Bavarian S 3/6
| Bavarian S 3/6 DR series 18 4 |
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|---|---|
 Bavarian S 3/6, series a to c
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| Numbering: | 18 401-434, 441-458, 461-548 |
| Number: | 159 |
| Manufacturer: | YES Maffei |
| Year of construction (s): | 1908-1931 |
| Retirement: | 1969 |
| Type : | 2'C1 'h4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,396 mm |
| Service mass: | 88.3 t |
| Friction mass: | 49.6 t |
| Wheel set mass : | 16.8 t |
| Top speed: | 120 km / h |
| Indexed performance : | 1,300 kW |
| Driving wheel diameter: | 1,870 mm |
| Impeller diameter front: | 950 mm |
| Rear wheel diameter: | 1,206 mm |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 425 mm |
| LP cylinder diameter: | 670 mm |
| Piston stroke: | 610/670 mm |
| Boiler overpressure: | 15 bar |
| Grate area: | 4.53 m² |
| Superheater area : | 74.16 m² |
| Evaporation heating surface: | 197.41 m² |
| Tender: | bay 2'2 'T 26.2 |
| Water supply: | 26.2 m³ |
The steam locomotives of the class S 3/6 (pronounced: "S Drei Sechstel", more recently also "S Drei Sechs") of the Royal Bavarian State Railroad ( class 18 4–5 of the Deutsche Reichsbahn ) were express locomotives with a four-cylinder compound engine . The wheel arrangement is 2'C1 ', which is also known as Pacific .
These locomotives are remarkable among the Länderbahn locomotives in that they were procured over a period of almost 25 years, even during the times of the Deutsche Reichsbahn. A total of 159 copies were made, more than all other Länderbahn Pacifics put together. 89 of the locomotives (series a to i) were procured by the Bavarian State Railroad and 70 (series k to o) by the Deutsche Reichsbahn.
Similarities
The S 3/6 developed by the Maffei company under the direction of engineers Anton Hammel and Heinrich Leppla was a somewhat enlarged further development of the first German Pacific, the Badische IV f . Like this, the S 3/6 had a four-cylinder compound engine with drive on the second coupling axle. With the exception of the series d and e, which had a coupling wheel diameter of 2,000 mm, the S 3/6 had a coupling wheel diameter of 1,870 mm, which allowed use in the hilly as well as in the lowlands.
The maximum permissible speed of the locomotives was 120 km / h regardless of the driving wheel diameter; the performance was increased from 1,770 PSi to 1,830 PSi during the procurement period.
Based on the model of the S 3/6, Maffei constructed further Pacific locomotives for other railway companies, such as the CFR class 231 , built in 90 copies from 1913 to 1923 for Romania and four broad gauge Pacifics (numbers 877 to 880), which were delivered to the in 1913 Spanish Compañía de los ferrocarriles de Madrid a Zaragoza y Alicante . Experience from the construction of the S 3/6 also flowed into the Badische IV h , the last Pacific developed for a regional railway. In contrast, negotiations by the Saxon State Railways about a license to build the S 3/6 at Hartmann failed . Hartmann then designed the Saxon XVIII H and the Saxon XX HV , based on the Bavarian model, of which the three-cylinder XVIII H in particular showed a certain relationship to the S 3/6.
Bavarian State Railways
Series a to c
Between 1908 and 1911, 23 locomotives with a driving wheel diameter of 1,870 mm and a boiler pressure of 15 bar were built.
On June 16, 1908, Maffei delivered the first 3601 locomotive. The 3602 followed four days later. In order to be able to take better photos of the machine at the Munich 1908 exhibition, Maffei left the ocher-colored primer on. The locomotive was decorated with the royal coat of arms on both sides of the smoke chamber, a gold chimney chrome, boiler rings and brass-clad cylinder and slide covers. After the fair, the photo paint was replaced by an insensitive green. Another five prototypes followed by November. After tests, unchanged compared to the prototypes, ten series a locomotives with the numbers 3608 to 3617 followed between November and September 1909. For the Brussels World Exhibition in 1910, Maffei built the 3618 locomotive under the serial number 3142 as series b. Technically unchanged, it was provided with brass trim and a dark blue sheet metal cladding. In May and June 1911 another five locomotives were delivered as series c.
At the Deutsche Reichsbahn the locomotives were classified as 18 401 to 418.
The locomotives were coupled with tenders bay 2'2 'T 26.2.
