Palatinate No. 1 to 8, 21
| No. 1–8, 21 (Palatinate) | |
|---|---|
 |
|
| Numbering: | 1-8, 21 |
| Number: | 9 |
| Manufacturer: | Emil Keßler , Maffei |
| Year of construction (s): | 1846ff. |
| Retirement: | 1879 to 1883 |
| Type : | 1A1 n2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Height: | 4166 mm |
| Total wheelbase: | 3048 mm 3175 mm |
| Service mass: | 21.3 t |
| Wheel set mass : | 7.6 t |
| Driving wheel diameter: | 1,524 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 318 mm |
| Piston stroke: | 559 mm |
| Boiler overpressure: | 6.2 bar |
| Heating pipe length: | 3810 mm |
| Grate area: | 0.85 m² |
| Evaporation heating surface: | 69.00 m² |
| Tender: | 2 T 4, 2 or 3 T 5 |
| Water supply: | 4.2 m³ or 5 m³ |
| Fuel supply: | 3 tons of coal |
The steam locomotives with the road numbers 1-8 and 21 were locomotives of the Palatinate Ludwig Railway . They were the first locomotives made for this company. The locomotives manufactured from 1846 onwards were retired by 1883.
history
In 1846 and 1847, the Palatinate Ludwigsbahn-Gesellschaft was the first to purchase two locomotives ( HAARDT , VOGESUS , DENIS , ALWENS ) from the Emil Keßler machine factory in Esslingen . In 1847, four identical locomotives ( HUMMEL , RHEIN , LAUTER , QUEICH ) were purchased from Maffei . In 1851 the ninth KÖNIG LUDWIG locomotive followed , again delivered by Keßler with the factory number 200. This was given the track number 21. The first four delivered locomotives were decommissioned in 1879. The KÖNIG LUDWIG was in service until 1883.
Constructive features
The locomotives had an internal fork frame.
The locomotives No. 1 to 8 had a long boiler boiler without a steam dome and an overhanging standing boiler. The standing kettle had a four-sided dome. There were two spring balance valves on the boiler . Machine no. 21 had a Kessler patent kettle (pear kettle). The slightly raised standing kettle had a small steam dome. However, the patent boiler was later replaced by a boiler of normal construction. The long boiler was covered with wood. The boiler feed pumps were driven by counter cranks.
The locomotives from Keßler and Maffei differed mainly in the arrangement and control of the regulator. In the locomotives supplied by Keßler, the regulator was located in the smoke chamber and was controlled by an external train from the driver's cab. On the Maffei locomotives, the control lever was in the right wall of the standing boiler dome.
On delivery, the three wheel sets were centrally located under the boiler. This led to nodding movements. For this reason, the rear axle was moved 12.7 cm to the rear and the overall wheelbase increased. The running wheels were cushioned by leaf spring packs lying on the circumference.
The external two- cylinder wet steam engine was arranged horizontally and had an internal Stephenson controller.
The spindle handbrake was on the tender and acted on tender wheelsets. The cab consisted of a windshield that was extended upwards and to the side. The buffers were made of wood. On delivery, the sandpit was in front of the drive wheel set under the boiler. At the end of the 1860s they were moved to the boiler.
The locomotives had a tall tin chimney. When the boiler was replaced, the chimney of locomotive No. 21 with a goblet was replaced by one in the current design.
literature
- Heinz Schnabel: German Locomotive Archive: Locomotives of Bavarian Railways . transpress, Berlin 1992, ISBN 3-344-70717-5 .