Wikipedia

NS 1700 (steam locomotive)

The NS 1700 was a series of express steam locomotives of Nederlandse Spoorwegen and its predecessor Maatschappij tot Exploitatie van Staatsspoorwegen (SS).

NS 1700
SS 815 at Amsterdam Weesperpoort in 1902
Type and origin
Power typeSteam
BuilderBeyer, Peacock & Company, Werkspoor
Build date1899 - 1907
Total produced135
Specifications
Configuration:
​
 • Whyte4-4-0
 • UIC2'B
Gauge1,435 mm (4 ft 8+1⁄2 in)
Career
OperatorsNS, SS
NumbersSS: 801-935
NS: 1701-1835, 1308-1433
NicknamesHartjes
Overkokers
Bogies
Kleine Jumbo
DispositionAll scrapped
For a more detailed Specifications, see Specifications

Design and construction

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Due to the increasing weight of passenger trains, a new locomotive was designed based on the 301-475 series with a higher steam pressure and therefore a higher power. Compared to the series 300, the single axle was replaced by a four-wheeled bogie. The first 125 locomotives were built by Beyer, Peacock & Company of Manchester, England and delivered to the SS between 1899 and 1906 with numbers 801–925. During construction, the necessary improvements were made, some of which were subsequently adapted to the previously delivered locomotives. Subsequently, two batches of five locomotives were delivered by Werkspoor with the numbers 926–935.[1]

SS period (1899-1920)

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The locomotives were delivered without superheater. After experiences with other superheated locomotives showing the advantage of this, the SS decided to also test a superheater on the series 800. After a failed attempt with the 856 in 1911, the 865 and 889 were fitted with a so-called fully loaded superheater in 1914. The cylinders were also renewed and the Stephenson valve gear was replaced by Walschaerts valve gear. The boiler had to be placed a little higher for this.[citation needed]

After good experiences with these two converted locomotives, six more locomotives followed in 1916, namely Nos. 900, 867, 895, 861, 916 and 908. In these six locomotives, the boiler was placed even higher, in order to simplify the steam slide movement. This eliminated the characteristic heart-shaped windows at the front of the cab and was replaced by elongated windows next to the raised firebox and two small rectangular windows above the firebox.[1]

NS period (1921-1943)

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When the fleet of the HSM and the SS was merged in 1921, the locomotives of this series were given the NS numbers 1701–1835. The NS continued to rebuild a further 92 locomotives with superheaters, based on the last rebuild six, between 1921 and 1930. After the first locomotives were converted by the workshop in Tilburg, the NS needed help of Werkspoor in Amsterdam and Utrecht. Due to the financial crisis, as a result of which NS also had to revise its spending pattern, the serial conversion of 1700s with a superheater came to an end after one hundred locomotives. Nevertheless, between 1936 and 1939, four locomotives, whose boiler had to be replaced, were also fitted with a superheater. Plans to implement this for all remaining locomotives not yet fitted with superheater failed due to costs that were deemed too high. Meanwhile, in 1938, the withdrawal of the first locomotives of this series not fitted with superheater had already started.

In 1934 and 1935, the two test locomotives 1765 and 1789 (ex-SS 865 and 889) were rebuilt to the same standards as other locomotives fitted with superheaters. To distinguish between superheater and non-superheater locomotives, the remaining non-superheater locomotives were renumbered from April 1941 into the series 1308–1433, simply by replacing the 7 with a 3, or the 8 with a 4. The old series 1300 had already been withdrawn, so that these numbers were free to be used again. To prevent Tilburg workshop personnel from being put to work in Germany during the Second World War, two more locomotives were fitted with a superheater. No. 1392 and 1345 were put back into service as 1792 and 1745 in 1942 and 1943 respectively after their rebuild.[1]

NS period (1944-1958)

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During World War II, several locomotives were taken, eight of which never returned and were reported missing. After the war, unsuperheated 1300s were withdrawn of between 1945 and 1947. The 1700s, fitted with a superheater, followed between 1951 and 1957. Many still usable boilers found a second life as a static boilers. No. 1794, used as such, was still able to drive independently to and from the coal stage for recoaling in 1958. Locomotive 1794 ran under its own power from Arnhem to Rotterdam Feijenoord on November 1, 1958, where the regulator was immediately removed, so that the locomotive could only be moved by another locomotive. in 1959 No. 1794 was scrapped. No engines are preserved.[1]