Series d and e
| Bavarian S 3/6 series d & e | |
|---|---|
 Bavarian S 3/6, series d and e
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| Length over buffers: | 22,095 mm |
| Service mass: | 89.5 t |
| Friction mass: | 48.0 t |
| Wheel set mass : | 16.7 t |
| Driving wheel diameter: | 2,000 mm |
| Piston stroke: | 670 mm |
| Tender: | bay 2'2 'T 32.5 |
| Water supply: | 32.5 m³ |
| different tech. Data | |
In 1912, 18 machines of the series d and e with 2,000 mm drive wheel diameter were built in order to be able to drive longer stretches of road at top speed (unchanged at 120 km / h) without putting too much strain on the four-cylinder compound engine. They were therefore specially designed for express train service on the relatively flat and long routes Munich – Augsburg – Nuremberg, Munich – Würzburg and Munich – Regensburg . In contrast to the other locomotives, both high and low pressure cylinders had the same piston stroke. Although they were obviously intended for faster journeys, these locomotives did not have a windshield cab.
One of the locomotives, No. 3634 (18 451), has been preserved and is in the traffic center of the Deutsches Museum in Munich.
A larger bay 2'2 T 32.5 tender was developed for series d and e.
Series f
Series f from 1913 comprised only three locomotives, which did not differ significantly from those of series a to c.
Series g
In 1914 10 locomotives were built for the Palatinate network, which differed in some dimensions from the previous locomotives. They were approx. 150 mm shorter to fit on the 19 m turntables there.
These locomotives were given the numbers 18 425 to 18 434 from the Deutsche Reichsbahn. The latter remained in the Soviet Zone after the Second World War and only returned to the West in 1948 in exchange for the 18 314 .
Series h and i
During the First World War, 35 additional locomotives were built from 1914 to 1918; it was the last S 3/6 that the Bavarian State Railroad procured.
One copy (No. 3673) is owned by the Bavarian Railway Museum in Nördlingen and is used for museum trips (see below in Section 18 478 ).
German Reichsbahn
| DR series 18 4–5 series k | |
|---|---|
 DB 18 505 in Herner Westhafen
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| Numbering: | 18 479-508 |
| Number: | 30th |
| Length over buffers: | 21,317 mm |
| Service mass: | 94.0 t |
| Friction mass: | 52.7 t |
| Wheel set mass : | 17.9 t |
| Indexed performance : | 1,350 kW |
| Boiler overpressure: | 16 bar |
| Evaporation heating surface: | 194.41 m² |
| different tech. Data | |
19 locomotives - including some brand new vehicles - had to be handed over to France and Belgium as part of the armistice agreements ; the rest of them went to the Deutsche Reichsbahn. There they were given road numbers 18 401–434, 18 441–458 and 18 461–478 in 1926. The S 3/6 gained particular fame through its use as a tractor for the Rheingold , which began operating in 1928 .
Series k
In the last phase of steam locomotive development in Bavaria, the locomotive fleet was modernized in terms of performance and economy. Particularly well-proven locomotive types were also reproduced after the establishment of the Unification Committee (narrow committee for locomotives for the unification of locomotives) in 1921, including the series of S 3/6.
In 1923 and 1924 Maffei delivered the k series with a total of 30 units. They were still delivered with the Bavarian locomotive numbers 3680-3709 and were given the road numbers 18 479 to 18 508 in 1926. From the previous series, they differed technically mainly in a slightly larger superheater and optically through a driver's cab without a wind cutter, the side walls as well as the later standard locomotives were beveled in the area of the windows.
Locomotive 18 505 is in the DGEG railway museum in Neustadt an der Weinstrasse and can be viewed there. The last of these machines, the 18 508, is privately owned and is stored in Switzerland (Locorama Romanshorn).
Series l, m, n and o
Since the procurement of standard locomotives for 18 t axle load was not provided for in the first typification plan and the expansion of the main lines to 20 t axle load progressed only slowly, the Deutsche Reichsbahn again ordered locomotives of the class S 3/6 from Maffei.
In 1927 12 machines of the series l were delivered (18 509-520), in 1927/28 the series m followed with 8 units (18 521-528). Compared to series k, the superheater was again somewhat larger; In addition, the diameter of the HD cylinders has been increased from 425 mm to 440 mm. Several locomotives of the m series were delivered to the Wiesbaden depot to cover high-quality trains.
Of the 20 planned series n locomotives, the Maffei company was only able to deliver two machines before going bankrupt (18 529 and 530). Henschel took over the order and in 1930/31 delivered the remaining 18 machines as series o (18 531–548). The last 11 locomotives in this series received a newly developed tender with the designation 2'2 'T 31.7.
