LTM 51

Last updated
LTM 51
Type and origin
Power type Steam
DesignerIr. D. Verhoop
Builder Henschel
Serial number22063
ModelLTM 51
Build date1931
Total produced1
Specifications
Configuration:
   Whyte 0-6-0+0-6-0
   UIC C-C
Gauge 1,435 mm (4 ft 8+12 in)
Driver dia.900 mm (2 ft 11 in)
Wheelbase 14,300 mm (46 ft 11 in)
  Axle spacing
(Asymmetrical)
2,300 + 1,000 + 7,700 + 1,000 + 2,300 mm (7 ft 7 in + 3 ft 3 in + 25 ft 3 in + 3 ft 3 in + 7 ft 7 in)
  Engine3,300 + 7,700 + 3,300 mm (130 + 300 + 130 in)
Pivot centres9,092 mm (29 ft 10.0 in)
Frame type Garratt
Loco weight56.7 t (55.8 long tons; 62.5 short tons) (empty), 71.5 t (70.4 long tons; 78.8 short tons) (service)
Fuel type Coal
Fuel capacity3 t (3.0 long tons; 3.3 short tons)
Water cap.7,000 L (1,500 imp gal; 1,800 US gal)
Boiler:
  Diameter1,665 mm (5 ft 5.6 in)
  Tube plates2,500 mm (8 ft 2 in)
  Small tubes24 pieces, inside 37 mm (1.5 in), outside 41.5 mm (1.63 in)
  Large tubes140 pieces, inside 64 mm (2.5 in), outside 70 mm (2.8 in)
Boiler pressure13.5 kg/cm2 (192 psi)
Heating surface:
  Firebox2.0 m2 (22 sq ft)
  Tubes6.96 m2 (74.9 sq ft)
  Arch tubes9.4 m2 (101 sq ft)
  Flues70.34 m2 (757.1 sq ft)
  Tubes and flues86.7 m2 (933 sq ft)
Superheater:
  Typesuperheater pipe: inside 17 mm (0.67 in), outside 22 mm (0.87 in)
  Heating area41.8 m2 (450 sq ft)
Cylinders 4
Cylinder size 360 mm × 360 mm (14 in × 14 in)
Valve gear Verhoop
Loco brake Manual and steam
Train brakes Automatic Knorr air pressure, Hardy vacuum system
Performance figures
Tractive effort 9,800 kgf (22,000 lbf)
Career
OperatorsLTM
Number in class1
Numbers51
Locale Maastricht - Vaals, Limburg, The Netherlands
Delivered1931
First run1931
Last run1938
Retired1940

Locomotive 51 of the Limburgsche Tramweg Maatschappij was a Garratt locomotive. It was the only Garratt type locomotive in the Netherlands. The locomotive was designed for operation on the line Maastricht - Vaals, which required a locomotive with at least 5 coupled axles. A conventional locomotive of this size would experience too much rolling resistance in the many curves on this line, which were typical tramway curves of small radius. [1] [2]

Contents

History

It was built by Henschel with builder number 22063 in 1931. It entered service in the same year. Ir. D. Verhoop, in collaboration with Hanomag, is the likely designer of the locomotive. Builder number 10758 was reserved by Hanomag. The locomotive was completed after the take-over of Hanomag by Henschel. After the Maastricht-Vaals line was closed the locomotive was sold to Dotremont in Maastricht in 1938. Technisch Bureau Groen (The Hague) bought the machine in 1940, and sold the machine to a client in Germany in 1941. [1]

Design considerations

A normal (rigid) locomotive would cause considerable wear on the line. A Garratt type locomotive, flexible by its articulated design, offered several further advantages: accommodation for a short and wide boiler, low center of gravity, and better accessibility for maintenance. [1] [2]

Technology

In exception to the general type, this Garratt locomotive had internal cylinders, and is more in line with other tramway locomotives in The Netherlands. The water storage was located on the bogies. The water tanks were located below the running boards, to ensure pressure was applied to all axles even when running empty. Additionally, this allowed for unobstructed views from the cabin. The valve gear was of the Verhoop system. The two traction bogies, which were in fact locomotives without a boiler and cabin, shared - apart from one extra axle - their basic design and layout with B locomotives LTM 21-35. Pistons, valves and rods were identical. [1] [2]