Specifications

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[1][2] Without superheater With superheater (first test) With superheater (series rebuild)
Numbers SS 801-935 865, 889 861...916
Numbers NS Before 1942: 1701 - 1835
After 1942: 1308 - 1433 		1765, 1789 1701..1835
Weight locomotief 49 t (54 short tons; 48 long tons) 52 t (57 short tons; 51 long tons) 53 t (58 short tons; 52 long tons)
Weight tender 33 t (36 short tons; 32 long tons) 33 t (36 short tons; 32 long tons) 33 t (36 short tons; 32 long tons)
Driver diameter 2,150 mm (7 ft 1 in) 2,150 mm (7 ft 1 in) 2,150 mm (7 ft 1 in)
Leading diameter 1,219 mm (4 ft 0 in) 1,219 mm (4 ft 0 in) 1,240 mm (4 ft 1 in)
tender wheels 1,219 mm (4 ft 0 in) 1,219 mm (4 ft 0 in) 1,240 mm (4 ft 1 in)
Length 16,339 mm (53 ft 7.3 in), 16,455 mm (53 ft 11.8 in) (different buffers fitted) 16,339 mm (53 ft 7.3 in) 16,455 mm (53 ft 11.8 in)
Height 4,305 mm (14 ft 1.5 in) 4,305 mm (14 ft 1.5 in) 4,408 mm (14 ft 5.5 in)
Speed 90 km/h (56 mph) 100 km/h (62 mph) 100 km/h (62 mph)
Firebox heating area 10 m2 (110 sq ft) 11 m2 (120 sq ft) 11.5 m2 (124 sq ft)
Tubes heating area 93 m2 (1,000 sq ft) 73.5 m2 (791 sq ft) 73.5 m2 (791 sq ft)
Superheater area - 32 m2 (340 sq ft) 29 m2 (310 sq ft)
Fire grate area 2.10 m2 (22.6 sq ft) 2.10 m2 (22.6 sq ft) 2.10 m2 (22.6 sq ft)
Boiler pressure 11 kg/cm2 (160 psi) 11 kg/cm2 (160 psi) 11 kg/cm2 (160 psi)
Cylinders 2 2 2
Cylinder size 457 mm × 660 mm (18.0 in × 26.0 in) 502 mm × 660 mm (19.8 in × 26.0 in) 508 mm × 660 mm (20.0 in × 26.0 in)
Valve gear Stephenson Walschaerts Walschaerts
Water capacity 13 m3 (2,900 imp gal) 13 m3 (2,900 imp gal) 13 m3 (2,900 imp gal)
Fuel capacity 4 t (4.4 short tons; 3.9 long tons) 4 t (4.4 short tons; 3.9 long tons) 4 t (4.4 short tons; 3.9 long tons)
Tractive effort 48.35 kN (10,870 lbf) 58.35 kN (13,120 lbf) 59.82 kN (13,450 lbf)
Power class P3 PO1 PO1

Overview[1]

