Badische IV h
| IV h DR series 18 3 |
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 18 323 as a memorial in front of the Offenburg University of Applied Sciences
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| Numbering: | 18 301-303 18 311-319 18 321-328 |
| Number: | 20th |
| Manufacturer: | Maffei , Munich |
| Year of construction (s): | 1918-1920 |
| Retirement: | 1948-1974 |
| Type : | 2'C1 'h4v |
| Genre : | S 36.17 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 23 230 mm |
| Bogie axle base: | 2300 mm |
| Fixed wheelbase: | 4360 mm |
| Total wheelbase: | 12 310 mm |
| Wheelbase with tender: | 19 625 mm |
| Empty mass: | 87.50 t |
| Service mass: | 97.00 t |
| Friction mass: | 53.40 t |
| Wheel set mass : | 17.80 t |
| Top speed: | 140 km / h |
| Indexed performance : | 1950-2200 PSi |
| Coupling wheel diameter: | 2100 mm |
| Impeller diameter front: | 990 mm |
| Rear wheel diameter: | 1200 mm |
| Control type : | Heusinger |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 440 mm |
| LP cylinder diameter: | 680 mm |
| Piston stroke: | 680 mm |
| Boiler overpressure: | 15 bar |
| Number of heating pipes: | 170 |
| Number of smoke tubes: | 34 |
| Heating pipe length: | 5200 mm |
| Grate area: | 5.00 m² |
| Radiant heating surface: | 15.60 m² |
| Tubular heating surface: | 209.20 m² |
| Superheater area : | 77.60 m² |
| Evaporation heating surface: | 224.8 m² |
| Tender: | bath. 2'2 'T29.6 |
| Water supply: | 29.6 m³ |
| Fuel supply: | 9 tons of coal |
| Locomotive brake: | Westinghouse |
| Train heating: | steam |
The locomotives of the genus IV h the Großherzoglich Baden State web ( 18 Series 3 of German Railway ) were express - steam locomotives with the wheel arrangement 2'C1 '( Pacific ).
Constructive features
The twenty class IV h locomotives built by Maffei for the Grand Ducal Baden State Railroad were intended to replace the class IV f locomotives, which were overburdened on the Rhine Valley Railway between Basel and Mannheim due to their too small drive wheels .
Accordingly, the IV h with a drive wheel diameter of 2100 mm was designed uncompromisingly as a flatland express locomotive. Nevertheless, the IV h were initially only approved for 110 km / h for braking reasons.
The IV h has a four cylinder - composite engine, with two-axle drive. In contrast to earlier Maffei designs, the inner cylinders are driven on the first coupled gear set , while the outer cylinders act on the second coupled gear set. The outer cylinders are not (as in the de Glehn design ) directly in front of the drive wheels, but in the usual position above the running gear . In the interest of sufficiently long connecting rods, the inner cylinders are pushed forward by a full cylinder length and, with their piston rod protection tubes protruding forward, give the locomotives of the series an unmistakable appearance. Thanks to the two-axle drive and careful construction, the durability of the goiter shafts made of chrome-nickel crucible steel and provided with Frémont recesses has been significantly improved. As far as can be understood, the goiter shafts of all twenty machines have never been renewed and have thus achieved mileages of more than two million kilometers in some cases.
Also in contrast to the de Glehn design , the low-pressure cylinders were arranged on the outside, as they could no longer be accommodated within the frame due to their diameter. Because of the very strong 160 mm thick crank webs of the cranked drive axle , the center lines of the internal high-pressure cylinders were so close to one another that the cylinders had to be arranged at a slight height offset to one another in order to achieve a sufficient diameter. This can also be seen from the outside on the piston rod protection tubes.
The control of the locomotives was carried out in such a way that an external Heusinger control takes over the control of both the low-pressure and the high-pressure cylinder on the respective locomotive side. Low and high pressure valves were arranged one behind the other as tandem valves. However, dispensing with a separate control linkage for the inner cylinder made the adjustment of the high-pressure slide very difficult.
The three-section boiler was the largest locomotive boiler ever used in Germany . The steam dome and sandpit sat under a common panel on the first shot. The boiler reserve, however, was low due to the insufficient water content and scarce evaporation surface. Furthermore, as with the other south German superheated steam locomotives, the superheater area was also small. It was only possible to reach steam temperatures of around 330 ° C. As a result, the water and coal consumption of the IV h was higher than that of the later standard locomotives .
A bar frame with 100 mm string thickness was used as the locomotive frame. All three coupled wheel sets were stored firmly in the frame. The pivot of the leading bogie was set back 110 mm from the center point between the bogie wheel sets; he also received a total of 152 mm of lateral play. The lateral play of the trailing wheelset , designed as an Adam's axle , was set to 100 mm.
