Badische X d (old)
| Xd VIIa (from 1868) DR series 53 85 |
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| Delivery: | Xd 1 - Xd 3 | VIIa 4 - VIIa 15 | VIIa 16 - VIIa 17 |
| Numbering: | 162-173, 200-207 | 208… 477 | 488-511 |
| Number: | 20th | 127 | 24 |
| Manufacturer : | MBG Karlsruhe | ||
| Year of construction (s): | 1866-1867 | 1868-1889 | 1890 + 1891 |
| Retirement: | until 1930 | ||
| Axis formula : | C n2 | ||
| Genre : | G 33.13 | ||
| Gauge : | 1,435 mm | ||
| Length over buffers: | 14,645 mm | 14,766 mm | |
| Height: | 4,500 mm | 4,150 mm | |
| Fixed wheelbase: | 3,450 mm | ||
| Total wheelbase: | 3,450 mm | ||
| Empty mass: | 31.10 t | 33.75 t | 35.55 t |
| Service mass: | 35.35 t | 38.30 t | 40.20 t |
| Friction mass: | 35.35 t | 38.30 t | 40.20 t |
| Wheel set mass : | 11.80 t | 12.80 t | 13.40 t |
| Top speed: | 45 km / h | ||
| Coupling wheel diameter: | 1,220 mm | 1,250 mm (from 1874 VIIa 9 ) | 1,262 mm |
| Control type : | Stephenson | ||
| Number of cylinders: | 2 | ||
| Cylinder diameter: | 457 mm | ||
| Piston stroke: | 635 mm | ||
| Boiler overpressure: | 9.0 bar | 10.0 bar | |
| Number of heating pipes: | 203 | 201 | 183 |
| Heating pipe length: | 4,350 mm | 4,343 mm | 4,400 mm |
| Grate area: | 1.26 m² | 1.33 m² | 1.47 m² |
| Radiant heating surface: | 7.00 m² | 7.18 m² | 7.50 m² |
| Tubular heating surface: | 116.52 m² | 115.16 m² | 116.36 m² |
| Evaporation heating surface: | 123.52 m² | 122.34 m² | 123.86 m² |
| Tender: | 2 T 8 | ||
| Water: | 8 m³ | ||
| Fuel: | 4 tons of coal | ||
| Brake: | Screw brake on the tender and throw lever brake | ||
The vehicles of classes X d , from 1868 class VII a of the Grand Ducal Baden State Railroad were triple- coupled freight train steam locomotives . The Deutsche Reichsbahn took over the remaining machines as class 53 85 in their inventory.
Between 1866 and 1891, the mechanical engineering company Karlsruhe delivered a total of 171 vehicles in 17 delivery series. The machines were continuously developed during the delivery time. Since the basic construction was very successful, it was possible to meet the steadily increasing demands of the company with minor adjustments to the individual delivery series.
Constructive features
The design was based on the class X c locomotives . However, smaller wheels were used, which meant that the boiler could be made larger in order to still exploit the weight limit. The first three series still had a Crampton kettle with a large steam dome over the standing kettle. The series 4 to 17, on the other hand, were equipped with a Belpaire boiler. This was continuously improved in the course of development. The arrangement of the outlet pipes and the structures on the boiler were varied. The boiler pressure could be increased to 10 bar by the end of the delivery time. Replacement boilers installed later could withstand loads of up to 12 bar. In the first series, the height of the center of the boiler was 1,750 mm above the upper edge of the rail, but from the year of construction 1890 it was increased to 1,891 mm. While the grate area was initially only 1.26 m², it was increased by around 17% in the course of development.
The machines had a sheet metal frame made of continuous sheets of 24 to 36 mm thick and iron buffer beams. All locomotives had an internal Stephenson control . The wet steam cylinders worked on the central coupling axis. The drive and coupling rods were made of crucible cast steel. The two front wheel sets were supported by overhead leaf springs. Up to the 9th delivery series, the rear axle was suspended by opposing elliptical twin springs. From then on this construction method was abandoned and the two front axles were connected by means of a compensation lever. This meant that the locomotives were only supported on four points instead of six. The machines of the first delivery series had a relatively simple cab. However, over time this has improved. The decorations and panels that were still present at the beginning of the delivery were left out in later years of construction. The vehicles were equipped with type 2 T 8, 2 T 12 or 3 T 13.5 tenders .
commitment
The locomotives of the classes VII a handled the entire freight traffic of the Baden State Railways until the introduction of the class VII d . Later they were mainly used in shunting traffic. Here some locomotives received tenders with reversing cabs. The locomotives equipped with a replacement boiler were able to pull an 875 t freight train on the plain at 45 km / h and a 230 t freight train on a 20 ‰ gradient at 20 km / h.
In 1914, 141 locomotives were still in service. Five locomotives had to be handed in as reparations in 1919. In 1925, the Deutsche Reichsbahn took over 44 class VII a locomotives as class 53.85. The former included three locomotives from 1866, which at that time were 59 years old and thus the oldest locomotives in the Reichsbahn's portfolio.
| Delivery series | Construction year | DR number |
|---|---|---|
| Xd 1 / VIIa 1 | 1866 | 53 8501 - 53 8503 |
| VIIa 5 | 1870/71 | 53 8508 - 53 8510 |
| VIIa 7 | 1872 | 53 8511 - 53 8512 |
| VIIa 8 | 1873 | 53 8514 - 53 8523 |
| VIIa 9 | 1874 | 53 8525 - 53 8528 |
| VIIa 10 | 1879 | 53 8534 |
| VIIa 11 | 1880 | 53 8539 - 53 8542 |
| VIIa 13 | 1883/84 | 53 8550 - 53 8552 |
| VIIa 14 | 1884/85 | 53 8556 - 53 8560 |
| VIIa 15 | 1889 | 53 8561 - 53 8565 |
| VIIa 17 | 1866 | 53 8580 - 53 8586 |
The retirement took place until the end of the 1920s. In the end, they were deployed in the Mannheim marshalling yard and in the port.
Footnotes
- ↑ To distinguish the locomotives designated according to the 1868 scheme, also designated as X d (old) .
literature
- Hermann Lohr, Georg Thielmann: Baden locomotive archive. transpress, Berlin 1988, ISBN 3-344-00210-4
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 2 (Series 41 - 59). transpress, Berlin 1994 ISBN 3-344-70840-6
