NS 1700 (steam locomotive)

NS 1700
SS 815 at Amsterdam Weesperpoort in 1902
Type and origin Power type Steam Builder Beyer, Peacock & Company, Werkspoor Build date 1899 - 1907 Total produced 135
Specifications Configuration: ​  •  Whyte 4-4-0  •  UIC 2'B Gauge 1,435 mm (4 ft 8+1⁄2 in)
Career Operators NS, SS Numbers SS: 801-935 NS: 1701-1835, 1308-1433 Nicknames Hartjes Overkokers Bogies Kleine Jumbo Disposition All scrapped
For a more detailed Specifications, see Specifications

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

Design and construction

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)

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)

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)

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

[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]

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

Gallery

• 
  NS 1752 with the first train after the war. (15-05-1945)
• 
  NS 1779 with a train near Amersfoort. (June 1938)
• 
  A locomotive of the series 1700/1800 with a train near Oosterbeek Laag. (08-08-1938)
• 
  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)
• 
  NS 1815 along the platform of Zwolle station. (04-09-1951)
• 
  NS 1729. (1945)
• 
  NS 1808 damaged by the war at the locomotive depot in Arnhem. (1945 - 1946)
• 
  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)
• 
  NS 1768 presumably factory new. (1902)
• 
  NS 1753 with a goods train. (1945 - 1954)
• 
  View of the railway and the cab with driver and fireman from the tender. (1910 - 1913)
• 
  The NS 1711 was burned in during the war at Maastricht. (September 1944)
• 
  NS 1716 at the locomotive shed in Amersfoort. (1930 - 1935)
• 
  NS 1799 at the demolition of Amsterdam Weesperpoort. (1939)
• 
  NS 1805 with a train at the road junction at the memorial needle at Het Loo in Apeldoorn. (1950)
• 
  NS 1708 and NS 1798 with a train to Alkmaar at Hoorn station. (13-03-1938)
• 
  NS 1792 with the spray train (weed kill train) probably in the vicinity of Utrecht. (04-05-1953)
• 
  Presumably NS 1775 with a passenger train from Mariënberg in Almelo, near the connection with the Deventer-Almelo line. (1953)
• 
  NS 1835 at Utrecht Maliebaan station. (1930 - 1938) (Now the site of the Dutch railway museum)
• 
  A locomotive of the series 1700 at the yard of Amersfoort station. (1925 - 1930)
• 
  The driver lubricating the connecting rod of the NS 1765, at Utrecht CS. (1929)
• 
  NS 1752 with the management of the NS at the first train after the war. (May 1945)
• 
  NS 1807 being coaled. (1920 - 1935)
• 
• 
  NS 1748 with a train to Gennep at Boxtrel station. (1930 - 1940)

Sources and references

1. 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.

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