Mecklenburg XVIII

from Wikipedia, the free encyclopedia
No. 2 circa 1890
No. 2 circa 1890
Numbering: DHE 1 and 2
M.FFE 1001 and 1002
Number: 2
Manufacturer: Hohenzollern AG Düsseldorf-Grafenberg
Year of construction (s): 1886 + 1887
Retirement: 1916
Axis formula : B n2t
Gauge : 900 mm
Length over coupling: 4,000 mm
Height: 2,950 mm
Total wheelbase: 1,250 mm
Empty mass: 7.50 t / 8.50 t
Service mass: 8.50 t / 9.50 t
Friction mass: 8.50 t / 9.50 t
Wheel set mass : 4.25 t / 4.75 t
Top speed: 35 km / h, later 31 km / h
Coupling wheel diameter: 800 mm
Control type : Joy
Cylinder diameter: 200 mm / 220 mm
Piston stroke: 350 mm
Boiler overpressure: 12 bar
Number of heating pipes: 78/37
Heating pipe length: 1,350 mm
Grate area: 0.36 m²
Radiant heating surface: 2.15 m²
Tubular heating surface: 11.25 m² / 13.28 m²
Evaporation heating surface: 13.40 m² / 15.43 m²
Water supply: 0.75 m³ / 0.69 m³
Fuel supply: 0.16 t
Locomotive brake: Handbrake
Train brake: Heberlein

In the genus XVIII which ranked Grand Duchy of Mecklenburg Friedrich-Franz Railway two of the Doberan-Heiligendamm Railway , a narrow gauge locomotives acquired (DHE).

With the opening of the 6.6 km long railway line from Doberan to Heiligendamm , DHE acquired two tram locomotives . Especially the longer drive through the city in Doberan made the acquisition of such machines sensible. The locomotives were given the numbers 1 and 2. When they were nationalized in 1890, they were given the numbers 1001 and 1002. It soon became apparent that the locomotives could not cope with the increased traffic. The locomotives could only pull a three-car train. In 1891 and 1898, for example, the class XIX locomotives were procured. The tram locomotives were retired in 1916.

Constructive details

The vehicles, constructed as box locomotives, had an external sheet metal frame in which the water tank was arranged in the middle. The two wet steam engines were inside, the inclined cylinders acted on the rear coupling axle. The entire landing gear was covered. Leaf springs were installed over the axle bearings for cushioning. The kettle was arranged horizontally. The fire hole was on the right side. In order to keep the nuisance during the passage through Doberan low, the exhaust steam was led through a tubular exhaust steam condenser on the roof. The driver's cab was located on the right-hand side and could be used for driving forwards and backwards due to the good visibility. The joy control with crossed eccentric rods was reversed with a lever.


  • Hans-Joachim Kirsche, Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Mecklenburg / Oldenburg transpress, Berlin 1989, ISBN 3-344-00326-7