Württemberg IV
| Württemberg IV | |
|---|---|
 |
|
| Numbering: | 30, 32, 35-37 |
| Number: | 5 |
| Manufacturer: | Esslingen |
| Year of construction (s): | 1849/1851 |
| Type : | C n2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,066 mm a 12,496 mm |
| Empty mass: | 30.0 t |
| Service mass: | 33.5 t |
| Friction mass: | 33.5 t |
| Wheel set mass : | 11.5 t a 11.17 t b |
| Top speed: | 21 km / h b |
| Driving wheel diameter: | 1,230 mm a 1,224 mm b |
| Cylinder diameter: | 447 mm |
| Piston stroke: | 612 mm |
| Boiler overpressure: | 7 bar |
| Number of heating pipes: | 156 |
| Heating pipe length: | 3,978 mm |
| Grate area: | 0.90 m² a 1.01 m² b |
| Radiant heating surface: | 6.32 m² b |
| Tubular heating surface: | 79.61 m² b |
| Evaporation heating surface: | 97.00 m² a 85.93 m² b |
| Tender: | 3 T 6 |
| Water supply: | 6.0 m³ |
| Fuel supply: | 6.0 tons of coal |
|
a to Spielhoff b to Lohr / Thielmann |
|
The class IV steam locomotives (also known as the Alb locomotive or Alb class ) were in service with the Royal Württemberg State Railways from 1849/1851 . The three-coupler were among the first mountain locomotives in Germany.
history
The locomotives were specially developed for the Geislinger Steige , the ascent of the Eastern Railway on the Swabian Alb from Geislingen an der Steige to Amstetten . With a gradient of 1:45 it was the first mountain railway in Central Europe. The existing Class III 2'B locomotives did not offer the required performance, and there were offers from the USA for triple-coupled locomotives. The Maschinenfabrik Esslingen was charged with developing a suitable design. The result was a triple-coupled locomotive with inclined cylinders. The chief engineer Josef Trick from Esslingen was responsible for the construction .
Before the Alb locomotives, the first three- couplers in Germany were procured in 1843 by the Duke of Braunschweigische Staatseisenbahn for the operation of the Vienenburg – Bad Harzburg gradient line in England, in 1845 Emil Keßler delivered the Badische VI in Karlsruhe and in 1847 Maffei the Bavarian CI .
The first two machines went into operation in 1849 and the remaining three in 1851. The locomotives had a massive frame made of cast iron, a four-sided boiler with a cast-iron regulator set, a massive smoke chamber and disc wheels. The massive design with many cast iron components in thick walls served to achieve the friction mass of 33 t. According to Karl-Ernst Maedel and Alfred Gottwaldt, the locomotives with inner frames, outer cylinders and Stephenson controls were to be seen as harmonious on the outside. It was noticeable that the last three locomotives had an axle without flanges . In terms of performance, the machines proved themselves, they carried 120 t on a 22 ‰ gradient at 18 km / h.
The connection of all springs on one side by means of compensating levers and the resulting two-point support turned out to be a design flaw. During operation, the inclined compensation levers did not return to their starting position on the steep incline.
Due to their heavy weight, they damaged the tracks. In addition, the rigid-axle machines often had twisted tires. Starting in 1856, the foremost wheelset was gradually decoupled on all machines and converted from a drive axle to a running axle, the locomotives now had the 1B wheel arrangement. Since the axle arrangement did not prove itself, the running axles were replaced by bogies in 1859 and the locomotives were rebuilt according to the class E, which was then under construction, with the 2'B wheel arrangement . Most of the locomotives were probably built from scratch. In 1869 the Ulm locomotive was converted into a class E tank locomotive (after Hermann Lohr and Georg Thielmann T2a) and in 1881 into a T4a. In 1872 and 1875 the Blau and Helfenstein were converted to a 1B n2t of class T2a and in 1877 the Geislingen to a 2'B n2t of class T4a. In 1880 the Alb that had not been converted was removed from the stock, the machines converted into tank locomotives were in operation until the beginning of the 20th century. In 1895 the Blau was renamed Niederbiegen , which was also the last of the locomotives in service after 1909.
Constructive features
The kettle had an oval cross-section. The center of the boiler was 1593 mm above the top of the rail. The long boiler consisted of three shots. The standing kettle and dome had a rectangular cross-section. The locomotives had a safety valve with a spring balance, the steam dome was on the front boiler section, the column valve on the rear. The boiler was fed by a drive pump, the pipe length was 3.978 m, the grate area 1.01 m² and the heating area 85.93 m². The 156 heating pipes (diameter 45 mm) were supported in the middle of the boiler by a supporting wall. The boiler pressure was 7.0 bar. The locomotives had a conical sheet metal chimney with a spark arrester.
