Prussian T 16.1
| Prussian T 16.1 DR class 94.5-17 DB 094 DR 94.1 ÖBB 694 PKP TKw1 (before 1939) TKw 2 (after 1945) NS 9600 |
|
|---|---|
 94 1538
|
|
| Numbering: | DR 94 502-1740 |
| Number: | 1,236 pieces |
| Manufacturer: | BMAG , Grafenstaden , Hanomag , Linke , Henschel |
| Year of construction (s): | 1913 to 1924 |
| Retirement: | 1971 (DR) 1974 (DB) |
| Type : | E h2t |
| Genre : | Gt 55.17 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,660 mm |
| Height: | 4,550 mm |
| Width: | 3,100 mm |
| Total wheelbase: | 5,800 mm |
| Smallest bef. Radius: | 140 m |
| Empty mass: | 68.1 t |
| Service mass: | 84.9 t |
| Friction mass: | 84.9 t |
| Wheel set mass : | 17.0 t |
| Top speed: | 40 km / h, 60 km / h for locomotives with subsequently standardized drive |
| Indexed performance : | 787 kW (1070 PSi ) |
| Starting tractive effort: | ~ 172 kN |
| Driving wheel diameter: | 1,350 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 610 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 12 bar |
| Number of heating pipes: | 137 |
| Number of smoke tubes: | 22nd |
| Heating pipe length: | 4,500 mm |
| Grate area: | 2.24 m² |
| Radiant heating surface: | 11.61 m³ |
| Tubular heating surface: | 115.38 m² |
| Superheater area : | 45.27 m² |
| Evaporation heating surface: | 126.99 m² |
| Water supply: | 8.0 m³ |
| Fuel supply: | Coal 3 t |
| Brake: | self-acting single-chamber air brake |
| Train heating: | steam |
| Control: | external Heusinger control with Kuhn loop |
| Particularities: | individual machines received Riggenbach counter-pressure brakes |
The T 16.1 was a freight train tank locomotive of the Kgl. Prussian State Railway . It was also procured by the Reichseisenbahn Elsaß-Lothringen (six copies). A total of 1236 locomotives of the series were built between 1913 and 1924 , including reorders from the Deutsche Reichsbahn .
Classification of the series and stock development
The T 16.1 was a reinforced version of the T 16 . Among other things, the frame was reinforced and lengthened, the brake linkage was reinforced and there was more space for supplies.
After the First World War, a total of 119 locomotives were handed in as reparations : 21 locomotives came to the Compagnie des chemins de fer du Nord , 19 to the Compagnie des chemins de fer de Paris à Lyon et à la Méditerranée , 37 to the Polskie Koleje Państwowe , between the wars as TKw1 classified , 36 to the National Society of Belgian Railways , four to the Saarland railways and two to the Ferrovie dello Stato Italiane .
1119 machines were classified as class 94.5–17 in the Deutsche Reichsbahn's redesignation plan for Länderbahn locomotives and had the numbers 94 502–1380 and 94 1501–1740. Three of the T 16.1s of the Reichseisenbahnen in Alsace-Lorraine remained in Germany and were given the numbers 94 1378-1380. In 1935, the locomotives 94 1381-1384, which were part of the Saarland Railways, also came to the Deutsche Reichsbahn. Some of the locomotives of the Polish PKP were reclassified to the Reichsbahn in the Second World War under the numbers 94 1385-1416. After 1945 some of the former French and Belgian locomotives remained in the inventory of the Deutsche Reichsbahn as numbers 94 1801–1810 . In 1950 there was also a T 16.1 of the Halberstadt-Blankenburg Railway , which was classified as 94 6776. This was HBE No. 16, the former 94 689 which had been bought in 1936. It was the only locomotive in the class 94.67. In Poland there were 129 locomotives, which were given the new class designation TKw2 in 1949 . They were still in service for around a quarter of a century until the last one acknowledged the same in 1976.
With the introduction of the new DB series scheme in 1968, the Deutsche Bundesbahn locomotives were designated as the 094 series.
At the beginning of the 1970s, the last copies were retired from service at both German railroad administrations. The shunting service on the DB was taken over by the class 290 diesel locomotives , while the class 213 was used on the steep sections, while on the DR they were replaced by the six-axle version of the class 118 diesel locomotive suitable for steep sections . A total of 43 representatives of the 94.5–17 series remained in Austria after the Second World War. Most of them were handed over to the Federal Railroad, Magyar Államvasutak or Sowetskije schelesnyje dorogi . The remaining 14 pieces formed the 694 series while retaining the serial numbers. The locomotives of this series were mainly used in heavy shunting and were decommissioned by 1966 or sold to steelworks as factory locomotives.
In 1955 the 94 863 was acquired by the Werne – Bockum-Höveler Eisenbahn , where it was used as No. 6 (from 1966 No. 5). In 1969 it came to Klöckner Bergbau AG as No. 15. In 1960 it had already acquired 94 1219 for the Königsborn colliery (No. 1). The Monopol Bergwerks AG took over the 94 1282, 1283 and 1595 between 1959 and 1962 and used them as MONOPOL VI, IV and XII. All five locomotives were still taken over by Ruhrkohle in 1969 and were given the numbers RAG 791 to 795 in 1971. They were retired by 1974.
