SBB Fb 3/5 11201
| SBB Fb 3/5 11201 SBB Be 3/5 11201 SBB Be 3/5 12201 |
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|---|---|
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| Numbering: | 11201 (until 1929) , 12201 |
| Number: | 1 |
| Manufacturer: | MFO , SLM |
| Year of construction (s): | 1919 |
| Retirement: | November 1973 |
| Axis formula : | 1'C1 ' |
| Length over buffers: | 13,500 mm |
| Service mass: | 91 t |
| Friction mass: | 59 t |
| Top speed: | 75 km / h |
| Hourly output : | 1,200 kW (1,600 PS) at 50 km / h |
| Continuous output : | 800 kW (1,080 PS) at 67 km / h |
| Driving wheel diameter: | 1,350 mm |
| Impeller diameter: | 950 mm |
Up to May 1920, Fb 3/5 11201 was the name of one of four test locomotives that the SBB ordered in June 1917. Since then it has been referred to as Be 3/5 12201 .
The locomotive, like your three sisters Fb 2x2 / 3 11301 , 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 Be 3/5 was more of an embarrassing solution from Maschinenfabrik Oerlikon (MFO), as it in no way fulfilled the specifications for the Gotthard Railway. The work of the MFO for a six-axle freight locomotive was apparently not so advanced that a scaled-down version of the Fb 5/7 of the Bern-Lötschberg-Simplon-Bahn (BLS) was offered. The locomotive fundamentally failed to meet the SBB's specifications. It was too weak for use on the Gotthard. In the lowlands it was too slow compared to the A 3/5 steam locomotives . The fact that the SBB took it over anyway was probably due to the lack of modern locomotives. The fact that it was in operation for so long, even if mostly in subordinate services, shows that the design was correct and the locomotive was quite reliable in operation.
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:
- Running meter weight maximum 7 t / m
- Maximum axle load 18 t, later, after adapting the infrastructure, 20 t
- Transporting a trailer load of 430 t on an incline of 26 ‰ at 35 km / h
- Safe starting of this load at 26 ‰ and acceleration to 35 km / h within 4 minutes
- two return journeys Arth-Goldau - Chiasso within 28 hours (780 km)
- electric brake to slow down the weight of the locomotive on slopes
- Overload by 20% for 15 minutes without damage
Ordering and project planning
The order for the freight locomotive was placed as follows:
Maschinenfabrik Oerlikon: Project planning and construction of the freight locomotive
In addition to complying with the specification, SBB gave the designers great freedom in working out the designs. The locomotive offered by MFO did not meet this specification at all (see introduction). Nevertheless, it was taken over by the SBB.
Installation
The machine was delivered on April 16, 1919 and stationed at the Bern depot. From Bern, it ran all types of trains to Spiez, and in the year it was put into operation, it achieved an impressive 65,000 km.
technology
The mechanical part
landing gear
The running gear consisted of three drive axles mounted in the locomotive frame, with the middle one having a side clearance of 2x25 mm. Two running axles, which were guided in Bissel frames, were hinged to the frame . These had a side clearance of 2x80 mm.
Traction transmission
The tensile and impact forces were transferred from the drive axles to the frame of the locomotive. From there the forces were transferred to the draw hooks and buffers.
drive
Two traction motors were mounted halfway up in the locomotive frame. These two motors each drove a countershaft via large gearwheels via pinions that were sprung on both sides . The drive journals of the two countershafts were connected with a slot drive rod. This drove the central drive axis via a vertically movable sliding block . The two outer drive axles were driven with coupling rods that were hinged to the triangular slotted coupling rod. This drive principle was later adopted for the Ae 3/6 II .
Locomotive body
The locomotive body consisted of a frame made of 25 mm thick sheet metal. The box with the driver's cabs arranged on both sides was arranged on this . The two buffer planks with the tow hooks and buffers were also located on the frame .
The electrical part
Main circuit
The electrical part was taken over in its arrangement from Fb 5/7 of the BLS. It consisted of a pantograph each , a cutting knife to cut off the respective pantograph, a lightning protection coil and another cutting knife to cut off a whole locomotive half. These were installed on the roof.
