NOB C 3/3

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NOB C 3/3
C 3/3 No. 323, SLM version
C 3/3 No. 323, SLM version
Numbering: 50-55, 79-96, 161-166, 151-154 1
Number: 34
Manufacturer: StEG , Esslingen , SLM
Year of construction (s): 1867 2 , 1873–1876 3 , 1889 4
Retirement: 1892–1916 (sale of all existing machines)
Axis formula : C.
Length over buffers: 13,410 mm 2
13,710 mm 3 4
Service mass: 52.5 t 2 3
56.9 t 4
Wheel set mass : approx. 19 t
Top speed: 55 km / h
from 1900 60 km / h 3 4
Indexed performance : 265 kW
Starting tractive effort: 38.0 kN
Driving wheel diameter: 1,390 mm
Cylinder diameter: 420 mm
Piston stroke: 610 mm
Boiler overpressure: 10 bar
Grate area: 1.60 m² 2 3
1.50 m² 4
Superheater area : no
Evaporation heating surface: 150.20 m² 2 107.20 m² 5
108.20 m² 3
109.00 m² 5
110.0 m² 4
Locomotive brake: Spindle brake
from 1893 Westinghouse brake
Particularities: 1 several renumbering
2 machines from StEG Vienna
3 machines from Esslingen
4 machines from SLM
5 2. boiler

The Swiss Nordostbahn ( NOB ) procured 1867-1895 34 Schlepptender steam engines of the type C 3/3 which were supplied by three different manufacturers.

Manufacturer

C 3/3 No. 335, Esslinger version after Kessel Ersatz, between 1895 and 1902 in the Winterthur depot

The first six machines were purchased from StEG in Vienna in 1867 , the purchase price was quoted at 53,400 Swiss francs.
The next 24 machines came from the Esslingen machine factory and were delivered in three series between 1873 and 1876 (6 machines in 1873, 8 machines in 1875, 10 machines in 1876). The purchase price was between 76,000 and 83,300 Swiss francs.
The last four machines were manufactured in 1889 by the Swiss Locomotive and Machine Factory (SLM) in Winterthur, the unit price was 47,500 Swiss francs.

The successor to this locomotive was the NOB D 3/3 .

Technical

The locomotives of the Bourbonnais type were purchased for freight train service, but with a top speed of 55 km / h they were also suitable for transporting mixed trains. The wheelbase was 3270 mm and all axles were in front of the firebox. The boiler was designed as a long boiler , so that there was an overhang of around 2000 mm to the front and around 2500 mm to the rear. The boiler did not have a steam dome, but a steam collecting pipe over the entire length of the boiler. The boiler was 1950 mm above the top of the rail. In the first six machines, it was made of sheet steel, which was far too inelastic, so that the boiler had to be replaced as early as 1872/1873. These replacement boilers and the new boilers for the Esslingen machines were designed according to the Maey design without anchors and with a sloping smoke chamber tube wall. These also failed and had to be replaced from 1888.

Locomotive No. 323, built by SLM, taken at Winterthur-Töss station

The Ramsbottom safety valve was on the manhole cover above the fire box. The rotary valve regulator was located in the smoke chamber and was operated by a vertical lever on the rear wall of the boiler. The drive was mounted in a 30 mm thick inner frame with lots of cross bracing. The suspension consisted of four longitudinal springs connected with longitudinal levers above the bearings of the first and second axles, as well as an inverted transverse spring resting on the bearings of the third axle. Because the external engine acted on the second axle, it was moved 175 mm towards the rear axle in order to achieve a better rod length. The control was designed in the Allan type, the first with full eccentrics, the others with eccentric cranks and pocket linkage. The reversal took place with screw and wheel. The piston rods were not originally carried out, which was changed after the boiler replacement on the machines from Esslingen and SLM.

The machines were the first of the NOB to have a railing around the boiler and a front wall door in the driver's cab. There was no counter-pressure brake installed. The sandpit was between the frame. The tender was equipped with an 8-block spindle brake. The Westinghouse brake installed from 1893 onwards also acted on these brake pads . The tender was a typical NOB tender with a long wheelbase. From 1894 the machines were retrofitted with a device for steam heating and a speedometer of the Klose type .

NOB
until 1879		 NOB
1879-1895		 NOB
1895-1902		 SBB
from 1902		 Factory
number		 Construction year Manufacturer 2nd boiler Discarded Remarks
50 121 - - 794 1867 Web 1872 1892
51 122 - - 795 1867 Web 1872 1892
52 123 - - 796 1867 Web 1872 1892
53 124 - - 797 1867 Web 1873 1893
54 125 - - 798 1867 Web 1873 1893
55 126 - - 799 1867 Web 1873 1892
79 127 327 2425 1263 1873 Esslingen 1893 1912
80 128 328 2426 1264 1873 Esslingen 1893 1916 d
81 129 329 2427 1265 1873 Esslingen 1891 1912
82 130 330 2428 1266 1873 Esslingen 1889 1911
83 131 331 2429 1267 1873 Esslingen 1888 1909
84 132 332 2430 1268 1873 Esslingen 1892 1916 d
85 133 333 2431 1445 1875 Esslingen 1892 1913
86 134 334 2432 1446 1875 Esslingen 1889 1912
87 135 335 2433 1447 1875 Esslingen 1891 1911
88 136 336 2434 1448 1875 Esslingen 1889 1912
89 137 337 2435 1449 1875 Esslingen 1900 1912
90 138 338 2436 1450 1875 Esslingen 1893 1916 d
91 139 339 2437 1451 1875 Esslingen 1889 1912
92 140 340 2438 1452 1875 Esslingen 1888 1911
93 141 341 2439 1502 1876 Esslingen - 1908
94 142 342 2440 1503 1876 Esslingen 1891 1913
95 143 343 2441 1504 1876 Esslingen 1890 1911
96 144 344 2442 1505 1876 Esslingen 1888 1911
161 a 145 345 2443 1506 1876 Esslingen 1892 1913 c
162 a 146 346 2444 1507 1876 Esslingen 1894 1911 c
163 a 147 347 2445 1543 1876 Esslingen 1900 1916 CD
164 a 148 348 2446 1544 1876 Esslingen 1894 1916 CD
165 a 149 349 2447 1545 1876 Esslingen 1892 1916 d
166 a 150 350 2448 1546 1876 Esslingen 1891 1916 d
- 151 323 b 2421 571 1889 SLM - 1916 d
- 152 324 b 2422 571 1889 SLM - 1916 d
- 153 325 b 2423 571 1889 SLM - 1916 d
- 154 326 b 2424 571 1889 SLM - 1916 d

Notes on the table:
a According to the list from 1875, the numbers 137–142 were provided.
b Were placed at the beginning of the numbering on the occasion of the renumbering in 1895, and then also placed in this order at the SBB .
c Numbers 145–148 had been rented to the Zurich-Zug-Lucerne Railway in 1880 and then sold; they kept the same numbers there. When the railway was taken over by the NOB in 1892, the locomotives were returned to the NOB's portfolio.
d Sale to the Austro-Hungarian Army Administration , 1918 to MÁV while retaining the SBB numbers.

Operational

The machines were assigned to District III at SBB ; the maintenance was carried out by the Zurich workshop and partly by Rorschach.

swell

  • The steam operation of the Swiss railways 1847–1966 (Moser book) p. 99 ff