Coal storage was located at the rear of the cabin in two coal storage bins. In between these storage bins there were a door and a passage way that allowed easy access to the pivot point. [1] [2]

Brakes

The locomotive had four types of brakes: an automatic Knorr air pressure brake system (for use with railroad equipment), a Hardy vacuum brake (used in combination with the Knorr system when pulling LTM equipment), a direct working air pressure switching brake controlled from two control points on both sides of the cabin, a hand brake to be operated together with a steam brake in case of emergencies. [1] [2]

Reversing Gear

A servo motor controlled the steam valves instead of the more common manual reversing gear. [1] On the piston rod of a steam cylinder (the actual motor) a glycerine buffer was installed which was used to hold the reach rod in position. This buffer consisted of a second piston working in a liquid filled cylinder the halves of which could be connected through a bypass valve. In order to change direction and set cut-off, dipping the reversing lever (either forward or backward as required) would momentarily permit steam to the servo motor and at the same time open the bypass valve. On centering the lever the position reached would be arrested. An indicator hand was coupled to the reach rod showing the current setting to the driver. [2]

Trivia

Number 51 had previously been assigned to a small stock locomotive which was sold after the line had been completed.

Related Research Articles

<span class="mw-page-title-main">Railway air brake</span> Fail-safe power braking system with compressed air as the operating medium

A railway air brake is a railway brake power braking system with compressed air as the operating medium. Modern trains rely upon a fail-safe air brake system that is based upon a design patented by George Westinghouse on April 13, 1869. The Westinghouse Air Brake Company was subsequently organized to manufacture and sell Westinghouse's invention. In various forms, it has been nearly universally adopted.

<span class="mw-page-title-main">Steam locomotive</span> Railway locomotive that produces its pulling power through a steam engine

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.

In railway engineering, the term tractive effort describes the pulling or pushing capability of a locomotive. The published tractive force value for any vehicle may be theoretical—that is, calculated from known or implied mechanical properties—or obtained via testing under controlled conditions. The discussion herein covers the term's usage in mechanical applications in which the final stage of the power transmission system is one or more wheels in frictional contact with a railroad track.

Rail transport terms are a form of technical terminology applied to railways. Although many terms are uniform across different nations and companies, they are by no means universal, with differences often originating from parallel development of rail transport systems in different parts of the world, and in the national origins of the engineers and managers who built the inaugural rail infrastructure. An example is the term railroad, used in North America, and railway, generally used in English-speaking countries outside North America and by the International Union of Railways. In English-speaking countries outside the United Kingdom, a mixture of US and UK terms may exist.

<span class="mw-page-title-main">Steam locomotive components</span> Glossary of the main components of a typical steam locomotive

Main components found on a typical steam locomotive include:

<span class="mw-page-title-main">Articulated locomotive</span> Type of locomotive

An articulated locomotive is a steam locomotive with one or more engine units that can move independently of the main frame. Articulation allows the operation of locomotives that would otherwise be too large to negotiate a railroad's curves, whether mainlines or special lines with extreme curvature such as logging, industrial, or mountain railways.

<span class="mw-page-title-main">Walschaerts valve gear</span> Type of valve gear

The Walschaerts valve gear is a type of valve gear used to regulate the flow of steam to the pistons in steam locomotives, invented by Belgian railway engineer Egide Walschaerts in 1844. The gear is sometimes named without the final "s", since it was incorrectly patented under that name. It was extensively used in steam locomotives from the late 19th century until the end of the steam era.

<span class="mw-page-title-main">FS Class E.636</span> Locomotive class

The FS E.636 is a class of Italian articulated electric locomotives. They were introduced in the course of the 1940s until the 1960s, and have been decommissioned since 2006. They have been one of the most numerous Italian locomotive groups, and have been widely employed during their long career, hauling every type of train, ranging from freight to long range passenger services. Their introduction also saw the employment of some revolutionary design concepts, such as the articulated carbody and the three bogies scheme.

