Steam locomotive (type)
After designs are in steam locomotives their technical variants and the different variants of its external shaping structure.
tender
Locomotive with a tender
Tender locomotives are equipped with a directly coupled to the locomotive Schlepptender equipped, are entrained in the fuel and water for the steam generation. It is usually coupled to the driver's cab at the rear of the locomotive so that the fuel supply is close to the fire box .
Tank locomotive
A tank locomotive carries the water and fuel supplies in containers on the locomotive itself. The water supplies are usually in side tanks or in the frame, which is designed as a water tank. The fuel supplies are usually located in an add-on container behind the driver's cab.
Supporting tender locomotive
The special design of the support tender locomotive represents a connection between a tender locomotive and a tank locomotive. While the water tank is usually attached to both sides of the boiler like a tank locomotive, the fuel is carried on the support tender. The tender supports the firebox of the boiler, which overhangs far behind the last coupling axle . The rotatable connection of the support tender with the locomotive makes the support tender locomotives easy to turn.
The first support tender locomotive was developed by Wilhelm von Engerth for the Semmering Railway , the oldest railway line across the Alps.
Standard and unit locomotives
The distinction between standard locomotives and special designs that can still be found in Germany today does not make sense when viewed internationally. In the more than two hundred year history of steam locomotives from the beginning of the 19th century until the 21st century , there have been more or less successful attempts to optimize the construction of steam locomotives. Even if the first steam locomotives in the various countries and continents were mostly imported models, there were soon further developments and their own industry in all technologized countries that built steam locomotives. This led to a large number of different designs, and a standard design only existed temporarily in a national context.
The construction of the German "standard locomotives" was an episode of only 20, albeit successful, years: in 1925 the first machines of the 01 and 02 series were completed. In the post-war period, the new steam locomotives were built based on the standard locomotives. In 1959 the Deutsche Bundesbahn purchased the last machine of the 23 series, and in 1960 the procurement of the 50.40 series of the Deutsche Reichsbahn ended . A total of 39 standard series were developed in Germany.
However, successful standardization of parts and components such as cylinders, bearings and axles, turning and steering racks and tender, cabs and frame material. Locomotives that were designed according to German standard locomotive principles but did not belong to the standard locomotive program of the Deutsche Reichsbahn were exported to many countries, for example Bulgaria and Turkey. Steam locomotive parts have also been standardized in other countries.
Speed and driving stability
The Crampton
The Crampton steam locomotive has only a single driving axle behind the boiler with large wheels up to 2.15 m in diameter (in Europe). It was conceived by Thomas Russell Crampton in 1843 . His intention was to avoid the disadvantages of the long boilers developed by Stephenson . Due to the long boiler on a running gear with a short wheelbase, these had large overhanging masses and therefore poor running properties, especially at higher speeds, which also led to derailments. With the Crampton design, large drive wheels could be used for high speeds despite the low position of the long shell. At the time, the particularly deep boiler position was mistakenly viewed as important for the smooth running and quality of the machine. This view was refuted in particular by Karl Gölsdorf's constructions with a particularly high boiler position. The fact that the Crampton locomotives were actually much quieter than the long boiler machines was due to the overall better mass distribution with only small overhanging masses, which contributed to the fact that the erroneous opinion regarding the deep boiler position was very persistent. Crampton locomotives reached a speed of 120 km / h, which was sensational at the time.
The disadvantage of this design is the inherently unfavorable ratio of total to friction mass. This also means that the pulling force is low and locomotives of this type tend to skid (spin). Nevertheless, the Crampton was very common between 1850 and 1900, especially in France and also in southern Germany with a number of over 300 locomotives, examples are the locomotives Die Pfalz and the Baden series IX .
In England , the home country of the inventor, the design could not prevail, but a particularly powerful machine of the Crampton design helped with a speed record of 126 km / h that the standard gauge of Stephenson prevailed and the Great Western Railway Her preferred broad gauge (2134 mm) had to give up by Isambard Kingdom Brunel .
The non-obvious advantages of the Crampton locomotive, however, were not noticed by contemporary engineers, although these advantages could easily have been transferred to other designs. These include in particular:
- A flawless frame construction that keeps the tensile forces away from the boiler. This was particularly not the case with Stephenson's locomotives .
- Short, slightly curved steam lines with a large cross-section to keep throttling losses low. These thermodynamic design principles were only rediscovered and consistently implemented by André Chapelon . Not only the large diameter of the driving wheel, but also the conveniently dimensioned steam lines contributed to the fact that the Crampton locomotives could reach much higher speeds than other contemporary designs.
