Palatinate T 2.I
| Palatine T 2 I Badische I b DR series 88 75 |
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| Numbering: | I + II | III-VIII 402 + 403 88 7501 + 88 7502 |
240 88 7503 |
| Number: | 2 | 6th | 1 |
| Manufacturer: | Mechanical Engineering Society Karlsruhe | ||
| Year of construction (s): | 1865 | 1869-1874 | 1893 |
| Retirement: | 1921 | 1922-1926 | 1926 |
| Axis formula : | B n2t | ||
| Genre : | Gt 22.12 | ||
| Gauge : | 1435 mm | ||
| Length over buffers: | 6800-6850 mm | 6875 mm | |
| Height: | 3960 mm | ||
| Total wheelbase: | 2100 mm | ||
| Empty mass: | 16.60-18.00 t | 18.11 t | |
| Service mass: | 18.00 t | 20.00-21.65 t | 21.80 t |
| Friction mass: | 18.00 t | 20.00-21.65 t | 21.80 t |
| Wheel set mass : | 9.00 t | 10.00-10.80 t | 10.90 t |
| Top speed: | 45 km / h | ||
| Coupling wheel diameter: | 950 mm | 940 mm | 960 mm |
| Control type : | Stephenson | ||
| Number of cylinders: | 2 | ||
| Cylinder diameter: | 280 mm | ||
| Piston stroke: | 457 mm | 460 mm | |
| Boiler overpressure: | 7.2 bar | 10.0 bar | |
| Number of heating pipes: | 125 | ||
| Heating pipe length: | 3180 mm | 3140 mm | 3147 mm |
| Grate area: | 0.75 m² | 0.65-0.75 m² | 0.75 m² |
| Radiant heating surface: | 4.1 m² | 4.95 m² | |
| Tubular heating surface: | 41.8 m² | 45.05-45.6 m² | 45.05 m² |
| Evaporation heating surface: | 45.9 m² | 49.7-50.0 m² | 50.00 m² |
| Water supply: | 1.0 m³ | 2.0-2.25 m³ | 2.25 m³ |
| Fuel supply: | 0.25 t | 0.7 t | |
| The technical data for the locomotives built between 1869 and 1874 differ in the literature. | |||
The steam locomotives of the type T 2 I of the Pfalzbahn were tank locomotives for the traffic over the ship bridges Speyer and Maxau . Two locomotives in 1874 by the Großherzoglich Baden State railway acquired and as a generic b I queued. After being taken over by the Deutsche Reichsbahn in 1925, the Baden machines were re-designated as the 88 75 series.
history
In 1865 the Rhine bridge near Maxau was completed as part of the railway line from Winden to Karlsruhe. The pontoon bridge was limited in its load-bearing capacity. It was therefore necessary to use special light locomotives for bridge traffic. The first two locomotives intended for this purpose were delivered to the Pfalzbahn by the Maschinenbau-Gesellschaft Karlsruhe in 1865 . The locomotives were given the track numbers I and II. Three more locomotives followed by 1872, with the track numbers III to V. After the bridge in Speyer was opened in 1873 as part of the Heidelberg – Speyer railway line , three more locomotives were acquired. These were given the numbers VI to VIII.
In order to be able to carry out the operation more economically, the Baden State Railroad acquired the locomotives VII and VIII and assigned them to the class I b 1 with the track numbers 402 and 403. In 1893 the Badische Staatsbahn bought a third locomotive, which was given the number 240 and was classified as I b 2 .
From the beginning of the 1920s, the locomotives were replaced by machines of the Bavarian type DVI . The first retirement began in 1921. The machines III, IV and VI were supposed to be given the operating numbers 88 7001 to 7003 of the Deutsche Reichsbahn according to the re-labeling plan , but were retired in 1924. The three Baden locomotives were redesignated as 88 7501 to 88 7503 in 1925, but were taken out of service the following year.
Constructive features
The vehicles had to be adapted to the special requirements on the pontoon bridge. On the one hand, the weight had to be as low as possible so that the pontoons did not sink too deep. In addition, the locomotive was constantly on a gradient of 2% during the crossing.
During the delivery time, the locomotives were adapted to the relevant requirements, so that they showed minor and major differences.
The inner frame was designed as a box frame made of sheet metal with 20 mm thick plates. The steam dome sat in the middle of the two-section long boiler. The steam was extracted through a pipe attached to the front, which led to the regulator above the boiler. This made it possible to improve the steam extraction of the locomotive, which is constantly moving uphill. External steam pipes led from the regulator to the cylinders. The standing kettle was sagging. The feed water was supplied by two suction steam jet pumps. In the case of later deliveries, the steam dome sat on the front boiler section. The safety valves and regulators were integrated into the steam dome. In addition, the steam pipes were moved to the cylinders in the smoke chamber.
The two-cylinder wet steam engine was external. The horizontally arranged cylinders worked on the rear axle. It was controlled by an internal Stephenson control. The flat slide valves had an external inflow.
The drive was supported at four points. The axles, which were firmly mounted in the frame, were each cushioned by means of leaf springs below.
The throw lever handbrake acted on the front axle from the front and on the rear axle from behind. Later, a pneumatic brake type grinder was installed.
In order to avoid overbuffering , the buffers were later enlarged using wooden panels. The sandboxes were placed in the frame. From the second delivery, the sand container sat on the top of the boiler. The water tanks were designed as long boxes on both sides of the locomotive. The coal box was on the left in front of the cab.
The first two locomotives did not have a driver's cab. Only the locomotives that were delivered later were provided with it.
literature
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 3 (Series 61 - 98) . transpress, Berlin 1994, ISBN 3-344-70841-4 .
- Hermann Lohr, Georg Thielmann: Baden locomotive archive . transpress, Berlin 1988, ISBN 3-344-00210-4 .
- Heinz Schnabel: German Locomotive Archive: Locomotives of Bavarian Railways . transpress, Berlin 1992, ISBN 3-344-70717-5 .