LAG No. 17 ... 49
| LAG No. 17 to 49 DR series 98.73–74 |
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 LAG No. 18 (before the renovation)
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| Numbering: | LAG 17-20, 23-25, 40, 41, 44, 47-49 DR 98 7301-7307, 7401-7404 |
| Number: | 13 |
| Manufacturer: | Krauss |
| Year of construction (s): | 1890-1897 |
| Retirement: | 1950 |
| Type : | 1'C n2vt |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 8,090 mm |
| Service mass: | 35.0 t |
| Friction mass: | 27.0 t |
| Top speed: | 45 km / h |
| Indexed performance : | 250 PSi / 184 kW |
| Driving wheel diameter: | 1,090 mm |
| Impeller diameter front: | 780 mm |
| Cylinder diameter: | 360/550 mm |
| Piston stroke: | 500 mm |
| Boiler overpressure: | 12-14 bar |
| Grate area: | 1.30 m² |
| Evaporation heating surface: | 65.70 m² |
| Water supply: | 4.0 m³ |
| Fuel supply: | 1.7 m³ |
The locomotives with the track numbers 17-20, 23-25, 40, 41, 44 and 47-49 of the Lokalbahn AG (LAG) were wet steam locomotives with compound engines .
history
The Krauss delivered 1890-1897 a total of 15 machines with the wheel arrangement 1 'C to the LAG. Two machines were equipped with a twin engine for comparison purposes and were given road numbers 27 and 28 . The other 13 locomotives were equipped with a compound drive. Four of these vehicles (No. 40, 41, 44 and 49) were used on the routes of the Lausitzer Eisenbahn-Gesellschaft (LEAG), a subsidiary of the LAG, and the others on the Isar Valley Railway and the Murnau – Garmisch-Partenkirchen local railway .
In 1900, two copies of a reinforced version of these locomotives were procured with the track numbers 59 and 60 .
In 1917, locomotives 18 and 20 were sold to BASF . The remaining eleven locomotives were taken over by the Reichsbahn in 1938 . The seven locomotives used in Bavaria were assigned to the 98.73 series and the four LEAG machines to the 98.74 series (the Oldenburg T 1.2 , which also ran as the 98.74 series, had already been decommissioned at this point).
The 98.7307 left before 1945; the other locomotives, including those of LEAG, came after the Second World War the German Federal Railroad and were retired from 1946 to 1950.
technology
The wheel arrangement of the locomotives was 1'C, the running wheel and first coupling wheel set were combined to form a Krauss-Helmholtz steering frame . The water supply was housed in the frame and in two lateral water boxes. From the third locomotive (No. 23) onwards, the boiler pressure was increased from 12 to 14 bar.
Reconstruction of No. 18
Locomotive No. 18 was converted into a superheated steam locomotive on a trial basis by Krauss in early 1903 . For this purpose, the locomotive was equipped with a smoke pipe superheater type Schmidt and the boiler was adapted accordingly. The boiler received a new fire box and a new smoke chamber pipe wall, as well as a new division of the pipes. In order to create the space required for the superheater, the smoke chamber had to be extended by 200 mm. The Schmidt-type smoke tube superheater, which is being used for the first time, was a combined counterflow and cocurrent superheater, consisting of 10 superheater elements with four tubes each. In the smoke chamber, the superheater pipes are screwed to the collecting box, which consisted of a wet room and a superheated steam room. So that the superheater pipes did not burn out when the regulator was closed, the smoke pipes could be closed with a flap. The auxiliary blower could only be operated with the flap closed. The high-pressure cylinders, which were given a larger diameter of 370 mm and a piston valve, as well as the Heusinger control were also adapted. In addition, the locomotive was equipped with a start-up device which, when the controls were fully deployed, supplied live steam on both cylinder sides. The temperature of the superheated superheated steam could be read on a thermometer.
After the conversion, the locomotive was subjected to extensive tests on the Isar Valley Railway. The locomotive was able to transport a 125 t train on the 1.32 km long 1:50 slope (corresponds to 20 ‰) between Maria-Einsiedel and Großhesselohe Isartalbahnhof . This corresponds to an indicated output of 274 PSi. Compared to locomotives No. 23 and 24 used for comparison purposes, there was a saving of 11.1% on coal and 20% on water. This made it the first Bavarian superheated steam locomotive.
literature
- Horst J. Obermayer: Steam locomotives - standard gauge . In: German Railways . Weltbild Verlag, Augsburg 1995, ISBN 3-89350-819-8 , p. 256 .
Individual evidence
- ↑ a b Obermayer, Horst: Bayern Journal - Tank Locomotives of the LAG . In: Railway Journal . 4/82 (8th year). Railway Journal, 1982, ISSN 0720-051X .
- ↑ a b c Schulze, Claus-Jürgen; Resistant, Stephan: The Isar Valley Railway slowly but definitely; from D. Local train to the S-Bahn . Bufe-Fachbuchzentrum, Munich 1978, ISBN 3-922138-04-7 .
- ↑ a b Georg Lotter: 3/4 licensed superheated steam composite tender locomotive of the local rail company Munich . In: The Locomotive . 2nd year, issue January 1, 1905, p. 2 ff . ( onb.ac.at ).