View source for Midi E 3301

{{Infobox locomotive
| name             = Midi E 3300<br>SBB CFF FFS Be 2/5
| image            = File:Midi E 3301 BBC SLM 1.jpg
| alt              =
| caption          = Electric locomotive Chemins de Fer du Midi E 3301 on the Bern-Lötschberg-Simplon line, later SBB Be 2/5 11001
| powertype        = Electric
| builder          = SLM and Brown-Boveri
| ordernumber      =
| serialnumber     =
| buildmodel       =
| builddate        = 1910-1911
| totalproduction  = 1
| whytetype        =
| aarwheels        = 1-C-1
| uicclass         = [[1′C1′]]
| gauge            =  {{track gauge|sg}}
| trucks           =
| bogies           =
| wheeldiameter    = 1610 mm
| trailingdiameter = 950 mm
| minimumcurve     =
| wheelbase        =
| length           =
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| frametype        =
| axleload         =
| weightondrivers  = 33 tonnes
| locoweight       = 75 tonnes
| sandcap          =
| powersupply      = Overhead line
|electricsystem   = Single phase AC,<br>12/15 kV, 16⅔ Hz.
|collectionmethod = 2 pantographs
| tractionmotors   = Two Deri [[repulsion motor]]s
| transmission     =
| maxspeed         = 75 km/h
| poweroutput      = 660 kW (continuous)<br>736 kW (one hour)
| tractiveeffort   =
| factorofadhesion =
| trainheating     =
| locobrakes       =
| locobrakeforce   =
| trainbrakes      =
| safety           =
| operator         =
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| powerclass       =
| numinclass       =
| fleetnumbers     =
| officialname     =
| nicknames        = Viktor
| axleloadclass    =
| locale           =
| deliverydate     =
| firstrundate     =
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}}
'''Midi E 3301''' was a prototype [[electric locomotive]] of Class E 3300 designed for the [[Chemins de fer du Midi]], France. Because of poor performance, it was refused by the Compagnie du Midi and was re-deployed to Swiss railways. On 1 May 1919, it was classified Fb 2/5 11001 and, in 1920, it became experimental locomotive Be 2/5 11001 of the [[Swiss Federal Railways]] (SBB).
==Overview==
Many lines of the Midi network being mountain lines, the company began an electrification programme in 1909. The system chosen was single phase alternating current at 12 kV and 16⅔ Hz.
[[File:Midi 3101 of the Southern Railway Company (Chemin de fer du Midi), equipment by AEG, single-shaft (Ans 05405-029).jpg|thumb|left|Prototype locomotive E.3101]]
Six prototype locomotives were ordered for the [[Perpignan]] - [[Villefranche-de-Conflent]] line. They were:<ref>{{cite book|last1=Ransome-Wallis|first1=P.|title=Illustrated Encyclopedia of World Railway Locomotives|date=2001|publisher=Courier Corporation|isbn=9780486412474|page=149|url=https://books.google.com/books?id=GVgiRfFBiTgC&pg=PA149|language=en}}</ref>
*    E 3001 from [[Compagnie Francaise Thomson-Houston|Thomson]] and [[General Electric]]
*    E 3101 from [[AEG (German company)|AEG]] and [[Henschel]]
*    E 3201 from [[Westinghouse Electric Corporation|Westinghouse]], later SNCF [[1C1 3900]]
*    E 3301 from [[Brown-Boveri]] and [[Swiss Locomotive and Machine Works|SLM Winterthur]]
*    E 3401 from [[Ateliers du nord de la france|Ateliers du Nord et de l'Est]]
*    E 3501 from [[Schneider-Creusot|Schneider]]
The E 3301 locomotive was expected to perform the following tasks:
*    Haul a 400-ton train on a 2.2% gradient
*    Haul a 300-ton train at 40&nbsp;km/h on a 2.2% gradient
*    Haul a 100-ton train at 60&nbsp;km/h on a 2.2% gradient
*    Be equipped with an [[dynamic braking|electric brake]] for descents
==Technical details==
[[File:France, Chemin de fer du Midi, 1-C-1 E.3301 loco, single shaft, Aliotts (Ans 05405-032).jpg|thumb|left|E 3301 in 1910]]
[[File:Deri Repulsion Type Motor Midi E 3301.png|thumb|Brown-Boveri-Déri repulsion motor with 10 poles. Two of these motors were used in the French electric locomotive Midi E3301]]
The companies SLM Winterthur and Brown-Boveri built the E3301 locomotive in 1910-1911. Power was provided by two large [[Miksa Déri|Déri]] [[repulsion motor]]s that filled almost the entire engine room. The speed and direction of the motors were controlled by brush-shifting, allowing the train to start without jolting. The motors were powered at 1,250 V by two traction [[transformer]]s connected in parallel. The power of the motors was transmitted to the central axle by two inclined rods, without gears, then to the other drive axles by [[coupling rod]]s.
==Trials==
The E 3301, equipped with auxiliary transformer windings for 15 kV operation, was tested on the [[Spiez]] - [[Frutigen]] line. During these tests, some design faults became apparent. On 18 February 1912, the locomotive was transferred to [[Perpignan]] and trials continued until 16 August 1912. The locomotive was unable to deliver the required performance, as was the case for two other machines. Another gave partial satisfaction, but only E 3201 was fully satisfactory. The Midi also ordered [[railcar]]s E ABD 1 to 30, which became Class Z 4900 of the [[SNCF]].
