SCB Ec 2/5

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Ec 2/5
The Ec 2/5 28 “Geneva” with a historical train composition
The Ec 2/5 28 “Geneva” with a historical train composition
Numbering: 1-14, 27-38
Number: 26th
Manufacturer: Esslingen
Year of construction (s): 1854-58
Retirement: 1883-1906
Axis formula : B'3
Type : B'3'-n2
Gauge : 1435 mm ( standard gauge )
Length over buffers: 10941 mm
Height: 4280 mm
Fixed wheelbase: 2250 mm
Empty mass: 33.0 t
35.4 t (2nd boiler)
Service mass with tender: 45.0 t
46.7 t (2nd boiler)
Friction mass: 26.0 t
28.2 t (2nd boiler)
Wheel set mass : 13.0 t
14.1 t (2nd boiler)
Top speed: 60 km / h
Indexed performance : 296 kW / 400 PS
Coupling wheel diameter: 1375 mm
Driving wheel diameter: 1375 mm
Control type : Stephenson
Number of cylinders: 2
Cylinder diameter: 408 mm
Piston stroke: 561 mm
Boiler overpressure: 9 atm
10 atm (2nd boiler)
Number of heating pipes: 138
135 (2nd boiler)
Heating pipe length: 4390 mm
4272 mm (2nd boiler)
Grate area: 0.9 m²
1.0 m² (2nd boiler)
Radiant heating surface: 6.0 m²
6.1 m² (2nd boiler)
Evaporation heating surface: 100.9 m²
96.7 m² (2nd boiler)
Tender: Engerth supporting
Water supply: 4.6 m³
Fuel supply: 3.0 tons of coal
Drive: Wet steam

The SCB Ec 2/5 is a Supports Ender - steam locomotive of the system Engerth . The Esslingen machine factory produced a total of 26 pieces for the Swiss Central Railway (SCB) between 1854 and 1858 . The purchase price for a locomotive was 62,000  Swiss francs . Only the Geneva locomotive (No. 28), built in 1858, is the only one that has survived. It is the oldest still operational steam locomotive in Switzerland .

history

The locomotive was used for passenger train service and has similarities with the types SCB Eb 2/4 and SCB Ed 3/5 that were purchased at the same time .

In 1852, SCB signed a contract with the Esslingen machine works for twelve locomotives with tender and spare parts for a total of 760,900 francs. However, it was not specified which type it should be. It is believed that those responsible had spoken out in favor of the American type Norris . The contract was amended in two letters dated June 16, 1853 and June 12, 1854 to the effect that the locomotives should correspond to the Engerth type, which were successful on the Semmering Railway . They leaned heavily on the 26 locomotives ( SStB - Grünschacher to Sonnwendstein ) that the same factory had delivered to the Kk Südliche Staatsbahn in 1853 .

The first four type EC 2/5 locomotives were delivered in 1854. Another ten followed in 1856. The locomotive with the serial number 302 fell from the ship to Lake Constance on May 24, 1856 while being transported near Friedrichshafen . It could be recovered undamaged.

On May 7, 1855, a contract was signed for another forty locomotives. However, on the advice of Emil Kessler, this tranche was divided into three types. Twelve locomotives were to have slightly larger wheels in order to achieve a higher top speed (Eb 2/4), the other fourteen were to be built as freight locomotives with three coupled axles (Ed 3/5). The twelve EC-2/5 locomotives from this order were delivered in 1858.

