SNB D 1/3
| NOB D 1/3 | |
|---|---|
 Replica of the D 1/3, No. 1 «Limmat»
|
|
| Numbering: | 1, 2 |
| Number: | 2 |
| Manufacturer: |
Kessler SBB (replica) |
| Year of construction (s): | 1847, replica 1947 |
| Retirement: | 1866 (renovation), 1868 |
| Axis formula : | 2'A |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 11 080 mm |
| Length over buffers: | 11 810 mm |
| Fixed wheelbase: | 2490 mm |
| Total wheelbase: | 2800 mm |
| Service mass with tender: | approx. 30 t |
| Friction mass: | 9 t |
| Top speed: | 30 km / h |
| Driving wheel diameter: | 1320 mm |
| Control type : | inside |
| Number of cylinders: | 2 |
| Cylinder diameter: | 362 mm |
| Piston stroke: | 559 mm |
| Boiler overpressure: | 6 bar |
| Number of heating pipes: | 114 |
| Heating pipe length: | 3735 mm |
| Grate area: | 0.90 m² |
| Radiant heating surface: | 5.40 m² |
| Evaporation heating surface: | 57.30 m³ |
| Water supply: | 3.9 m³ |
| Fuel supply: | 2.5 tons of coal |
| Train heating: | no |
| Speedometer: | No |
| Control: | Stephenson |
| Coupling type: | Eyelet with funnel |
The Swiss Northern Railway ( SNB ), also known as the Spanish Brötli Railway , purchased two D 1/3 steam locomotives for the opening of operations in 1847 . On July 1, 1853, the two locomotives merged to form the Nordostbahn (NOB).
These were the first locomotives built for a Swiss railway company . They corresponded to the American machine of the Norris-type and were greeted by the Maschinenbau-Gesellschaft Karlsruhe of Emil Kessler built. The purchase price was around 35,000 Swiss francs .
Technical
The two tender locomotives with the 2'A wheel arrangement (Norris type) were the only locomotives in Switzerland that had this wheel arrangement.
The inner frame had a simple structure and consisted of one long bar each around 220 mm wide and 30 mm thick. The double plates of the axle brackets were riveted to this. The cross connection consisted of only two cross members, which also served as a boiler support, a connection between the cylinders and the two wooden bumper beams. The axle holder plates were connected lengthways, but not crossways.
The kettle, designed for six bars , and the fire box were covered with wood. From the steam collector, which was located above the square fire box, a pipe led through the long boiler. The rotary valve regulator was located in the lower part of the smoke chamber , which was operated by means of a pull rod and lever. This lever was together with the control lever on a control bracket on the open platform. Initially there was no weather protection for the locomotive crew, there was only a railing with chains. Later the locomotives appeared to have been equipped with a light protective roof.
There was a directly loaded safety valve on the long boiler , and there was also a spring carriage safety valve on the fire box. As a result of the initial wood firing, there was a large spark arrester chimney . This was replaced by a simple but tall, slightly conical sheet metal chimney with the conversion to coal firing around 1860. The blowpipe cross-section could be adjusted from the heater side via a conical pipe section. The cylinders were attached horizontally to the outside of the frame. They were supplied with steam via vertical valves. These in turn were controlled by an internal Stephenson control . It was operated using a lever. There was a small sandpit on the kettle .
The small two-axle tender had a double outer frame . The suspension springs were located between the frame plates and stood over the axle bearings. In contrast to the locomotive, which had no braking system, the tender was equipped with an eight-block spindle brake. There was a sight glass on the tender to check the water level.
Initially, the pulling device was a single spring-loaded eyelet with a plug. In the 1860s it was replaced by screw couplings with emergency chains. At the beginning there were only rubber buffers on the wooden bumper, these were later exchanged for spring buffers.
| designation | SNB until 1853 |
NOB until 1879 |
NOB from 1879 |
Surname | Factory number |
Construction year | Manufacturer | Reconstruction of the 2nd boiler |
Discarded | Remarks |
|---|---|---|---|---|---|---|---|---|---|---|
| from 1864: D I conversion: D I A replica: D 1/3 |
1 | 1 | 201 | Limmat | 78 | 1847 | Emil Kessler, Karlsruhe | 1866 | 1882 | Rebuilt in 1947 (SLM No. 3937) |
| 2 | 2 | - | Aare | 79 | - | 1868 |
Operational
Due to their low vapor pressure, the performance was unsatisfactory. The train driver was often asked by the staff how it went during the journey over the mountain. From this one can derive the performance and traction problem even with small gradients of only 4 per thousand. From 1857 the machines were only used in station service and for material transport. While the number 2 locomotive was scrapped and demolished in 1868, the number 1 was converted to the E 2/2 in 1866.
The pulling force was 1600 kp at 15 km / h, which corresponds to an output of around 90 hp.
| Conversion to E 2/2 | |
|---|---|
| Numbering: | 201 |
| Number: | 1 |
| Manufacturer: | NOB |
| Year of construction (s): | 1866 (renovation) |
| Retirement: | 1882 |
| Axis formula : | B. |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 6780 mm |
| Fixed wheelbase: | 2430 mm |
| Empty mass: | 17.0 t |
| Service mass: | 18.9 t |
| Friction mass: | 18.9 t |
| Top speed: | 40 |
| Driving wheel diameter: | 1320 mm |
| Control type : | external |
| Boiler overpressure: | 10 bar |
| Radiant heating surface: | 5.40 m² |
| Evaporation heating surface: | 63.10 m² |
| Water supply: | 1.9 m³ |
| Fuel supply: | 0.8 tons of coal |
| Locomotive brake: | Spindle brake |
| Train heating: | no |
| Speedometer: | none |
| Control: | Stephenson |
Conversion to E 2/2
In 1866, the machine master Krauss converted the vehicle with the number 1 in the NOB's own workshop in Zurich into a tank locomotive of the type E 2/2. It was almost a new building, because only the cylinders and parts of the engine and the controls were used. The bogie was replaced by a front coupling axle. The boiler and frame were new. The domeless boiler was designed for a steam pressure of 10 bar and was equipped with a spring-loaded safety valve. The regulator was built into the smoke chamber and was operated with a lever via external pull rods. The new inner frame also included the water box. The Stephenson control was relocated to the outside, its movement was transferred to the slide by means of cross shafts and levers. A two-block drive wheel brake was installed as a brake. The entire renovation cost 18 074.65 Swiss francs. The converted locomotive was the model for the 28 E 2/2 delivered from 1868 .
Replica from 1947
In view of the "100 years of Swiss railways" anniversary, a replica was created by the SBB main workshop in Zurich together with the Swiss locomotive and machine factory in Winterthur. Axles and fittings from SCB Eb 2/4 were used. The boiler, and with it the replica, received the serial number 3937 from SLM. The replica is fully operational and is owned by SBB Historic . The locomotive is currently stored in Brugg.
Web links
swell
- Alfred Moser: The steam operation of the Swiss railways 1847-1966 . 4th updated edition, Birkhäuser, Stuttgart 1967, (6th edition ISBN 3-7643-0742-0 ), p. 71ff.
- Konrad Witzig: The reconstruction of the first Swiss railway train .
Schweizerische Bauzeitung, Volume 65 (1947), Issue 25 (E-Periodica.ch, PDF 3.3 MB)
Individual evidence
- ↑ SBB Historic: D 1/3 1 «Limmat». Retrieved February 28, 2020 .