Even the Tender series is unusual. It had to be kept relatively short in order to keep the overall wheel spacing sufficiently small for the existing 20 m turntables . Only one bogie was installed; the two rear tender wheel sets were stored tightly next to each other in the frame with a wheel set shaft distance of only 1450 mm.
commitment
The machines ordered in 1915 were delivered in three series between 1918 and 1920 and stationed at the Offenburg depot. They were used on the Rhine Valley route between Frankfurt and Basel, among other things, in front of the Rheingold . Due to the incomplete conversion of the Heidelberg terminus station to a through station, the planned passage could not be implemented without changing locomotives. The locomotives could easily move a 650 t train on the level at 100 km / h and, with the same trailer load, still reached 70 km / h on an incline of 5.38 ‰ (for comparison: the load table for the 03 series gave for one Express train on 5 ‰ slope only 570 t with 70 km / h ahead). According to Richard Paul Wagner , indicated outputs of up to 2200 PSi could be achieved with the locomotives.
When the last IV h were delivered in 1920, the Badische Staatsbahn had already merged into the Deutsche Reichsbahn. This took over all twenty locomotives as class 18.3 and gave the three series the company numbers 18 301–303, 311–319 and 321–328.
During their service with the Reichsbahn, the locomotives were very unpopular with all parties involved because of their unusual four-cylinder compound drive. The train drivers were not cope with the complicated structure; the operations management saw problems with the combination of high and low pressure cylinders.
In the late 1920s, the locomotives were in bathing unit locomotives of the class 01 displaced and used further in the north. In 1933 the first locomotives came to Koblenz , where they served as a reserve for the Rheingold and ran as scheduled on the Saarbrücken- Frankfurt route. The IV h were to be found in Bremen from 1935; from there they were used on the north German lowland routes, for which they were well suited. Here you got along better with the locomotives; and after some detail improvements, it became clear that the IV h was even superior to the class 03 locomotives that were 15 years younger . From 1942, all machines in the series were stationed in Bremen.
During test drives in the 1930s, the 18,328 reached speeds of up to 155 km / h, and its good running characteristics were noticeable. After installing stronger brakes and softer springs, the maximum permissible speed of the series was therefore increased to 140 km / h.
The 18 326 was a victim of the Second World War in 1944 . The remaining 19 machines came to the Deutsche Bundesbahn after the war and were initially taken out of service as a splinter class in 1948.
German Federal Railroad
The Deutsche Bundesbahn also needed fast locomotives for test purposes. Since the newer standard locomotives were indispensable in operational service, it was decided to reactivate three of the already retired IV h. The choice fell on the machines with the numbers 18 316, 18 319 and 18 323.
Like the 18 314 at the Deutsche Reichsbahn, they received a counter-pressure brake for use as braking locomotives (based on the Düring design ), smoke deflectors based on the so-called Witte design , a larger smoke chamber door, a modified sandpit and a "Caledonian" chimney crown. The tender was also modified.
The 18 319 was provided with an extended smoke chamber , as the arrangement of the inlet pipes to the high-pressure cylinders was changed.
The locomotives were located at the Federal Railway Research Office in Minden . In 1951, during a test run with a complete FD train , one of them set a distance record that is still unachieved for German steam locomotives: the 977 km long route from Hamburg-Altona to Freilassing was covered in one piece without any maintenance . The highest speed on this trip was 125 km / h. The locomotive only took in water and coal at the intermediate stops.
The 18 316 and 323 were not retired until 1969; they were the last four-cylinder compound machines of the Deutsche Bundesbahn. The two locomotives were preserved as memorials : The 18 316 came to an amusement park near Minden; the 18 323 was set up in front of the Offenburg University .
18 316
In 1956 the 18 316 reached a speed of 162 km / h when testing pantographs for electric traction vehicles on the Kufstein – Wörgl line . The Badische IV h turned out to be the fastest regional railway locomotive and even surpassed the Bavarian S 2/6 .
The 18 316 was taken over by the State Museum for Technology and Work (LTA) in Mannheim in the early 1990s ; and although it had been in the open for more than twenty years, it was possible to make it operational again. From 1995 until it was shut down in April 2002, the 18 316 was one of only two operational express train locomotives from the Länderbahn era on numerous special trips; the other is the Bavarian S 3/6 No. 3673 (the meanwhile 18 478 of the Deutsche Reichsbahn). Unlike the 18 478, the 18 316 was not restored to its original condition.
After a damaged wheel, future missions of the 18 316 are currently uncertain. After the locomotive was initially in the care of the Historischen Eisenbahn Mannheim e. V. in Friedrichsfeld, it was transferred to the State Museum on April 24, 2007.