The main oil switch was housed in the locomotive box. This was triggered by the engine driver from one of the two driver's cabs using electrovalves. The main switch could also be switched by hand using a linkage. Triggering at the main switch itself was possible with a key.
The two transformers were air-cooled, as is otherwise not the case with SBB. The design corresponded to that of Fb 5/7 of the BLS. The tap changers were attached to the transformers. The individual voltage levels were picked up using contact rollers. The switching process was carried out with special spark extinguishing rollers . The step switches were switched with compressed air.
Both step switches had twelve speed steps. But since the step switches worked alternately, there were 23 speed steps. The switching time was very slow.
A vertical handwheel, which had to be turned around once for each step, was used to operate the step switch. There was a special lever for the quick shutdown that let the two step switches run back to zero.
The electro-pneumatic reversing switches were arranged on the motors. Next to these was a group switch that had to carry out the following operations in the event of a malfunction:
- Disconnect the transformer with its associated motor → full speed, but only half the pulling force
- Separation of a transformer and feeding of the two traction motors from the other → half speed, but full traction.
In 1929 each of the tricky step switches was replaced by a step hopper battery. The old controllers in the driver's cabs were replaced by normal control controllers with a horizontal handwheel.
Auxiliaries
The 100 V auxiliary systems described below were located on the locomotive:
- two compressors
- three fan groups (two for the transformers, one for the engine room)
- Converter group for charging the batteries for control current and lighting
- the cab heater
The two old compressors were later replaced by a modern MFO compressor that had been adapted to the auxiliary operating voltage, which had now been changed to 220 V.
The train heater was fed with 1000 V via a separate main oil switch. This arrangement was later replaced by a separate filament transformer. The associated main oil switch was replaced by a heating hopper.
Electric brake
The electric brake required in the SBB's specification sheet was included in the planning documents, even if only dashed, but was not initially installed. Since the use of this "embarrassing locomotive" never extended to the Gotthard Railway, such a brake was never retrofitted.
Multiple controls
The locomotive was equipped with a multiple control. The idea behind this was to run a 425 t train with a Be 4/6 on the flat routes and then to reinforce it on the steep ramps on the Gotthard with a Be 3/5. The idea of running a train with only one driver on the leading locomotive was impressive, but the problem arose with the return journeys to the starting point, since a driver was of course needed again. It is not known whether the built-in multiple control has ever been tested.
Operational use
The locomotive was delivered on April 16, 1919. Like all other test locomotives, it was assigned to the Bern depot. From there it was used for all types of trains between Bern and Spiez . It turned out to be quite usable and in 1919 achieved a mileage of 65,000 km. However, that was a value that she never achieved again later.
The locomotive came to the Zurich depot as early as 1923 . From there she worked in the passenger train sector, where she ran around 10,000 - 20,000 km a year until 1928.
In May 1928 she was transferred to the Lucerne depot . It replaced the Be 2/5 11001 in Zug and ran trains of all kinds in the Zug - Lucerne - Arth-Goldau triangle .
The main workshop in Zurich was responsible for the main overhauls until 1934. Afterwards the locomotive went to the main workshop in Yverdon . As early as 1942, this pointed out to the SBB's train conveyance and workshop service in Bern that the collectors of the traction motors were just a little worn out and that the transformers needed rewinding. The Lucerne depot saw the story less dramatically as the locomotive did not require an extremely high level of maintenance compared to others.
In September 1950 the collectors really had to be replaced in an expensive action. In 1957, the main workshop in Yverdon took the damage caused by a dropped screw in one of the gear drives as an opportunity to apply for the locomotive to be decommissioned. However, Bern demanded repairs again, as in the case of a transformer fire in 1958.
Even after a collision on August 13, 1959 in Rotkreuz , the locomotive was not scrapped and turned into a heating locomotive . Routing and shunting were prohibited.
From 1963 it served as an auxiliary locomotive, heating locomotive, depot transformer and compressed air dispenser. In 1968 it got braces in the box and served as a training object for the rerailing teams at the Lausanne depot . In November 1973 it was canceled in Yverdon.
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); ISBN 3-85649-036-1
See also
Individual evidence
- ↑ Schneeberger, pages 35 and 40