Baden IX b
| Baden IX b DR series 97 2 |
||
|---|---|---|
 |
||
| Numbering: | DR 97 201-204 | DR 97 251-253 |
| Number: | 4th | 3 |
| Manufacturer : | Machine factory in Esslingen | |
| Year of construction (s): | 1910 | 1921 |
| Retirement: | 1933 | |
| Type : | C1 'n2 (4v) t | |
| Genre : | Z 34.16 | Z 34.14 |
| Gauge : | 1435 mm | |
| Length over buffers: | 10,900 mm | |
| Height: | 4248 mm | |
| Total wheelbase: | 5050 mm | |
| Empty mass: | 45.3 t | 45.6 t |
| Service mass: | 56.7 t | 57.0 t |
| Friction mass: | 42.8 t | |
| Wheel set mass : | 14.3 t | |
| Top speed: | Adhesion: 45 km / h gear: 23 km / h |
|
| Driving wheel diameter: | 1080 mm | |
| Impeller diameter (rear): | 850 mm | |
| Gear system: | Bissinger-Klose | |
| Number of drive gears: | 1 | |
| Control type : | Heusinger | |
| Number of cylinders: | 4th | |
| Cylinder diameter: | 450 mm | |
| Piston stroke: | 550 mm | |
| Cylinder d. Gear drive: | 450 mm | |
| Piston stroke gear drive: | 550 mm | |
| Boiler overpressure: | 14 bar | |
| Number of heating pipes: | 178 | |
| Heating pipe length: | 3200 mm | 3850 mm |
| Grate area: | 1.83 m² | 1.8 m² |
| Radiant heating surface: | 8.16 m² | 8.2 m² |
| Tubular heating surface: | 89.43 m² | 107.5 m² |
| Superheater area : | 25.15 m² | |
| Evaporation heating surface: | 97.59 m² | 115.7 m² |
| Water supply: | 5 m³ | |
| Fuel supply: | 1.5 tons of coal | |
| Brakes: | Westinghouse air brake | |
| Locomotive brake: | Riggenbach counter pressure brake , throw lever brake | |
The locomotives of the class IX b of the Grand Ducal Baden State Railways were cogwheel locomotives , whose cogwheel drives were designed for driving on rails with rack and pinion system Bissinger-Klose on the Höllentalbahn in the Black Forest .
The locomotives were classified by the Deutsche Reichsbahn as class 97 2 in their numbering plan in 1925 . The locomotives were later replaced by the DR class 85 vehicles .
history
With the increasing traffic on the Höllentalbahn, the class IX a locomotives reached the limits of their capabilities at the beginning of the 1900s. New machines to be procured could not be designed for pure adhesion operation with a high wheel set mass due to the load-bearing capacity of the line, especially the Ravenna Viaduct . It was therefore necessary to fall back on a cogwheel locomotive design. The requirement profile required the transport of a 150 t train at 22.7 ‰ at 25 km / h, at 25 ‰ at 23 km / h and on the rack section at 12 km / h. The steepest section with 54.8 ‰ should still be driven at 10 km / h. The locomotives should reach a maximum speed of 45 km / h in friction mode and 18 km / h in gear mode.
The first four locomotives were supplied by the Esslingen machine factory in 1910 . These locomotives were a Clench - Gölsdorf - steam dryer equipped. This turned out to be too uneconomical in terms of maintenance and upkeep, so that it was expanded in 1916. In 1921 another three locomotives were delivered. From the outset, these did not have a superheater .
During test drives for the acceptance of the first locomotives in November 1910, a power of 700 hp was calculated. The locomotives were stationed in the depot in Freiburg im Breisgau and were usually used as push locomotives on the Höllentalbahn. Use as a train locomotive was relatively rare. Down the valley, the machines were used in front of freight trains, only in exceptional cases in front of passenger trains. The mass of the trains was limited to an empty wagon mass of 140 t for freight trains and 115 t for passenger trains.
In 1927 the Ravenna Viaduct was replaced by a brick bridge with a higher load-bearing capacity. As a result, the Reichsbahn procured the class 85 locomotives for the line in 1932/1933. With this, the machines of type IXb could be retired and scrapped at the end of 1933.
Constructive features
The locomotives had a 905 mm high frame made of 20 mm thick sheet metal. The 12 mm thick transverse and longitudinal stiffening plates were cut out. The two side frame plates had a distance of 1225 mm, in the area of the barrel axis it was drawn in to 1180 mm.
The long boiler consisted of two shots. The steam dome with the valve regulator sat with the sandpit under a common panel on the rear section of the boiler. The fire box reached between the frame plates. The blowpipe was equipped with an adjustable nozzle type NORD and the two safety valves were of the type Pop. The locomotives of the first series had a Clench Gölsdorf steam dryer.
The locomotive had a four-cylinder drive system Winterthur . The outer high-pressure cylinder of the adhesion machine worked in the friction section on the twin principle on the second coupling axis. In the rack section, the entire engine was operated using the compound principle. The gear drive was designed as a low-pressure drive. The power transmission took place by means of countershafts and gears. The separate Heusinger controls of the two engines had a common reversal.
The drive had a four-point support. The leaf spring packages lay over the axles. The springs of the two outer wheel sets were connected by a longitudinal compensation lever. The second coupled wheel set could be laterally shifted by 24 mm, the wheel set by 40 mm.
The locomotives had automatic and non - automatic Westinghouse air brakes for the coupling wheels and the train. The Riggenbach counter pressure brake acts on the coupling wheels and the gear. An additional throw lever brake also braked the coupling wheels. The air tanks were attached under the cab.
The compressed air sand spreader sanded the second coupling axle when driving forwards and backwards. The wheel tires of the second series could be soaked by the exhaust steam from the air pump. In the first series, the wheel set had flange lubrication . The driver's cab had sliding shutters that could be closed for driving through tunnels. The water was housed in water boxes on the side. The coal supply was behind the cab.
literature
- Hermann Lohr, Georg Thielmann: Baden Locomotive Archive (= Railway Vehicle Archive 2, 7) . transpress, Berlin 1988, ISBN 3-344-00210-4 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 3 (Series 61 - 98) . transpress, Berlin 1994, ISBN 3-344-70841-4 .