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Builder Lot no. Date built SS number Rebuilding with superheater by the SS NS number Rebuilding with superheater by the NS NS number 1941 without superheater Withdrawn Notes
Beyer, Peacock & Company 4075 1899 801 1701 1926 1953
4076 1899 802 1702 1923 1954
4077 1899 803 1703 1929 1956
4078 1899 804 1704 1923 1954
4079 1899 805 1705 1925 1955
4080 1899 806 1706 1930 1957
4081 1899 807 1707 1923 1956
4082 1899 808 1708 - 1308 1947
4083 1899 809 1709 1923 1952
4084 1899 810 1710 1923 1951
4085 1899 811 1711 1923 1947
4086 1899 812 1712 - 1312 1947
4087 1899 813 1713 1926 1952
4088 1899 814 1714 1927 1952
4089 1899 815 1715 1923 1953
Beyer, Peacock & Company 4165 1900 816 1716 1923 1953
4166 1900 817 1717 1923 1947
4167 1900 818 1718 1929 1953
4168 1900 819 1719 - 1319 1947
4169 1900 820 1720 1923 1956
4170 1900 821 1721 1925 1952
4171 1900 822 1722 1926 1947
4172 1900 823 1723 1927 1954
4173 1900 824 1724 1923 1953
4174 1900 825 1725 1927 1955
4175 1900 826 1726 1936 1952
4176 1900 827 1727 1923 1953
4177 1900 828 1728 - - 1938
4178 1900 829 1729 1926 1952
4179 1901 830 1730 1923 1957
4180 1901 831 1731 1929 1954
4181 1901 832 1732 1923 1952
4182 1901 833 1733 - 1333 1947
4183 1901 834 1734 1923 1957
4184 1901 835 1735 1923 1952
Beyer, Peacock & Company 4267 1901 836 1736 - 1336 1947
4268 1901 837 1737 1926 1954
4269 1901 838 1738 1928 1952
4270 1901 839 1739 1928 1953
4271 1901 840 1740 - - 1938
4272 1901 841 1741 1926 1957
4273 1901 842 1742 - 1342 1947
4274 1901 843 1743 1922 1947
4275 1901 844 1744 1929 1954
4276 1901 845 1745 1943 1345, in 1943: 1745 1950 Missing after World war II
4277 1901 846 1746 1929 1954
4278 1901 847 1747 1930 1952
4279 1901 848 1748 1937 1954
4280 1901 849 1749 1925 1951
4281 1901 850 1750 1926 1952
4282 1901 851 1751 - - 1938
4283 1901 852 1752 1929 1952
4284 1901 853 1753 1928 1954
4285 1901 854 1754 1925 1952
4286 1901 855 1755 1930 1947
4287 1901 856 1756 1927 1950
4288 1901 857 1757 1930 1953
4289 1901 858 1758 - 1358 1947
4290 1901 859 1759 - 1359 1947
4291 1901 860 1760 1925 1957
4292 1901 861 1916 1761 1952
4293 1901 862 1762 1926 1956
4294 1901 863 1763 1930 1955
4295 1901 864 1764 - 1364 1954
4296 1901 865 1914 1765 1952
Beyer, Peacock & Company 4321 1902 866 1766 1927 1952
4322 1902 867 1916 1767 1951
4323 1902 868 1768 1925 1950
4324 1902 869 1769 1923 1951
4325 1902 870 1770 1926 1950 Missing after World war II
4326 1902 871 1771 1926 1952
4327 1902 872 1772 1922 1953
4328 1902 873 1773 1926 1953
4329 1902 874 1774 1926 1954
4330 1902 875 1775 1926 1953
4331 1902 876 1776 1928 1953
4332 1902 877 1777 1929 1954
4333 1902 878 1778 1928 1951
4334 1902 879 1779 1925 1954
4335 1902 880 1780 1926 1956
4336 1902 881 1781 - 1938
4337 1902 882 1782 1927 1952
4338 1902 883 1783 - 1383 1948 Missing after World war II
4339 1902 884 1784 1923 1952
4340 1902 885 1785 1924 1953
4341 1902 886 1786 1925 1947
4342 1902 887 1787 1926 1954
4343 1902 888 1788 1926 1950 Missing after World war II
4344 1902 889 1914 1789 - - 1952
4345 1902 890 1790 - 1390 1948 Missing after World war II
4346 1902 891 1791 1926 1953
4347 1902 892 1792 1942 1392, in 1942: 1792 1956
4348 1902 893 1793 1924 1952
4349 1902 894 1794 1937 1957
4350 1902 895 1916 1795 - - 1955
Beyer, Peacock & Company 4724 1905 896 1796 - - 1938
4725 1905 897 1797 1921 1954
4726 1905 898 1798 - 1398 1947
4727 1905 899 1799 - 1399 1949
4728 1906 900 1916 1800 - - 1954
4729 1906 901 1801 1922 1952
4730 1906 902 1802 1924 1955
4731 1906 903 1803 1925 1947
4732 1906 904 1804 1929 1955
4733 1906 905 1805 1925 1952
Beyer, Peacock & Company 4846 1906 906 1806 1925 1954
4847 1906 907 1807 - - 1939
4848 1906 908 1916 1808 1947
4849 1906 909 1809 - 1409 1948 Missing after World war II
4850 1906 910 1810 - - 1939
4851 1906 911 1811 1930 1952
4852 1906 912 1812 1925 1955
4853 1906 913 1813 - 1413 1945
4854 1906 914 1814 - 1414 1947
4855 1906 915 1815 1922 1957
4856 1906 916 1916 1816 1954
4857 1906 917 1817 1925 1950 Missing after World war II
4858 1906 918 1818 1930 1955
4859 1906 919 1819 1939 1953
4860 1906 920 1820 - 1420 1945
4861 1906 921 1821 - - 1938
