Badische IV f
| IV f DR series 18 2 |
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|---|---|
 No. 763 company photo
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| Numbering: | 18 201, 211-217, 231-238, 251-256 |
| Number: | 35 |
| Manufacturer: | Maffei , MBG Karlsruhe |
| Type : | 2'C1 'h4v |
| Genre : | S 36.16 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,121 mm |
| Height: | 4150 mm |
| Bogie axle base: | 2,200 mm |
| Fixed wheelbase: | 3,880 mm |
| Total wheelbase: | 11,210 mm |
| Wheelbase with tender: | 18,350 mm |
| Empty mass: | 81.20 t, 79.20 t 1) , 79.60 t 2) |
| Service mass: | 88.30 t, 89.70 t 1) , 88.60 t 2) |
| Friction mass: | 49.50 t, 49.30 t 1) , 49.20 t 2) |
| Wheel set mass : | 16.50 t, 16.40 t 1) 2) |
| Top speed: | 100 km / h |
| Indexed performance : | 1,770 PSi |
| Coupling wheel diameter: | 1,800 mm |
| Impeller diameter front: | 990 mm |
| Rear wheel diameter: | 1,200 mm |
| Control type : | Heusinger |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 425 mm |
| LP cylinder diameter: | 650 mm |
| Piston stroke: | 610 mm (HD), 670 mm (ND) |
| Boiler overpressure: | 16 bar |
| Number of heating pipes: | 175, 182 1) 2) |
| Number of smoke tubes: | 25th |
| Heating pipe length: | 5,100 mm |
| Grate area: | 4.50 m² |
| Radiant heating surface: | 14.65 m² |
| Tubular heating surface: | 194.07 m² |
| Superheater area : | 50.00 m² |
| Evaporation heating surface: | 208.72 m² |
| Tender: | bath. 2'2'T 15, bad. 2'2 'T 20 |
| Locomotive brake: | Westinghouse |
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1) Year of construction 1912 2) Year of construction 1913 |
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The class IV f locomotives of the Grand Ducal Badische Staatsbahn were express locomotives with the wheel arrangement 2'C1 '( Pacific ). The locomotives of the Deutsche Reichsbahn were later referred to as the class 18 2 . These were the first Pacific locomotives in Germany and the second in Europe after the series 4500 of the Paris-Orléans Railway, which had appeared a few months earlier .
history
The locomotives were produced in four delivery series between 1907 and 1913. In 1907 three examples were built by Maffei . The remaining 32 locomotives were then manufactured under license in three series by the Maschinenbau-Gesellschaft Karlsruhe .
Maffei won the competition for the new locomotive back in 1905. However, the preparation of the plans was delayed until 1907. When designing the locomotive, Maffei succeeded in synthesizing German and American locomotive building traditions. The 2'C1 'wheel arrangement and the bar frame were adopted from America, while four-cylinder compound engines of the Borries type and the sleek design are of German origin.
Because the locomotives were to be used both on the flat Rhine valley route and in the mountains on the Odenwald and Black Forest railways, they were given a drive wheel diameter of only 1,800 mm. They turned out to be unsuitable for the intended operation in the lowlands. The small driving wheel diameter for express steam locomotives led to comparatively high speeds. This led to greater stress on the engine, which often resulted in damage. For the follow-up series IV h , a drive wheel diameter of 2,100 mm was consequently chosen again. The locomotives were able to pull a 460 t train at 110 km / h on the plain, and still a 194 t train at a gradient of 16.3 ‰ and 55 km / h.
In 1925, the Deutsche Reichsbahn took over only 22 of the 35 built locomotives as class 18.2 . They were given the road numbers 18 201, 18 211 to 18 217, 18 231 to 18 238 and 18 251 to 18 256. The high-maintenance locomotives were decommissioned by 1930 - significantly earlier than the other German Pacific series.
The 18 201 built by the Deutsche Reichsbahn in 1961 was given its number in memory of the first German Pacific locomotive with a second occupation.
construction
The long boiler was riveted and consisted of three shots. The steam dome and sandpit sat on the front boiler section. The flue pipe superheater was of the Schmidt type. The boiler and the cylinder blocks were clad in sheet metal. With a height of 2,820 mm on the central axis, the boiler was relatively high.
In order to accommodate a large grate area, this was moved behind the coupling axles. However, this made it necessary to install a tag axle. The front and rear walls of the standing boiler have been tilted forward for a better center of gravity.
The bar frame was 100 mm thick and was forged from three parts.
Load balancing was installed between the last coupling axle and the trailing axle, which made it possible to increase the friction mass from 49.6 t to 52.4 t. From the 1912 delivery series onwards, this device was not installed.
The low-pressure cylinders were on the outside, the high-pressure cylinders on the inside. All four cylinders worked on the second coupled axle. A Maffei type start-up device with filling valves was installed on the low-pressure valve boxes for starting up.
literature
- Hermann Lohr, Georg Thielmann: Baden Locomotive Archive (= Railway Vehicle Archive 2, 7). transpress et al., Berlin 1988, ISBN 3-344-00210-4 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 1 (Series 01 - 39) transpress, Berlin 1993, ISBN 3-344-70768-X