== Modifications and axle drive testing ==
[[File:SBB CFF FFS Be 25 BBC SLM 1.jpg|thumb|As modified, showing the different axle drives]]
{{illm|Otto Tschanz|de}}, the SBB's senior mechanical engineer, suggested converting the surplus locomotive into a test vehicle for the new technique of individual axle drives that were replacing coupling rods. It was returned to Brown-Boveri and the original rod drives, traction motors and electrical equipment removed. The first driving axle was unpowered and converted to a carrying axle. As it was still balanced for the rod drive and these cast-in balances could not be removed, a new balance weight had to be fitted to the crankpin position. The centre axle was fitted with a [[Buchli drive]] and the third with Tschanz's own design of [[Tschanz drive]].{{efn-lr|Similar tests with a mixed arrangement of axle drives were also tried later on the [[SBB-CFF-FFS Ae 4/8]].}} This Tschanz drive transmitted torque via a spur reduction gear and a [[cardan shaft]] running inside a hollow axle. As the Buchli drive was as yet untried, a drive was fitted on each side of the axle. This became the French practice, as on the [[SNCF 2D2 5500]] and [[SNCF 2D2 9100|9100]], but in Switzerland a single-sided drive woud be considered adequate. Overall this now gave a wheel arrangement changed from 1′C1′ to 1′1Bo1′.
The two transformers were replaced by a single one behind the first driver's cab, balancing the traction motors, and with a [[tap changer]] for power control.
==Service in Switzerland==
The modified locomotive was first tested on the [[Lötschberg railway line]]. On 1 August 1918, it was officially handed over to the [[Bern–Lötschberg–Simplon railway]] (BLS) under number 2B1 10001 for the start of the tests.
Until 1919, the machine was used to haul passenger trains on the [[Thun]]–[[Spiez]] line. On 1 May 1919 it entered permanently the service of the [[Swiss Federal Railways|SBB]] under the number Fb 2/5 10001. From the energizing of the line [[Bern]]–[[Spiez]] on 7 July 1919, it began to haul passenger trains.  By the end of 1919, it had travelled 24,500 kilometres. In 1920, when it became Be 2/5 11001, it travelled a further 5,500 kilometres and, by 1921, the total was 35,300 kilometres. Around this time, the locomotive was nicknamed ''Viktor''.
SBB were receiving new and better locomotives, so they looked for a new assignment for ''Viktor''. On 1 June 1922, it was assigned to the [[Erstfeld]] depot to haul trains on the Erstfeld–[[Arth]]–[[Goldau]] and Erstfeld–[[Lucerne]] lines and covered an average daily distance of 224&nbsp;km. Between  1923 and 1924, it also pulled passenger trains on the [[Gotthard line]] between Lucerne and [[Bellinzona]]. In 1924 it travelled only 2,000 kilometres, apparently because of accident damage.
In 1925, ''Viktor'' was transferred to the Lucerne depot and hauled trains to [[Rotkreuz]] (in the [[Canton of Zug]]), [[Zürich]] and Arth-Goldau and still travelled 202 kilometres daily average. Also in 1925, the [[Steam generator (railroad)|train-heating boiler]] was replaced by a 1,000 volt [[Head-end power|electric train supply]]. From 1 October 1926, its use declined and it was used only occasionally on short freight trains. In May 1927, traffic to Rotkreuz and Arth-Goldau increased and ''Viktor'' was put back into service and travelled 135&nbsp;km every day.
On 15 May 1928, the locomotive Be 3/5 12201 resumed its services and Viktor was relegated to shunting duties at Zürich depot. It covered only about 7,000 kilometres in 1928. In 1929, the mileage dropped to 592&nbsp;km.
==Final years==
In 1929, ''Viktor'' was converted into a self-propelled welding wagon Xe 1/5 n° 99999 which later became XTe 1/5 n° 99999. It was withdrawn on 17 September 1937 and scrapped in December 1937.
==References==
{{notelist-lr}}
{{reflist}}
*{{Davies-MidiPOLocoList|page=56}}
==Further reading==
*    Yves Machefert-Tassin, Fernand Nouvion, Jean Woimant, Histoire de la traction électrique. tome I : des origines à 1940, Éditions La Vie du Rail, 1980, 561p. ({{ISBN|2902808224}})
*    Lucien-Maurice Vilain, Évolution du matériel moteur et roulant de la Cie du Midi : 19855 à 1934 (fusion P.O. Midi), Édition Picador, 1979, 286p. ({{ISBN|2902653034}})
{{Standard gauge locomotives of Switzerland}}
[[Category:1′C1′ locomotives]]
[[Category:Standard gauge electric locomotives of France]]
[[Category:Electric locomotives of Switzerland]]
[[Category:15 kV AC locomotives]]
[[Category:SLM locomotives]]
[[Category:Brown, Boveri & Cie locomotives]]
[[Category:Chemins de fer du Midi]]
[[Category:Passenger locomotives]]