- Commons : Crampton locomotives - album with pictures, videos and audio files
Express locomotives
Streamlined locomotives are mostly normal steam locomotives in terms of their design, but are intended for higher speeds and are provided with an aerodynamically favorable full or partial fairing to reduce air resistance . However, the cladding hinders the extensive maintenance work and is only sufficiently effective at speeds above 150 km / h. However, these were seldom exceeded in regular operation with steam locomotives.
Some of the current line type was charged with the design of the steam locomotives a front- cab ( Cab Forward linked).
Arcability
The support tender locomotives already mentioned are a type of curve-going steam locomotive.
Meyer type
A Meyer locomotive is a steam locomotive with two separate engines designed as bogies. The first locomotive of this type was the 1851 built for Semmering Competition NEUSTADT of kk southern state railway in Austria. However, the name Meyer did not appear until 1861, when Jean Jacques Meyer patented this design. Because of the unsteady running caused by the type of bogie, the Meyer locomotives only proved themselves at low speeds.
The best-known Meyer locomotives are the Saxon IV K (DR series 99.51-60).
Types Fairlie and Single Fairlie
A type very similar to the Meyer locomotives was the Fairlie locomotive designed by the Scotsman Robert Francis Fairlie in 1864 . In contrast to the Meyer , the Fairlie locomotives had a double boiler. The locomotive crew therefore had their place on the sides of the boiler.
The single Fairlie was a special design. It looked like a normal tank locomotive with a conventional boiler. Only one of the two bogies was driven here.
Mallet and Triplex types
The Mallet design was developed in 1884 by the Swiss Anatole Mallet . It has two independent engines in a composite arrangement. The rear high pressure engine is connected to the frame in the normal way. The front low-pressure engine with its own frame, on the other hand, is movably connected to the main frame of the locomotive via a pivot. The arching ability is almost on a par with other articulated locomotives, but no particularly maintenance-intensive, movable high-pressure steam lines are required. Mallet locomotives are or were used both on mountain and narrow-gauge railroads and on mainline railways in heavy freight train service. The hinge locomotives (formed after Mallet-model in North America articulated however) correspond with the simple steam stretching the original patent only partially.
In an extension of the Mallet principle, the American Baldwin Locomotive Works built four so-called triplex locomotives from 1914 to 1916, the Erie Railroad Triplex (three pieces) with the wheel arrangement (1'D) D + D1 ' and the Virginian Railroad Triplex XA with the Axis order (1'D) D + D2 ' . They were probably the most powerful steam locomotives ever built, but could only generate their pulling power in very low speed ranges. Triplex locomotives were therefore not a success.
Type quadruplex, quintuplex
Studies on the construction of steam locomotives with four or five powered bogies (and in some cases with split boilers) never got beyond the project stage. At the end of the 1940s, Baldwin was concerned with this project, and Beyer-Peacock had already applied for a patent for a combination of Mallet and Garratt locomotives in 1927.
Garratt type
In the Garratt design , two separate engine units are connected by a bridge frame - which carries the steam boiler and driver's cab. This construction goes back to the engineer Herbert William Garratt , who worked together with Beyer, Peacock & Co. Ltd. developed this type of locomotive in Manchester . Garratt locomotives were particularly common in Africa , Asia , Australia, and Brazil .
Golwé type
Construction features of the Meyer and Garratt types were used for the design.
Geared locomotives
Field and forest railways often had provisional, poorly laid tracks, some of which were even made of round wooden planks, with tight curves and steep inclines. These requirements resulted in geared locomotives in which all axles are driven by gear drives. They were mainly used in logging, where wooden plank rails were initially used. The best known designs were those of Shay , Climax , Heisler and Baldwin .
Hagans type
To improve cornering, the Christian Hagans machine factory developed a design with a split frame. The two front drive axles were in the main frame, while the two rear axles were mounted in a rotatable frame. These were driven by the front axles via a lever mechanism. An example of this was the Prussian T 15 . In retrospect, the Hagans design was not very successful.
Klien-Lindner type
Locomotives with rigid outer frames can also be made more curved to a certain extent. For this purpose, the engineers Klien and Lindner developed a flexible hollow axle system for power transmission that is attached to the drive axles . This system was applied e.g. B. the Saxon XV HTV , the Trusebahnloks as well as the so-called brigade locomotives of the Heeresfeldbahn in the First World War . Several dozen four-axle light rail locomotives with Klien-Lindner hollow axles are still running on the field railways of Java's sugar factories , most of these locomotives were supplied by Orenstein & Koppel between 1915 and 1930 and by Ducroo & Brauns under license .
