DB class 82
| DB class 82 | |
|---|---|
.jpg) Series 82 in Siegen (2011)
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| Numbering: | DB 82 001-041 |
| Number: | 41 |
| Manufacturer: | Krupp , Henschel , Esslingen |
| Year of construction (s): | 1950-1951 (82 001-82 037), 1955 (82 038-82 041) |
| Retirement: | 1972 |
| Axis formula : | E. |
| Type : | E h2t |
| Genre : | Gt 55.18 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,080 mm |
| Empty mass: | 69.7 t |
| Service mass: | 91.8 t |
| Friction mass: | 91.8 t |
| Wheel set mass : | 18.4 t |
| Top speed: | 70 km / h |
| Indexed performance : | 949 kW / 1290 PSi |
| Starting tractive effort: | ~ 187 kN |
| Coupling wheel diameter: | 1,400 mm |
| Driving wheel diameter: | 1,400 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 600 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 14 bar |
| Number of heating pipes: | 113 |
| Number of smoke tubes: | 38 |
| Heating pipe length: | 4,000 mm |
| Grate area: | 2.39 m² |
| Radiant heating surface: | 12.60 m² |
| Tubular heating surface: | 109.61 m² |
| Superheater area : | 51.90 m² |
| Evaporation heating surface: | 122.21 m² |
| Water supply: | 11 m³ |
| Fuel supply: | 4 tons of coal |
The class 82 of the Deutsche Bundesbahn was a goods train tender locomotive intended for shunting and mainline service . It was supposed to replace the five-way coupled regional railway types, but also the standard locomotives of the DR series 87 , which were prone to damage due to their complicated running gear .
history
As early as 1939, plans began to develop a powerful locomotive to replace the various Länderbahn series classified as DR series 94 , in particular the Prussian T 16.1 . After the Second World War, this work was resumed in cooperation between the Association of German Locomotive Manufacturers and the Central Railway Authority of the German Federal Railroad under the direction of the Head of Construction Department Friedrich Witte . The class 82 was the first new type of locomotive of the DB to be manufactured between 1950 and 1951 by the Krupp and Henschel companies and in another construction lot in 1955 by the Esslingen machine factory .
During the construction, an attempt was made to create a machine that was equally suitable for shunting and road service. According to the current state of the art, the relevant construction concepts contradicted an equal suitability for both service areas. This contradiction was to be overcome by a boiler of modern design and the special drive construction.
In order to maintain the safe, quiet and track-friendly running characteristics required for line service even at higher speeds without the wheel sets that are superfluous for a pure shunting locomotive, after preliminary tests with a converted Prussian T 16.1 , it was decided to combine the outer coupling wheel sets into one Beugniot steering frame each . Previous five-coupler tank locomotives without wheelsets with wheelset arrangement according to Gölsdorf , such as the T 16.1, had proven to be unsuitable for speeds higher than around 40 km / h due to the uneven running.
With the Beugniot steering racks, the machines were also able to drive through tight curves, for example the Hamburg port railway with radii of 100 m, without the complex running gear technology of the series 87 .
A welded boiler with a large radiant heating surface, but without a combustion chamber, was chosen so that it could withstand the irregular performance requirements in shunting as well as peak and high continuous performance in the route service.
A compromise was made when dimensioning the cylinders, which in a shunting locomotive would have had to be designed with a small diameter due to the large forces to be applied, whereas in a mainline locomotive they would have to be large in order to utilize the steam expansion. However, as predicted by Friedrich Witte, this led to increased fuel consumption. In shunting service, the additional consumption compared to the T 16.1 fluctuated by 10% to 19%, and in route service by as much as 30%.
Constructive features and capabilities
The class 82 locomotives received a welded sheet metal frame made of 25 mm thick heavy plate.
The completely welded, combustion chamberless boiler was made of the steel grade St 34, the fire box from IZ-II steel. Either two Henschel type steam jet pumps or a steam jet pump and a piston feed pump with surface or mixing preheater were installed to feed the boiler. The sandboxes were not placed on the kettle, but next to the water boxes.
The two-cylinder superheated steam engine with simple steam expansion drove the third coupled gear set.
Only the third coupled wheel set, weakened in the flange and back, i.e. the drive wheel set, was firmly mounted in the frame. The two outer pairs of coupled wheel sets were connected to a steering frame with Beugniot levers. The end wheel sets could be moved laterally by a total of 52 mm, the second and fourth coupled wheel sets by a total of 36 mm.
The last two units of the series were also equipped with Riggenbach counter-pressure brakes for use on steep stretches .
The class 82 locomotives managed a train mass of 800 t on the plain at 70 km / h. On gradients of ten per thousand, 400 t could be transported at 40 km / h.
commitment
Operations are mainly recorded at the marshalling yards in Bremen and Hamm and the port railways in Emden and Hamburg . The 82 series could be observed on the steep ramps of the Westerwald (including the Kasbachtalbahn ) and in the Black Forest on the Murgtalbahn .
In addition to the high consumption of lubricating oil, the operations service complained about the problematic superheated steam regulator and poorly functioning jet pumps as well as the rapid wear of the steering racks due to contamination.
Retirement began in 1966 with the 82 018; Auslauf- Bw was Koblenz-Mosel, where in 1972 the 82 035 was parked as the last machine of this type. The series was thus withdrawn from service earlier than the T 16.1, which it was supposed to replace.
Whereabouts
Almost all locomotives of this series were scrapped after the end of their service. Only 82 008 was erected as a memorial at Lingen (Ems) train station in 1974 ; it ended up in the holdings of the DB Museum . After stations in Neumünster (2003–2010) and Siegen (2010–2014) it is now in the DB Museum Koblenz .
literature
- Horst J. Obermayer: Steam locomotives. Control track . In: German Railways . Weltbild Verlag, Augsburg 1995, ISBN 3-89350-819-8 , p. 182 .
- Jürgen-Ulrich Ebel: Pulling power for the economic miracle . 1st edition, DGEG Medien GmbH, 2009. ISBN 978-3-937189-37-6 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 3 (series 61–98) . 4th edition, transpress, Berlin 1994, ISBN 3-344-70841-4 , pp. 106ff., Pp. 332-333.
- Alfred Gottwaldt: Witte's new locomotives. The last steam locomotives of the Deutsche Bundesbahn and their creators 1949 to 1977 . EK-Verlag, Freiburg 2014. ISBN 978-3-88255-772-5 .
Individual evidence
- ↑ Vehicle changes in the museum ( Memento of the original from March 4, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
