NOB D 3/3

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NOB D 3/3
D 3/3 370 of the NOB, first series
D 3/3 370 of the NOB, first series
Numbering: NOB 161–172, 361–394
SBB 3401–3416 1
SBB 3601–3624 2
Number: 40
Manufacturer: SLM
Year of construction (s): 1891-1902
Retirement: 1927
Axis formula : C.
Length over buffers: 14,050 mm
Service mass: 67.7 t 1
69.4 t 2
Wheel set mass : 14.5 t
Top speed: 55 km / h
Indexed performance : 425 kW
Starting tractive effort: 60.8 kN
Driving wheel diameter: 1,330 mm
Cylinder diameter: 480 mm
700 mm 3
Piston stroke: 650 mm
Boiler overpressure: 11 bar 1
12 bar 2
Grate area: 1.70 m²
Superheater area : no
Evaporation heating surface: 131.80 m²
113.10 m² 2
Locomotive brake: Spindle brake
1 1st series
2 2nd series
3 3619–3624

The Swiss Nordostbahn ( NOB ) procured from 1891 freight service two series Schlepptender a locomotive of the type D 3/3 . It was made stronger than the C 3/3 and largely corresponded to the D 3/3 of the Jura-Simplon Railway .

Manufacturer

The first series of 16 machines were manufactured between 1891 and 1895 by the Swiss Lokomotiv- und Maschinenfabrik (SLM) in Winterthur. The unit price was given as 60,045 Swiss francs.

The second series comprised 24 machines and was manufactured by SLM between 1897 and 1902. The last six machines were delivered directly to SBB . The machines now cost 62,800 francs.

Technical

D 3/3 No. 376 from the second series

As with its predecessors, the D 3/3 is a long boiler type with all axes in front of the fire box . The Bourbonnais type locomotive had an axle base of 3700 mm. As the only mainline locomotive of the NOB, it had a boiler with a steam dome . The Ramsbottom safety valve was also located on top of it. The boiler was 2150 mm above the top of the rail. 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, which was reinforced with many cross braces. The suspension consisted of six longitudinal springs suspended under the bearings, with the drive and rear axles being connected with compensating levers.

The external engine took hold of the second axis. It wasn't set back on the first machines. In the last four machines of the first series as well as the second series, however, the drive axis was moved back 110 mm. A Walchart control with a backdrop was installed. The conversion took place with screw and wheel. In the second series, a compound engine was installed (low-pressure cylinder on the left) with a start-up device according to Lindner. This compound engine did not produce any major fuel savings in a freight locomotive. Because of the disadvantages arising from a compound engine, it was the only machine series on a Swiss full-line railway in this version. The piston rods were passed forward.

There was no counter-pressure brake installed. In the first series, the sandpit was located between the frame, in the second series under the running plate in front of the drive axle. The tender was equipped with an eight-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.

The steam drive brake installed in the first series was removed again between 1896 and 1899. The first machines of the second series were also delivered with a Westinghouse drive wheel brake, which was removed again in 1899.

NOB
until 1895		 NOB
1895-1902		 SBB
from 1902		 Factory
number		 Construction year Manufacturer Discarded Remarks
1st series
161 361 3401 705 1891 SLM 1913
162 362 3402 706 1891 SLM 1913
163 363 3403 707 1891 SLM 1915
164 364 3404 708 1891 SLM 1919
165 365 3405 709 1891 SLM 1920
166 366 3406 710 1891 SLM 1916
1927		 MÁV 334.001 a
167 367 3407 751 1892 SLM 1916
1929		 MÁV 334.002 a, b
ČSD 324.401
168 368 3409 752 1892 SLM 1915
169 369 3410 753 1892 SLM 1916
1925		 MÁV 334.003 a, b
ČSD 324.402
170 370 3410 754 1892 SLM 1916
1927		 MÁV 334.004 a
171 371 3411 755 1892 SLM 1916
19 ??		 MÁV 334.005 a, c
172 372 3412 756 1892 SLM 1916
19 ??		 MÁV 334.006 a, c
- 373 3413 935 1895 SLM 1923
- 374 3414 936 1895 SLM 1916
1927		 MÁV 334.007 a
- 375 3415 937 1895 SLM 1916
1927		 MÁV 334.008 a
- 376 3416 938 1895 SLM 1911
2nd series
- 377-384 3601-3608 1033-1040 1897 SLM 1925
- 385-388 3609-3612 1226-1229 1899 SLM 1925
- 389-394 3613-3618 1230-1235 1900 SLM 1927
- - 3619-3624 1463-1468 1902 SLM 1927

Notes on the table:
a sale to MÁV
b sale of MÁV to ČSD
c sale of MÁV to CFR

Operational

SBB locomotive No. 3416, until 1902 No. 376 of the NOB, in the F depot in Zurich

In terms of personnel, the machines were taken over by Muni .

Most of the SBB's machines were assigned to District III, only the 3405, 3406, 3620-24 were assigned to District IV. Maintenance in the workshops in Zurich and Rorschach.

Whereabouts

In 1916, the SBB sold the remaining eight machines of the first series to the Hungarian State Railways MÁV, which they classified under the numbers 334.001-008. Two of these locomotives (002, 003) later went to the Czechoslovak State Railways ČSD, which classified them as 324,401 and 402.

The numbers 005 and 006 were also sold by MÁV. These went to the Romanian State Railway Company ( CFR), their whereabouts are unknown.

swell

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