Württembergische D
| Württembergische D | |
|---|---|
 |
|
| Numbering: |
KWSt.E. 421–434 DR ( planned ) 38 101–108 PKP Ok102-1 - Ok102-4 Budget 230-985 - 230-986 |
| Number: | 14th |
| Manufacturer: | Machine factory in Esslingen |
| Year of construction (s): | 1898-1905 |
| Retirement: | DR: 1924 Budget: 1930–1934 |
| Type : | 2'C n4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 16,920 mm |
| Height: | 4,150 mm |
| Total wheelbase: | 8,025 mm |
| Empty mass: | 57.3 t |
| Service mass: | 64.5 t |
| Friction mass: | 44.9 t |
| Wheel set mass : | 15.0 t |
| Top speed: | 90 km / h |
| Driving wheel diameter: | 1,650 mm |
| Impeller diameter front: | 850 mm |
| Number of cylinders: | 4th |
| Cylinder diameter: | 2 × 380/600 mm |
| Piston stroke: | 560 mm |
| Cup length: | 3,990 mm (pipes) |
| Boiler overpressure: | 14 bar |
| Grate area: | 2.30 m² |
| Radiant heating surface: | 12.10 m² |
| Tubular heating surface: | 149.90 m² |
| Evaporation heating surface: | 162.00 m² |
| Tender: | 3 T 15.5 |
| Water supply: | 15.5 m³ |
| Fuel supply: | 6.0 t |
| Locomotive brake: | Vapor barrier |
The steam locomotives of class D were express train locomotives of the Royal Württemberg State Railways . They were four-cylinder compound locomotives with a 2'C wheel arrangement.
The class designation "D" had previously been occupied with locomotives of the old class VII and from 1864 reinforced classes III and V (D old) and from 1868 to 1869 with the later class B express locomotives .
history
For the increasingly difficult express train service on the steep route from Ulm via Stuttgart to Bretten , triple-coupled locomotives were required at the end of the 1890s. The class D locomotives with a four-cylinder compound engine of the de Glehn design reached a speed of 60 km / h with a 250-ton train on a route with a gradient of ten per thousand. On the plain they reached 90 km / h.
With the class D locomotives, the Württemberg State Railways returned to the leading bogie after 30 years . The leading bogie was last used in the class B (old) built between 1865 and 1868 . Contrary to the usual de Glehn arrangement , the small high-pressure cylinders were placed inside and the larger low-pressure cylinders outside, as there was no space inside the frame for the 600 mm low-pressure cylinders. The two-axle drive according to de Glehn was retained. According to the gradients, the driving wheel diameter was set at 1650 millimeters. The locomotives were superior to the older Baden IV e in terms of performance. Maffei built at the same time, the Class D similar Bayerische CV . The fact that only the first drive axle was sanded had a disadvantageous effect.
Between 1898 and 1905, the Esslingen machine factory built a total of 14 class D locomotives, which were assigned the track numbers 421 to 434.
On April 30, 1917 two locomotives were used in Romania at the Military Railway Directorate (MED) 9 Bucharest , which they ran together with 16 Baden IV e under the Prussian generic designation P 4.
After the First World War , eight locomotives came to the Deutsche Reichsbahn (DR). The numbers 29 101 to 108 were provided in the first preliminary re-labeling plan , and according to the second re-labeling plan, they should then be classified as 38 101 - 38 108. The classification as passenger locomotives was probably due to the comparatively low top speed of 90 km / h. Before the final redesign, all locomotives were retired in 1924.
The two locomotives 426 and 429 were delivered to France and came to the Chemins de fer de l'État , which they classified as 230-985 and 230-986 in the 230.9 series . The 230-986 was retired in 1930 and the 230-985 in 1934.
After Hermann Lohr and Georg Thielmann, the other four locomotives (423, 425, 430 and 432) came to the Polish State Railways (PKP). The locomotives were initially classified as P8 W in Poland because they had the same wheel arrangement as the Prussian P 8 . In 1926 they were classified as the Ok102 series. Ingo Hütter and Reimar Holzinger only run three locomotives, the 423 is missing. Also in the official type list of the Polish Ministry of Transport from 1927 there are only three locomotives. According to Tomasz Galka, the 423 either did not make it to Poland or was retired before 1926. All Ok102 were retired before 1936. The tenders in tow were classified as 13C102 in Poland.
Constructive features
The locomotive boiler was designed as a Belpaire boiler with a steam dome on the front boiler section. The pipe length was 3.990 m, the grate area of 2.30 m² was opposed to a heating area of 162.00 m², the boiler overpressure was 14.0 bar.
