Prussian G 7.2
| Prussian G 7.2 Mecklenburg G 7.2 DR series 55.7-14, 55.57 ČSD series 413.3 PKP Tp2 |
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| Numbering: |
55 702-1412 |
MFFE 466-476 55 5701-5705 |
| Number: | 1642 | 11 |
| Manufacturer: | various manufacturers | Left-Hofmann |
| Year of construction (s): | 1895-1911 | 1914-1916 |
| Retirement: | 1922-1961 | |
| Axis formula : | D n2v | |
| Genre : | G 44.13 | G 44.14 |
| Gauge : | 1435 mm | |
| Length over buffers: | 16,620 mm | |
| Height: | 4200 mm | |
| Total wheelbase: | 4500 mm | |
| Wheelbase with tender: | 11,775 mm | |
| Empty mass: | 47.9 t - 48.5 t | 51.0 t |
| Service mass: | 53.3 t - 54.5 t | 55.8 t |
| Friction mass: | 53.3 t - 54.5 t | 55.8 t |
| Wheel set mass : | 13.3 t - 13.6 t | 14.0 t |
| Top speed: | 45 km / h | |
| Coupling wheel diameter: | 1250 mm | |
| Control type : | Allan | |
| Number of cylinders: | 2 | |
| LP cylinder diameter: | 750 mm | |
| HD cylinder diameter: | 530 mm | |
| Piston stroke: | 630 mm | |
| Boiler overpressure: | 12 bar | |
| Number of heating pipes: | 218-222 | 216 |
| Heating pipe length: | 4100 mm | |
| Grate area: | 2.29 m² | |
| Radiant heating surface: | 10.33 m² | |
| Tubular heating surface: | 126.29 m² - 128.6 m² | 125.2 m² |
| Evaporation heating surface: | 136.61 m² - 138.6 m² | 135.52 m² |
| Tender: | pr. 3 T 12 | bad. 3 T 12 |
| Water supply: | 12 m³ | |
| Fuel supply: | 5 tons of coal | |
The class G 7.2 of the Prussian State Railways were four-way coupled freight locomotives with a compound steam engine . The locomotives produced from 1895 to 1911 were given the series designation 55.7-13 from 1925 after the establishment of the Deutsche Reichsbahn . The locomotives procured by the Mecklenburg Friedrich-Franz Railway were given the designation 55.57.
history
Prussian State Railways
In 1895 the Prussian Ministry for Public Works decided that compound locomotives could be built. Thus, the procurement of a composite variant of class G 7.1 according to sample sheet III 3i began. By 1911, 1642 machines were put into service with the Prussian State Railways. They were supplied by all Prussian locomotive manufacturers. The locomotives were largely identical in construction to the G 7.1. Due to the heavy cylinders, the pipe lengths were reduced and the smoke chamber lengthened.
The locomotives had to move a 1,400-ton train on the plain at 40 km / h and a 690-ton train on a slope of 5 ‰ at 30 km / h. Due to the consumption values, the composite locomotives were more profitable than the twin engines, especially in the route service. They were less suitable for shunting. With the exception of the Berlin directorate, the machines were procured by all railway directorates. The locomotives were assigned the number groups 4601 to 4800 and 5801 to 6000.
An experiment carried out in 1903 with the Hannover 1302 locomotive with a Lentz type corrugated tube boiler was unsuccessful.
In 1919, many locomotives had to be surrendered to the railways in Poland (Tp 2), Lithuania (P 7.2), Belgium and France as reparations. 31 locomotives remained with the Reichseisenbahnen in Alsace-Lorraine and were taken over by the Réseau ferroviaire d'Alsace-Lorraine . They were given the track numbers 4321 to 4351. They were used in the entire route network. In 1935 four locomotives had to be handed over to the railways of the Saar region .