During a test run with the 18 518 locomotive on May 6, 1927, a maximum indicated output of 2,500 PSi with an evaporation output of the boiler of a good 65 kg / m²h was measured, which is considerably more than the nominal output of the series, which has a heating surface load of 57 kg / m²h was used as a basis. Further test drives demonstrated the stability of the boiler even at loads higher than the nominal boiler limit load of 57 kg / m²h.
The 18 528 has been preserved and stood as a memorial in front of the administration building of the former Krauss-Maffei AG in Munich. After the takeover of Krauss-Maffei Verkehrstechnik by Siemens, the locomotive is now in a shelter on the Allach factory premises and is not open to the public.
German Federal Railroad
| DB class 18 6 | |
|---|---|
| Numbering: | DB 18 601-630 |
| Number: | 30th |
| Manufacturer: | Krauss-Maffei , Henschel |
| Year of construction (s): | Conversions 1953–1957 |
| Retirement: | 1965 |
| Length over buffers: | 22,862 mm |
| Smallest bef. Radius: | 180 m |
| Service mass: | 100.3 t |
| Service mass with tender: | 169.3 t (with tender 2'2'T 31.7 and full stocks) |
| Friction mass: | 56.6 t |
| Wheel set mass : | 18.9 t |
| Indexed performance : | 1,654 kW / 2250 PSi |
| Starting tractive effort: | ≈ 96 kN |
| Boiler overpressure: | 16 bar |
| Grate area: | 4.09 m² |
| Radiant heating surface: | 22.03 |
| Tubular heating surface: | 174.37 |
| Superheater area : | 73.60 m² |
| Evaporation heating surface: | 196.40 m² |
| Water supply: | 9 t |
| Fuel supply: | 31.7 m³ |
| different tech. Data | |
In the 1950s, the Deutsche Bundesbahn modernized a large part of its vehicle fleet. 30 units of the 18 5 series were also converted by Krauss-Maffei and Henschel . These were locomotives of series 1 to o that were procured by the Reichsbahn between 1927 and 1930.
These copies were given to the maintenance workshops in Ingolstadt and Munich-Freimann from operating Minden and Krauss-Maffei developed new replacement boiler combustion chamber . In addition, the locomotives received new driver's cabs and multi-valve hot steam regulators. Further planned renovations, e.g. B. new cylinder blocks were not made.
The converted locomotives put into service between 1953 and 1957 were given the new road numbers 18 601–630 and were used in express train service, where they almost reached the class 01 in their performance . They were stationed in the depots in Darmstadt, Hof , Regensburg, Nürnberg Hbf , Lindau and Ulm .
Although the modernized locomotives were very powerful and were also considered to be the most economical steam locomotives of the German Federal Railroad, they were completely retired between 1961 and 1965. The reason for this was that the pump mounts had been welded directly to the boiler during the renovation, which led to the formation of cracks. The boiler pressure therefore had to be reduced from 16 to 14 bar, as a result of which the locomotives lost considerable power. The last locomotives (18 622 and 18 630) were decommissioned in Lindau in 1965 and scrapped from 1966.
Some of these locomotives were converted into heating locomotives before they were dismantled and operated for a few years. In this way, 18 612 was also preserved and can be viewed in the German Steam Locomotive Museum .
With the exception of the 18 505, the S 3/6 that had not been converted were retired by 1962. This was still in service with the LVA Minden until 1967 and was only retired as 018 505 in 1969. It has been preserved in the Neustadt / Weinstrasse Railway Museum.
The 18 602 stationed in Saarbrücken was retired in 1983. Only the wheelsets that could be seen in the main station are preserved . They have been in the Bavarian Railway Museum in Nördlingen since September 2018 .
18 478
The 18 478, based in Ulm, was the last S 3/6 built during the Länderbahn era (1918) and thus also the last with a windshield driver's cab. It came to Switzerland from a siding with scrap-looking locomotives, where it was extensively restored by the Swiss Serge Lory. Today this copy is owned by the Bavarian Railway Museum in Nördlingen . The locomotive was refurbished operationally by the Bavarian Railway Museum with the Meiningen steam locomotive works in 1996 and was given its original operating number 3673 and a green color, which, however, did not correspond to the dark Bavarian Länderbahn green, but the light green of a well-known Märklin model and thus a consideration for the named main sponsor of the repair. Since then she has been seen again on numerous special trips.
For advertising purposes, the main sponsor of the locomotive, Märklin , temporarily arranged for other colors of the machine, including a. It was seen from 2000 to 2002 in the dark blue of an S 3/6 presented at the German Transport Exhibition in 1925 and was then given a fictional “Rheingold” paint in purple / beige for a further two years , which was partly due to the sponsor's imagination was heavily criticized. In April 2004, the locomotive had to be shut down because the boiler had expired and has since served as a rollable exhibit in the Nördlinger Museum. Since the sponsor Märklin has meanwhile become insolvent, the project of renewed repairs was postponed indefinitely, but the locomotive was still given its (presumably) original dark green regional railway paint scheme, so that it was almost as it was when it was delivered in 1918.
