Prussian T 13 (type Union)
| T 13 (Prussia, Oldenburg, Alsace-Lorraine) DR class 92.5-10 DB class 92.5-10 DR class 92.5-10, 92.64, 92.65 ÖBB 792 PKP TKp1 LG T13 ČSD 415.0 |
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 92 503 in the railway museum in Dresden-Altstadt
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| Numbering: | DR 92 501-1072 |
| Number: | 656 |
| Manufacturer: |
Union Hanomag Hagans Hohenzollern Grafenstaden |
| Year of construction (s): | 1909-1922 |
| Retirement: | until 1968 |
| Type : | Dn2t |
| Genre : | Gt 44.15 Gt 44.16 (1921/2) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,100 mm |
| Service mass: | 59.9 t |
| Friction mass: | 59.9 t |
| Wheel set mass : | 15.0 t |
| Top speed: | 45 km / h |
| Indexed performance : | 370 kW / 500 PSi |
| Driving wheel diameter: | 1,250 mm |
| Cylinder diameter: | 500 mm |
| Piston stroke: | 600 mm |
| Boiler overpressure: | 12 bar |
| Grate area: | 1.68 m² |
| Evaporation heating surface: | 112.44 m² |
The Prussian T 13 of the Union type were tank locomotives of the Prussian State Railways for freight train service. By the Deutsche Reichsbahn they were classified in the class 92.5-10 in 1925 .
history
After 1900, freight traffic in the large railway hubs reached such a level that the tank locomotives previously used in shunting services reached the limits of their capabilities. The G 7.1 locomotive with a tender was used in these services in Prussia , but this could only be a temporary solution. As early as 1907, the Union foundry in Königsberg presented a design for a four-coupled tank locomotive, which initially did not go into series production. The main controversy was the need for a superheater, which was favored by Robert Garbe but ultimately rejected by the Ministry of Transport. The main reason for this was that the superheater in a shunting locomotive would not bring any economic advantages.
From 1909 to 1916, a total of 512 locomotives were built for the Prussian State Railways and for the Grand Ducal Oldenburg State Railways as wet steam locomotives. There were also 60 pieces for the Reichseisenbahnen in Alsace-Lorraine . In addition to the Union foundry in Königsberg, manufacturers were Hanomag in Hanover, Hagans in Erfurt, Hohenzollern in Düsseldorf and the Alsatian mechanical engineering company Grafenstaden .
As a result of the First World War, a number of locomotives remained outside of German territory. The Polish State Railways (PKP) alone took over 43 locomotives, which were later designated as TKp1. 14 locomotives remained in Czechoslovakia, 12 of which were taken over by the Czechoslovak State Railways (ČSD).
In order to make up for the losses, what was now the Deutsche Reichsbahn ordered another 72 locomotives, which were delivered in 1921 and 1922. The final redesignation plan of the Deutsche Reichsbahn from 1925 included 509 locomotives. They were given road numbers 92 501–913 and 92 1001–1072. Of these, the numbers 92 585-588, 92 606, 92 607, 92 910-913 came from the Grand Ducal Oldenburg State Railways and 92 732-738 from the Reich Railways in Alsace-Lorraine.
As a further development, the Deutsche Reichsbahn had a total of 18 machines built from 1921, which received a small tube superheater of the Schmidt type and a valve control of the Lentz type, but otherwise corresponded to the original type. They were initially listed as the T 13.1 and later as the DR class 92.4.
In 1939, the Lithuanian State Railroad (LG) took over a Polish TKp1 as the T13 series with the number 601 with the railways of the Wilna region . This serial number had already been assigned twice to locomotives of the LG P3 series . In 1940/41 it was possibly taken over by the Deutsche Reichsbahn.
