Prussian P 6
| Prussian P 6 DR series 37.0–1 PKP Oi1 |
|
|---|---|
 Prussian P 6
|
|
| Numbering: | DR 37 001-163 |
| Number: | 275 |
| Manufacturer: | Hohenzollern , Schwartzkopff , Hanomag , Henschel , Karlsruhe |
| Year of construction (s): | 1902-1910 |
| Retirement: | around 1950 |
| Type : | 1'C h2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17,608 mm |
| Height: | 4,280 mm |
| Empty mass: | 52.0 t (smoke chamber superheater) 52.9 t (smoke tube superheater) |
| Service mass: | 58.3 t |
| Friction mass: | 44.6 t |
| Wheel set mass : | 15.2 t |
| Top speed: | 90 km / h |
| Indexed performance : | 755 kW / 1026 PSi |
| Driving wheel diameter: | 1,600 mm |
| Impeller diameter front: | 1,000 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 540 mm |
| Piston stroke: | 630 mm |
| Boiler overpressure: | 12 bar |
| Number of heating pipes: | 220 (smoke chamber superheater) 150 (smoke tube superheater) |
| Number of smoke tubes: | 21 (flue pipe superheater) |
| Heating pipe length: | 4,100 mm |
| Grate area: | 2.28 m² |
| Superheater area : | 41.91 m² |
| Evaporation heating surface: | 134.93 m² |
| Tender: | pr 2'2 'T 16 |
| Water supply: | 16.0 m³ |
The steam locomotives of type P 6 of the Royal Prussian State Railways were passenger locomotives with a tender with a leading axle and three coupling axles ( wheel arrangement 1'C).
history
The P 6 had been designed as a so-called universal locomotive . The first vehicle was built in 1902 in Düsseldorf by the Hohenzollern company. The machines had some design features that were considered typical of their designer Robert Garbe , such as the narrow, far forward chimney and the special location of the boiler. Despite the relatively small drive wheels at 1,600 mm (in the prototype it was only 1,500 mm), the locomotives were approved for a maximum speed of 90 km / h, but this could not be extended in practice due to the uneven running due to the insufficient balance of masses. The vehicles were with a Tender respondents coupled the type pr 2'2 'T 16th
The smoke chamber superheater built into the first machines was replaced in 1906 by a smoke tube superheater. A total of 275 copies of this locomotive were built by 1910, 111 of them by Schwartzkopff , 30 by Hohenzollern, 90 by Hanomag , 37 by Henschel and four by the mechanical engineering company Karlsruhe . Linke-Hofmann delivered three copies for the royal military railroad in 1913 . 110 machines had to be handed in as reparations after the First World War. Some of them came under German control again in World War II and were given a Reichsbahn number. 163 locomotives were assigned to the Deutsche Reichsbahn as class 37.0–1 with road numbers 37 001–163. In 1935, four locomotives (2101 to 2104) were taken over as 37 164–167 with the railways of the Saar area . The locomotives with the numbers 37 201–206 (from 1937) were G 6 and P 6 of the Lübeck-Büchener Eisenbahn (LBE), which differed in design from the Prussian locomotives.
During the Second World War, various Polish and Lithuanian locomotives were taken over as 37 168-200 and 37 251-256 in the DR inventory. The 37 257 was the Latvian Bn 51.
The few prs that still existed in Germany after the Second World War. P 6s were not used again by the Deutsche Bundesbahn or the Reichsbahn , but were retired and scrapped until around 1950.
Reparation locomotives after the First World War
After the First World War, numerous machines had to be handed over to railways abroad as reparations . The Belgian state railways Chemins de fer de l'État belge received 24 locomotives that were to be classified as class 68 . They were used in front of passenger trains until 1923 and retired in 1924.
The administration des chemins de fer d'Alsace et de Lorraine (AL) took over three locomotives in 1919 as P 6 2100 to 2102 , which were stationed in Strasbourg and used on the Lorraine routes until 1926. 16 locomotives were sold as 3.1551 to 3.1566 to the French northern railway company Compagnie des chemins de fer du Nord (NORD), where they proved their worth. Always well maintained, in 1938 they were all taken over by the French state railway Société Nationale des Chemins de fer Français (SNCF) as 2-130 A 1 to 16 . One of the machines was destroyed during the Second World War . After train protection work during the electrification of the Valenciennes - Thionville line , the last units were retired in 1954. The tenders were designated 2-16 B 1 to 18 by the SNCF .
The Italian state railway Ferrovie dello Stato (FS) received 9 locomotives, which were designated as 626 .001–009.
At the Polish state railways Polskie Koleje Państwowe (PKP), the 44 locomotives taken over after the First World War were given the designation Oi1 . After the Second World War, the PKP took over 31 machines. The Oi1-29 has been preserved from them and can be seen in the Warsaw Railway Museum.
The Lithuanian State Railways (LG) received four locomotives as the K6 series with the numbers 101 to 104. In 1939, the LG took over two Polish Oi1s as K6 105 and 106 with the railways of the Wilna region .
The Latvian State Railways (LVD) also took over four locomotives and designated them as the Bn series with the numbers 51 to 54. After the Second World War, they came to the Soviet Railway (SŽD) as the Б н (B n ) series .
Remarks
- ↑ The presented 2 designates the area of operation Région Nord, the number 130 stands for the wheel arrangement 1'C
literature
- Horst J. Obermayer: Paperback German steam locomotives. Control track . 2nd Edition. Franckh'sche Verlagshandlung, Stuttgart 1970, ISBN 3-440-03643-X , p. 89 .
- Hans – Wolfgang Scharf: Portrait of a locomotive type - the Prussian P 6 (DR series 37) . In: Wolfgang Messerschmidt (Ed.): Locomotive magazine . No. 59 . Franckh'sche Verlagshandlung, W. Keller & Co. , 1973, ISSN 0458-1822 , p. 128-131 .
Web links
Individual evidence
- ↑ a b eisenbahn-magazin 9/2011, p. 44
- ↑ a b c d e f Wagner / Bäzold / Zschech / Lüderitz: Locomotive archive Prussia. Express and passenger locomotives , Transpress, ISBN 3-86047-573-8
- ^ Thomas Samek: The series 37 0-2 , EK-Verlag, Freiburg 2006, ISBN 3-88255-126-7 , p. 91.
- ^ Thomas Samek: The series 37 0-2 , EK-Verlag, Freiburg 2006, ISBN 3-88255-126-7 , p. 94
- ^ Herman Gijsbert Hesselink, Norbert Tempel: Eisenbahnen im Baltikum , Verlag Lok-Report, Münster 1996, ISBN 3-921980-51-8 , pp. 52 & 69
- ^ Herman Gijsbert Hesselink, Norbert Tempel: Eisenbahnen im Baltikum , Verlag Lok-Report, Münster 1996, ISBN 3-921980-51-8 , p. 84
- ^ Herman Gijsbert Hesselink, Norbert Tempel: Eisenbahnen im Baltikum , Verlag Lok-Report, Münster 1996, ISBN 3-921980-51-8 , p. 85
- ^ Witali Alexandrowitsch Rakow: Russian and Soviet steam locomotives . 1st edition. transpress, Berlin 1986, ISBN 3-344-00060-8 , p. 249