wide range of services for 44 years. The locomotive was popular with locomotive staff because of its smooth running, even at top speed. Technically, however, it was much more complicated than its sisters Fb 2x2 / 3 11302 and Be 4/6 12303-12342 .
prehistory
In November 1913, the SBB board of directors decided to electrify the Gotthard route from Erstfeld to Biasca . With the outbreak of the First World War , the SBB were forced to increasingly restrict their timetables due to the scarcity of coal. This went so far that in autumn 1918 there were no more trains running on Sundays with the exception of the milk trains.
In addition to other routes, the Gotthard route was therefore also being prepared for electrical operation. This electrification was completed in 1920.
The SBB urgently needed passenger and freight locomotives for operation.
Specification book
The SBB required the industry to meet the following specifications:
- Top speed 75 km / h
- Transport of 300 t trailer load on a 26 ‰ gradient at 50 km / h
- Safe starting on a 26 ‰ incline and acceleration of the same load to 50 km / h in 4 minutes
- three return journeys Lucerne - Chiasso within 24 hours (1,360 km)
- Electric brake to slow down the weight of the locomotive on slopes
- Possibility of multiple control .
Ordering and project planning
The order for the passenger locomotive was placed as follows:
Maschinenfabrik Oerlikon : Project planning and construction of the passenger locomotive
In addition to complying with the specification, SBB gave the designers great freedom in working out the designs.
Installation
On March 21, 1919 , the locomotive was delivered as the first test locomotive. A month later it was already used for instruction journeys for the locomotive personnel.
technology
The mechanical part
landing gear
The chassis consisted of two bogies . In each bogie, two were driving axles , one as bites salmon trained Wheel shaft and a countershaft . The running axles had a side play of 2 × 70 mm compared to the bogie frame.
Traction transmission
The tensile and impact forces were transmitted from the drive axles to the two bogies. From there, the external forces were transferred to the draw hooks and buffers. Inside, the bogies for the transmission of tensile and compressive force were connected via a so-called tender coupling. The locomotive body was not involved in the transfer of forces.
drive
Two traction motors were stored in the bogie frame. These two motors drove the large gear wheels on each of the countershafts via pinions that were sprung on both sides . The drive pin of this countershaft was connected to a slot drive rod (triangular rod ) by means of a vertically movable sliding block . This drove the two drive axles of the bogie.
Locomotive body
The locomotive box consisted of a continuous bridge with screwed-on, partly removable box parts.
The bridge was supported on the bogies with rotating pans , which were located under the driver's cabs. Two further, spring-loaded support pans were each on the outside of the box next to it. There were also roller supports behind the motors .
There were porches in front of the driver's cabs, which were separated by a longitudinal corridor. This separation, as well as the transition plates and the front doors, had to be present, since according to the opinion of the time the locomotive had to be accessible from the train.
There were two blinds on both sides of the box to ventilate the traction motors . This could be controlled pneumatically from both driver's cabs.
Braking system
The automatic Westinghouse brake and the regulating brake each acted on the drive axles via a brake cylinder . The running axles were unbraked. Each driver's cab had a handbrake that worked on the respective bogie.
The electrical part
Main circuit
Two pantographs , which could be controlled by a tap in each driver's cab, conducted the catenary current to two disconnecting knives on the roof of the locomotive body. These cutting knives were operated by hand from the engine room. The current was led from the cutting blades via a lightning protection coil and the pneumatically operated main switch to the oil-cooled transformer, which was located in the middle of the locomotive body. This was switchable on the high voltage side for 15,000 V or 7,500 V.
The low-voltage side was divided into two parts and each had eleven taps. The roller step switches were located lengthways on both sides of the transformer. As with the Fb 3/5 11201, 23 speed steps could be switched. The step switches were controlled from the driver's cab using a vertical control wheel, which had to be turned once per step. A quick shutdown was available. Should a tap changer fail, it could be disconnected. With what remained, it was still possible to continue driving with 12 speed levels.
The four pneumatically operated reversing switches were arranged on the drive motors. These were connected in parallel.
Auxiliaries
The following described, 220 V-operated auxiliaries were located on the locomotive:
- two piston compressors in the front and rear stems on the left
- a fan on the roof for forced ventilation of the cooling fins of the transformer shaft
- two fan groups to ventilate the traction motors
- Converter group for battery charging in the front right stem
- Cab heating.
The train heating was fed from the transformer via a main oil switch to the coupling cable.
Electric brake
The electric brake was tested on the Lötschberg in June 1919 . It was then found to be too unreliable.
Multiple controls
The locomotive was equipped with a multiple control. However, it was never tested in practice.
Operational use
The locomotive was the first of the four test locomotives to be delivered on March 21, 1919. It was then used almost immediately for instruction trips in the Bern region . However, since there were apparently still many teething troubles to cure, there were no scheduled missions at this time. Another reason for this was the planned tests with the electric brake on the Lötschbergbahn . On September 1, 1919, the locomotive was officially taken over by the SBB. This was followed by deployments with passenger trains to Spiez and in some cases to Brig .
After a break in 1920, the locomotive carried out regular train services on the Lötschberg as far as Brig in scheduled use with the Be 4/6 12303-12342 that were being delivered .
It soon became clear that the locomotive would never be used on the Gotthard as planned. On May 31, 1921, she had her last scheduled assignment on the Lötschberg. From then on, it ran freight trains from Bern to Basel and Biel .
From 1937 the locomotive came to the Renens marshalling yard near Lausanne , where it had the task of hauling freight trains to be dismantled to the service level.
On January 1, 1962, it was assigned to the main workshop in Yverdon , so that the costly transports to Bellinzona could be prevented. Yverdon was not very pleased with the entry of the classic car. The end was approaching very soon. On March 7, 1963, a short circuit caused an explosion in the transformer. The fire brigade was unable to put out the fire in time, and the locomotive burned out completely. It was broken off in the main Bellinzona workshop in August 1963.
Source
- Hans Schneeberger: The electric and diesel traction vehicles of the SBB, Volume I: years of construction 1904–1955; Minirex AG, Lucerne; 1995; ISBN 3-907014-07-3
Further literature
- Claude Jeanmaire: The electric and diesel locomotives of the Swiss railways, The locomotives of the Swiss Federal Railways (SBB)
See also
Individual evidence
- ↑ Schneeberger, pages 35 and 43