Badische III a
| IIIa | ||||||
|---|---|---|---|---|---|---|
 |
||||||
| delivery | IIIa 1 | IIIa 2 | IIIa 3 | IIIa 4 | IIIa 5 | |
| Numbering: | including 230 - 236 | including 271-275 | 276-285 | 42-46, 67, 70 | 356-361-361, 74 | |
| Number: | 15th | 10 | 10 | 8th | 7th | |
| Manufacturer : | MBG | MBG | Grafenstaden | MBG | Grafenstaden | |
| Year of construction (s): | 1869 | 1872 | 1873 | 1875 | 1875 | |
| Type : | 2B n2 | |||||
| Gauge : | 1,435 mm | |||||
| Length over buffers: | 13,290 mm | 13,350 mm | 13,351 mm | 13,350 mm | ||
| Height: | 4,500 mm | 4,150 mm | ||||
| Total wheelbase: | 4,500 mm | |||||
| Wheelbase with tender: | 9,890 mm | |||||
| Empty mass: | 28.25 t | 31.60 t | ||||
| Service mass: | 31.60 t | 34.80 t | ||||
| Friction mass: | 18.35 t | 20.20 t | ||||
| Wheel set mass : | 9.20 t | 10.10 t | ||||
| Top speed: | 60 km / h | |||||
| Coupling wheel diameter: | 1,830 mm | |||||
| Impeller diameter: | 950 mm | |||||
| Number of cylinders: | 2 | |||||
| Cylinder diameter: | 450 mm | |||||
| Piston stroke: | 560 mm | |||||
| Boiler : | Belpaire | |||||
| Boiler overpressure: | 8.0 bar | 9.0 bar | ||||
| Number of heating pipes: | 175 | 178 | ||||
| Heating pipe length: | 3,530 mm | 3,380 mm | ||||
| Grate area: | 0.97 m² | 1.05 m² | ||||
| Radiant heating surface: | 5.86 m² | 7.10 m² | ||||
| Tubular heating surface: | 81.51 m² | 82.91 m² | ||||
| Evaporation heating surface: | 87.37 m² | 99.01 m² | ||||
The vehicles of type III a of the Grand Ducal Baden State Railroad were passenger steam locomotives with a 2B wheel arrangement.
history
The class IIIa locomotives were created on the basis of the construction of class III . The running gear and engine remained almost unchanged. Changes resulted from the use of a more powerful boiler. With these locomotives the end of the technical development of 2B locomotives was reached for the time being.
Badische III b
In the years 1881 to 1891 a total of 70 locomotives of types III and IIIa were converted and assigned to type IIIb . They received a boiler with a larger grate area of 1.31 m² and a large steam dome. At the same time, a buffer beam was added to enlarge the front overhang. The conversion increased the friction mass to 19 t.
Constructive features
The most important change was the installation of a Belpaire boiler with a flat fire box cover instead of the tall Crampton standing boiler. With that the steam dome moved to the last boiler shot. The inlet pipes into the cylinders were led inside the smoke chamber. As a decoration, broad brass bands were attached to the cladding of the cathedral, regulator attachment and sandpit.
The machines had an external filling frame. The first series had a cylindrical sheet metal chimney with a hood, while the remaining deliveries had a slightly conical cast iron chimney. The two-cylinder wet steam engine was outside. The drive took place on the first coupling axle. The Stephenson type was used for control. The reversal was carried out using a screw.
The coupling wheels were stored in front of and behind the low-hanging fire box. They were cushioned by overhead leaf springs with spring clips. A screw brake on the tender acted as a locomotive brake and acted on all wheels on both sides. A later installed air brake was used to brake the train. The locomotives had a covered driver's cab. The back of the roof was supported by gallery columns. The driver's cab was enlarged in later modifications.
The locomotives were provided with type 2 T 5,67 tenders; 2 T 6.7 and 2 T 8.0. Some tenders had a rear cab.
literature
- Hermann Lohr, Georg Thielmann: Baden Locomotive Archive (= Railway Vehicle Archive 2, 7). transpress et al., Berlin 1988, ISBN 3-344-00210-4 .