SBB G 3/4
| SBB G 3/4 | |
|---|---|
 G 3/4 202, SLM company photo from 1905
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| Numbering: | 201-208 |
| Number: | 8th |
| Manufacturer: | SLM |
| Year of construction (s): | 1905 (nos. 201–202) 1912 (nos. 203–205) 1913 (nos. 206–208) |
| Retirement: | 1943 (No. 202) 1947 (No. 201, 203–205) 1957 (No. 206) 1965 (No. 207–208) |
| Axis formula : | 1'C |
| Genre : | Tank locomotive |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over buffers: | 8530 mm |
| Fixed wheelbase: | 2900 mm |
| Total wheelbase: | 4900 mm |
| Empty mass: | 24.3-26.2 t |
| Service mass: | 31.3 t (201–202 ND) 32.1 t (203–207 ND) 32.3 t (208) 33.1 t (201–207 conversion) |
| Friction mass: | 26.4-27.9 t |
| Top speed: | 45 km / h from 1930: 55 km / h from 1936: 60 km / h |
| Driving wheel diameter: | 1050 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 340 mm No. 201-202: 360 mm |
| Piston stroke: | 500 mm |
| Boiler overpressure: | 12. Atm. |
| Number of heating pipes: | 130 (201–202 ND) 116 (203–207 ND) 37 (201–207 conversion) 21 (208) |
| Heating pipe length: | 3200 mm |
| Grate area: | 1.1 m² |
| Radiant heating surface: | 6 m² |
| Superheater area : | 18 m² (renovation 201–207) 26.8 m² (208) |
| Evaporation heating surface: | 64.8 m² (201 + 202 ND) 58.5 m² (203–207 ND) 84.1 m² (208) 59.8 m² (201–207 conversion) |
| Water supply: | 3.3-3.5 m³ |
| Fuel supply: | 0.8 t (coal) |
| Brake: | Klose type vapor barrier (only No. 201–202 to 1908) Westinghouse differential brake |
| Coupling type: | Central coupling type Brünig, from 1941 + GF + |
The G 3/4 series 201-208 steam locomotives were used from 1906 by the Swiss Federal Railways ( SBB ) on the Brünigbahn , their only narrow-gauge railway line. The tank locomotives were in operation until the middle of the 20th century.
history
The then young Swiss Federal Railways (SBB) purchased two new Mogul type locomotives with a track width of 1000 mm in 1905 . A Mogul locomotive has three driving axles and a leading running axle , which is also referred to with the axle formula 1'C. The locomotives were supposed to support the three-axle JBL G 3/3 from the opening times , which until then had only operated the train traffic on the valley sections of the Brünigbahn, which were designed as adhesion railways . From 1912 five more identical locomotives followed. They finally replaced the now obsolete steam locomotives from the early days.
Until the electrification of the Brünig line in 1941–1942, these steam locomotives formed the backbone for the routes between Lucerne - Giswil and Meiringen - Interlaken . To save water and coal, seven of the eight locomotives were converted for superheated steam in the mid-1920s .
During the Second World War, the steam locomotives were used for the Reduit . After the end of the war, local shunting and special transports were her main tasks. For example, the transfer of oversized components and transformers to the power stations in the Oberhasli district required a locomotive that was independent of catenary.
At the end of the 1950s, locomotive 208 found another field of activity on the neighboring Berner Oberland Railways . It helped to cope with rail traffic on days with high passenger traffic.
One year after the electrification was completed, the number 202 was discarded and broken off. The locomotives numbers 203 to 205, which were discarded in 1947, were ceded to the Thessalian Railways in Greece together with two HG 3/3 mining machines . The 203 locomotive was last seen in Volos in 2007 in a ready- to-scrap condition. Locomotive 201 was dismantled in 1947. The locomotives 206 (1957) and 207 (1965) also fell victim to the cutting torch. Due to the fact that a few railway enthusiasts demanded the receipt of two SBB narrow-gauge steam locomotives in 1965, locomotive 208 was not canceled. It was refurbished together with the mining machine HG 3/3 1067 and was under steam until 2013. On November 16, 2013, it was badly damaged by a fire in the Ballenberg steam railway depot and has been restored to working condition in the Landquart main workshop of the Rhaetian Railway since 2016. The first trips of the restored machine are planned for 2017.