Extensive work was required on the now 90-year-old locomotive, which still has its original boiler, to put it back into operation. After a successful search for sponsors, these were carried out by employees of the Bavarian Railway Museum since 2009 in order to be able to present the locomotive under steam again for the 175th anniversary of the railway in Germany. From May 2010, the locomotive was operational again until a deadline was put out of service on May 29, 2014. It has been operational again since August 2017.
reception
The S 3/6 was already internationally renowned for its beauty and performance during its construction period.
"As can be seen from the train performance, the Bavarian S3 / 6 is one of the most outstanding express train locomotives whose performance can be regarded as exemplary, while its structural design makes it one of the most beautiful express train locomotives on the mainland."
literature
- Manfred Weisbrod: The great type book of German locomotives . Transpress Verlag, Berlin 1994, ISBN 3-344-70751-5 .
- Bavarian S 3/6 - the famous south German four-cylinder compound locomotive. GeraNova, train series No. 6
- Michael Sawodny and Harald Koppisch: The Bavarian S 3/6. Development. Technology. Commitment. Podzun-Pallas-Verlag, Friedberg 1984. ISBN 3-7909-0212-8 .
- Steffen Lüdecke: The 18.4–6 series - history of a legendary steam locomotive . Eisenbahn-Kurier Verlag, Freiburg / Breisgau 1985, ISBN 3-88255-118-6 .
- Railway vehicle archive. <1.1>, pp. 147-152, 259-260.
- Railway vehicle archive. <2.5>, pp. 174-180, 379.
- German locomotive archive. <2>, pp. 47-48.
- The class 18.4 steam locomotives. In: Märklin Magazin. 1/72, pp. 27-29, 40.
- Wolfgang Messerschmidt: Express train locomotive S 3/6 . In: Märklin Magazin. 6/2001, pp. 88-92.
- Andreas Knipping: 100 years S 3/6 queen of the express train locomotives. In: Eisenbahn-Kurier Special 88 . Freiburg 2008.
- Helmut Tauber, Steffen Lüdecke: The legendary Bavarian S 3/6 - the queen of steam locomotives . EK-Verlag, Freiburg 2008, ISBN 978-3-88255-304-8 .
Web links
- Pictures of the restored 18 478
- Article about 3634 (18 451) of the Deutsches Museum in Munich
- Information on the preserved locomotives of the 18.4-5 series on the "Railway Museum Vehicles" website
- 18 616 1955 in Nürnberg Hbf on the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ Andreas Knipping : Glücksgriff S 3/6 . In: Bahn Extra . Railway in Bavaria, No. 3 , 2016, p. 24 f .
- ^ Andreas Knipping: The way to the Bavarian S 3/6 . In: Eisenbahn-Kurier Special . No. 88 , 2008, p. 8th ff .
- ↑ Spanishrailway.com: Madrid a Zaragoza y Alicante Material Móvil , accessed on May 11, 2015
- ↑ sachsenstolz.de: Das Vorbild , accessed on May 11, 2015
- ^ A b Karl-Ernst Maedel , Alfred B. Gottwaldt : German steam locomotives. The history of development . Transpress Verlagsgesellschaft mbH, Berlin 1994, ISBN 3-344-70912-7 , p. 174 .
- ^ Klaus Eckert: Locomotives. History • Types • Technology . DuMont monte, Cologne 2003, ISBN 3-8320-8819-9 , p. 38-39 .
- ↑ http://www.deutsches-museum.de/fileadmin/Content/data/Insel/Information/KT/heftarchiv/1985/9-4-214.pdf
- ↑ http://technikmuseum-online.de/homepage_daten/beitrag_63.htm
- ^ Horst J. Obermayer: Railway Journal. Special edition 2/2002, Die bay, p. 3/6. VerlagsGruppe Bahn, Fürstenfeldbruck 2002, ISBN 3-89610-085-8 , p. 71.
- ↑ http://www.bayerisches-eisenbahnmuseum.de/index.php/aktuelles/211-grosses-dampflokfest-in-noerdlingen
- ^ Hans Steffan : New superheated steam Pacific express train locomotive of the Royal Bavarian State Railways. Built by JA Maffei in Munich. In: The Locomotive. ANNO , January 1914, pp. 1–8 , accessed on March 19, 2019 (detailed description of S 3/6).