Badische IV g
| IV g | |
|---|---|
 Badische IV g
|
|
| Numbering: | 828-832 |
| Number: | 5 |
| Manufacturer: | MBG Karlsruhe |
| Year of construction (s): | 1912 |
| Retirement: | circa 1930 |
| Type : | 1'C1 'n4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,714 mm |
| Height: | 4,650 mm |
| Fixed wheelbase: | 3,700 mm |
| Total wheelbase: | 9,400 mm |
| Wheelbase with tender: | 16,750 mm |
| Empty mass: | 64.90 t |
| Service mass: | 72.00 t |
| Friction mass: | 46.60 t |
| Wheel set mass : | 15.50 t |
| Top speed: | 100 km / h |
| Coupling wheel diameter: | 1,700 mm |
| Impeller diameter front: | 990 mm |
| Rear wheel diameter: | 1,200 mm |
| Control type : | Heusinger |
| HD cylinder diameter: | 360 mm |
| LP cylinder diameter: | 590 mm |
| Piston stroke: | 640 mm |
| Boiler overpressure: | 16.0 bar |
| Number of heating pipes: | 274 |
| Heating pipe length: | 4,720 mm |
| Grate area: | 3.75 m² |
| Radiant heating surface: | 13.35 m² |
| Tubular heating surface: | 153.63 m² |
| Superheater area : | 43.00 m² |
| Evaporation heating surface: | 210.00 m² |
| Locomotive brake: | Westinghouse |
| Speedometer: | Housekeeper |
The vehicles of type IV g of the Grand Ducal Baden State Railroad were passenger train locomotives with a four-cylinder compound drive .
history
The locomotives were to be used on the route between Freiburg im Breisgau and Karlsruhe . The locomotive was required to be able to move a 440-ton train at 70 km / h on an incline of up to 1: 240. Despite the negative experience with the IV f , the locomotive should be suitable for flat and mountain routes. The locomotives were stationed in Karlsruhe. In operation, it was very uneven running. To prevent the water level glasses from shattering, the cab floors were later sprung. Compared to the previous locomotives, however, they were significantly weaker in terms of performance. In 1919 the machines were given to France as a reparation payment . There they were classified in class 131 by the ETAT . A buyback offered by the French due to poor performance was rejected. The last locomotives were in use until the early 1930s.
Constructive features
The locomotives should be constructed as light as possible. The architectural style largely corresponded to that of the Maffei locomotives . They had an ingot frame welded from several parts and a clench type steam dryer with a heating surface of 43.0 m², which, however, was already out of date at this point because the superheated steam technology had already established itself. The Adam's axle was also disadvantageous, but was chosen instead of a leading bogie due to the weight savings. The three-section boiler of the locomotive was arranged relatively high at 2,850 mm above the top edge of the rails. The steam dome and sandpit were mounted in a common panel on the front section of the boiler. The cylinders were arranged in a transverse plane. The drive took place on the central coupling axle. The inner high-pressure cylinders were slightly inclined, while the outer low-pressure cylinders were installed horizontally. The locomotives were equipped with a Maffei start-up device for improved starting.
The suspension of the coupling axles was carried out with underlying leaf springs. The front Adam's axis was laterally movable by 80 mm and was set back by means of leaf springs. The rear axle was also designed as an Adam's axle. Their lateral mobility was 85 mm. The springs of the front barrel axis and the first coupling axis as well as the second and third coupling axis were connected to one another with longitudinal compensation levers. The smoke chamber door was strongly tapered, and the boiler and cylinder blocks were clad in sheet metal.
The locomotives were with a Tender respondents fitted the type 2'2 'T 15th
literature
- Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Baden transpress, Berlin 1988, ISBN 3-344-00210-4