SNB D 2/4
| NOB D 2/4 | |
|---|---|
 NOB D 2/4 number 3
|
|
| Numbering: | NOB 3-4 |
| Number: | 2 |
| Manufacturer: | Kessler |
| Year of construction (s): | 1847 |
| Retirement: | 1868 |
| Axis formula : | 2 B |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,320 mm |
| Length: | 10,811 mm (original length) |
| Service mass: | 24.5 t |
| Wheel set mass : | 6.5 t |
| Top speed: | approx. 30 km / h |
| Indexed performance : | 65 kW |
| Starting tractive effort: | 15.7 kN |
| Driving wheel diameter: | 1320 mm |
| Cylinder diameter: | 362 mm |
| Piston stroke: | 559 mm |
| Boiler overpressure: | 6 bar |
| Grate area: | 0.80 m² |
| Evaporation heating surface: | 57.10 m² |
| Locomotive brake: | Spindle brake |
The D 2/4 is a steam locomotive design that was procured in 1847 by the Swiss Northern Railway (SNB) , better known as the Spanish Brötli Railway , in two copies. The steam locomotive of the type American was from the Maschinenbau-Gesellschaft Karlsruhe of Emil Kessler made. The purchase price was around 40,000 Swiss francs. On July 1, 1853, the two locomotives merged to form the Nordostbahn (NOB)
Technical
Since the drive axle load was too high on the first two type D 1/3 locomotives , two drive axles were installed in the two following machines . They corresponded to the improved version of the Württemberg III that were supplied for the Württemberg State Railways .
Like the D 1/3, the locomotive was designed in the American style according to Norris . The boiler corresponded to the D 1/3, but the safety valve was loaded with a weight. The front directly loaded valve was removed quite quickly. The first boiler only had an operating pressure of 6 bar. The conical chimneys initially designed for wood firing were replaced by a straight design around 1860 after the conversion to coal firing.
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 boiler supports, a connection at the height of the cylinders and the two wooden bumper beams. The axle holder plates were connected lengthways, but not crossways. The suspension of the two drive axles was guided to a common leaf spring via rods that were supported on the axle bushes. This was on the federal government in a sprue that was longitudinally above the frame.
Each coupling rod consisted of two iron rods.
The drive power corresponded to the D 1/3, only the friction mass increased to 10 tons due to the additional axle, which was now carried by two axles.
| designation | SNB until 1853 |
NOB until 1879 |
Surname | Factory number |
Construction year | Manufacturer | Discarded |
|---|---|---|---|---|---|---|---|
| from 1864: D II | 3 | 3 | Rhine | 80 | 1847 | Emil Kessler, Karlsruhe | 1868 |
| 4th | 4th | Reuss | 81 | 1868 |
Operational
Like the D 1/3, the locomotives could only be used on flat routes due to their poor performance. That is why they only ran on the old Zurich – Baden northern railway line and on to Aarau. In addition, they had to struggle with teething troubles, so the early retirement after 21 years of service is not surprising.
swell
- Alfred Moser: The steam operation of the Swiss railways 1847-1966 . 6th updated and supplementary edition, Birkhäuser, Stuttgart 1975. ISBN 3-7643-0742-0 , pp. 73ff