Bavarian G 4/5 H
| Bavarian G 4/5 H DR series 56.8–11 |
|
|---|---|
| Numbering: | Bavaria: 5151–5160, 5501–5695, 5211–5235 DR: 56 801–809, 56 901–1035, 56 1101–1125 |
| Number: | 230 |
| Manufacturer: | Maffei, Krauss |
| Year of construction (s): | 1915-1919 |
| Retirement: | 1933-1947 |
| Type : | 1'D h4v |
| Genre : | G 45.16 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 18,250 mm |
| Service mass: | 76.6 t |
| Friction mass: | 63.6 t |
| Wheel set mass : | 15.9 t |
| Top speed: | 60 km / h |
| Driving wheel diameter: | 1,270 mm / 1,300 mm |
| Impeller diameter front: | 850 mm / 880 mm |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 2 × 400 mm |
| LP cylinder diameter: | 2 × 620 mm |
| Piston stroke: | 610 mm / 640 mm or 610 mm / 620 mm |
| Boiler overpressure: | 16 bar |
| Grate area: | 3.30 m² |
| Superheater area : | 61.70 m² |
| Evaporation heating surface: | 178.50 m² / 241.60 m² |
| Tender: | bay 3 T 20.2 |
| Service weight of the tender: | 46.5 t |
| Water supply: | 20.2 m³ |
| Fuel supply: | 6.5 tons of coal |
The machines of class G 4/5 H of the Royal Bavarian State Railroad were the most powerful German freight locomotives with a 1'D wheel arrangement.
The Maffei locomotive factory in Munich based its design on the in-house design principles based on the school of Anton Hammel and Heinrich Leppla , who were also responsible for the famous Bavarian S 3/6 . There is a clear development line of the Maffei company from the still two-cylinder Bavarian G 4/5 N to the C 4/5 built for the Swiss Gotthard Railway Company and the VIII e delivered to the Badische Staatsbahn to the G 4/5 H.
The locomotives had a superheated four-cylinder compound engine and, like most other Bavarian four-cylinder compound locomotives, had a bar frame that made it easier to access the internal engine. All four cylinders acted on the second coupled axle. The leading axle was designed as an Adam's axle .
The performance data from the booklet indicate that the machines were able to move a 420-ton train at 50 km / h on a gradient of 10 ‰, and at 25 ‰ still 275 t at 30 km / h.
Between 1915 and 1919 Maffei and Krauss built 195 vehicles for the Royal Bavarian State Railways . Another 10 or 25 locomotives were ordered by the Reichseisenbahnamt for the MGD Brussels as well as by the head of the field railways for military service and were also taken over by Bavaria after the end of the First World War . 48 machines went to France as part of the 1919 armistice levy , and 13 more had to be ceded to Belgium . The 169 machines that remained in Germany were numbered 56 801–809, 56 901–1035 and 56 1101–1125 by the Deutsche Reichsbahn .
Due to the decline in transport during the global economic crisis, the progressive electrification in southern Bavaria and the mass relocation of simpler Prussian freight locomotives to the Bavarian directorates, the G 4/5 H were decommissioned very early. The decommissioning of this type began as early as 1933, and it progressed so rapidly that at the beginning of the Second World War there were only five copies left. The end of the war saw two locomotives that were retired and scrapped in 1947. Today one can only speculate about the actual reasons for this early retirement; it is certainly not to be dismissed out of hand. a. also the aversion of the influential design department head Wagner to the more maintenance-intensive four-cylinder composite technology.
The G 4/5 H were coupled with tenders of the type bay 3 T 20.2, which were often coupled with locomotives of the Prussian type G 10 stationed in Bavarian offices after the locomotives had been decommissioned (due to their small age and their larger capacity) .
Individual evidence
- ^ Austrian National Library: ÖNB-ANNO - The Locomotive. Accessed December 1, 2018 .