Mecklenburg VIII
| Mecklenburg VIII Mecklenburg G 2 |
|
|---|---|
| Numbering: | 1895: 310-321 314-325 |
| Number: | 12 |
| Manufacturer: | Hartmann |
| Year of construction (s): | 1864-1869, 1888 |
| Retirement: | 1909-1918 |
| Type : | C n2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,352-14,450 mm |
| Fixed wheelbase: | 3150 mm |
| Empty mass: | 34.20 t |
| Service mass: | 37.80 t |
| Friction mass: | 37.80 t |
| Wheel set mass : | 12.80 t |
| Top speed: | 45 km / h |
| Driving wheel diameter: | 1420 mm |
| Cylinder diameter: | 610 mm |
| Piston stroke: | 455 mm |
| Boiler overpressure: | 10 bar |
| Number of heating pipes: | 193 |
| Heating pipe length: | 4234 mm |
| Grate area: | 1.26 m² |
| Radiant heating surface: | 7.59 m² |
| Tubular heating surface: | 100.12 m² |
| Evaporation heating surface: | 107.71 m² |
| Tender: | 3 T 7.9; 3 T 10.5 |
The class VIII of the Grand Ducal Mecklenburg Friedrich-Franz-Eisenbahn were triple freight train steam locomotives . From 1910 they were designated as genus G 2 . The locomotives procured between 1864 and 1888 were in stock until 1918.
history
The Friedrich-Franz-Eisenbahn needed powerful locomotives for freight train service on the Güstrow – Neubrandenburg railway line , which opened in 1864 . Since the route ran through Mecklenburg Switzerland , the choice fell on triple-coupled locomotives. The locomotives procured by Richard Hartmann were given the track numbers 1 to 4 (built in 1864), (OR Hart. F.Nr .: 206; ELBE F.Nr .: 207; PEENE F.Nr .: 212; TOLLENSE F.Nr .: 213), 5 to 8 (year of construction 1866), (OSTSEE F.Nr .: 276; ___ F.Nr .: 277; ___ F.Nr .: 278; HAMBURG F.Nr .: 279) and 9 to 11 (year of construction 1870), (WESER F.Nr .: 405; ___ F.Nr .: 406, RADEGAST F.Nr .: 407). In 1885 another locomotive was delivered, this was given the track number 66 (Hartmann factory no. 1419). With the introduction of the new designation system from 1895, the locomotives were given the track numbers 310 to 321. In the 1890s, the now almost thirty-year-old locomotives were converted to adapt them to increased requirements. Among other things, new boilers and engines were installed. The locomotives 310 to 313 were given track numbers 322 to 325 after the conversion. In 1909, the first locomotive was decommissioned with the number 314 (formerly 66). By 1919, all machines had disappeared from the factory.
Constructive features
The locomotives had an internal fork frame. The long boiler consisted of three shots. The steam dome with safety valve was on the front shot. The cathedral, which reached almost to the height of the chimney, was decorated with brass ribbons. After the renovation in the 1890s, the cathedral moved to the middle boiler section. The safety valve was placed on the standing tank in front of the driver's cab.
The horizontally lying two-cylinder wet steam engine worked on the central coupling axis. The Gooch control had crossed eccentric rods and a lever reversal.
The wheel sets were cushioned by leaf spring packages above the axles. The springs of the middle and the rear wheel set were connected by means of a compensating lever.
On delivery, the locomotives had a steam sled brake and a handbrake. The vapor barrier was later replaced by a vapor barrier acting from above on the two rear axles. After the conversion, the locomotives received a sandpit on the front section of the boiler. This sent the central axis from the front.
literature
- Hans-Joachim Kirsche, Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Mecklenburg / Oldenburg . transpress, Berlin 1989, ISBN 3-344-00326-7 .