NOB A 2/4 (Maffei)
| NOB A 2/4 | |
|---|---|
| Numbering: | 15-17, 31 |
| Number: | 4th |
| Manufacturer: | Maffei ( Escher Wyss ) |
| Year of construction (s): | 1856 1861 |
| Retirement: | 1876 |
| Axis formula : | 2 B |
| Genre : | Express locomotive |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 13,360 mm |
| Fixed wheelbase: | 1970 mm |
| Total wheelbase: | 4905 mm |
| Empty mass: | 37.2 t |
| Service mass with tender: | 49.8 t |
| Friction mass: | 15.8 t |
| Driving wheel diameter: | 1850 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 381 mm |
| Piston stroke: | 609 mm |
| Boiler overpressure: | 9 atm. (No. 31, 10 atm.) |
| Number of heating pipes: | 164 |
| Heating pipe length: | 3760 mm |
| Grate area: | 1.1 m² |
| Radiant heating surface: | 6.6 m² |
| Evaporation heating surface: | 86 m² |
| Water supply: | 6.8 m³ |
| Fuel supply: | 2.5 t (coal) |
The Swiss Nordostbahn ( NOB ) procured in 1856 Schlepptender- three steam engines of the type A 2/4 . It was purchased for the express train service and obtained from the Maffei locomotive factory in Munich. The purchase price was 59,148 Swiss francs. In 1861 a locomotive was built by Escher & Wyss in Zurich, and it cost 72,000 Swiss francs.
Technical
It is an American locomotive built according to Norris principles . At the same time as this express train locomotive, the NOB also procured goods train ( D 2/4 ) and passenger train locomotives ( B 2/4 ) of a similar design from the same manufacturer, which differed mainly in the wheel diameter.
The locomotives had an outer frame with an external engine . The frame was designed as a double sheet metal frame and was reinforced with plates on the axle bracket forks. The bumper beam as well as the cylinder and drawbar struts were used as cross stiffeners, and it also had a cross plate, which was also used as a boiler support. The two angle iron connections for the bogie additionally stiffened the frame.
The fire box was between the coupling axles . The drive axles were sprung on both sides with two leaf springs each over the frame. The middle ends of the spring were connected in the middle by a compensation lever. The bogie had a double-walled inner frame that was stiffened with a wrought-iron cross. The pivot was moved 75 mm forwards from the center of the bogie. The axles were cushioned on each side by an inverted leaf spring, the ends of which rested on the axle layers.
The connecting rod grabbed the first coupling axle, and the coupling rods were on the outside. The large eccentric of the Stephenson control was attached to the neck of the drive axle crank and was thus within the drive rod.
The cylinders were fastened horizontally on the outside of the frame and were in front of the first barrel. The piston rods were not passed forward.
The boiler was topped up with water via a drive pump that was driven by the control's backward eccentric.
The three-axle tender had a double outer frame. The suspension springs were between the frame plates and had no balance.
The braking device consisted only of a manual spindle brake that acted on the tender axles. The locomotive had no steam or back pressure brakes and no block brakes either.
| Series from 1864 |
NOB until 1879 |
Surname | Factory number |
Construction year | Manufacturer | Discarded |
|---|---|---|---|---|---|---|
| AI | 15th | Brugg | 245 | 1856 | Maffei | 1876 |
| AI | 16 | Habsburg | 245 | 1856 | Maffei | 1876 |
| AI | 17th | Bodan | 246 | 1856 | Maffei | 1876 |
| A II | 31 | Bearings | 12 | 1861 | Escher, Wyss | 1876 |
Operational
All four locomotives were scrapped in 1876.
swell
- Alfred Moser: The steam operation of the Swiss railways 1847-1966 . 4th updated edition, Birkhäuser, Stuttgart 1967, pp. 73ff