| NS 2100 | |
|---|---|
| by Supersnel11 & Synchorus | |
| Price | ƒ175.000 |
| Level | 46 |
| Statistics | |
| Type | Passenger |
| Top Speed | 110 km/h |
| Weight | 105 tons |
| Capacity | 400 tons |
| Passenger Capacity | 2 first class 3 second class |
| Length | 17,8 meters |
The NS 2100 was a class of Dutch 2'B (4-4-0) express locomotives. They were the HSM counterpart of the SS 700 (later NS 3700).
Liveries
The NS 2100 is available in two liveries. The second has a superheater among other minor differences.
Historical details
HSM
During the mid-1910s, the HSM required stronger locomotives for their express passenger services. Other railway companies at the time had began to use locomotives with three driven axles (like the SS with their 700 class) and the HSM planned on getting a similar locomotive, but changed their mind because of two main reasons. The first was a predicted, larger resistance of the valve gear. The second was that the lead engineer at the time, W. Hupkes, believed that machines of that size would be too big to function efficiently on the HSM-network. At least the turntables, which were occasionally used to turn the 2'C locomotives of the SS and NCS, would not provide an issue.
Instead, Hupkes designed the HSM 500 series, one of the last express locomotives with only two coupled axles on the European mainland. The dimensions were very similar to those of the Prussian S6. The main difference being that the S6s had external cylinders. The 500 class were given some major improvements compared to the other express locomotives of the HSM, mentioned in the technical details.
The first batch (501-505) was ordered at the Berliner Maschinenbau and delivered in 1914. The following batches were delivered by Werkspoor in 1910, 1916 and 1917. Both of the factories delivered their last batches in 1920, giving the class of 35 its last 15 members. A quirk with the numbering is that the HSM wanted the locomotives built by the Berliner Maschinenbau to have following numbers, so the batch from 1920 was numbered 506-515. It was discovered that the coupling rods would rattle at high speeds, which earned the series the nickname "Blikken Tinus".
The HSM stationed the 500s mainly at the large depots of Amsterdam and Rotterdam.
NS
During the first years of the fusion, the NS 2100s were spread across various depots, but in the late 1920s they were found almost exclusively in the large depots of Amsterdam, Dordrecht, Leeuwarden, Roosendaal and Rotterdam. In the 1930s they were stationed mainly in large depots outside of Holland.
In spite of a few technical issues, the 500s were more than capable of pulling mildly long express trains over quite long distances, as was evident by the fact they were mainly found on the Étoile du Nord, a Pullman train between Amsterdam and Paris, from 1928 onwards. The drivers, who worked on the 2'C locomotives of the Staatsspoorwegen prior to the fusion, were skeptical of the capabilities of these 2'B machines, but were quickly convinced how well the 2100s could do.
Even during the years of war they stayed out of Amsterdam, being stationed mainly at Leeuwarden, Nijmegen, Roosendaal, Zutphen and Zwolle. During the winter of 1944, 21 of the class (2101/02/04/05/07/08/11/14-18/20/25/26/28/30-34) disappeared to Germany. After the war the 2111, 2120 & 2128 ended up in the Russian occupation zone by the end and did not return. The rest did return, but the 2101/02/08/18/25/31 and 2135 were not repaired. Meanwhile the 2109 and 2121 were irreparably damaged within the Dutch borders.
The remaining 23 machines were kept in service and were found mainly at the depots Amsterdam, Den Haag, Eindhoven & Leeuwarden from the end of war to 1949. In the early '50s they were divided between Amsterdam and Alkmaar but spread out again to the additional depots of Arnhem, Zwolle & Hengelo in 1952. Those stationed at Amsterdam were used to transport two coaches from the international Scandinavia-express back and forth to Amersfoort, a considerable fall from what were once the most powerful engines of their railway.
NS 2127 was the first engine to be withdrawn in 1951. The remainders of the class were withdrawn between 1952 and 1954 with the exception of one. NS 2104 was put aside with a defect in October 1954 and, instead of being scrapped, was given a few conservation repairs and given to the Nederlands Spoorwegmuseum (Dutch Railway Museum) in 1957. This decision, made by the then president-director of NS F. Q. Den Hollander, was seen as a tribute to his still living predecessor: Willem Hupkes.
