Palatine P 3.II
| Palatine P 3.II | |
|---|---|
 Palatinate P 3.2
|
|
| Numbering: | 263 DR (planned) 14 121 |
| Number: | 1 |
| Manufacturer: | Krauss |
| Year of construction (s): | 1900 |
| Retirement: | 1924 |
| Type : | 2 '(a) B1' n2v |
| Gauge : | 1435 mm ( standard gauge ) |
| Service mass: | 68.0 t |
| Friction mass: | 28.2 t |
| Wheel set mass : | 14.8 t |
| Top speed: | 100 km / h |
| Driving wheel diameter: | 1,870 mm |
| Impeller diameter front: | 1,000 mm |
| Rear wheel diameter: | 1,000 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 440/680 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 14 bar |
| Grate area: | 2.91 m² |
| Evaporation heating surface: | 191.00 m² |
The P 3 II steam locomotive of the Palatinate Railway was a test locomotive. As with the class P 3 I, it was an Atlantic locomotive ( wheel arrangement 2'B1 ') with internal cylinders. Unlike the P 3 I , however , the P 3 II had a compound engine .
The most striking feature of the locomotive built by Krauss in 1900 was a start-up aid integrated into the front bogie . Between the two running axles of the bogie there was a third axle, which was driven by a two-cylinder steam engine. When starting up, this axle was pressed against the rails with the help of a steam cylinder, which increased the frictional load from 276.6 kN to 407.1 kN. This construction, which had already been used in a similar form at the Bavarian AA I in 1896 , can be regarded as the forerunner of the booster .
Another special feature of the P 3 II were the counterweights attached to both sides of the ashtray, which were moved via coupling rods and were intended to compensate for the to-and-fro masses of the engine.
Both innovations failed. The auxiliary power unit could not be operated reliably, and another problem was the very high axle load on the leading bogie axle when the additional axle was raised, a result of the cylinders overhanging to the front. The axle was even more heavily loaded than the driving axles at 145.2 kN.
In 1902 the locomotive was rebuilt, with both the auxiliary drive and the counterweights removed. In addition, the sandpit was moved to the rear, so that both coupling axles could now be sanded. The conversion resulted in a locomotive that continued to look somewhat unusual, but was still usable, and was not taken out of service until 1924. In the preliminary re-drawing plan of the Deutsche Reichsbahn the number 14 121 was planned for them.
literature
- Wilhelm Reuter: The most beautiful of the rails - The history of the Atlantic . Transpress Verlag ISBN 3-613-01512-9