<span class="mw-page-title-main">Meillerwagen</span> Motor vehicle

The Meillerwagen was a German World War II trailer used to transport a V-2 rocket from the 'transloading point' of the Technical Troop Area to the launching point, to erect the missile on the Brennstand, and to act as the service gantry for fuelling and launch preparation.

<span class="mw-page-title-main">South African Class NG15 2-8-2</span> Class of South African narrow-gauge 2-8-2 locomotives

The South African Railways Class NG15 2-8-2 is a class of narrow-gauge steam locomotives.

<span class="mw-page-title-main">0-6-0+0-6-0</span> Locomotive wheel arrangement

Under the Whyte notation for the classification of steam locomotives, 0-6-0+0-6-0 represents the wheel arrangement of an articulated locomotive with two separate swivelling engine units, each unit with no leading wheels, six powered and coupled driving wheels on three axles and no trailing wheels. The arrangement is effectively two 0-6-0 locomotives operating back-to-back and was used on Garratt, Double Fairlie, Meyer and Kitson-Meyer articulated locomotives. A similar arrangement exists for Mallet steam locomotives on which only the front engine unit swivels, but these are referred to as 0-6-6-0.

<span class="mw-page-title-main">South African Class 25NC 4-8-4</span>

The South African Railways Class 25NC 4-8-4 of 1953 was a class of steam locomotives built between 1953 and 1955 for the South African Railways (SAR). The Class 25NC was the non-condensing version of the Class 25 condensing locomotive, of which ninety were placed in service at the same time. Between 1973 and 1980, all but three of the condensing locomotives were converted to non-condensing and also designated Class 25NC.

<span class="mw-page-title-main">South African Class 25 4-8-4</span> Type of locomotive

The South African Railways Class 25 4-8-4 of 1953 was a condensing steam locomotive.

<span class="mw-page-title-main">South African Class 19D 4-8-2</span> Class of 268 South African 4-8-2 locomotives

The South African Railways Class 19D 4-8-2 of 1937 was a steam locomotive.

<span class="mw-page-title-main">South African Class 15F 4-8-2</span> Class of 255 South African 4-8-2 locomotives

The South African Railways Class 15F 4-8-2 of 1938 is a steam locomotive.

<span class="mw-page-title-main">South West African Class Hd</span> Locomotive class

The South West African Class Hd 2-8-2 of 1912 was a narrow gauge steam locomotive from the German South West Africa era.

<span class="mw-page-title-main">Reversing gear</span> Controller for the valves on a steam engine

On a steam locomotive, the reversing gear is used to control the direction of travel of the locomotive. It also adjusts the cutoff of the steam locomotive.

<span class="mw-page-title-main">Steam motor</span>

A steam motor is a form of steam engine used for light locomotives and light self-propelled motor cars used on railways. The origins of steam motor cars for railways go back to at least the 1850s, if not earlier, as experimental economizations for railways or railroads with marginal budgets. These first examples, at least in North America, appear to have been fitted with light reciprocating engines, and either direct or geared drives, or geared-endless chain drives. Most incorporated a passenger carrying coach attached to the engine and its boiler. Boiler types varied in these earlier examples, with vertical boilers dominant in the first decade and then with very small diameter horizontal boilers. Other examples of steam motor cars incorporated an express-baggage or luggage type car body, with coupling apparatus provided to allow the steam motor car to draw a light passenger coach.

<span class="mw-page-title-main">MÁV Class 601</span> Class of Hungarian Mallet-type locomotives

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 been built before and during the First World War in Europe.

References

  1. 1 2 3 4 5 6 7 Overbosch, Ir. S. (1957). De Stoomlocomotieven der Nederlandse Tramwegen. Haarlem: De Technische Uitgeverij H. Stam N.V. pp. 160–162.
  2. 1 2 3 4 5 6 Brunner, H (1932). De eerste Garratt-locomotief in Nederland. Den Haag: De Ingenieur (35). pp. 71–78.