Technical details
They were equipped with Westinghouse brakes, connections for steam heating on the front and back of the tender, a Gresham & Craven injector, a Knorr pre-heater with a heating surface of 9,2 m² and pump with a capacity of 120 litres per minute, a Stroudley-speedometer (Berliner Maschinenbau locomotives) or a Deuta-speedometer (Werkspoor locomotives), Coale safety valves and a Michalk lubricator.
The HSM 500s were a considerable improvement compared to their other locomotives. They were given the highest allowed axle load at the time of 17 tons and the driving wheels were enlarged from 2016 mm in diameter to 2100. This did mean that they were actively kept out of freight services whenever possible, as the low adhesion and large wheels caused wheel slip when trying to move the heavy trains from a standstill.
The first five locomotives had a copper dome, the rest had steel versions. The 516-525 & 531-35, which were the last to be delivered, had a sand-dome between the steam dome and safety valves. NS fitted the others with a sand-dome in the 1930s. Thirteen of the first delivered 500s had two injectors. The 522 and 523, and those delivered in 1920, were delivered with the single injector and Knorr pre-heater as would be the standard for the class. The rest were rebuilt to that standard after 1918. After 1949, the pre-heaters were removed and a second injector was added. These were the Monitor-injectors from the withdrawn NS 4300s and 5000s.
Because the axle bearings would have to withstand relatively large forces, the 500s were given bigger versions. To better divide the accompanying forces on the frame and not have the frame plates too close together, the wheel hub bearings were moved so far outwards that they were no longer aligned with the tyres. This came with negative consequences for the transition of forces between the hub bearings and the axle: the wheel spokes cracked fairly often and the tyres would loosen. In order to limit the uneven weight distribution as much as possible, the inside crank pins had a leading angle of 45 degrees on their outside counterparts. This design choice Hupkes made after bad experiences with the HSM 600 (later NS 3200) series kept the rate at which the tyres and axle bearings would wear out at bay. To tackle the problems with the wheel hub bearings, two locomotives, the 2105 and 2114, were given so-called Léonard-wheels in 1933. These were swapped around with other 2100s. It is estimated that about 7 different locomotives drove on the Léonard wheels. In 1934, the wheels were replaced with versions that were heavier and more rigid. The rattling that gave the machines their nickname remained no matter which wheels were used.
The 501-505 were delivered with flat sided tenders. The 516-525 had similar tenders, but with a separately built box for coal. The tenders of the 506-515 & 526-535 had "shipshape" tenders. These had water tanks on the side which sloped inwards at the bottom. Despite the different shapes, the capacity of all tenders was equal and allowed the locomotives to take 19 m³ more water with them than the SS 700s. Additionally, it were the tenders that made examiners favour these locomotives during drivers' exams. The refill hole for water was quite small, so the drivers had to stop the locomotive at a precise location.
The most important modification the series ever got was the replacement of the cylinder block. Where the SS 700s (NS 3700) had theirs replaced to improve their efficiency, the HSM 500s had theirs changed because the original, casted cylinder block also served as the saddle on which the front of the boiler rested. The saddle was replaced with a metal plate that was welded on the smokebox, so the boiler would rest on a flat surface. This change was not applied to nine locomotives, including the preserved NS 2104. The rebuild locomotives were recognisable by the visible covers of the valve rods under the front of the smokebox.
Trivia
- The locomotive itself only weighs 61 tons, the total weight with the tender adds up to the 105 tons listed in-game.
- The original NS 2100 was the first model ever built for Streamlined, by Supersnel11 and Jiskpirate. It can be seen in game, scrapped near Dokmuiden.
- Subsequently, the NS 2100 has also received the most rebuilds.
- The current model features a flat-sided 3 axle tender tender, which gestures toward which batch of the NS 2100 the model is based on.
- Originally, the in-game model featured the 'shipshape' 3 axle tender, but was changed in version TBA.
- The NS 2100 has a limited halloween version, the Scrapped NS 2100.
- Prior to version 0.5.17, it was the game's starter locomotive. It has since been replaced by the NS 1300.
- This meant the NS 2100 received a major improvement to its statistics, and is now ironically one of the best passenger locomotives.
- The NS 2100 has been available since the game's launch, version 0.1.
- The pre-heater livery was added in version TBA.
Gallery
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The old model of the NS 2100 made by, Jiskpirate and Supersnel11 in March 2018.
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A close up of the old NS 2100 infomation board.
Doubleheading
Doubleheading compatibility