Badische VI b
| Baden VI b DR series 75 1–3 |
||||
|---|---|---|---|---|
 |
||||
| bath. Genus: | VI b 1-5 | VI b 6-7 | VI b 8-9 | VI b 10-11 |
| Numbering: | 15… 360 DR: 75 101–136 75 141–161 75 171–179 75 181–190 |
45… 379 DR: 75 191–195 75 201–216 |
51… 812 DR: 75 221–233 75 241–258 |
1133-1152, 1193-1214 DR: 75 261-302 |
| Number: | 74 | 23 | 34 | 42 |
| Manufacturer : | Maffei , MBG Karlsruhe | MBG Karlsruhe | ||
| Year of construction (s): | 1900-1903 | 1904, 1906 | 1907, 1908 | 1921, 1923 |
| Retirement: | 1933-1965 | |||
| Type : | 1'C1 'n2t | |||
| Genre : | Pt 35.14 | |||
| Gauge : | 1435 mm | |||
| Length over buffers: | 11,764 mm | |||
| Height: | 4150 mm | |||
| Total wheelbase: | 8400 mm | |||
| Coupling position: | 1700 mm | |||
| Empty mass: | 52.1 t | 51.6 t | 50.8 t | 51.8 t |
| Service mass: | 65.3 t | 64.2 t | 64.3 t | 67.3 t |
| Friction mass: | 42.2 t | 42.3 t | ||
| Wheel set mass : | 14.1 t | |||
| Top speed: | 80 km / h | |||
| Coupling wheel diameter: | 1480 mm | |||
| Impeller diameter: | 990 mm | |||
| Control type : | Heusinger | |||
| Number of cylinders: | 2 | |||
| Cylinder diameter: | 435 mm | |||
| Piston stroke: | 630 mm | |||
| Boiler overpressure: | 13 bar | |||
| Number of heating pipes: | 189 | 185 | 185 | 189 |
| Heating pipe length: | 4050 mm | |||
| Grate area: | 1.83 m² | |||
| Radiant heating surface: | 8.0 m² | 8.25 m² | 8.7 m² | |
| Tubular heating surface: | 108.21 m² | 105.92 m² | 105.92 m² | 108.21 m² |
| Evaporation heating surface: | 116.21 m² | 113.92 m² | 114.17 m² | 116.91 m² |
| Water supply: | 7 m³ | |||
| Fuel supply: | 3 tons of coal | |||
| Brakes: | Westinghouse air brake, Henry brake | |||
| Speedometer: | Housekeeper or toilet | |||
The Badische VI b was the first German tank locomotive with a 1'C1 'wheel arrangement. It was developed by Maffei for the Grand Ducal Baden State Railways in order to improve operations on the Höllentalbahn, among other things .
Of the 131 locomotives, 122 were taken over by the Deutsche Reichsbahn and classified in the class 75 1 . Another 42 locomotives were delivered in 1921 and 1923. 117 vehicles were added to the inventory of the Deutsche Bundesbahn . All machines were taken out of service by 1962. The Deutsche Reichsbahn in the GDR area was home to seven machines that were retired by 1965.
history
On the Höllentalbahn, which was classified as the main line from April 1, 1902, a 6.5-kilometer section with a gradient of 55 ‰ had to be mastered. The class IX a rack-and-pinion locomotives were available for this. The speeds of these locomotives on the cogwheel and adhesion lines were too low for the increased volume of traffic. The new locomotives should run through the entire route and only have to be pushed along the steep section by the rack-and-pinion locomotives. Based on the experience in Austria with locomotives with a 1'C1 '( kkStB 30 ) wheel arrangement , the Baden State Railways ordered 15 locomotives of this type from Maffei . The locomotives had decisive advantages over the class VI a locomotives with a 1'C wheel arrangement that were delivered at the same time . The locomotives had relatively identical running characteristics when driving forwards and backwards. The locomotives should not only be used on the Höllentalbahn, but on the entire Baden route network. For this, the maximum wheel set driving mass of 13.5 t should not be exceeded.
The machines were able to pull a 145-ton train at 80 km / h on the level and a 135-ton train at 30 km / h on a 20 ‰ slope. Due to its universal applicability , the locomotive was also to be found before express freight trains and light express trains. The calculated pulling force was around 49 kN and the locomotive had an output of around 550 hp.
After the first delivery series from Maffei, further production of the locomotives followed at the mechanical engineering company in Karlsruhe . By 1908, 116 locomotives had been delivered in eight delivery series. In 1921 and 1923 another 42 locomotives were procured from the Deutsche Reichsbahn.
The locomotives were used in almost all train services on all main and branch lines. Nine locomotives had to be handed in as reparations after the First World War . The locomotives came to the Réseau ferroviaire d'Alsace-Lorraine and Belgium. In Belgium they were first assigned to the "Nord Belge" company in row 80 and later as row 49 at SNCB. In 1928 all locomotives were still located in the area of the Reichsbahndirektion Karlsruhe (network of the former Baden State Railways). The first decommissioning took place in 1933. By 1935 the number had decreased to 139 locomotives. From 1935 to 1937 five machines were sold to the Oldenburger Eisenbahn district . After their nationalization in 1941, these locomotives were given their original designation back. From this time on, these locomotives were at home in the Reichsbahndirektion Schwerin. In 1938 a locomotive was also sold to the Hohenzollerische Landesbahn .
The 117 locomotives taken over from the Deutsche Bundesbahn were largely retired by 1957. The last locomotive to be taken out of service was the 75 299 in 1962. The seven locomotives that remained with the Deutsche Reichsbahn were decommissioned by 1965.
Constructive features
In the course of the various delivery series, various changes were made to the design. In some cases, this results in different vehicle lengths and masses. The height of the boiler above the top of the rail and the design of the water tanks also vary.
The riveted sheet metal frame consisted of 20 mm thick plates. There were stiffeners made of 12 mm thick sheet metal above the axle bearings.
The boiler was designed as a Crampton boiler. The long boiler consisted of two shots. There were two steam domes on the front part of the boiler. The two domes were connected by a pipe. The fire box was drawn deep between the two frame cheeks. For use on steep stretches, the machines in the first six delivery series received a rearwardly inclined fire box. The following series had a horizontal fire box. The boiler was fed by two non-suction Friedmann steam jet pumps, which were arranged between the steam domes.
The horizontally arranged two-cylinder wet steam engine worked on the second coupled axle. The crosshead guidance was two-rail up to the ninth delivery series, after that it was single-rail. The Heusinger control was external. If the locomotives of the delivery series 1 to 9 had a flat slide valve, the delivery series 10 and 11 were equipped with a piston valve with a Kuhn loop.
The locomotives had a six-point support. The coupled wheel sets had leaf springs under the axle bearings, the wheel sets had leaf springs over the axle bearings. The wheel sets were connected to the adjacent coupled wheel set by means of a compensating lever . The wheel sets were designed as Adams axles and each had a lateral displacement of 60 mm. The middle coupled wheel set had a wheel flange weakening.
The sandpit was on the back of the boiler. Either the middle or the rear coupled gear set were sanded. The coal supply of two tons could be increased by three tons by a later attached attachment.
Some of the locomotives were given a counter-pressure brake for operation on steep sections.
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 3 (series 61–98) . transpress, Berlin 1994, ISBN 3-344-70841-4 .
- Werner Willhaus: The 75.1–3 series. The Baden VIb - the first German 1'C1 'tank locomotive . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-178-5 .
