Prussian S 6
| Prussian S 6 DR class 13.10-12, PKP Pd 5 |
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|---|---|
 Prussian S 6
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| Numbering: | DR 13 1001-1286 |
| Number: | 584 |
| Manufacturer: |
Linke-Hofmann (330) Henschel (173), Humboldt (81) |
| Year of construction (s): | 1906-1913 |
| Retirement: | 1931 |
| Type : | 2'B h2 |
| Genre : | S 24.18 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 18,350 mm |
| Service mass: | 60.6 t |
| Friction mass: | 34.7 t |
| Wheel set mass : | 17.6 t |
| Top speed: | 110 km / h |
| Indexed performance : | 679 kW |
| Driving wheel diameter: | 2,100 mm |
| Impeller diameter front: | 1,000 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 550 mm |
| Piston stroke: | 630 mm |
| Boiler overpressure: | 12 bar |
| Grate area: | 2.35 m² |
| Superheater area : | 40.32 m² |
| Evaporation heating surface: | 136.98 m² |
| Tender: | pr 2'2 'T 21.5 |
| Water supply: | 21.5 m³ |
The class S 6 steam locomotives of the Prussian State Railways (later the 13.10–12 series of the Deutsche Reichsbahn ) were intended for express train service. It had two leading running axles , two coupling axles and a superheated steam engine with two cylinders.
Development history
After the not entirely satisfactory development of the classes S 4 and S 5 there was still a need in Prussia for faster and more powerful express train locomotives. In 1904, the head of the department for types and procurement of locomotives, Robert Garbe, presented the locomotive committee with a design for a 2'B h2 express locomotive drawn up by Linke-Hofmann in Breslau. This was a further development of the type S4, which also had the type 2'B h2. It should have been a particular concern of Garbe to prove the superiority of his designs over the four-cylinder wet steam composite locomotives , especially the previously built class S 7 .
In 1905/1906 Garbe then pushed through the construction of the S 6. Between 1906 and 1913, 584 copies were made by Linke-Hofmann , the Henschel works and the Humboldt mechanical engineering company (Cologne). It was the last double-coupled express locomotive to be manufactured in Germany and for a time the most economical locomotive of the Prussian State Railways.
Constructive features
The execution initially caused great difficulties, as a permissible axle load of the rail network of 16 tons had to be observed.
This limitation resulted in weight savings in many places. The plate frame was initially designed with a material thickness of 22 millimeters, but then had to be converted to the usual 25 mm sheet metal thickness. A smoke chamber superheater was installed in the first machines, but in the first year of construction the design was converted to a Schmidt- type smoke tube superheater . The long boiler was pushed far forward to transfer weight to the front running wheels and to comply with the maximum limits for the axle pressure, giving the machine the typical appearance of a “sheaf locomotive”.
The drive wheels of the S6 had the seldom used diameter of 2100 mm in order to keep the speed low and to ensure that the engine worked more smoothly. Originally a diameter of 2200 mm was planned, but this was ultimately reduced by 100 mm. The weighty mass balancing of the engine was also adversely affected by the savings . This led to pronounced twitching movements when driving. This was remedied by coupling the tender closer to the locomotive as a damping mass with increased preload of the buffer springs.
It was not until 1910 that the lines were expanded to accommodate a 17-tonne axle load that the necessary reinforcements could be made. The S 6 was thus the heaviest 2'B type in continental Europe, it was also superior to the later built four-cylinder wet steam locomotives of the S 7 class .
The driver's cabs were initially built with tapered windshield fronts and conical smoke chamber doors to reduce air resistance. An unpleasant side effect of the windshield cabs, however, was that the locomotive crew was blinded at night by reflections from the sloping front window panes. From 1908/1909 the cabs were designed with a flat front wall.
The locomotives were equipped with type pr 2'2 'T 21.5 tenders .
Services
The S 6 achieved its highest indicated output at a speed of 100 km / h with 1160 PS (870 kW). In the plain, it could move a train weighing 500 tons (equivalent to thirteen four-axle express train cars) at a steady-state speed of 90 km / h. For machines with feed water preheaters , this output was around ten percent higher.
distribution
With the exception of the Berlin and Königsberg divisions (Saarbrücken is also mentioned elsewhere), all Prussian railroad divisions procured S 6. There have been very few inventory movements.
| Directorate | Number of S6 |
Directorate | Number of S6 |
Directorate | Number of S6 |
|---|---|---|---|---|---|
| Altona | 70 | Elberfeld | 23 | Katowice | 21st |
| Wroclaw | 44 | Erfurt | 17th | Magdeburg | 41 |
| Bromberg | 31 | eat | 31 | Mainz | 9 |
| Cassel | 10 | Frankfurt | 5 | Muenster | 45 |
| Cologne | 27 | Hall | 68 | Poses | 35 |
| Danzig | 21st | Hanover | 42 | Szczecin | 44 |
After the First World War , the S 6 was used both in express train service (Leipzig – Dresden, Berlin – Dresden and others) and in passenger train service. Many machines were brought together in Dresden.
Whereabouts
From 1912 the S 6 was replaced by the S 10 from heavy express train service.
In the Deutsche Reichsbahn's redesignation plan for regional railroad locomotives from 1923, 442 S 6s were still provided for numbering 13 1001 to 13 1442. In the third, final re-labeling plan, only 286 machines are listed, which were designated as 13 1001 to 13 1286. The last machines in Germany were taken out of service between 1926 and 1931.
After the First World War , 81 S 6s were given to Poland, 42 to Belgium, two to Italy and one to Lithuania as reparations. The machines that got there were used for much longer and were not taken out of service in Belgium until 1956.
During the Second World War , a total of 56 S6s from Poland came into the Reichsbahn's inventory as 13 501-556.
An S 6 (13 1247, built in Breslau 1912) is preserved today in Skierniewice (Poland), it was previously an exhibit at the Kolejowe Technical Center in Warsaw for years.
literature
- Horst J. Obermayer: Steam locomotives . In: German Railways . Franckh-Kosmos Verlag, Stuttgart 1990, ISBN 3-89350-819-8 , p. 43 .
Web links
Individual evidence
- ↑ a b c d e f g h Länderbahn Forum ( Memento of the original from October 19, 2008 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ a b c Steam locomotive descriptions, pr. S6
- ^ Polish Association of Railway Friends → Collections → Locomotives. Retrieved September 29, 2019 .
