Prussian S 9 Altona 561 and Altona 562
| Prussian S 9 Altona 561 and 562 | |
|---|---|
 Altona 561 locomotive
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| Numbering: | Altona 561, 562 |
| Number: | 2 |
| Manufacturer: | Henschel & Son |
| Year of construction (s): | 1904 |
| Retirement: | 1918 |
| Type : | 2'B2 'n3v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 24,820 mm |
| Service mass: | 89.5 t |
| Friction mass: | 36.6 t |
| Wheel set mass : | 17.0 t |
| Top speed: | 137 km / h |
| Driving wheel diameter: | 2,200 |
| Impeller diameter front: | 1,000 mm |
| Rear wheel diameter: | 1,000 mm |
| Number of cylinders: | 3 |
| Cylinder diameter: | 524 mm |
| Piston stroke: | 630 mm |
| Boiler overpressure: | 14 bar |
| Grate area: | 4.39 m² |
| Evaporation heating surface: | 259.8 m² |
The S 9 Altona 561 and Altona 562 of the Prussian State Railways were two steam locomotives with the axle formula 2'B2 ' built for test purposes for high-speed travel.
Designations
These test locomotives are not to be equated with the locomotives of the "Atlantic" type that appeared three years later and were also given the designation S 9 .
The two locomotives initially assigned to the Altona Railway Directorate were run as Altona 561 and Altona 562 according to the original Prussian locomotive designation system. With the changeover to the new designation system in 1906, the vehicles were classified in the class "S 9", whereby the previous designations continued to serve as an appended ordinal number. In 1910 they were redrawn as S9 Altona 901 and S9 Altona 902 and after they came to ED Hannover in 1914 , they were listed as S9 Hannover 999 and S9 Hannover 1000 .
construction
The Altona 561 and Altona 562 were the result of a tender by the Association of German Engineers in 1902/1903. A locomotive was to be built that would pull a 120-ton train at 120 km / h, if possible at 150 km / h.
The plans of the mechanical engineer Gustav Wittfeld from the Prussian Ministry of Public Works and the chief engineer Kuhn at the machine factory Henschel & Sohn were implemented . Their designs were the world's first locomotives with the rare 2'B2 'wheel arrangement. The former got a streamlined joint paneling of the driver's cabs and the boiler. Both machines also had cabs from the front because the high speeds sought meant that good visibility of the route was desirable.
The locomotives received an unusual three-cylinder compound engine , with all three cylinders having the same diameter. The first coupling axle was driven by the middle high pressure cylinder, the second by the outer low pressure cylinders.
The tenders of both machines were custom-made, with the Altona 561's tender, which was completely aerodynamically clad, had a side passage from the driver's cab to the coupled train.
As part of the tender, the 2'C2 'h4v express train tank locomotive Erfurt 1380 (from 1906 the T 16 Erfurt 1380 ), which is very similar to the Altona 562, was built.
tries
During the high-speed tests on the Marienfelde - Zossen section of the Royal Prussian Military Railway in 1904, the S 9 Altona 561 reached a speed of 137 km / h with a 109-ton train - made up of three D-Zug carriages - with a maximum of 1400 hp . It fell short of the expectations that had been placed on this large, complex design. The other locomotives used for the comparison runs were lighter and therefore had an advantage over the likewise very light test train. A much smaller Prussian S 4 reached 136 km / h with the same train.
The locomotives had to be considered a faulty design and did not go into series production. Those skilled in the art believe that the dimensions of the three-cylinder compound engine were not sufficient. Given a more careful construction, the machines could have achieved an output of around 1,600 hp. In addition, there were problems with the mass balancing, since the two outer cylinders worked without crank offset. Both locomotives were fitted with lightning cranks shortly after commissioning, and additional counterweights were attached to the Altona 561 after the lightning cranks were removed. Around 1914, the front cabs and the paneling were removed and the two locomotives were used in express train service from Hanover until 1918.
Other 2'B2 '
The Bavarian S 2/6 was more successful in 1907 , with the same wheel arrangement and the same drive wheel diameter of 2,200 mm reaching 154 km / h.
However, the S 2/6 was also less suitable for everyday use because of the low frictional load, and overall only very few locomotives were built with this wheel arrangement worldwide, the main disadvantage of which was the low tractive power compared to the power to be accommodated - there were only two of them six axles powered. Only five 2'B2 'were built in the US . One was scrapped after a short time, the other four were converted into Atlantics (2'B1 ') after a short time. The same thing happened with the only 2'B2 'in France , which was soon converted into a 2'C.
In Canada , two successful series of 2'B2 'were built for the Canadian Pacific Railway in the 1930s , the series F-1a (20 pieces) and F-2a (5 pieces). The latter were comparable to the giant Atlantics ( Class A ) of the Milwaukee, St. Paul & Pacific Railroad. The 2'B2 'wheel arrangement was also named "Jubilee" after these locomotives, known as the "Jubilee Class".
literature
- Wilhelm Reuter: record locomotives . Motorbuch Verlag Stuttgart ISBN 3-87943-582-0
- Wagner, Bäzold; Zschech, Lüderitz: Lokomotiv-Archiv Preußen , Volume 1, Bechtermünz Verlag, Augsburg 1996, ISBN 3-86047-573-8
- Kurt Pierson: The Prussian S 9, Lok Magazin 25, Franckh 1967
