Badische I b (old)
| Ib (bathing) | |
|---|---|
| Number: | 9 |
| Manufacturer: | Kessler & Martiensen |
| Year of construction (s): | 1842-1843 |
| Retirement: | 1867 |
| Type : | 1A1 n2 |
| Gauge : | 1,600 mm 1,435 mm (from 1854) |
| Length over buffers: | 10,932 mm |
| Height: | 4,070 mm |
| Total wheelbase: | 3,354 mm |
| Empty mass: | 14.6 t |
| Top speed: | 85 km / h |
| Coupling wheel diameter: | 1,680 mm |
| Impeller diameter: | 1,070 mm |
| Control type : | Gabel from 1854: Capry and Stephenson |
| Number of cylinders: | 2 |
| Cylinder diameter: | 330 mm |
| Piston stroke: | 457 mm |
| Boiler : | Sharp type |
| Boiler overpressure: | 4.5 bar |
| Number of heating pipes: | 99 |
| Heating pipe length: | 2,529 mm |
| Grate area: | 0.91 m² 0.81 m² (after renovation) |
| Radiant heating surface: | 5.01 m² 4.62 m² (after renovation) |
| Tubular heating surface: | 37.44 m² |
| Evaporation heating surface: | 42.45 m² 42.06 m² (after renovation) |
The vehicles of type I b were locomotives of the Grand Ducal Baden State Railways . They were replicas of the first six machines of type I a . The Badenia built by Emil Keßler was the first locomotive built in Baden in 1841 and the first of nine machines of this type. Kessler built this locomotive together with his partner Martiensen on their own account. She was put into service by him on a trial basis. Since it achieved the same performance as the English models, it was adopted by the State Railways.
The locomotives had the same piston stroke as the English models and were also equipped with fork controls. The OFFENBURG locomotive had a Capry control upon delivery. The locomotives had a better running gear thanks to adjustable leaf springs and adjustable middle bearings.
| Ib (Baden) "Expansion" |
|
|---|---|
| Length over buffers: | 11,640 mm |
| Height: | 4,400 mm |
| Total wheelbase: | 3,354 mm |
| Empty mass: | 15.0 t 17.0 t (after conversion) |
| Service mass: | 16.6 t 21.6 t (after conversion) |
| Control type : | Meyer |
| Cylinder diameter: | 381 mm |
| Boiler overpressure: | 5 bar |
| Number of heating pipes: | 101 |
| Heating pipe length: | 2,529 mm |
| Radiant heating surface: | 5.00 m² 4.61 m² (after renovation) |
| Tubular heating surface: | 38.20 m² |
| Evaporation heating surface: | 43.20 m² 42.81 m² (after renovation) |
| Tender: | 2T 5.4 3T 5.4 |
| Water supply: | 5.4 m³ |
| different tech. Data | |
The last locomotive of this type, the EXPANSION No. 15, had a Meyersche double oscillation control, a larger cylinder diameter of 381 mm and a higher boiler pressure of 5.0 bar as well as 101 heating pipes. The larger heating surface went hand in hand with an increase in output.
On the route between Heidelberg and Wiesloch, a locomotive with 20 cars reached 54 km / h. A speed trip made it 85 km / h.
The locomotives originally built for 1600 mm wide gauge were converted to standard gauge in 1854 . The locomotives received a Capry control, the CARLSRUHE and the PHOENIX a Stephenson control.
Most of the locomotives were retired in 1863. Only the last one was converted into a tank locomotive in 1854 and remained in service until 1867. It had a water tank volume of 1.45 m³ and a coal reserve of 1.8 t.
The vehicles had a long boiler of the Sharp type. The standing kettle was raised in a semicircle. On the front part of the boiler sat the steam dome with safety valve and spring balance. The frame consisted of two external lining frames and four plate frames for the steam engine. The EXPANSION had two plate frames.
The vehicles were equipped with a Kessler 2 T 5.4 or 3 T 5.4 tender.
Remarks
- ↑ To distinguish the locomotives designated according to the 1868 scheme, also designated as I b (old) .
literature
- Hermann Lohr, Georg Thielmann: Baden locomotive archive . transpress, Berlin 1988, ISBN 3-344-00210-4 .