 | This article relies largely or entirely on a single source .(December 2014) |
| Baden I b (old) | |||||||||||||||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| |||||||||||||||||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||||||||||||||||
| Baden I b (old) "Expansion" | |||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| |||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||
| technical data given where different | |||||||||||||||||||||||||||||||||||
The engines of Baden Class I b [1] were very early German steam locomotives built for the Grand Duchy of Baden State Railways.
The Class I b locomotives were copies of the first six Baden machines, the Class I a. The Badenia built by Emil Kessler in 1841 was the first locomotive to be built in Baden and the first of nine engines of its class. Kessler built this engine together with his partner Martiensen at his own expense and then placed it experimentally in service. Because it achieved the same level of performance as its English prototypes, it was taken over by the state railway.
On the line between Heidelberg und Wiesloch one locomotive achieved a speed of 54 km/h with 20 wagons. On a fast run the engines could manage 85 km/h.
The majority of the engines were retired by 1863. Only the last one was converted in 1854 into a tank locomotive and stayed in service until 1867. She had a water capacity of 1.45 m3 and coal capacity of 1.8 t.
The locomotives had the same piston stroke as their English counterparts and were also equipped with a fork valve gear (Gabelsteuerung). The locomotive OFFENBURG had a Capry valve gear on delivery. The engines had improved running gear however due to their adjustable leaf springs and centre axle box. The last engine of this class, EXPANSION No. 15, had a Meyer double rocker (Doppelschwing) valve gear, a larger cylinder bore of 381 mm, higher boiler pressure of 5.0 bar and 101 heating tubes. Its larger heating area generated an increase in power.
The locomotives were originally built for 1,600 mm broad gauge, but converted in 1854 to standard gauge. At the same time they were given Capry valve gear, apart from CARLSRUHE and PHOENIX which were fitted with Stephenson valve gear.
The engines had a Sharp boiler barrel. The vertical boiler had a rounded top. On the foremost boiler section was the steam dome with a safety valve and spring balances. The frame comprised two outside stiffener frame sections (Futterrahmen) and four plate frame sections (Plattenrahmen) for the steam engine. The EXPANSION had two plate frame sections.
The vehicles were equipped with a Kessler type tender of class 2 T 5.4 or 3 T 5.4.
| Early locomotives |  | |
|---|---|---|
| Passenger and express train locomotives | ||
| Goods train locomotives | ||
| Tank locomotives | ||
| Narrow gauge and electric locomotives and railbuses | ||
A steam locomotive is a locomotive that provides the force to move itself and other vehicles by means of the expansion of steam. It is fuelled by burning combustible material to heat water in the locomotive's boiler to the point where it becomes gaseous and its volume increases 1,700 times. Functionally, it is a steam engine on wheels.
Under the Whyte notation for the classification of steam locomotives, 4-6-2 represents the wheel arrangement of four leading wheels on two axles, six powered and coupled driving wheels on three axles and two trailing wheels on one axle. The 4-6-2 locomotive became almost globally known as a Pacific type after a New Zealand locomotive that was shipped across the Pacific Ocean.
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, a 2-6-6-2 is a locomotive with one pair of unpowered leading wheels, followed by two sets of three pairs of powered driving wheels and one pair of trailing wheels. The wheel arrangement was principally used on Mallet-type articulated locomotives, although some tank locomotive examples were also built. A Garratt locomotive or Golwé locomotive with the same wheel arrangement is designated 2-6-0+0-6-2 since both engine units are pivoting.
The Duffield Bank Railway was built by Sir Arthur Percival Heywood in the grounds of his house on a hillside overlooking Duffield, Derbyshire in 1874. Although the Ordnance Survey map circa 1880 does not show the railway itself, it does show two tunnels and two signal posts. However, the online map archive of the National Library of Scotland includes a map of 1914 from the 25 inches to the foot series that shows the full extent of the railway.
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, 2-6-2+2-6-2 is an articulated locomotive using a pair of 2-6-2 power units back to back, with the boiler and cab suspended between them. The 2-6-2 wheel arrangement has a single pair of leading wheels in a leading truck, followed by three coupled pairs of driving wheels and a pair of trailing wheels in a trailing truck. Since the 2-6-2 type was often called the Prairie type, the corresponding Garratt and Modified Fairlie types were usually known as a Double Prairie.
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, a 2-8-2+2-8-2 is an articulated locomotive using a pair of 2-8-2 power units back to back, with the boiler and cab suspended between them. The 2-8-2 wheel arrangement has a single pair of leading wheels in a leading truck, followed by four coupled pairs of driving wheels and a pair of trailing wheels in a trailing truck. Since the 2-8-2 type was known as Mikado, the corresponding Garratt and Modified Fairlie types were usually known as Double Mikado.
The Grand Duchy of Mecklenburg Friedrich-Franz Railway grouped two, narrow gauge, steam locomotives taken over from the Doberan-Heiligendamm railway into the Mecklenburg XVIII engine class.
The Prussian Class T 3 steam locomotives procured for the Prussian state railways were 0-6-0 tank locomotives. Together with the Prussian T 2 they were the first locomotives that were built to railway norms. The first units were delivered by Henschel in 1882.
The steam locomotives of Baden Class IV c were passenger locomotives operated by Grand Duchy of Baden State Railway in the former south German state of Baden.
The South African Railways Class 19D 4-8-2 of 1937 was a steam locomotive.
The South African Railways Class 16E 4-6-2 of 1935 is a class of passenger steam locomotive.
The South African Railways Class 16 4-6-2 of 1914 was a steam locomotive.
The South African Railways Class 15F 4-8-2 of 1938 is a steam locomotive.
The South African Railways Class 12A 4-8-2 of 1919 was a steam locomotive.
The South African Railways Class NG5 2-8-2 of 1922 was a class of narrow-gauge steam locomotives.
The South African Railways Class MA 2-6-6-0 of 1909 was a steam locomotive from the pre-Union era in the Natal Colony.
The South African Railways Class GA 2-6-0+0-6-2 of 1921 was an articulated steam locomotive.
The South African Railways Class GM 4-8-2+2-8-4 of 1938 was an articulated steam locomotive.
The locomotives of Class XIX of the Grand Duchy of Mecklenburg Friedrich-Franz Railway were deployed on the Bad Doberan–Heiligendamm narrow-gauge. The triple-coupled engines were classified as T 7 locomotives in 1910. In 1911 they were transferred to the Neubukow Beet Railway.
The MÁV class 601 is a class of Hungarian four cylinder Mallet -type locomotives, which was designed to haul long and very heavy cargo on very steep railway tracks. With their 22.5 meter length and 2200 KW power, they were the largest and most powerful steam locomotives which have ever built before the First World War in Europe.