Badische IV e
| Badische IVe DR series 38 70 ETAT series 230.901 - 913 PKP series Ok101 |
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 Bath. IVe 556 (MGK 1403/1896) in the factory's photograph painting
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| Numbering: | 18 ... 690 |
| Number: | 83 |
| Manufacturer: | EMG Mühlhausen , MBG Karlsruhe |
| Year of construction (s): | 1894-1901 |
| Retirement: | until 11/1932 |
| Axis formula : | 2'C n4v |
| Type : | de Glehn |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17.590 mm (T15) Whether 17.520 mm (T15) Wei |
| Height: | 4,150 mm * |
| Width: | 3020 mm Wil |
| Bogie axle base: | 1,900 mm * |
| Fixed wheelbase: | 3,600 mm * |
| Total wheelbase: | 7.450 mm Wil, Wei |
| Wheelbase with tender: | 13.870 mm (T13,5 / 14) Wil 14,930 mm (T15) Wil 14,875 mm (T15) Wei |
| Empty mass: | 52.8 t Wei 51.25 t Wil |
| Service mass: | 58.3 t white 56.7 t wil |
| Service mass with tender: | 95.2 t (T13.5 / 14) Wil 101.1 t mm (T15) Wil |
| Friction mass: | 40.5 t Wil 41.7 t White, Ob |
| Wheel set mass : | 13.5 t Wil 13.5 t white |
| Top speed: | 75 km / h Wil, Wei 90 km / h Ob |
| Indexed performance : | 778 - 811 PSi white |
| Coupling wheel diameter: | 1,600 mm |
| Driving wheel diameter: | 1600 mm |
| Impeller diameter front: | 850 mm |
| Control type : | Heusinger |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 550 mm |
| LP cylinder diameter: | 350 mm |
| Piston stroke: | 640 mm |
| Boiler overpressure: | 12 at Wil 13 bar Wei, Ob |
| Number of heating pipes: | 191 |
| Heating pipe length: | 4,250 mm |
| Grate area: | 2.10 m² |
| Radiant heating surface: | 11.15 m 2 Wil 11.17 m 2 White |
| Tubular heating surface: | 117.3 m 2 Wil 114.76 m 2 Wei |
| Evaporation heating surface: | 128.45 m 2 Wil 125.93 m 2 Wei |
| Tender: | bath. 3 T 13.5, bath. 3 T14, bathroom. 2'2 'T 15 Ob |
| Water supply: | 13.5 / 14/15 m 2 Ob |
| Fuel supply: | 4 t / 5 t coal white |
| Locomotive brake: | Westinghouse-Henry-Brake Wei, Ob |
| Control: | Flat slide |
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Wil Willhaus, Ob Obermayer u. a., Wei Weisbrod u. a. * without source |
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The steam locomotives of the genus IVe of were from the Society engineering Mulhouse Alsace for the demanding operating conditions of the Baden State Railways constructed in high-speed and passenger rail service. The Deutsche Reichsbahn classified the locomotives in the class 38 70 .
history
On the one hand, the Baden route network required high-speed locomotives with large drive wheels for the Rhine plain , on the other hand, such machines, at that time usually with two coupled axles, were not powerful enough for the long gradients in the Black Forest . Hermann Esser , head of machinery from Baden, who had not been in office for a long time, had a passenger locomotive constructed at EMG in close cooperation with Alfred de Glehn , the first of which ( serial number EMG 4551/1894) was delivered in 1894. In the following year, seven more machines (serial number EMG 4701-4707 / 1895) of the type were built in the same factory. In the following five delivery series, the Maschinenbau-Gesellschaft Karlsruhe produced a further 75 units by 1901. The individual construction lots were designated as sub-series one to six.
The Badische IVe proved itself particularly in the express and passenger train service on the steep Black Forest Railway , which earned it the reputation of the "Black Forest Locomotive". However, if you consider their distribution among the workshops and the routes traveled from there, you can see that routes in low mountain ranges are predominant, but they were almost as common in the Rhine Valley between Mannheim, Basel and Strasbourg. So it was not a downright "mountain locomotive", but rather a universal locomotive for passenger transport, which in 1909 was the most important series in the portfolio of the Baden State Railway with the highest mileage.