In total, the SCB owned 60 supporting tender locomotives of the Engerth system, 26 passenger train locomotives of this series (also known as type B), 17 express train locomotives (Eb 2/4, or type A) and 17 freight train locomotives (Ed 3/5 , or type C). Further orders of this type did not materialize because locomotive construction had developed further and the Engerth system was considered obsolete. Only four of the Eb 2/4 were subsequently procured in 1874 and one Eb 2/4 and one Ed 3/5 each were taken over in 1859, which had been built for the Compagnie du Jura industriel but not accepted by it. The locomotives also had some defects, such as a frame that was too weak. The successor to the Hauenstein line was the SNB Eb 3/4 , which continued to be used for passenger trains on the SCB network.

technology

The Ec 2/5 No. 2 "Basel", still without a buffer, but already with spoked wheels and a driver's cab (photo taken before 1873)
The Ec 2/5 No. 4 "Olten", with air tank and air pump (photo between 1895 and 1902)

Under the boiler of the locomotive there are two drive axles that drive a wet steam engine . The first of the three tender axles is in front of the fire box . The tender bears part of the weight of the boiler and, together with the locomotive, forms an inseparable unit. The locomotives initially had an open driver's cab . Only later were they fitted with a driver's cab that was open to the rear. They were given this covered driver's cab at the latest when the replacement boiler was installed, and for the most part before that. The side doors were not installed until after 1893; previously the climbs were only secured with a chain.

The locomotive's weak point was its relatively weak frame and coupling construction. This began to bend even with a moderate impact, so that repairs were constantly required.

Steam engine

View of the steam engine: B drive axle, A coupling axle, 1 cylinder, 2 cross head, 3 drive pins with eccentric control, 4 outer control

The steam locomotive boiler had an oval shape with diameters of 1110 and 1140 millimeters so that it could be placed deeper between the wheels. The center of the boiler was 1650 millimeters above the top edge of the rail. He wore a steam dome for the Engerth locomotive series at SCB . The regulator train was led over the boiler and had a standing lever that was attached to the rear wall of the boiler. Spring carriage safety valves were located on the armature dome and the steam dome. The fire box reached down between the tender axles. The inlet pipes led through the smoke chamber , which led to problems as it was relatively narrow and the hot smoke gases partially burned the pipes. The discharge pipe had a variable frog mouth opening , which made it possible to regulate the pulling effect on the fire. The conical spark arrester chimney was located above the smoke chamber . These chimneys were replaced by simpler cylindrical ones after 1864. The locomotives had initially no injectors for the feed water supply, but the boiler feed was performed by one of an eccentric on the drive pin of the driving axle driven drive pump. This had the disadvantage that the locomotive had to be moved for water replenishment. In order to prevent the boiler from cracking due to a lack of water, all locomotives were retrofitted with injectors, which enabled water to be fed in even when the vehicle was stationary. All locomotives received replacement boilers that were manufactured by the SCB in the Olten workshop .

The steam engine consisted of two cylinders attached to the outside of the frame . The power transmission took place on two- rail crossheads and from there with the drive rod to the rear coupling axles. A Stephenson control was controlled by an eccentric on the outside of the drive axis. The reversal was carried out with the overhead control shaft and ratchet lever operation. The slide push rods were bayonet-shaped and had prismatic bearings in order to achieve a shorter design so that the slide boxes did not protrude at the front.

Support structure and coupling

Orange the actual locomotive, green the supporting tender

The locomotives had an extremely weak inner frame, which often caused problems. It consisted of two longitudinal bars 225 millimeters high and 33 millimeters thick, to which the axle holder double sheets were screwed or riveted. The axle bracket plates were connected at the top with simple flat iron and at the bottom with the axle bracket lock. At the front of the axle brackets there was also the attachment of the external cylinders and at the back the 'cross' as a coupling between the engine and the tender . The cross connection of the frame consisted of the front impact beam made of oak, the cross box between the cylinders, the boiler support cross plates with struts and the cross of the coupling. The suspension springs were designed as leaf springs and were located below the axle bearings. Compensation levers were not installed.

The Engerth'sche support tender had a strong outer frame made of double sheets. This frame led past the fire box next to the locomotive. The first tender axis was in front of the fire box. He carried part of the kettle weight and the water boxes. Underneath was the wrought iron console with the spherical plain bearing. The connecting pin between the locomotive and the tender was spherical in the middle and could also follow the vertical relative movements between the locomotive and the tender. The suspension springs were designed as leaf springs, were located above the axle bearings and between the frame plates; they were fastened with straps. There, too, the installation of compensating levers was dispensed with. The third (middle) tender axle had to be added because the tender weight of around 17 tons would otherwise have overloaded the front axle. The wheelbase of the tender was 3,030 millimeters.

