Bavarian CI
| CI (Bavaria) | |
|---|---|
 Model of the CI "BEHAIM" in the traffic center in Munich
|
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| Number: | 5 |
| Year of construction (s): | 1847-1850 |
| Retirement: | 1885-1896 |
| Axis formula : | C. |
| Type : | C n2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,400 mm |
| Service mass: | 26.4 t |
| Service mass with tender: | 34 t |
| Friction mass: | 26.4 t |
| Wheel set mass : | 10.5 t |
| Top speed: | 40 km / h |
| Driving wheel diameter: | 1,068 / 1,096 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 406 mm |
| Piston stroke: | 610 mm |
| Boiler overpressure: | 6 bar |
| Grate area: | 0.91 m² |
| Evaporation heating surface: | 61.00-68.91 m² |
| Tender: | 2 T 4.2 |
| Water supply: | 4.2 m³ |
Bavarian CI were locomotives of the Royal Bavarian State Railways .
The CI series was the first triple-coupled locomotive in Bavaria ; it was specially developed for the inclined plane between the Neuenmarkt and Marktschorgast stations . This route has an incline of up to 1:40. With a trailer load of 110 t, the C I managed the ascent in 29 minutes, which corresponds to an average speed of 15.3 km / h. In doing so, she used 1.5 m³ of water.
The CI was designed by Emil Keßler and built by Maffei from 1847 onwards . The locomotive had an inner frame, a long boiler without a steam dome , an internal Stephenson control with external cylinders and vertical slides , pocket scenes suspended on one side and a rectangular ballast tank on the long boiler to increase friction. In order to be able to drive through the tight curve radii of the "American system" used for the first time on the Inclined Plane, the middle wheels did not have flanges . The CI weighed (with their Schlepptender of the type 2 T 4.2) 34 t, the diameter of the wheels was 3½ foot. Its cylinder diameter was 16 inches with a stroke of 24 inches.
Five of these machines with the names SCHARRER, BEHAIM, LEIBNITZ, SAALE and SCHNEEBERG were delivered between October 1847 and May 1850 and stationed at the Neuenmarkt locomotive station. The first test runs with the SCHARRER took place on December 20 and 21, 1847 on the completed section of the ramp from Neuenmarkt to the start of the retaining wall at km 78.7.
Initially, the SCHARRER locomotive with its sister machines BEHAIM and LEIBNITZ, which were delivered in September 1848, were probably used for the supply and removal of materials on the ramp construction site. The SAALE was put into service in February 1849, the SCHNEEBERG in May 1850. Called "Remorqueure", the five locomotives in the lead supported scheduled locomotives uphill to Marktschorgast. heavier trains to Falls , Stammbach or Schödlas. There was no regular pushing service in the beginning.
The number of pairs of trains across the inclined plane was initially modest: one pair of trains a day in 1848, two pairs in 1849, and finally four in 1852. As the number of trains increased, so did their weight, so that more powerful machines were required. From 1857 displaced Supports Ender locomotives of the C Series II barely ten year old C I in the shunting . Deprived of their no longer needed ballast tanks, they remained there for several decades; in the years 1885 to 1896 they were retired.
It is not clear whether they stayed permanently at home in Neuenmarkt: the SCHNEEBERG was sighted in the mid-1890s in the Munich foothills of the Alps . The SCHARRER survived as a factory locomotive in a modified form well into the 20th century, and the SAALE was also sold on.
literature
Steffen Lüdecke: The Inclined Plane. The legendary steep ramp in Upper Franconia . 4th edition. EK-Verlag, Freiburg 2015, ISBN 978-3-88255-594-3 , p. 125 ff .
Individual evidence
- ↑ Steffen Lüdecke: The Inclined Plane. The legendary steep ramp in Upper Franconia . 4th edition. EK-Verlag, Freiburg 2015, ISBN 978-3-88255-594-3 , p. 125 .
- ↑ Steffen Lüdecke, op. Cit. , P. 127
- ↑ Steffen Lüdecke, op. Cit. , P. 129
- ↑ Steffen Lüdecke, op. Cit. , P. 133