The fork frame was cross-braced under the smoke chamber with massive cast pieces. The two-cylinder wet steam engine had inclined outer cylinders and overhead valve boxes . The crosshead guidance was two-rail, the drive was on the central coupling axis. The control was designed as an internal Stephenson control with a reversing lever. The drive wheels formed from cast disks had a diameter of 1224 mm. The overhead leaf springs were connected between the first and second and between the second and third axis by means of compensation levers. The Geislingen , Blau and Helfenstein locomotives had spoked wheels and central wheels without flanges. The wheelbase was 1800 mm between the first two axles and 1410 mm between the second and third axles.
The spindle brake on the tender acted on all axles on both sides, and the locomotives also had a large sandpit on the middle section of the boiler, which sanded the driving axle from the front.
The vehicles had type 3 T 6 tenders with a two-axle front bogie.
Vehicle list
| Factory no. | Construction year | Lane number KWSt.E. |
Surname | 1. Remodeling | 2. Remodeling | 3. Remodeling | retired | ||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| year | class | design type | year | class | design type | year | class | design type | |||||
| 20th | 1849 | 30th | Alb | 1859 | E (Alb) | 2'B n2 | ~ 1880 | ||||||
| 22nd | 1849 | 32 | Ulm | 1859 | E (Alb) | 2'B n2 | 1869 | E. | 2'B n2t | 1881 | T4a | 2'B n2t | 1903 |
| 25th | 1850 | 35 | Geislingen | 1859 | E (Alb) | 2'B n2 | 1877 | T4a | 2'B n2t | 1909 | |||
| 26th | 1850 | 36 | blue | 1859 | E (Alb) | 2'B n2 | 1872 | T2a | 1B n2t | 1914 still available | |||
| 27 | 1851 | 37 | Helfenstein | 1859 | E (Alb) | 2'B n2 | 1875 | T2a | 1B n2t | 1900 | |||
Remarks
- ↑ a b after a drawing (by Reinhard Taege) at Lohr / Thielmann
- ↑ after Lohr / Thielmann, p. 81; at Maedel / Gottwaldt, p. 52, 100 t are given at 15 km / h on the Geislinger Steige
- ↑ after Lohr / Thielmann, p. 82
- ↑ after Lohr / Thielmann T2a
- ↑ from 1895 Niederbiegen
literature
- Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Württemberg (= railway vehicle archive 2.6 ). 1st edition. transpress VEB Verlag for Transport, Berlin 1988, ISBN 3-344-00222-8 .
Individual evidence
- ^ A b c d e f g Karl-Ernst Maedel , Alfred B. Gottwaldt : German steam locomotives. The history of development . Transpress Verlagsgesellschaft mbH, Berlin 1994, ISBN 3-344-70912-7 , p. 52 .
- ^ A b Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Württemberg . transpress, Berlin 1988, ISBN 3-344-00222-8 , pp. 39 .
- ^ A b Lothar Spielhoff: Länderbahn steam locomotives . tape 2 . Baden, Bavaria, Palatinate and Württemberg. Weltbild, Augsburg 1995, ISBN 3-89350-819-8 , p. 145 (first edition: Franckh-Kosmos, Stuttgart 1990).
- ^ A b Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Württemberg . transpress, Berlin 1988, ISBN 3-344-00222-8 , pp. 160 .
- ^ A b c Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Württemberg . transpress, Berlin 1988, ISBN 3-344-00222-8 , pp. 80 .
- ^ Erhard Born: Locomotives and wagons of the German railways. Historical and technical development . 3rd, improved edition. Hüthig and Dreyer GmbH publishing house, Mainz / Heidelberg 1966, p. 22 .
- ^ Karl-Ernst Maedel , Alfred B. Gottwaldt : German steam locomotives. The history of development . Transpress Verlagsgesellschaft mbH, Berlin 1994, ISBN 3-344-70912-7 , p. 50 .
- ^ A b Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Württemberg . transpress, Berlin 1988, ISBN 3-344-00222-8 , pp. 81 .
- ^ A b Helge Günther: Württembergische T4a. In: hafenbahnhof.de. Accessed May 31, 2019 .
- ^ Ingo Hütter: Locomotives and railcars of the German Railways (= development of the railways in Germany . Volume 4 ). Röhr-Verlag GmbH, Krefeld 1987, ISBN 3-88490-170-2 , p. 82 .