Baden I b
The steam locomotives of Class T 2I of Pfalzbahn were tender locomotives for traffic across the bridges of boats Speyer and Maxau. Two locomotives were purchased in 1874 by the Grand Ducal Baden State Railways and classified as a species I b. The Baden machines were redrawn after the takeover by the German Reichsbahn in 1925 in the range 88.75.
1865, the Rhine bridge at Maxau was completed in the course of the railway line from winds to Karlsruhe. The pontoon bridge was limited in its carrying capacity. It was therefore necessary to develop special light locomotives for the bridge traffic. The first two provided locomotives were delivered in 1865 by the Maschinenbau-Gesellschaft Karlsruhe to the Pfalzbahn. The locomotives were given the track number I and II until 1872 followed by a further three locomotives III received the track numbers to V. After 1873, the bridge was opened in Speyer in the course of the railway Heidelberg Speyer, they acquired a further three locomotives. These were numbered VI to VIII
In order to perform the operation of economic, acquired the Baden State Railways locomotives VII and VIII and classified them into the kind I b1 with course numbers 402 and 403. 1893 bought the Baden State Railways is a third locomotive, which was given the number 240 and was classified as I b2.
From the early 1920s, the locomotives were replaced by machines in the Bavarian genus DVI. The first withdrawals from service began in 1921. Machines III, IV and VI should receive more in accordance with the renumbering plan of the operating numbers 88 7001-7003 Deutsche Reichsbahn, but was scrapped in 1924. The three of Baden locomotives were renumbered 1925 in 88 7501-88 7503, but taken out of service the following year.
The vehicles had to be adapted to the special requirements on the pontoon bridge. Firstly, the weight had to be as low as possible, so that the pontoons sank not too deep. In addition, the locomotive was constantly during the crossing in a slope of 2%.
During the delivery time, the locomotives were adapted to the respective requirements so that these smaller and larger differences exhibited.
The inner frame was designed as a box frame made of sheet metal with 20 mm thick plates. On the two-shot boiler barrel was sitting in the middle of the steam dome. The vapor sample was taken by a attached to the front pipe which led above the vessel to the regulator. Thus, the steam extraction of constantly moving in pitch locomotive could be improved. The controller resulted outer steam pipe to the cylinders. The firebox was by hanging. The feed water supply was carried out by two -absorbent vapor jet pumps. For subsequent deliveries of steam dome sat on the front tank shot. The safety valves and regulators have been integrated with the steam dome. In addition, the steam pipes have been installed to the cylinders in the smoke chamber.
The two-cylinder steam engine was wet on the outside. The horizontally disposed cylinder working on the rear axle. The control was effected by an internal control Stephenson. The flat slide had an outer inflow.
The drive was not supported at four points. The axes mounted firmly in the frame were cushioned by each bottom leaf springs.
The throwing handbrake lever acted on the front axle of the front and on the rear axle of the rear. Later they built a compressed air brake type grinder.
In order to avoid over- buffering, you increased the buffer later with added wood panels. The sandboxes are placed in the frame. From the second delivery of the sand tank sat on top of the boiler. The water tank was designed as a long boxes on both sides of the locomotive. The coal box was on the left side ahead of the cab.
The first two locomotives did not have any cab. Only the supplied later locomotives you knew it.