The sheet metal frame was designed on the inside. The high-pressure cylinders located inside the frame under the smoke chamber drove the first coupling axle , while the low-pressure cylinders mounted outside the frame at a slight angle between the bogie and the first coupling axle worked on the second coupling axle. The crosshead guidance was two- rail , a Heusinger control with relieved flat slides was used as control .
The drive wheels had a diameter of 1,650 mm. The leaf springs were arranged below the axle bearings and connected between the first and second coupling axles by means of compensating levers. The leading bogie had running wheels with a diameter of 850 mm. The axle base of the bogie was 2,000 mm, between the second axle of the bogie and the first coupling axle it was 2,125 mm, between the first two coupling axles 1,800 mm and between the second and third coupling axle 2,100 mm.
The locomotives had a vapor barrier , later a Westinghouse rapid brake. The brake acted on the first coupling axle on one side from the front, on the second and third coupling axle on one side from the rear. The sandpit in the middle of the long bowl sanded the first coupling axle from the front. The cab was large and well designed.
The locomotives were coupled with type 3 T 15.5 tenders .
Vehicle list
| Factory no. | Construction year | Lane number KWSt.E. |
Whereabouts | retired |
|---|---|---|---|---|
| 2911 | 1898 | 421 | DR 38 101 | 1924 |
| 2912 | 1898 | 422 | DR 38 102 | 1924 |
| 3063 | 1899 | 423 | PKP Ok102-1 | |
| 3064 | 1899 | 424 | DR 38 103 | 1924 |
| 3065 | 1899 | 425 | PKP Ok102-2 | |
| 3066 | 1899 | 426 | Budget 230-985 | 1934 |
| 3149 | 1901 | 427 | DR 38 104 | 1924 |
| 3150 | 1901 | 428 | DR 38 105 | 1924 |
| 3202 | 1902 | 429 | Budget 230-986 | 1930 |
| 3203 | 1902 | 430 | PKP Ok102-3 | |
| 3204 | 1902 | 431 | DR 38 106 | 1924 |
| 3205 | 1902 | 432 | PKP Ok102-4 | |
| 3330 | 1905 | 433 | DR 38 107 | 1924 |
| 3331 | 1905 | 434 | DR 38 108 | 1924 |
Remarks
- ↑ a b to The Locomotive 177.9 m²
- ↑ Speed according to Lohr / Thielmann, according to Die Lokomotive 100 km / h ( Die Lokomotive 1904, p. 102 )
- ↑ In the drawing at Lohr / Thielmann, however, in contrast to the technical description, 2,125 mm are given
- ↑ DR numbers only provided in the second re-labeling plan, PKP according to Lohr / Thielmann
literature
- Express train locomotives of the Württemberg State Railways . In: The Locomotive . Zeitschriften-Verlag A. Berg, Vienna 1904, p. 101-102 ( onb.ac.at ).
- Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Württemberg (= railway vehicle archive 2.6 ). 1st edition. transpress VEB Verlag for Transport, Berlin 1988, ISBN 3-344-00222-8 .
Individual evidence
- ↑ a b c d e Lothar Spielhoff: Länderbahn steam locomotives . tape 2 . Baden, Bavaria, Palatinate and Württemberg. Weltbild, Augsburg 1995, ISBN 3-89350-819-8 , p. 154 (first edition: Franckh-Kosmos, Stuttgart 1990).
- ^ H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg. Berlin 1988, p. 72.
- ^ A b H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg. Berlin 1988, p. 39.
- ^ H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg. Berlin 1988, p. 71.
- ^ A b c Karl-Ernst Maedel , Alfred B. Gottwaldt : German steam locomotives. The history of development . Transpress Verlagsgesellschaft mbH, Berlin 1994, ISBN 3-344-70912-7 , p. 154 .
- ^ H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg. Berlin 1988, pp. 26, 71.
- ^ H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg. Berlin 1988, p. 20.
- ↑ Andreas Knipping: Locomotives move into the First World War . In: Between Front and Home. Locomotives in World War 1 and 2 . Eisenbahn-Kurier Special 97. EK-Verlag, 2010, ISSN 0170-5288 , DNB 1003504256 , p. 16–31, here p. 21 .
- ^ Ingo Hütter: The steam locomotives of the series 01 to 45 of the DRG, DRB, DB and DR . DGEG Medien, Werl 2009, ISBN 978-3-937189-45-1 , p. 18 .
- ^ Ingo Hütter: The steam locomotives of the series 01 to 45 of the DRG, DRB, DB and DR . DGEG Medien, Werl 2009, ISBN 978-3-937189-45-1 , p. 308 .
- ↑ a b Tomasz Galka: Ok102. In: locomotives.com.pl. Retrieved February 24, 2019 .
- ^ H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg. Berlin 1988, p. 73.