Baden VI c
| VI c (Baden) DR class 75 4, 10–11 |
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 75 1118 in the Meiningen steam locomotive works
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| Numbering: | DR 75 401… 494, 1001–1023, 1101–1120 |
| Number: | 135 |
| Manufacturer: | Karlsruhe , young |
| Year of construction (s): | 1914-1921 |
| Retirement: | 1969 |
| Type : | 1'C1 'h2t |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,700 mm |
| Height: | 4650 mm |
| Total wheelbase: | 8900 mm |
| Empty mass: | 59.10 t 61.30 t * |
| Service mass: | 76.20 t 79.50 t * |
| Friction mass: | 47.80 t 50.60 t * |
| Wheel set mass : | 15.90 t 16.80 t * |
| Top speed: | 90 km / h |
| Indexed performance : | 580 kW |
| Driving wheel diameter: | 1,600 mm |
| Impeller diameter front: | 990 mm |
| Rear wheel diameter: | 990 mm |
| Control type : | Heusinger |
| Cylinder diameter: | 540 mm |
| Piston stroke: | 640 mm |
| Boiler overpressure: | 12 bar |
| Number of heating pipes: | 101 |
| Number of smoke tubes: | 22nd |
| Heating pipe length: | 4100 mm |
| Grate area: | 2.06 m² |
| Radiant heating surface: | 9.96 m² |
| Tubular heating surface: | 93.56 m² |
| Superheater area : | 40.75 m² |
| Evaporation heating surface: | 103.52 m² |
| Water supply: | 10 m³ |
| Fuel supply: | 4 tons of coal |
| Brake: | Westinghouse air brake |
| * from delivery series (year of construction 1920) | |
The locomotives of the Badischen genus VI c were passenger train tank locomotives the Großherzoglich Baden State Railways with the wheel arrangement 1'C1 '. The machines were manufactured from 1914 by the Maschinenbau-Gesellschaft Karlsruhe and von Jung . After the takeover by the Deutsche Reichsbahn , the locomotives were added to the class 75 4 . Replicas of the Reichsbahn from 1920 and 1921 were given the series numbers 75 10–11 . The last machine of the series, which was clearly superior in terms of performance to the predecessor type VI b , was not taken out of service until 1970.
history
Building on the favorable experience with the class VI b wet steam locomotives, the Baden State Railways again used the 1'C1 'wheel arrangement when purchasing new tank locomotives. Since the load-bearing capacity of the lines had been improved in the meantime, it was possible to use locomotives with higher axle weights. For this reason, the new locomotives could now be implemented with a larger boiler and smoke tube superheater according to Schmidt , i.e. as a superheated steam machine .
The aim of the development was to transport passenger trains on the route from Wilferdingen to Pforzheim (gradients up to 11.62 ‰) with a train mass of 330 t at 30 km / h and on the route from Hausach to Sommerau (gradients up to 17.2 ‰) with one Towing mass of 200 t and 35 km / h. On the level, the service program envisaged the transport of a 350 t train at 80 km / h.
The first delivery was made in 1914 by the Maschinenbau-Gesellschaft Karlsruhe. Another six delivery series followed by 1917. Two series of these were supplied by the Arnold Jung locomotive factory. In total, the number of locomotives increased to 92 machines. Together with the class VI b locomotives, they formed the backbone of the Baden State Railroad with around 50% of the active locomotive fleet. After the First World War, 15 locomotives had to be handed over to France and 13 to Belgium. The French locomotives were classified as 32.9 at the Chemins de fer de l'État . The machines that came to Belgium as a reparation payment were initially called series 69 and were handed over to the anonymous Luxembourgish Prince Heinrich Railway and Ore Mine Company in 1923 . There they were given the road numbers 251 to 263.
On behalf of the Baden State Railroad, 23 locomotives were delivered in 1920 and 20 locomotives were delivered by MBG Karlsruhe in 1921 on behalf of the newly created Reichsbahn. The subsequently procured locomotives had a reinforced frame and thus a service weight that was around 3.4 t higher. In 1925, the Deutsche Reichsbahn signed 107 units in the 75 4 and 75 10-11 series .
From the mid-1920s, ten locomotives were used on the Berlin city, ring and suburban railways . From 1935 38 pieces were in use in Mecklenburg. In 1941 the total number of units in the series was still 105. The locomotives used in Luxembourg were listed by the DR as 75 1121 to 1133 after the occupation of the country. After the Second World War, they were assigned to the Chemins de Fer Luxembourgeois as class 35 , but only seven machines remained in Luxembourg at the end of the war. Five vehicles reappeared later and were brought to Luxembourg in 1945/46 and 1952. Between 1959 and 1963 the locomotives were retired from the CFL.
After the Second World War, the Deutsche Bundesbahn added 66 locomotives to its portfolio. The 75 1118, which was retired from the Bundesbahn in 1967 as the last locomotive of its type, was handed over to the Technical University of Karlsruhe . The machine was stationed on loan in DGEG - Museum in Neustadt / Wine Route , from where they in the 1980s to the Ulm Railway Society was handed over to the operative work-up. It has been operational again since 1988 and is mainly used today on the Amstetten – Gerstetten local railway .
The Deutsche Reichsbahn in the GDR had 29 locomotives after the Second World War. All of these were retired by 1970.
Constructive features
The VI c has a riveted sheet metal frame made of 20 mm thick plates. The frame is drawn in at the front and back and stiffened by a water tank and angle profiles arranged in the frame.
The long bowl consists of two sections. The sandpit sits on the front part of the boiler. The Knorr compressed air sand spreader sand the drive wheel set. The narrow standing cup is embedded between the cheeks of the frame. The first two delivery series still had a copper fire box, the subsequent deliveries made it out of steel. The boiler is equipped with Coale safety valves. Compared to the locomotives of type VI b, a double steam dome with connecting pipe was dispensed with and only a single steam dome was placed on the boiler. The basin is around half a meter higher than the previous type.
The boiler is fed by a piston feed pump and a non-suction steam jet pump. From the second delivery series onwards, the locomotives had a Knorr feed water preheater positioned across the smoke chamber. In addition to the frame water tank, the water supplies are housed in two additional water tanks next to the long boiler.
The two-cylinder superheated steam engine and its Heusinger control with a Kuhn loop are arranged horizontally on the outside. The steam engine works on the central coupling axis. The drive is supported at six points. The springs of the coupled gear sets are below the axle bearings and above them for the running axles. The running axles are connected to the adjacent coupling axles by compensating levers. The running axles were designed as Adam axles set back by means of leaf springs , the lateral displacement is 65 mm to each side.
The machines had a Westinghouse air brake, and some had a Henry brake. The coupled wheel sets were braked from behind. Later some machines received a bell and a steam turbo generator.
Web links
literature
- Hermann Lohr, Georg Thielmann: Baden locomotive archive . transpress, Berlin 1988, ISBN 3-344-00210-4 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 3 (Series 61 - 98) . transpress, Berlin 1994, ISBN 3-344-70841-4 .