In 1914 all the machines were still in the inventory of the Baden State Railways. However, they were replaced by the IId and IVf in express train service as early as 1903 . In the course of the First World War , eight machines were taken over by the military and two of them went to the Military Directorate General of the Railways in Warsaw . After Poland was founded , these two machines were given the provisional designation P8Bd - "P8" because of the same axis arrangement as the pr. P8 and as a delimitation "Bd" for Baden - adopted by the authorities. With the final designation scheme of the PKP they were given the numbers Ok101-1 (factory number MGK 1400/1895) and Ok101-2 (MGK 1491/1898). However, it is doubtful whether the designations were ever written on the machines that were retired between 1924 and 1926. The relatively quick shutdown is due to the complexity of the engine and control system, which is unusual at PKP. Thirteen locomotives were handed over to France in connection with the Compiègne armistice and classified there with the ETAT numbers 230.901 - 230.913 . Two vehicles came to the Belgian SNCB / NMBS and were given the numbers 6118 and 6176 there. These were retired before 1924. Four other machines are recorded as unspecified war losses.
In the preliminary numbering plan of the Deutsche Reichsbahn , the remaining 62 machines were planned as class 38 70 . In the final redesignation plan in 1925, 35 copies were listed under the aforementioned series. Grouped roughly according to delivery series, these company numbers were assigned: 38 7021 - 38 7007 (bad. IVe 2 ), 38 7021 - 38 7025 (bad. IVe 3 ), 38 7031 - 38 7034 (bad. IVe 4 ), 38 7041 - 38 7046 (bad. IVe 5 ) and 38 7061 - 38 7073 (bad. IVe 6 ). The machines were given the generic designation P 35.14 and were all taken out of service by November 1932.
In September 1936, the 38 7001 that was still available in the RAW Durlach was cut open to make it suitable for a museum in order to serve as a display object in the inventory of the armory of the Technical University of Karlsruhe . The museum burned down in the Second World War , but the cut open and quite well preserved museum piece was not scrapped until 1951.
Constructive features
The long boiler consisted of three boiler sections. On the middle was the steam dome , from which the inlet pipes on the outside of the boiler led to the high-pressure cylinders. Two steam jet pumps were used to feed the boiler . The blowpipe was adjustable.
The compound machine with four cylinders of the de Glehn design and the triple-coupled driving axles were the bad at the start of construction. IVe design features unusual at the time. Contrary to later common practice, the high-pressure cylinders were on the outside, relatively far back behind the running bogie and worked on the second coupling wheel set, while the low-pressure cylinders inside the locomotive frame worked on the first coupling axle. The cylinder pairs were arranged inclined slightly backwards from the horizontal. Since the more voluminous low-pressure cylinders were on the inside, the running bogie could only be designed with an outer frame for reasons of space. The Heusinger control allowed the high-pressure and low-pressure machines to be controlled independently of each other. A start-up device in the form of an auxiliary controller allowed the low-pressure machine to be filled with live steam for start-up. Both allowed the specific performance adjustment to different operating situations, but on the other hand also required great skill and experience from the staff.
With the first machines, extensive test drives were carried out, which not only served to determine the usual data on performance and consumption, but in particular should provide information on the most favorable filling ratios between high-pressure and low-pressure machines. For the highest performance values between 778 and 811 PSi were determined. The excellent consumption values for the time were between 0.9 and 1.08 kg / PSih for coal and between 8.72 and 9.26 kg / PSih for steam. With a 250-ton train, the machines could reach 75 km / h on the level and 40 km / h on a gradient of 10 ‰. The locomotives were certified to be remarkably smooth running, which, together with the good starting acceleration, led to the judgment that the machines were suitable for all types of trains, i.e. S, P and G service. In later years the counter masses were changed, which made it possible to increase the V max to 90 km / h. However, this did not prevent the series from being displaced from express train service from 1903.