Constructive features
The locomotives were built on a sheet metal frame riveted from 25 mm thick sheet metal. In the interior of the sheet metal frame, a frame water tank, which also serves as a stiffener, is arranged. The long boiler, riveted from two sections, has a diameter of 1,500 mm, while the smoke chamber, in the typical Prussian locomotive style, has a slightly larger diameter. The fire boxes were initially made of copper and from 1915 onwards made of steel. A steam jet pump and a piston feed pump with a surface preheater were provided as feed equipment. From 1915 there was also a feed water preheater of the Knorr type. From 1921 the locomotives also received a feed dome.
The two-cylinder superheated steam engine with external cylinders acts on the third coupled gear set. This, as well as the second and fifth wheel sets are firmly mounted in the frame, but the flange of the drive wheel set is weakened by 10 mm. The two other wheel sets are designed to be laterally displaceable by a total of 50 mm ( axle arrangement according to Gölsdorf ). Initially, the driver's cabs were delivered without a fan attachment, from 1921 with a long attachment, the older locomotives were retrofitted with a short attachment.
Capability and areas of application
The locomotives of the series were able to carry a train mass of 1,800 t at 40 km / h on the plain. On gradients of ten per mille, the machines could still manage 600 t at 25 km / h, on ramps of 25 per mille still 280 t at 20 km / h.
In addition to heavy shunting , the T 16.1 was also used on steep routes , e.g. B. the Suhl – Schleusingen , the Boppard – Simmern , Dillenburg – Gönnern , the Ilmenau – Schleusingen , on the steep ramp Erkrath – Hochdahl and the Rastatt – Freudenstadt . For this purpose, the machines used on steep stretches were equipped with a Riggenbach counter-pressure brake . The T 16.1 was used in particular where the Prussian T 20 was not used due to its higher axle load. By using the T 16.1 on steep sections, it was possible to abandon the complex and time-consuming cogwheel operation even on sections with a weaker superstructure .
Preserved copies
Several locomotives of this series have been preserved:
The 94 1538, built in 1922, was essentially stationed from May 14, 1927 to December 21, 1971 in the Dillenburg depot . On May 2, 1972, the 110-year history of steam locomotives in the Dillenburg depot ended with a special run of this locomotive. After it was decommissioned, it stood as a memorial on the station square in Gönnern from 1972 to 1997 in the middle of the Schelden Valley Railway . It was then restored and was temporarily the only still operational example of this series. It was last used on the Rennsteigbahn , but was shut down in 2012 due to a boiler damage. In 2015 the MaLoWa -Bahnwerkstatt started the operational reprocessing and ended in the summer of 2017. It is now the only operational example of this Prussian series in Germany.
In addition to the 94 1538, the locomotives 94 1184 (dismantled), 94 1292 (not operationally parked) and 94 1692 (not operationally parked, property of the DB Museum Nuremberg ) are at the Rennsteigbahn.
Two specimens that remained outside Germany after the First and Second World Wars are exhibited in the Museum of Vehicles and Railway Technology in Chabówka in Poland (TKw2-114, former 94 729) and in the Sibiu Railway Museum in Romania (94 549).
The 694.503 (94 503), built in 1913, is the oldest preserved T 16.1 in the Ampflwang locomotive park in Austria.
In Gennep, near the Dutch-German border, the locomotive 94 1640 is a memorial for the disused Boxteler Bahn , with 94 1697 in the BEM Nördlingen and 94 1730 in the DDM Neuenmarkt-Wirsberg two more copies of the DR replenishment in southern Germany have been preserved.
literature
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 3 (Series 61 - 98) . 4th edition, transpress, Berlin 1994, ISBN 3-344-70841-4 , p. 217 f., P. 350
- Markus Inderst , "The Prussian T 16 in Austria (ÖBB series 694)", Modellbahnwelt Issue 4/2019, pp. 18-26.
Web links
Individual evidence
- ^ Jürgen Gottwald, Rolf Ostendorf: Prussian workhorses. In: eisenbahn-magazin 11/2012, p. 13
- ↑ Dirk Endisch: The HBE mountain locomotives: The history of the series 75 66 , 75 67 , 92 68 , 93 67 and 95 66 . 1st edition. Verlag Dirk Endisch, Stendal 2010, ISBN 978-3-936893-57-1 , p. 34 .
- ↑ Hans-Dieter Rammelt, Günther Fiebig, Erich Preuß: Archive of German Small and Private Railways: History of Small and Private Railways. Development • Construction • Operation . extended Edition. transpress, Berlin 1995, ISBN 3-344-71007-9 , pp. 191 .
- ↑ Oliver Strüber: Second career for the coal in the pot . In: railway magazine . No. 6 , 2018, ISSN 0342-1902 , p. 48-52 .
- ^ Jürgen Utecht: Preserved steam locomotives series 60-98. (No longer available online.) In: museumslok.de. Archived from the original on January 23, 2015 ; Retrieved December 18, 2011 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Günter Debus : Handeis and the web. In: genealogen-im-hinterland.de. November 1, 2013, accessed November 1, 2019 .
- ↑ Arne Martius: Rennsteigbahn boss Thiele sees an opportunity for tourism . In: Thüringer Allgemeine online. September 13, 2012.
- ↑ Volker Pöhl: At the weekend it steams again . In: Free Word Online. August 14, 2017.
- ↑ Three- pack of 94 in Ilmenau. In: Drehscheibe-online.de. Retrieved December 18, 2011 .