German Reichsbahn
18 314
| DR 18 314 from 1961 | |
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 Steam locomotive 02 0314 of the Deutsche Reichsbahn
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| Numbering: | 18 314 02 0314-1 |
| Type : | S 36.19 |
| Length over buffers: | 23 630 mm |
| Empty mass: | 95.0 t |
| Service mass: | 105.0 t |
| Friction mass: | 56.9 t |
| Wheel set mass : | 19.0 t |
| Top speed: | 150 km / h |
| Indexed performance : | 1950 PSi |
| HD cylinder diameter: | 440 mm |
| LP cylinder diameter: | 550 mm |
| Boiler overpressure: | 16 bar |
| Number of heating pipes: | 112 |
| Number of smoke tubes: | 36 |
| Heating pipe length: | 5480 mm |
| Grate area: | 4.23 m² |
| Radiant heating surface: | 21.3 m² |
| Tubular heating surface: | 178.2 m² |
| Superheater area : | 80.00 m² |
| Evaporation heating surface: | 199.50 m² |
| Tender: | 2'2 'T34 |
| Water supply: | 34 m³ |
| Fuel supply: | 13.5 m³ heating oil |
| Train heating: | steam |
At the instigation of Max Baumberg in 1948 , the 18 314 intended for retirement went to the Deutsche Reichsbahn in exchange for the 18 434 remaining in the east (a Bavarian S 3/6 ) and received a general inspection at RAW Stendal. Until 1950 she was used for courier train services from the Bw Stendal . At this point in time, in 1951, she came to the newly established Halle Locomotive Research Institute (later VES-M Halle ), of which Max Baumberg became the director. There she received the tender of 07 1001 (the earlier 231 E 18 of the SNCF ), as this was converted to pulverized coal combustion. Fast-moving locomotives were needed to test express train passenger cars, so that in addition to the conversion of the 61 002 , the 18 314 was also used, as this - unlike the S 3/6 - was already approved for 140 km / h.
Since high-speed locomotives were still necessary for test purposes, the locomotive was replaced in 1960 by the Raw “7. October “Zwickau rebuilt according to the plans of the VES-M hall , whereby it received a type 39E combustion chamber boiler , as it was also used for the conversion of the 22 series , but with a slightly shortened long boiler. This was necessary because the arrangement of the exhaust pipes meant that there was little space in the smoke chamber and the steam collecting box also had to be accommodated there. It also received a counter-pressure brake for use as a brake locomotive ; As a result, the Reko-Untypical surface preheater was retained. Cylinders and boiler superstructures were given a partial cladding and small specially developed smoke deflectors were attached. The chimney was shaped as a flanged chimney according to the original Maffeischen design. As a tender, she received a unit tender 2'2 'T34. The maximum permissible speed has been increased to 150 km / h. The locomotive was painted green with white stripes. The renovation was completed on December 18, 1960.
In 1967 the locomotive was converted to run on oil. In addition to the test drives, it was also used for a time in express train service on the Halle - Berlin and Halle - Saalfeld routes . The machine was shut down on December 31, 1971 and taken out of service on August 1, 1972. The locomotive was then handed over to the Dresden Transport Museum, but was only rarely exhibited.
Since only one of the high-speed locomotives was to be preserved by the Reichsbahn and the 18 201 was chosen, the 18 314 was sold to the Frankfurt Historical Railway Association in 1984 . Today it is in the Auto and Technology Museum in Sinsheim .
literature
- Hermann Lohr, Georg Thielmann: Baden locomotive archive. transpress, 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 .
- Weisbrod, Bäzold, Obermayer: The great type book of German locomotives. Transpress Verlag, ISBN 3-344-70751-5 .
- Wilhelm Reuter: record locomotives. Motorbuch Verlag Stuttgart ISBN 3-87943-582-0 .
- Steffen Lüdecke: The 18.3 series. EK-Verlag, Freiburg i. B. 1990.
- Theodor Düring: Rare photos in the locomotive magazine - from the practice of the Baden IVh . In: Wolfgang Messerschmidt (Ed.): Lok Magazin . No. 68 . Franckh'sche Verlagshandlung, W. Keller & Co., 1974, ISSN 0458-1822 , p. 403-406 .
- Sebastian Werner: Phoenix in the Ashes - The ordeal of the 18 316 from 1992 until today . In: Jörg Sauter (Ed.): Eisenbahn-Kurier . No. 3/2018 . Eisenbahnkurier Verlag, 2018, ISSN 0170-5288 , p. 56-61 .
Web links
- Railway romanticism , episode 153: IV h - or the return to Baden (report on the history of 18 316)
- Report on the processing of the 18 316
- Pictures of the restored 18 316
- The 18 323 in Offenburg
- Information on the preserved locomotives of the class 18.3
- 18 323 1968 in the Minden depot on the Joachim Schmidt Railway Foundation
Individual evidence
- ^ Karl-Ernst Maedel , Alfred B. Gottwaldt : German steam locomotives. The history of development. Transpress Verlag, Stuttgart 1994/1999, ISBN 3-344-70912-7 , p. 177
- ^ Karl-Ernst Maedel , Alfred B. Gottwaldt : German steam locomotives. The history of development. Transpress Verlag, Stuttgart 1994/1999, ISBN 3-344-70912-7 , p. 178
- ↑ Alfred B. Gottwaldt : History of the German standard locomotives. The steam locomotives of the Reichsbahn and their designers . Franckh'sche Verlagshandlung, Stuttgart 1978, Reprint Kosmos, Stuttgart 1999, ISBN 3-440-07941-4 , there quotation from Wagner on p. 51
- ↑ Dirk Endisch: Jimmo and Schorsch - the stars of the VES-M hall . In: railway magazine . No. 1 , 2019, ISSN 0342-1902 , p. 14 .
- ↑ Dirk Endisch: Jimmo and Schorsch - the stars of the VES-M hall . In: railway magazine . No. 1 , 2019, ISSN 0342-1902 , p. 16 .