Badische I g
| Baden I g DR series 70 1 |
|||
|---|---|---|---|
| Numbering: | 69… 214 70 101–105 |
1… 899 70 111–125 |
70 126-133 |
| Number: | 5 | 15th | 8th |
| Manufacturer : | MBG Karlsruhe | ||
| Year of construction (s): | 1914 | 1916 | 1927 |
| Retirement: | 1936-1952 | ||
| Axis formula : | 1B h2t | ||
| Genre : | Pt 23.14 | Pt 23.15 | |
| Gauge : | 1435 mm | ||
| Length over buffers: | 9225 mm | 9640 mm | |
| Height: | 4150 mm | ||
| Fixed wheelbase: | 4000 mm | 5450 mm | |
| Total wheelbase: | 5450 mm | ||
| Empty mass: | 30.6 t | 31.0 t | 34.5 t |
| Service mass: | 41.2 t | 42.0 t | 45.1 t |
| Friction mass: | 27.9 t | 28.6 t | 30.4 t |
| Wheel set mass : | 13.95 t | 14.3 t | 15.2 t |
| Top speed: | 65 km / h | 70 km / h | |
| Coupling wheel diameter: | 1260 mm | ||
| Impeller diameter: | 850 mm | ||
| Control type : | Heusinger | ||
| Number of cylinders: | 2 | ||
| Cylinder diameter: | 375 mm | ||
| Piston stroke: | 500 mm | ||
| Number of heating pipes: | 83 | 77 | |
| Heating pipe length: | 3500 mm | ||
| Grate area: | 1.22 m² | ||
| Radiant heating surface: | 5.52 m² | 5.67 m² | |
| Tubular heating surface: | 52.76 m² | 52.5 m² | |
| Superheater area : | 17.42 m² | 18.14 m² | 20.4 m² |
| Evaporation heating surface: | 58.28 m² | 58.27 m² | |
| Water supply: | 6 m³ | ||
| Fuel supply: | 1.7 tons of coal | 2 tons of coal | |
| Speedometer: | Housekeeper | ||
The vehicles of type I g of the Grand Ducal Baden State Railroad were light passenger train tender locomotives for operation on branch lines . The Deutsche Reichsbahn took over all copies as class 70 1 with the numbers 70 101 to 105 (first series) and 70 111 to 125 (second series). She also ordered eight more machines with the numbers 70 126 to 133
history
The Baden State Railways were looking for suitable locomotives to transport light passenger trains. The class I d omnibus locomotives were a first attempt at such locomotives. In 1914, the mechanical engineering company Karlsruhe delivered five specimens of type I g based on the model of the Bavarian Pt 2/3 . Two years later another 15 locomotives were delivered. The Deutsche Reichsbahn needed locomotives with a similar requirement profile in the Trier area and in the Münsterland: It therefore ordered a further eight locomotives from the Maschinenbau-Gesellschaft Karlsruhe and classified these machines delivered in 1927 and 1928 as 70 126 to 70 133.
Until the end of the 1930s, the locomotives were stationed in Heidelberg, Mannheim, Offenburg and Villingen as well as in Trier and Münster. In 1936 and 1938, the 70 105 and 70 116 were the first locomotives to be retired. The 70 105 was acquired by the Westfälische Landeseisenbahn and classified as numbers 21 and 22 together with the 70 103 bought in 1939. The WLE scrapped the locomotives in 1960. The 70 112 was scrapped in 1941. Except for the 70 125 all locomotives came to the Deutsche Bundesbahn in 1949 . The 70 125 remained at the Seddin depot and was later used as a works locomotive in the VEB Lokomotivbau "Karl Marx" Babelsberg .
Of the locomotives that remained with the Bundesbahn, the first were retired in 1947. But already in 1951/52 three were refurbished and put into operation again. The final retirement began in 1952 with six locomotives and nine in 1953. In 1955, the 70 133, the last machine, was retired and was then only in service for a short time as a works locomotive at AW Konstanz.
Constructive features
The locomotives had a sheet metal frame with 16 mm thick frame plates. The water tank was arranged in between. The long shell from two shots was riveted. The steam dome sat on the front shot, the round sandpit on the back. The replica locomotives were equipped with an additional dining dome and a rectangular sandpit. The standing boiler was positioned between the two sets of coupled wheels and reached between the frame cheeks. The flue pipe superheater was of the Schmidt type. Two non-suction steam jet pumps, type Friedmann, from the second delivery series, type Knorr, supplied the boiler with water.
The landing gear was supported at four points. The suspension springs of the wheelset were located above the axle box, and underneath for the coupled wheelsets. In the latter, the leaf spring assemblies were connected to compensating levers. The rear coupling axle was laterally adjustable by 22 mm. In the case of the replica locomotives of the DR, the ability to move sideways was dispensed with and the flange on the first coupled wheel set was weakened instead.
The horizontally arranged two-cylinder superheated steam engine on the outside worked on the first coupled gear set. In order to achieve this inexpensively, a large distance was chosen between the coupled gear set and the cylinder block. The external Heusinger control had hanging iron.
The Westinghouse air brakes worked from the front on the front coupled wheel set and from behind on the rear. The replicas of the DR had air brakes of the Knorr type and braked both sets of wheels from the front. The compressed air sand spreader type Knorr sanded both sets of wheels in the direction of travel. The locomotive also had a steam turbo generator and a steam heater.