Bavarian S 2/5 (Vauclain)
| Bavarian S 2/5 (Vauclain) | |
|---|---|
 Bavarian S 2/5 type Baldwin
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| Numbering: | 2398 and 2399 |
| Number: | 2 |
| Manufacturer: | Baldwin |
| Year of construction (s): | 1900 |
| Retirement: | 1923 |
| Type : | 2'B1 n4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 18,726 mm |
| Service mass: | 62.8 t |
| Friction mass: | 30.8 t |
| Wheel set mass : | 15.2 t |
| Top speed: | 90 km / h |
| Driving wheel diameter: | 1,829 mm |
| Impeller diameter front: | 838 mm |
| Rear wheel diameter: | 1,219 mm |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 330 mm |
| LP cylinder diameter: | 559 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 14 bar |
| Grate area: | 2.81 m² |
| Evaporation heating surface: | 185.70 m² |
Two express train steam locomotives of American origin with Vauclain engines were included in the class S 2/5 of the Royal Bavarian State Railways .
In order to get to know the construction principles of American locomotives, which were largely unknown in Germany at the time, the Bavarian State Railways imported four locomotives from the manufacturer Baldwin in 1899 and 1900 . After the two Consolidation freight locomotives with the wheel arrangement 1'D (type E I ) delivered in 1899, two Atlantic express train locomotives (wheel arrangement 2'B1) followed in 1900 . There were typical American locomotives, with boiler and engine identical to the locomotives of the Class A-1 of the Milwaukee Road had. The wheelbase was almost the same for both types, but the drive wheels of the Bavarian locomotives with a diameter of 1,829 mm were smaller than those of the A-1 (1,981 mm), so that the overall weight was around a ton less (at that time, the Axle loads customary in the USA are not significantly higher than in Europe).
The locomotives had a four-cylinder compound drive of the Vauclain type, in which one high-pressure and one low-pressure cylinder were arranged directly one above the other and operated on a common drive rod . The advantage of this design was that no hard-to-reach internal engines with expensive bolster axles were necessary.
While this type of engine was not able to establish itself with the state railways and in Europe at all, some advantages were recognized in the American bar frame , including better accessibility to an internal engine. That is why this frame design was then also used in the ten series locomotives of the class S 2/5 built by Maffei in 1904 as well as all later Bavarian four-cylinder composite locomotives, which, however, unlike the American locomotives, received a power unit with inner cylinders and a bolster axle.
The two Baldwin locomotives with the track numbers 2398 and 2399 remained in service until after the First World War. In the preliminary drafting plan of the Deutsche Reichsbahn in the early 1920s , the two locomotives were still included as 14 131 and 14 132, but a little later they were already taken out of service. It is noteworthy in this context that the American models - after being converted to a two-cylinder superheated steam engine - were still in use until the end of the 1930s.
literature
- Wilhelm Reuter: The most beautiful of the rails - The history of the Atlantic . Transpress Verlag ISBN 3-613-01512-9