Luttermöller type
Another design for better curved steam locomotives is the Luttermöller design , in which the radially adjustable outer coupling axles are not driven via coupling rods, but via a movably mounted gearbox. The Deutsche Reichsbahn once operated class 87 locomotives with Luttermöller end axles on the Hamburg port railway, where it was necessary to combine driving on very tight radii with high tractive power. Two prototypes of the 84 series were also equipped with Luttermöller drives. Four E-coupled O&K locomotives with Luttermöller end axles are still in operation at three sugar factories on the island of Java.
Steering racks
The following steering racks are another design to improve the arcuate mobility:
Performance and economy
Composite steam locomotive
The principle of the compound steam engine with double steam expansion in cylinders connected in series was also used for economy . The reduced temperature and pressure gradient in the steam engine results in better efficiency.
Superheated steam locomotive
The use of superheated steam in the cylinders resulted in a higher degree of efficiency.
Additional booster drive
Locomotives, often heavy trains had to move, were occasionally with a booster equipped, which as an additional drive to the large driving wheels, the rear drive shaft or even the first Tender - bogie drive.
Steam engine locomotives
Steam engine locomotives had as a drive unit fast running steam engines , which submitted its power through a gearbox to the driving axles. The first steam engine locomotives existed around the turn of the century. The narrow-gauge Borzsavölgyi Gazdasági Vasút , located in Hungary, procured corresponding railcars and locomotives from the Hungarian engineering company MÁVAG from 1908 .
In 1941, Henschel supplied the Deutsche Reichsbahn with an express steam locomotive with a single-axle drive ( DR 19 1001 ). This locomotive had a 1'Do1 'wheel arrangement. Each of the four driving axles was by its own two-cylinder - V driven -Dampfmotor. The steam engines were alternately suspended from the side next to the drive wheel sets, completely sprung. The maximum permissible speed was 175 km / h with a drive wheel diameter of only 1250 mm. The locomotive had streamlined cladding modeled on the 01.10 series. However, only one example of this locomotive was built and after some initial problems it has proven itself very well. It was damaged by fragments of bombs during the Second World War and after the war it was repaired in the manufacturer's works, only to be taken to the USA as spoils of war, where it was shown at exhibitions. It was no longer in service and was scrapped in 1952 .
Steam engine locomotives were also in regular use on the Egyptian state railways . They were produced by the Sentinel company , which mainly manufactured steam trucks.
Steam turbine locomotive
As early as the 1920s and 1930s there were attempts to use the steam turbine, which has proven itself in power stations, for driving locomotives. The turbine converts the steam power directly into a rotary movement, which was expected to result in higher performance and lower consumption. Experiments by various European locomotive manufacturers with the types Zoelly (Switzerland) and Ljungström (Sweden) were particularly widespread .
In order to increase the pressure difference across the turbine (pressure difference in front of and behind the turbine) and thus further increase the effectiveness of the locomotive, exhaust steam condensers were often used on the turbine locomotives.
In addition to the direct drive of the axles using the steam turbine, there were also test locomotives that converted the turbine power into electrical energy and drove traction motors. After the Second World War, considerations were also made of generating the steam for the turbine using nuclear energy, similar to that in a nuclear power plant. However, the great complexity of the locomotives made them prone to failure and maintenance-intensive, so that mostly remained with the test locomotives.
Exhaust steam condensation
With so-called condensation locomotives, the range was increased so that steam locomotives could also be used on arid stretches. The exhaust steam was cooled and deposited in the condensation tender, thus creating an almost closed water cycle. The lack of the suction effect of the exhaust steam through the blowpipe into the chimney, which in conventional steam locomotives normally causes the fire in the boiler in a natural way, had to be compensated by the use of turbo-driven fans .
Clear view of the train driver
Steam locomotives with a forward cab
With cab forward (English as cab front ) are steam locomotives called that, contrary to the conventional construction with the cab ride ahead. The main advantage of this design is the significantly better view to the front, because the field of vision of the locomotive driver is not restricted by the boiler. The main disadvantage that has prevented this type of construction from becoming more widespread are the problems with the fuel supply.
