VSB Ec 2/5

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VSB Ec 2/5
VSB Ec 2/5 No. 1
VSB Ec 2/5 No. 1
Numbering: VSB 1-20
SBB 2451-2461
Number: 20th
Manufacturer: Esslingen , Escher & Wyss , VSB
Year of construction (s): 1857-1858
Retirement: 1881-1931
Axis formula : B3 '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 10,056 mm 1, 2
11,115 mm 3
Service mass: 44.0 t 1
44.5 t 2
49.1 t 3
Wheel set mass : 12.5 t 1, 2
13 t 3
Top speed: 60 km / h
Driving wheel diameter: 1,380 mm
Cylinder diameter: 408 mm
Piston stroke: 561 mm
Boiler overpressure: 7.5 bar 1, 2
10 bar 3
12 bar 4
Grate area: 0.8 m² 1
0.9 m² 2
1.4 m² 3
Superheater area : no
Evaporation heating surface: 100.3 m² 1
101.0 m³ 2
116 m³ 3
1 1–12
2 13–20
3 Conversion C 3/3
4 3rd boiler
The locomotive C 3/3 6 "Flawyl" after various modifications around 1880

The United Swiss Railways (VSB) owned a total of 20 mixed train steam locomotives of the type Ec 2/5 . At the VSB they had the serial designation I. These tank locomotives of the Engerth type were taken over by the VSB from their predecessor railways (twelve from the Sankt Gallisch-Appenzell Railway , eight from the Südostbahn).

The locomotives were converted into type C 3/3 locomotives with a tender in the VSB workshop in Rorschach between 1874 and 1886 and designated as Series III. From 1887 to 1902 the machines were called B3.

Technical

Technology of the tank locomotive

It was a locomotive built according to the Engerth system. The inner frame, which carries the engine and the boiler, is articulated in the area of ​​the fire box with a three-axle outer frame tender. The tender or the running axle bogie bears the main load of the fire box and therefore cannot be separated because the machine would otherwise tip backwards.

Trial conversion of the tank locomotive

In 1874 the tender was removed from two machines (No. 4 and 5) and the locomotive was converted into a 3/3 coupled tank locomotive with a third coupling axle, at the same time they received new boilers, which allowed the boiler pressure to be increased to 10 bar. In order to have space in front of the fire box for the third axis, the boiler had to be extended by 100 mm. In the case of the locomotive, however, the rear axle was too heavily loaded due to the high service weight and the large overhang of the fire box. The coal reserves were also more than tight, so that in 1876 the machines received a single-axle tender. The fact that it was not a 2-axle tender is probably due to the fact that at the stations that the VSB shared, the compensation was axle-related, i.e. an axle fee had to be paid.

Technology of the tender locomotive

This second conversion was satisfactory. The tender axle was loaded with eight tons. The coupling was developed by the machine inspector Klose , it had a support structure that supported the machine and tender on each other, the theoretical pivot point was 410 mm behind the last coupling axis. The output of the new boiler was now almost 400 HP, which did not make the purchase of new machines absolutely necessary. Therefore, all 20 steam locomotives were converted accordingly by 1886. However, they kept their designation as tank locomotives with numbers at the VSB, only when they were taken over by the SBB were they correctly classified with the tender locomotives. The numbers at the SBB were assigned according to the age of the boiler and not according to the old VSB number.

The frame should have been reinforced during the renovation. For the sake of simplicity, it was replaced by a plate frame that reached under the driver's cab. Control by Stephenson was taken over unchanged. The six suspension springs were arranged under the axles. The springs of the drive and rear coupling axles were connected with compensating levers. The sandpit was built in between the frame at the front. The tender was equipped with a four-block external brake (hand brake). The automatic Westinghouse brake installed between 1892 and 1894 acted not only on the tender brake blocks but also on a four-block drive wheel brake. The main air tank for this was placed on the water tank. A steam spring brake according to Klose was never installed on these machines.

From 1879 to 1882 the machine was equipped with a speedometer from Klose. After 1893 steam heating was installed.

VSB
number		 SBB
number		 Surname Factory
number		 Construction year Manufacturer modification 2nd boiler 3rd boiler Out of
service
1 2451 St. Gallen 274 1855 Esslingen 1877 1877 - 1903
2 2452 Appenzell 275 1855 Esslingen 1877 1877 - 1904
3 2453 Toggenburg 276 1855 Esslingen 1876 1876 - 1911
4th 2462 Rorschach 277 1855 Esslingen 1874/76 1874 1901 1927
5 2454 Wyl 278 1855 Esslingen 1874/76 1874 - 1904
6th 2455 Flawyl 279 1855 Esslingen 1877 1877 1903 3 1919
7th 2463 Switzerland
(Helvetia) 1 		311 1856 Esslingen 1877 1877 1895 1907
8th 2456 Saentis 312 1856 Esslingen 1876 1876 - 1906
9 2457 Lake Constance
(Bodan) 1 		315 1856 Esslingen 1877 1877 - 1903
10 2464 Sitter 316 1856 Esslingen 1876 1876 1898 1903
11 2465 Thur 317 1856 Esslingen 1877 1877 1895 1930
12 2466 Goldach 318 1856 Esslingen 1876 1876 1899 1928
13 2467 Zurich 3 1858 Escher Wyss 1878 1878 1898 1929
14th 2468 Thurgau 4th 1858 Escher Wyss 1880 1880 1902 1929
15th 2469 Steinach 5 1858 Escher Wyss 1881 1881 1903 4 1909
16 2470 Germany 6th 1858 Escher Wyss 1880 1880 1899 1930
17th 2458 Winterthur 7th 1858 Escher Wyss 1878 1878 - 1903
18th 2459 Herisau 8th 1858 Escher Wyss 1880 1880 - 1905
19th 2460 Friedrichshafen 9 1859 Escher Wyss 1886 1886 1903 1931
20th 2461 Lindau 10 1859 Escher Wyss 1886 1886 - 1903

Notes on the list:

Operational

They were all assigned to the Rorschach workshop and thus also to SBB District IV.

The seven machines that were still in existence in 1919 were only used in the shunting service and were therefore given handrails, handle bars and kicks that year.

swell

  • The steam operation of the Swiss Railways 1847–1966 , p. 115ff.

Remarks

  1. ↑ After the conversion, the VSB still referred to the machines as tank locomotives instead of tender locomotives.