NOB D 2/4 (Maffei)
| D 2/4 (partly converted to C 2/4) | |
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 Steam locomotive D 2/4 No. 12 “Lindau” before the 1878 renovation at Zurich Main Station
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| Numbering: | NOB 11,12,18,25,26,29,30 later NOB 101-107 / 351-354 |
| Number: | 7th |
| Manufacturer: | Maffei |
| Year of construction (s): | 1854-1857 |
| Retirement: | 1885-1902 |
| Axis formula : | 2 B |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12800 mm (13250 mm conversion) |
| Fixed wheelbase: | 1375 mm |
| Total wheelbase: | 3545 mm |
| Empty mass: | 34.8 - 36.2 t |
| Service mass with tender: | 54.9 - 59.2 t |
| Friction mass: | 17.4 t (conversion 19.8 t) |
| Top speed: | 35 km / (55 km / h conversion) |
| Driving wheel diameter: | 1230 mm |
| Impeller diameter front: | 990 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 406 mm (350 mm conversion) |
| Piston stroke: | 609 mm |
| Boiler overpressure: | 9 atm (10 atm conversion) |
| Number of heating pipes: | 162-164 |
| Heating pipe length: | 3830 - 4000 mm |
| Grate area: | 1.0-1.1 m² |
| Radiant heating surface: | 5.5 - 6.7 m² |
| Evaporation heating surface: | 91.9 - 106.9 m³ |
| Water supply: | 5.4 - 6.8 m³ |
| Fuel supply: | 2.5 t (conversion 3 t) |
| Locomotive brake: | Spindle brake |
The Swiss Nordostbahn ( NOB ), procured 1854-1857 seven Schlepptender- steam engines of type D 2/4 . It was purchased for freight train service and obtained from the Maffei locomotive factory in Munich. The purchase price was between 59 150 and 60 850 Swiss francs.
Technical
The boiler dimensions of the first three machines differ from the last four machines delivered. They kept this difference even after the new boiler with a second boiler.
The D 2/4 were built according to the principles of Norris American type locomotives (wheel arrangement 2'B). Simultaneously with this freight locomotive, the NOB also procured express train ( A 2/4 ) and passenger locomotives ( B 2/4 ) in a similar design from the same manufacturer, which differed mainly in the wheel diameter.
The locomotives had an outer frame with an external drive. 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 cylinders and drawbar struts were used as cross stiffeners. A transverse plate built into the frame also served as a boiler support. The two angle iron connections for the bogie additionally stiffened the frame. The rear coupling axle was in front of the firebox, which differentiated it from the A 2/4 and B 2/4 . This resulted in a very compact axle arrangement and an extremely short wheelbase of 3545 mm for a four-axle locomotive .
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 suspended on each side by an inverted leaf spring, the ends of which rested on the axle bearings.
The drive rod acted on the first coupled axle. The coupling rod was on the outside. The large eccentric of the Stephenson control was attached to the neck of the drive shaft crank . He was thus behind the rod.
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. There was no steam or counter pressure brake and no block brake on the locomotive.
All machines received a new boiler between 1872 and 1874. The cylinder diameter was reduced from 406 to 380 mm.
Conversion to C 2/4
Four machines were new boiler with a firebox to Maey equipped. The boiler pressure could decrease by 1 atm . to 10 atm. increase. On these machines, the cylinder diameter was even reduced to 350 mm in order to minimize wheel spin. The top speed could be increased to 55 km / h. These four machines were equipped with steam heating between 1889 and 1893 . They received lead or cast ballast built into the rear frame cut-outs, which increased the adhesive weight to 19.8 tons.
It is unclear how far the conversion of machine 107 went. Alfred Moser writes of four machines that received a Maey boiler, but he lists five machines as being converted. Locomotive number 107 was also decommissioned and scrapped 14 years after the conversion, at the same time as the locomotives that had not been converted. Since this is the first converted locomotive, it can be assumed that a mistake was made or found here, which could only be corrected with the Maey boiler.
| NOB until 1879 |
NOB 1879-1895 |
NOB 1895-1902 |
Surname | Factory number |
Construction year | Manufacturer | 2nd boiler | modification | Discarded |
|---|---|---|---|---|---|---|---|---|---|
| 11 | 101 | - | Friedrichshafen | 179 | 1854 | Maffei | 1872 | - | 1885 |
| 12 | 102 | 351 | Lindau | 180 | 1854 | Maffei | 1878 | 1878 | 1902 |
| 18th | 103 | - | Sihl | 248 | 1856 | Maffei | 1872 | - | 1887 |
| 25th | 104 | 352 | To run | 284 | 1857 | Maffei | 1875 | 1875 | 1902 |
| 26th | 105 | 353 | Stilli | 285 | 1857 | Maffei | 1874 | 1876 | 1903 |
| 29 | 106 | 354 | Kyburg | 286 | 1857 | Maffei | 1875 | 1875 | 1903 |
| 30th | 107 | - | Wettingen | 287 | 1857 | Maffei | 1873 | 1873 | 1887 |
Operational
While No. 101, 103 and 107 were already scrapped in 1885 and 1887, this happened with the other four locomotives converted to C 2/4 shortly before or during the nationalization of the NOB to the SBB 1902-03. They were therefore not taken over by the SBB.
All locomotives were scrapped.
swell
- Alfred Moser : The steam operation of the Swiss railways 1847-1966. 6th updated and supplemented edition. Birkhäuser, Stuttgart 1975, ISBN 3-7643-0742-0 , pp. 73ff.