Locomotives with the driver's cab in the middle
At Camelback locomotives (literally camel ) is it is a type of machine which was developed in the United States. The driver's cab was like a saddle over the boiler: the machines were heated with anthracite coal . This coal has a high energy content, but gives off the energy only slowly. Therefore, you needed large grate surfaces and thus a large fire box . It would have been difficult for the driver to see the line ahead of them around them.
From 1884 the Belgian company Cockerill also built three locomotives with the driver's cab in the middle. The clearance profile valid in Belgium , however, did not allow a driver's cab above the boiler. So it was built on the right side of the basin, which in turn severely restricted the view of the left side of the route. The grate area was 6.7 m² in these locomotives, the fire box was fed by two heaters through three fire doors. The stokers and the engine driver communicated through a mouthpiece . The machines were not given a decisive success; first they were converted to a somewhat conventional format. The last two machines were canceled during the First World War.
Tramway or box locomotive
Special locomotives were used on tram networks, but also on many local and light rail routes with sections on public roads. The casing of the engine should protect other road users from serious injuries in accidents and prevent horses from being shy. In order to reduce operating costs, they were mostly driven by one person. Since the routes often had very tight curve radii, they usually had a very short wheelbase - therefore a vertical boiler was preferred. Four-axle versions were rare, including the relatively large Saxon IM , which was designed as the Fairlie type .
Steam storage locomotives
Steam storage locomotives were preferred in environments where there was a risk of fire or explosion . They do not have their own firing system, rather the steam is taken from a stationary system. Their operation is particularly economical where there is enough steam available anyway. Typical areas of application are therefore paper mills , the chemical industry and coal mining .
Soda locomotives and compressed air locomotives also function in a similar manner .
Steam locomotives with electrical steam generation, which was fed from an overhead line , were temporarily used in Switzerland during the Second World War. Since coal was expensive and electricity from hydropower was cheap in Switzerland , some small shunting locomotives were provided with a resistance heater fed by the contact wire in addition to coal firing .
Fowler's Ghost was a "low-emission" steam locomotive for the London Underground that was to be heated with hot bricks in the tunnel sections. The locomotive was built by Robert Stephenson & Co. in 1861 , but attempts with the machine failed and were soon discontinued.
Special constructions
Monorail steam locomotive
In 1888, the Listowel Ballybunion Railway , designed as a Lartigue monorail , was opened in Ireland . The steam locomotive on this line had a steam boiler with its own chimney on both sides of the three drive wheels running on one rail. The drive's steam cylinder was in the middle above the rail.
Modern steam technology
Under the motto modern steam , DLM AG builds steam engines for steam ships and steam locomotives in Winterthur, Switzerland . The following properties distinguish modern steam technology:
- Firing with light oil or renewable raw materials such as vegetable oil , smoke-free combustion, a heater is no longer necessary on the locomotive;
- Full insulation of the boiler, steam lines and cylinders, so the locomotive can stand for a while without boiler lighting and is quickly ready for use again;
- the use of roller bearings instead of the plain bearings that used to be common reduces maintenance costs and protects the environment because no mineral oil drips into the environment;
- the locomotives can be equipped with a push-pull train control, all valves and the control of the steam engine can be operated by servomotors ;
- Exhaust gas values that are similar to those of a diesel locomotive or are even more favorable for the values for carbon monoxide and nitrogen oxides . For sulfur dioxide , the values are somewhat less favorable when fired with diesel or EL heating oil ; there is still no comparative statement on fine dust emissions .
The technology has already proven itself in practice with some newly built cogwheel locomotives of the Brienz-Rothorn-Bahn (Switzerland), the Montreux-Glion-Rochers-de-Naye-Bahn (Switzerland) and the Schafbergbahn (Austria). The DLM completely renewed the locomotive 52 8055 NG according to the above ideas of modern steam technology. The locomotive has been in operation since 2009; in 2012 it was equipped with an on- board unit from ETCS Level 1 Limited Supervision (L1LS) train control. Several projects for newly built mainline locomotives with this technology are being discussed with customers, but none have been ordered yet.
In addition to the mainline locomotives , the DLM also offers steam storage locomotives for shunting tasks.
See also
Individual evidence
- ↑ What is modern steam? DLM AG, accessed on May 13, 2011 .
- ↑ Roger M. Waller: The modernization of the steam locomotive 52 8055 . V Eisenbahn-Revue International , sešit 7/2004, ISSN 1421-2811 , str. 301–305.
- ↑ Installation of ETM-S in 52 8055