Initially, no buffers and draw hooks were attached. Like the locomotive, the tender had only one push bar . In this there was a pull rod with an eyelet that was guided through a casting. The pull rod was guided by two evolute springs . The casting of the rear tie rod was guided diagonally to the front tender frame with two tie rods so that the rear tender frame was not subjected to tension. At the front the eyelet was screwed onto the wooden beam with just six screws. A peg, eyelet and coupling piece served as coupling. The two side chains, which served as an emergency coupling, were only attached later. The English coupling system with spring buffer and screw coupling was introduced by the SCB between 1861 and 1873 after the locomotives had been rebuilt. For this, the wooden bumper had to be replaced by a steel beam. However, the tender did not receive any spring buffers, only thrusts.

Drive and brakes

The coupling wheels were initially full-body wheels , but were later exchanged for spoked wheels . The drive wheels had a diameter of 1375 and the tender's wheels 915 millimeters.

Initially, only a spindle handbrake was installed as a braking device, which only worked on the tender wheels. The installation of the Westinghouse brake on locomotives 2, 28, 29 and 32 is documented in writing in 1895. On the basis of photos, this must also be assumed for number 4 (SBB 6998), as they have the air reservoirs necessary for the air brake above the water tanks and also one Pump owns. Presumably the sixth locomotive taken over by the SBB also had an air brake. This also only affected the tender axes.

The locomotives received a speedometer from Hausshälters around 1889/91. At that time, a device for steam heating the attached car was installed.

Number table

The locomotives received no new numbers from the SCB, only the five locomotives taken over from the SBB were renumbered. There were some changes to the names, around 1859 it was decided to arrange the names that were initially given at random. The locomotives of the Ec 2/5 series were given city names, the Eb 2/4 river names and the Ed 3/5 mountain names.

SCB no.
SBB no.
Name
(from approx. 1859)
Name
(before 1859)
Factory no.
Construction year
Manufacturer 2nd boiler
Discarded
Remarks
1 - Bern Switzerland 255 1854 Esslingen 1874 1893
2 6996 Basel - 256 1854 Esslingen 1879 1905
3 - Liestal - 257 1854 Esslingen 1876 1896
4th 6998 Olten law 258 1854 Esslingen 1877 1905
5 - Burgdorf Aare 300 1856 Esslingen 1876 1896
6th - Biel Reuss 301 1856 Esslingen 1867 1883
7th - Sempach - 302 1856 Esslingen 1876 1896 Fell on May 24, 1856 while being transported to Lake Constance
8th - Aarau - 303 1856 Esslingen 1872 1884
9 - Lucerne - 307 1856 Esslingen 1871 1888
10 - Greetings St. Gotthard 308 1856 Esslingen 1875 1893
11 - Murten Rigi 309 1856 Esslingen 1867 1883
12 - Freiburg Pilate 310 1856 Esslingen 1875 1893
13 - Solothurn Rhine 313 1856 Esslingen 1877 1905
14th 6999 St. Jacob - 314 1856 Esslingen 1878 1893
27 - Laupen - 395 1858 Esslingen 1876 1889
28 - Geneva - 396 1858 Esslingen 1875 1898 Receive
29 6995 Zurich - 397 1858 Esslingen 1870,
1892
1906 1892 Installation of the reserve boiler
30th - Altdorf - 398 1858 Esslingen 1876 1893
31 - Zofingen - 399 1858 Esslingen 1873 1888
32 6997 Tuna - 400 1858 Esslingen 1878 1906
33 - Neuchâtel - 401 1858 Esslingen 1874 1893
34 - Lausanne - 402 1858 Esslingen 1867 1883
35 - Punch - 407 1858 Esslingen 1867,
1883
1888 1883 boiler of 6, 11 or 34
36 - Schwyz - 408 1858 Esslingen 1877 1899
37 - Bellenz - 409 1858 Esslingen 1876 1898
38 - Sarnen - 410 1858 Esslingen 1875 1896

Operational

SBB division of service in District II in the winter of 1903/04. Service No. 3, which was driven with an Ec 2/5, is highlighted in red.

