Württemberg II
| II (Württemberg) SCB C 2/3 |
|
|---|---|
 |
|
| Numbering: | 4-6 |
| Number: | 3 |
| Manufacturer: | Baldwin |
| Year of construction (s): | 1845 |
| Retirement: | 1864 |
| Type : | 1B |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | ~ 10,600 mm |
| Service mass: | 14.0 t |
| Friction mass: | 9.0 t |
| Wheel set mass : | 4.5 t |
| Top speed: | 24 km / h |
| Driving wheel diameter: | 1,530 mm |
| Impeller diameter front: | 950 mm |
| Cylinder diameter: | 318 mm |
| Piston stroke: | 508 mm |
| Boiler overpressure: | 6.3 bar |
| Grate area: | 0.75 m² |
| Evaporation heating surface: | ~ 51.00 m² |
The vehicles of the class II of the Royal Württemberg State Railways were locomotives with the axle formula 1B.
The machines were built by Baldwin with the serial numbers 223–225 and sold by KWSt.E. with the road numbers 4-6. They were named "Neckar", "Enz" and "Rems".
The vehicles from Philadelphia were equipped with a round standing boiler, inclined outer cylinders, an inclined long boiler and an adjustable expansion control. Long connecting rods were necessary because the second coupling axle was driven.
Since they were not satisfied with the vehicles, they were sold to the Swiss Central Railway in 1854 . The SCB paid a total price of 78,000 Swiss francs to the KWSt.E. The locomotives were purchased for the transport of gravel and were then mainly used in shunting services at the stations in Basel, Olten and Bern. Occasionally they were also used to run local trains between Aarau and Olten. The machines of type C 2/3 did not receive any numbers from the SCB, but kept the names of the KWSt.E. Due to their poor condition, they were scrapped and scrapped in 1864.
technology
The three machines were built according to the contract, which was signed on August 31, 1844 with the Baldwin & Witney locomotive factory in Philadelphia in the United States, according to the regulations of the Royal Württemberg Railway Commission. They were to become a model for the machines to be built in Esslingen .
The following information can be found in the book "Hystorie of the Baldwin Locomotiv Works":
- “In 1845 Baldwin built three locomotives for the Württemberg State Railways. They weighed 15 tons and ran on 6 wheels, four of which were 60 inches in diameter and were coupled. The front pair of driving wheels was combined with the smaller guide wheels by means of movable arms to form a bogie (Baldwin truck). The cylinders were inclined and were on the outside, the drive rods engaged on a half-crank axle behind the fire box. According to the regulations, the machines received the swing arm control system introduced shortly before by Stephenson in England [...] "
The reference to the half-crank axle is contradicted by Alfred Moser with the help of a type drawing that was printed in the “Bulletin de la Société de Mulhouse, saénce de 25. IV and 28. XI.” And is also in the archives of the Esslingen machine factory. Because there the drive rod engages outside the wheels, in contrast to the half-crank axle, where this would be the case on the inside of the wheels, due to the small cup this would have been possible.
The arrangement of the drive axle behind the fire box avoided the large rear overhang, which was otherwise common at the time. The little kettle was clad in wood. He had a round, standing fire box on which the armature dome with a spring balance safety valve was located. The chimney was designed as a large, conical spark arrester chimney. In this was a so-called frog mouth blowpipe . The locomotive had an inner frame. The bogie had common longitudinal springs, and the drive axle was supported on longitudinal springs above the axle bearings. The inclined cylinders were attached to the smoke chamber and not, as usual, to the frame. The Stephenson control on the inside worked to the rear on reversing double levers. These then transmitted the movement by means of transverse shafts via long rods to the slides above the cylinders. These were designed as block backdrops with comprehensive backdrop stones. The boiler was fed by a drive pump; the crossheads drove their plug pistons. In the three-axle tender, the two front axles were combined into a bogie with a common longitudinal spring. A lever brake was installed on the tender, which acted on the blocks of the bogie and was operated by the stoker. A two-armed regulator brake was also available. There was even a preheating device for the tender water. The small engine dimensions and the low boiler pressure of 6.3 bar make the figures of 1000 kg pulling force (which corresponds to approx. 80 hp) appear realistic.
A signal bell was attached to the boiler, and the typical American cow catcher was not missing either. There was no driver's cab, just a platform separated by chains and bars.
Vehicle list
| Factory no. | Construction year | Lane number KWSt.E. |
Surname | retired |
|---|---|---|---|---|
| 223 | 1845 | 4th | Neckar | 1864 |
| 224 | 1845 | 5 | Enz | 1864 |
| 225 | 1845 | 6th | Rems | 1864 |
swell
- Alfred Moser: The steam operation of the Swiss railways: 1847 - 1966. A final, comprehensive work on all. Steam locomotives d. Swiss. Railways . 6th, updated and supplemented edition, Birkhäuser, Basel, Stuttgart, 1975, pp. 165f., ISBN 3-7643-0742-0