Badische X b

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Badische X b
DR series 92 2-3
Badische X b No. 380
Badische X b No. 380
Numbering: DR 92 201… 92 320
Number: 98
Manufacturer: MBG Karlsruhe
Maffei
Year of construction (s): 1907-1921
Retirement: until 1966
Type : D n2
Length over buffers: 10,650 mm / 10,694 mm *
Height: 4500 mm
Total wheelbase: 4350 mm
Empty mass: 43.50 t / 44.2 t * / 44.0 t **
Service mass: 58.10 t / 58.2 t * / 58.1 t **
Friction mass: 58.10 t / 58.2 t * / 58.1 t **
Wheel set mass : 14.5 t
Top speed: 45 km / h
Indexed performance : 500 PSi
Coupling wheel diameter: 1262 mm
Control type : Heusinger
Cylinder diameter: 480 mm
Piston stroke: 630 mm
Boiler overpressure: 13 bar
Number of heating pipes: 185
Heating pipe length: 3750 mm
Grate area: 1.75 m²
Radiant heating surface: 7.76 m² / 8.23 ​​m² *
Evaporation heating surface: 110.19 m² / 110.66 m² *
Water supply: 7 m²
Fuel supply: 2.5 tons of coal
Brake: Westinghouse air brake
* from 1914
** from 1921

The class X b steam locomotives of the Grand Ducal Baden State Railroad were shunting tender locomotives with a D wheel arrangement . 98 vehicles were procured in seven series from 1907 to 1921. In 1925, 90 pieces of the Deutsche Reichsbahn were classified as class 92 2-3 in their numbering plan . Of these, 80 were taken over by the Deutsche Bundesbahn and two by the Deutsche Reichsbahn . All locomotives were retired by 1966.

history

In the mid-1900s, the previous triple-coupled locomotives of classes VII a and X a had reached the limits of their capabilities due to the increasing demands on the shunting service. The attempt with the quadruple-coupled VIII d was unsuccessful because of the high-maintenance Hagans engine .

The concept of a four-way coupled wet steam shunting locomotive, given by senior building officer Alexander Courtin , was implemented in 1907 by the mechanical engineering company Karlsruhe . The locomotives were able to pull a 720 t train at 45 km / h and a 100 t train at 20 ‰ at 35 km / h.

By 1909, 32 locomotives had been delivered in two delivery series. Small changes were made to the locomotives delivered from 1914. Of the nine locomotives of the fifth delivery series, only one locomotive came to the Baden State Railways, the remaining eight locomotives had to be handed in as reparations after the First World War . The locomotives delivered to Belgium were given the numbers 681 to 686 at Nord Belge. At SNCB , the machines were later classified in the 89 series. The X b delivered to France were designated by the État as 40.901 and 40.902.

In 1919 20 machines were delivered by the mechanical engineering company. Maffei then produced another 30 locomotives in 1921 as the final seventh series. The Deutsche Reichsbahn classified the machines in the 92 2-3 series. The first decommissioning began in 1933. In 1937, the 92 242 was handed over to the Hohenzollerische Landesbahn and was used there until 1955 as No. 14. All locomotives were to be found in the area of ​​the Reichsbahndirektion Karlsruhe until the end of the Second World War . In 1953 there were 74 in the inventory of the Deutsche Bundesbahn. In the following years, the locomotives were increasingly decommissioned. By 1959 the number of locomotives had decreased to 47 and by 1963 to 13. On April 25, 1966, the 92 319 was the last of its class to be taken out of active service. The two locomotives 92 214 and 92 310 existing on the Deutsche Reichsbahn were sold until 1955 and then used as factory locomotives.

The locomotive No. 175, later Nord Belge 684, which was handed over to Belgium, was acquired by the Museum of Transport and Technology in 1986 in a scrap condition . Today the locomotive is part of the inventory of the Neustadt / Weinstrasse Railway Museum .

Constructive features

The locomotive had a sheet metal frame made of continuous 21 mm thick plates. Stiffening was achieved by longitudinal and transverse ribs. A T-shaped water tank arranged between the frame cheeks also served as reinforcement.

The Crampton cauldron consisted of two shots. On the front shot sat two steam domes with a connecting pipe. This prevented the water from overflowing . This also improves the elasticity of the boiler with different trailer loads. On the back shot sat the sandpit and the pop safety valve. Due to the high boiler position, the standing boiler could be arranged above the frame. The fire box was made of copper. The external, horizontally arranged two-cylinder wet steam engine worked on the third coupled axle. The piston rod was guided at the front and back. The external Heusinger control had hanging iron. The reversal was carried out by hand levers.

The drive was supported at four points. The springs were located below the axle bearings. The two leaf spring packages of the two front and two rear wheel sets were connected to one another by means of compensating levers. The second and fourth sets of wheels could be moved 25 mm to each side. The locomotives had a Westinghouse air brake . The machines had a hand lever brake for this purpose. The brakes acted on all coupling wheels from the front.

The Brüggemann sand facility sent the third set of coupled wheels when driving forwards and backwards. The locomotives were fitted with a spark arrester for use in the port of Mannheim . The machines had a steam heating device.

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