The five locomotives that were left after the takeover by SBB continued to belong to their workshop in Olten and their main depots in Olten and Basel until they were scrapped.

With an adhesive weight of 28 tons, the locomotives had a pulling force of 3600 kilograms and achieved an output of 296  kW or 400  hp . The tensile load on the plain was between 260 and 330, on a ten per thousand gradient 160 to 220 and on the old Hauenstein line 75 tons.

The locomotives were rather unsuitable for the Hauenstein ramps, as a normal 150-ton train on this route required two locomotives of this type and both crews required skillful cooperation. That is why they were quickly replaced by Ed 3/5 and Eb 3/4. For a long time they were indispensable on less demanding routes where they could be used alone in front of passenger trains. It was not until the Eb 2/4 tank locomotive , which was put into operation in two versions in 1891 and 1896, and the B 2/4 were able to displace them in this area. They were also still used for the pre-tensioning service at Hauenstein, but if possible together with another type.

All locomotives, with the exception of the Geneva , were scrapped after being scrapped.

Locomotive history of Geneva

Image of Geneva from 1890. The appearance should not have changed much until it was scrapped in 1898.
Rear view of Geneva.

The locomotive with the factory number 396 was given the number 28 and the name Geneva , which was attached to the side of the locomotive, the number 28 was on the smoke chamber door. The Geneva pulled the inaugural train of the Hauenstein line on May 1, 1858. A number of changes and conversions were made to the locomotive in its operating phase, but very few of them can be documented in terms of time. The locomotive received a new boiler in 1875. The screw coupling and buffers that are common today were also added later and the locomotive was fitted with a driver's cab. These two changes were reversed in 1947/58. The locomotive was decommissioned in 1898 and used as a stationary heating system in the Centralwerkstätte Olten (today IW Olten); it thus survived the wave of scrapping and scrapping in the 1920s. On the occasion of the 100th anniversary in 1947, the exterior was prepared so that it could be exhibited. With a view to the centenary of the Hauenstein line, it was made operational in 1958 and restored to its original appearance (some technical changes had to be left in place not only for financial reasons, but also for safety reasons). It was also used on various occasions in 1958 and 1959, including the centenary of the Turgi-Koblenz-Waldshut railway line. It was then exhibited in the Swiss Museum of Transport , which it left for several missions in 1976 and 1978 (120 years of Hauenstein). In 1990 it was externally refurbished and was last under steam for a long time. In 2008 it was subjected to another major overhaul, the test drive took place on April 19, 2009. The locomotive was shown to the public at the 150th anniversary of the Turgi – Koblenz – Waldshut railway line. Now it is on display again in the Verkehrshaus. It is owned by SBB Historic .

swell

  • Alfred Moser: The steam operation of the Swiss railways 1847-1966 . 4th edition. Birkhäuser, Stuttgart 1967. 6th edition: ISBN 3-7643-0742-0 .

Web links

Individual evidence

  1. ^ A b c d Alfred Moser: The steam operation of the Swiss railways 1847–1966 . 4th edition 1967, pages 162-171, 198
  2. Source of the information on the misfortune of the Leipziger Illustrierte Zeitung of 1856
  3. claude Jeanmaire, Swiss Steam , archive 16 Verlag Eisenbahn1975 ISBN 3-85649-025-6 , image 140
  4. Source data 2009 Eisenbahn-Amateur 6/2009, page 298

Remarks

  1. SBB Historic indicates 9540 millimeters for the "Geneva" (but it no longer has a buffer)
  2. Today permitted speed; Forward 55 km / h, backward 25 km / h (SBB Historic information)
  3. SBB Historic indicates 10 cash for the “Geneva”
  4. SBB Historic indicates 102.8 m² for the “Geneva”
  5. In Swiss Steam , the diameter of the drive wheels is given as 1374 millimeters