In 1935 the locomotives 92 919–950 came from the Saar Railways to the Deutsche Reichsbahn. In 1943 the locomotives with the numbers 92 991-995 were added by the Schipkau-Finsterwalder Railway Company . During the Second World War , several locomotives of this type from the occupied Polish parts as 92 951–990 and 996 and several locomotives of this type from the area of dissolved Czechoslovakia as 92 1101–1112 were included in the inventory of the DR. The German Reichsbahn took over on 1 April 1949 by the former small and private companies in the field of SBZ also several locomotives of this type and lined them as 92 6401 and 92 from 6501 to 6504 in their inventory a. The locomotives 92 6502-6504 were locomotives of the Prussian type T 13, which had been procured by the Brandenburg city railway .
Four locomotives remained on the territory of the re-established Austria after the Second World War. These were the locomotives 92 1052, 1055, 1063 and 1068. The ÖBB formed the ÖBB series 792 from them while retaining the serial numbers. All machines in this series were decommissioned by 1962. 94 machines remained in Poland, which were taken out of service by 1967.
The Deutsche Bundesbahn decommissioned the last machine in 1965 at the Kassel railway depot , the Deutsche Reichsbahn in 1968. The 92 503 owned by the Dresden Transport Museum , the 92 638 at the Museum Railway Minden , the 92 739 at the Neustadt / Weinstrasse Railway Museum and the TKp1-46 (formerly Bromberg 7909) as a memorial in Bydgoszcz. After 92 739, which is owned by DB AG, had not been invested in for several decades, it came to the Meiningen Steam Locomotive Works (DLW) in 2016. There is talk of cutting open the locomotive as a display object in order to demonstrate the function of a steam locomotive to visitors to DLW Meiningen. Various railway enthusiasts are protesting against this project.
The T 13 in Czechoslovakia
The Czechoslovak State Railways (ČSD) took over a total of 12 locomotives in 1919, which had been in service with the Austro-Hungarian Army Railroad during the First World War . Classified as series 415.0, they were located in the northern Bohemian boiler houses Aussig , Tetschen and Bodenbach . There they were used as shunting locomotives at the large marshalling yards and in the port facilities and connecting railways. There is also evidence of its use as a pushing locomotive in coal transport on the ramps Brüx – Maria Radschitz and Teplitz-Schönau – Turn-Probstau on the main Komotau – Aussig connection . They were known there among railway workers as "coal wasps".
As a result of the occupation of the Sudetenland in October 1938, they came closed in the inventory of the Deutsche Reichsbahn and were classified as 92 1101-1112. They remained in their North Bohemian area of operation and were therefore returned to the ČSD in 1945. Then there was the 92 507, which had stopped in Bohumín ( Oderberg ) in 1945 and was taken over as 415,1500. The ČSD later also had a few locomotives in Prague and Česká Třebová , where they took on shunting tasks. They were retired by 1968. None of them remained in the museum.
literature
- Andreas Wagner, Dieter Bäzold, Rainer Zschech, Ralph Lüderitz: Locomotive archive Prussia 3 - tank locomotives . transpress, Berlin 1991, ISBN 3-344-00498-0 , pp. 158-164 .
- Lothar Spielhoff: Länderbahn steam locomotives. Volume 1: Prussia, Mecklenburg, Oldenburg, Saxony and Alsace-Lorraine . Franckh'sche Verlagshandlung, Stuttgart 1990, ISBN 3-440-06145-0 , p. 85, 135-136 .
Web links
Individual evidence
- ↑ Herman Gijsbert Hesselink, Norbert Tempel: Eisenbahnen im Baltikum, Verlag Lok-Report, Münster 1996, ISBN 3-921980-51-8 , pp. 52, 71 & 73
- ^ Locomotives Union preserved in a museum
- ^ Siegfried Bufe, Heribert Schröpfer: Railways in the Sudetenland . Bufe-Fachbuch-Verlag, Egglham 1991, ISBN 3-922138-42-X , p. 118
- ↑ Jindřich Bek, Zdeněk Bek: Encyklopedie železnice - Parní lokomotivy [2]. Nakladatelství Corona, Praha, 1999 ISBN 80-86116-14-X , pp. 175ff