The air brakes only acted on the coupling axles from behind. In the machines built in Alsace, the sandboxes were located on both sides in front of the first coupled wheel set, whereas the locomotives from Karlsruhe had a sandpit on the long boiler. The two directly driven coupled gear sets were sent from the front.
The vehicles were with tenders of the Baden type 3 T 13.5, bad. 3 T 14 and bad. 2'2 'T 15, with the above numbers describing the axle formula and those at the back indicating the water tank content in cubic meters . The two three-axle types carried four tons of coal , the four-axle type could load five tons . The tenders were not only built by the two manufacturers of the machines, but also in the Mecklenburgische Waggonfabrik Güstrow, as well as the Belgian factories Baume et Marpent and Forges Usines et Fonderies Haine-Saint-Pierre . 44 machines were given one of the three-axle variants ex works and 39 the four-axle tender version.
Word quickly got around about the good qualities of the Badische IVe. They served as a model for the procurement of similar constructions from other regional railways: Bavarian CV , Württembergische D , Alsace-Lorraine A 17 and Prussian P 7 . The Greek series Ζα or the Andalusian 301-333 are very similar constructions of the Alsatian mechanical engineering company for European railways.
literature
- Hermann Lohr, Georg Thielmann: Baden locomotive archive. transpress, Berlin 1988, ISBN 3344002104 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 1 (series 01 - 39). transpress, Berlin 1993, ISBN 3-344-70768-X .
- Werner Willhaus: The Black Forest Locomotive . Badens IVe, the universal locomotive for passenger trains . In: Railway courier . No. 1 , 2015, ISSN 0170-5288 , p. 54-61 .
Remarks
- ↑ Technical data from: Werner Willhaus: The Black Forest Locomotive . Badens IVe, the universal locomotive for passenger trains . In: Railway courier . No. 1 , 2015, ISSN 0170-5288 , p. 60 . , Horst J. Obermayer, Manfred Weisbrod: Steam Locomotive Report No.2 . Hermann Merker Verlag GmbH, Fürstenfeldbruck 1995, ISBN 3-922404-72-3 , p. 57 . , Manfred Weisbrod, Hans Müller, Wolfgang Petznick: Steam locomotives (series 01 - 39) . 6th edition. transpress, Berlin 1993, p. 282 . , The data not listed in these sources but already available here have not been changed.
- ↑ Willhaus 2015. p. 54.
- ↑ work no. MGK 1396/1895 - 1403/1896 together with the seven last EMG machines: bad. IVe 2 - consequently the "series" existed bad. IVe 1 only from the first fruit; 1448 - 1454/1897: bad. IVe 3 ; 1482 - 1495/1898: bad. IVe 4 ; 1520/1899 - 1538/1900: bad. IVe 5 ; 1544/1900 - 1570/1901: bad. IVe 6 .
- ↑ a b c inventory list, Willhaus 2015. pp. 59, 61.
- ↑ Namely: Mannheim , Lauda , Karlsruhe , Freiburg , Heidelberg and Offenburg .
- ^ Turning points outside Baden: Basel , Strasbourg , Ludwigshafen am Rhein , Würzburg , Heilbronn and Stuttgart .
- ↑ Willhaus 2015. p. 57.
- ↑ a b c d Weisbrod u. a. 1993, p. 245.
- ↑ See Tomasz Galka (accessed on March 16, 2015). Independently of this, Willhaus (2015) lists the mentioned work numbers as remaining in Poland.
- ↑ a b Willhaus 2015. p. 58
- ^ The Karlsruhe Zeughaus in the city wiki of the city of Karlsruhe
- ↑ Willhaus 2015. p. 59 and picture copy p. 61
- ↑ Weisbrod et al. a. 1993. pp. 243f.
- ↑ a b Obermayer u. a. 1995, p. 57.
- ↑ Express train , passenger train and freight train
- ↑ Weisbrod et al. a. 1993. p. 244.
- ↑ On this see Jens Merte and Albert Gieseler . Pages accessed on March 16, 2015.
- ↑ Willhaus 2015. p. 56
- ↑ Willhaus 2015. P. 59f