Almost identical locomotives for Portugal were produced in the Esslingen machine factory based on plans from SLM Winterthur . The Marquesina Terrestre y Maritima (MTM) factory in Barcelona also produced identical locomotives for mainland Spain and Mallorca .
construction
Compared to the old three-axle steam locomotives, a Bissel frame was attached to the front in the direction of travel. It contributed to the smooth running of the locomotive. They were a further development of the LD G 3/4 which were delivered between 1889 and 1908.
The two cylinders were mounted horizontally on the outside of the frame, between the running and first coupling axle. The drive rod drives the middle axle, which drives the other two axles via coupling rods.
At the beginning - with the exception of locomotive 208 - the locomotives were designed as wet steam locomotives, i.e. without superheaters . The conversion to superheated steam took place later. The number 208 received a Schmidt mini-tube superheater ex works, and between 1925 and 1927 the other seven locomotives also received such a superheater, but with fewer tubes and thus a smaller surface area. The boiler rests at a height of 1900 mm above the top of the rail. There is a sand dome and a steam dome with inlet pipes on the inside. There are two pop safety valves on the steam dome. The sand was brought onto the rails in front of the drive axle with a compressed air sand spreader of the Leach type.
The machines had an inner frame and a single-rail guide for the crosshead with an open backdrop. Flat slide valves were installed, which were replaced by flat slide valves with relief and improved lubrication when converting to hot steam. There are Ricour suction valves on the valve boxes, which prevent a vacuum in the cylinder and thus allow the steam engine to run better.
The first two locomotives were fitted with a Langer type smoke burner, while the rest were fitted with an SBB type.
The first two locomotives (numbers 201 and 202) had a vapor barrier based on the Klose principle from 1905 to 1908 . From 1908 this was replaced by a Westinghouse differential brake .
With these locomotives, the maximum speed for narrow-gauge steam locomotives in Switzerland could be increased for the first time. In 1930 it rose from 45 to 55 km / h and finally to 60 km / h in 1936.
| List of G 3/4 of the SBB Brünigbahn | ||||||
| number | Serial number | Construction year | Delivery date | Scrapping | Whereabouts | |
|---|---|---|---|---|---|---|
| 201 | 1674 | 1905 | 01/03/1906 | 1947 | scrapped | |
| 202 | 1675 | 1905 | 01/11/1906 | 1943 | scrapped | |
| 203 | 2222 | 1912 | 04/15/1912 | 1947 | Sold to the Thessalian Railways, last sighting in 2007 | |
| 204 | 2223 | 1912 | 04/26/1912 | 1947 | Sold to the Thessalian Railways, last sighting in 1984 | |
| 205 | 2224 | 1912 | 05/07/1912 | 1947 | Sold to the Thessalian Railways, last sighting in 1984 | |
| 206 | 2401 | 1913 | 02/17/1914 | 1957 | scrapped | |
| 207 | 2402 | 1913 | 02/24/1914 | 1965 | scrapped | |
| 208 | 2403 | 1913 | 03/05/1914 | 1965 | Sold to the Friends of the Steam Locomotive Association, Kägiswil 1974 Passage to the Ballenberg Steam Railway Was badly damaged in the fire in the Remise in Interlaken on November 16, 2013. |
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Literature and Sources
- Hans Waldburger, Martin Senn: The Brünigbahn . Lucerne 1988, ISBN 3-907014-01-4 .
- Claude Jeanmaire: The narrow-gauge Brünig Railway (SBB) . Villigen 1982, ISBN 3-85649-039-6 .
- Alfred Moser, Paul Winter (arr.): The steam operation of the Swiss railways 1847-2006 . Swiss Amateur Railway Association, Basel 2006, ISBN 978-3-033-00948-6 .
Web links
Individual evidence
- ↑ The ideal damage is very great. In: Tages-Anzeiger. Retrieved November 18, 2013.