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LTM 51

Locomotive data
Builder Henschel
Builder's number(s) 250-259

LTM 51

Wheel arrangement 0-6-0+0-6-0
Year 1932
Gauge 1435 mm
Heated area 86,7 m2
Grate area 2 m2
Max boiler pressure 13,5 bar
Cylinders 4
Cylinder diam 360 mm
Stroke 360 mm
Diam. drivers 900 mm
Water 7 m3
Fuel 3 t
Weight (operational) 71,5 t
Length 18,900 mm
Speed 50 km/h
Tractive effort 8,400 mm
Design Hanomag

The design was probably drawn by Hanomag in close cooperation with D. Verhoop. Verhoop was the godfather of Dutch tramway locomotive design. No surprise then that this Garratt incorporated many of the features typically for Dutch tramway locomotives:

  • inside cylinders to
    • increase steady running at higher speeds
    • keep the gear away
      from the public (the locomotive was actually running through crowded streets)
      and dust
  • water tanks below the footplate and (due to the inside cylinders) outside the frame, which
    • kept the gravity point low
    • achieved a better load distribution over the axles, especially when water was running low
    • gave a better view for the driver
  • Verhoop valve gear
  • a Verhoop smokebox super heater
  • a passage way all over the locomotive to give access to the tram from the locomotive vice versa during the ride

Applying these standards to the Garratt design produced the only Garratt of the world with inside cylinders. Running and valve gear was made accessible through the hatches on the footplates. Each of the bogies could be considered as a separate locomotive. In fact each bogie was largely the same as the frames of locomotives no 21-35. Pistons, valves and gearing were identical.

Two coalbins were attached to the back of the cab, separated by the afore mentioned passage way. This als made the pivot of the rear engine unit easily accessible for inspection.

The engine entered service in 1931 and ran on the standard gauge line from Maastricht to Vaals. Reasons to buy it were typical for the circumstances. It was intended mainly for the heavy goods trams / trains which were until then double headed. The engine operated quite satisfactorily. It achieved a significant reduction in coal consumption (-/- 39%) and ran quite steady even at the comparatively high speeds over 40 km/h.

The locomotive was sold to Dotremont's scrapyard due to closure of the Maastricht-Vaals line in 1938. In 1941 it was sold to Germany were it disappeared without a trace.


Read more on this Garratt in this English translation of a contemporary Dutch article on the then novel locomotive.