4862 1906 922 1822 1925 1947
4863 1906 923 1823 - 1423 1947
4864 1906 924 1824 1925 1950 Missing after World war II
4865 1906 925 1825 - 1425 1945
Werkspoor 161 1906 926 1826 1924 1953
162 1906 927 1827 1923 1956
163 1906 928 1828 1924 1953
164 1906 929 1829 1924 1955
165 1906 930 1830 1925 1947
Werkspoor 172 1907 931 1831 1922 1952
173 1907 932 1832 - 1432 1947
174 1907 933 1833 - 1433 1947
175 1907 934 1834 1925 1955
176 1907 935 1835 1926 1954
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  •  
    NS 1752 with the first train after the war. (15-05-1945)
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    NS 1779 with a train near Amersfoort. (June 1938)
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    A locomotive of the series 1700/1800 with a train near Oosterbeek Laag. (08-08-1938)
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    NS 1718 with an empty stock train, as the last steam train on the electrified route Rotterdam Hofplein - The Hague, near Leidschendam. (31-10-1947)
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    NS 1815 along the platform of Zwolle station. (04-09-1951)
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    NS 1729. (1945)
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    NS 1808 damaged by the war at the locomotive depot in Arnhem. (1945 - 1946)
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    View of the platforms under the 1st platform roof of Amsterdam C.S. with a steam locomotive from the 1700/1800 series in the middle. (1930 - 1939)
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    NS 1768 presumably factory new. (1902)
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    NS 1753 with a goods train. (1945 - 1954)
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    View of the railway and the cab with driver and fireman from the tender. (1910 - 1913)
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    The NS 1711 was burned in during the war at Maastricht. (September 1944)
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    NS 1716 at the locomotive shed in Amersfoort. (1930 - 1935)
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    NS 1799 at the demolition of Amsterdam Weesperpoort. (1939)
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    NS 1805 with a train at the road junction at the memorial needle at Het Loo in Apeldoorn. (1950)
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    NS 1708 and NS 1798 with a train to Alkmaar at Hoorn station. (13-03-1938)
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    NS 1792 with the spray train (weed kill train) probably in the vicinity of Utrecht. (04-05-1953)
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    Presumably NS 1775 with a passenger train from Mariënberg in Almelo, near the connection with the Deventer-Almelo line. (1953)
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    NS 1835 at Utrecht Maliebaan station. (1930 - 1938) (Now the site of the Dutch railway museum)
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    A locomotive of the series 1700 at the yard of Amersfoort station. (1925 - 1930)
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    The driver lubricating the connecting rod of the NS 1765, at Utrecht CS. (1929)
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    NS 1752 with the management of the NS at the first train after the war. (May 1945)
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    NS 1807 being coaled. (1920 - 1935)
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    NS 1748 with a train to Gennep at Boxtrel station. (1930 - 1940)

Sources and references

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  1. ^ a b c d e f Henken., Paul (2008). Serie SS 801-935 (NS-serie 1700) : de 2'B-sneltreinlocomotieven van de Staatsspoorwegen (1e dr ed.). 's-Hertogenbosch: Uquilair. ISBN 978-90-71513-66-4. OCLC 303044007.
  2. ^ Waldorp, H. (1986). Onze Nederlandse stoomlocomotieven in woord en beeld (7e, gew. dr ed.). Almaar: De Alk. ISBN 90-6013-947-X. OCLC 63833327.
  • Het Utrecht Archief
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