Data from L Derens"The Dutch Rhenish Railway and Its Locomotives"," The Locomotive Magazine, Volume XXVI [26] (15 April 1920), p. 86.
Derens's 1919 report said that these locomotives proved underpowered and underweight on the adhesion axle. Yet Derens also noted that the original design was "very fast and light running." So pleasing was the result, Derens added, that when the Dutch Rhenish shifted to four-coupled locomotives, "it became the custom to remove the coupling-rods and work them as 'singles' when a fast express train was to be hauled." Heavier stopping trains required both sets of drivers.
Beginning in 1869, the shops converted the first four to tank engines. Putting the water tanks over the driving axle increased adhesion weight to more useful 11 long tons (24,640 lb/11,177 kg). Water capacity came to 622 Imp gal (746 US gallons) and the coal bunker held 1 long ton (1.1 short tons). Obviously these tank engines had much shorter ranges.
Data from L Derens"The Dutch Rhenish Railway and Its Locomotives"," The Locomotive Magazine, Vol VII (14 February 1920), p. 40. See also E[rnest] L Ahrons, "Short Histories of Famous Firms-Messrs BB Longridge and Co, Bedlington, Northumberland", Engineer, Volume 131, No 3 (21 January 1921), p. 68. Works number was 115 in 1839.
This small single-wheeler was festooned with boiler appliances. The capped, banded stack led the way, followed by a thin dome behind the smokebox. Next came two tall and slender safety valve stands and a further valve over the firebox. The crew enjoyed no protection whatsoever. The Snelheid trailed a little tender with two axles.
Ernest Ahrons reported that the Snelheid first ran in Holland in trials where it reached 75 kph (46.5 mph).
The unusual gauge, Derens wrote, "proved to be a mistake." When linking with Prussia's railways, the great difference between the Rhenish's broad gauge and the Prussian adoption of the increasingly standard 4 ft 8 1/2 in gauge.
Principal Dimensions by Steve Llanso of Middle Run Media | ||
---|---|---|
Class | Classes 3, 4 | Snelheid |
Locobase ID | 20774 | 20773 |
Railroad | Dutch Rhenish | Dutch Rhenish |
Country | Netherlands | Netherlands |
Whyte | 2-2-2 | 2-2-2 |
Number in Class | 6 | 1 |
Road Numbers | 37-42 | |
Gauge | Std | 6.33 ft |
Number Built | 6 | 1 |
Builder | Sharp, Stewart | Longridge |
Year | 1857 | 1839 |
Valve Gear | Stephenson | Stephenson |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | ||
Engine Wheelbase (ft / m) | 14.17 / 4.32 | |
Ratio of driving wheelbase to overall engine wheelbase | ||
Overall Wheelbase (engine & tender) (ft / m) | 32.50 / 9.91 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 16,800 / 7620 | 12,125 / 5500 |
Weight on Drivers (lbs / kg) | 16,800 / 7620 | 9921 / 4500 |
Engine Weight (lbs / kg) | 50,064 / 22,709 | 26,880 / 12,193 |
Tender Loaded Weight (lbs / kg) | 43,680 / 19,813 | |
Total Engine and Tender Weight (lbs / kg) | 93,744 / 42,522 | |
Tender Water Capacity (gals / ML) | 1520 / 5.76 | |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5.50 / 5 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 28 / 14 | 17 / 8.50 |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 66.88 / 1699 | 73 / 1854 |
Boiler Pressure (psi / kPa) | 100 / 690 | 50 / 310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 15" x 20" / 381x508 | 12.5" x 18" / 318x457 |
Tractive Effort (lbs / kg) | 5719 / 2594.10 | 1637 / 742.53 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 2.94 | 6.06 |
Heating Ability | ||
Tubes (number - dia) (in / mm) | ||
Flues (number - dia) (in / mm) | ||
Flue/Tube length (ft / m) | ||
Firebox Area (sq ft / m2) | 75.50 / 7.01 | |
Grate Area (sq ft / m2) | 12.92 / 1.20 | 9.75 / 0.91 |
Evaporative Heating Surface (sq ft / m2) | 728 / 67.63 | 450 / 41.81 |
Superheating Surface (sq ft / m2) | ||
Combined Heating Surface (sq ft / m2) | 728 / 67.63 | 450 / 41.81 |
Evaporative Heating Surface/Cylinder Volume | 177.97 | 176.01 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 1292 | 488 |
Same as above plus superheater percentage | 1292 | 488 |
Same as above but substitute firebox area for grate area | 7550 | |
Power L1 | 3012 | |
Power MT | 395.26 |