The machines delivered to France were distributed over three networks:
- 20 machines (as G7.2 4321–4340) went to the administration des chemins de fer d'Alsace et de Lorraine (AL); another 11 locomotives (G7.2 4341–4351) came to the AL as spoils of war
- the Compagnie des Chemins de fer de l'Est (EST) received a G7.2 (company number 4704), which was retired in 1926
- the Compagnie des chemins de fer du Nord (NORD) received 98 locomotives (4.1001–4.1098), all except 4.1076 (Mecklenburgische Friedrich-Franz-Eisenbahn) from the Prussian state railways
- six G7.2 came from the KPEV to the Compagnie du chemin de fer de Paris à Orléans (PO) (1306–1311, redrawn from 1924 to 1387–1392)
23 vehicles were taken over by the SNCF in 1938 and assigned to the 040 B series (number range 301 to 351). The last locomotive was retired in 1951.
In 1925 the Deutsche Reichsbahn redrawn 691 locomotives as 55 702 to 55 1392. 55 701 was an incorrectly redrawn G 7.3 . Most of the locomotives were retired by the late 1930s. In 1935, 18 earlier Prussian locomotives were taken over by the Saarland railways and classified as 55 1393-1410. After the attack on Poland in 1939, the locomotives delivered to Poland and Lithuania were classified as 55 701 to 55 894 and 55 1412 on the Reichsbahn. After the Second World War , the locomotives were part of the Bundesbahn and Reichsbahn .
Mecklenburg Friedrich-Franz Railway
The Mecklenburgische Friedrich-Franz-Eisenbahn did not order eleven machines of this type from Linke-Hofmann until 1914, three years after delivery of the last Prussian G7.2 . Since the workshops were not yet set up for superheated steam locomotives, a wet steam design was used again. The locomotives were delivered until 1916 and were given the train numbers 466 to 476. Compared to the Prussian model, the locomotives had a Knorr feed water preheater on the second boiler section behind the steam dome. This facility increased the overall mass of the locomotive. In 1919 five locomotives had to be delivered to Belgium (B 7295–7299) and one to the French Northern Railway (4.1076). The locomotives were classified by the Deutsche Reichsbahn as 55 5701 to 5705 in 1925 and retired by 1930.
Remaining abroad
The Deutsche Bundesbahn sold some of the locomotives to non-federal railways ( Mindener Kreisbahnen , Kahlgrund Railway ). Some locomotives remained in the Eastern European countries and were later mostly sold to the Polish State Railways .
Constructive features
The locomotives had a riveted and screwed sheet metal frame. The three-section long boiler was riveted. The sandpit sat on the first shot, the steam dome on the second. The Ramsbottom safety valve was on the standing boiler in front of the driver's cab. The boiler was fed by two Strube steam jet pumps.
The external two-cylinder composite wet steam engine worked on the third coupled axle. The right high pressure and left low pressure cylinders were inclined at 1:20. A Mallet / v. Borries used, from year of construction 1897 Dultz type interchangeable slides. The Allan controls were internal.
The landing gear was supported at four points. The leaf spring packages were below the axle bearings. The spring assemblies of the first and second as well as the third and fourth axles were connected by compensating levers.
The vapor barrier acted on the second and fourth wheel sets from above. The sand spreader sanded the second set of wheels from the front. The vehicles were traveling with a Tender equipped to type 3 T 12 with a coal bin for five or seven tons.
The locomotives of the first two years of construction had driver's cabs with a short roof, from 1897 it was extended to over the tender bridge.
literature
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 2 (Series 41 - 59) . transpress, Berlin 1994, ISBN 3-344-70840-6 .
- Manfred Weisbrod: Steam Locomotive Archive 5 (steam locomotives of private railways taken over by the DRG) . transpress, Berlin 1991, ISBN 3-344-70703-5 .
- Andreas Wagner: Locomotive Archive Prussia 2 - Freight Locomotives . transpress, Berlin 1990, ISBN 3-344-00471-9 .
- Hans-Joachim Kirsche, Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Mecklenburg / Oldenburg . transpress, Berlin 1989, ISBN 3-344-00326-7 .
- Lothar Spielhoff: Steam Locomotives: Railways in Alsace-Lorraine (EFA F.1) . Alba, Düsseldorf 1991, ISBN 3-87094-142-1 .
Individual evidence
- ^ Weisbrod: German Locomotive Archive: Steam Locomotives 2 gives 1646 copies
- ↑ Les services des lokomotives armistice 1918 in: Ferrovissime No. 96, p. 12 ff.
