Prussian T 10

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T 10 (Prussia)
DR class 76
Prussian T 10
Prussian T 10
Numbering: MAINZ 7401 - 7412
DR 76001-011
OHE 76090-096
NORD 3887
SNCF 230 TB 1
Number: 12
Manufacturer: Borsig
Year of construction (s): 1909, 1910, 1912
Retirement: 1965
Type : 2'C h2t
Genre : Pt35.16
Gauge : 1435 mm ( standard gauge )
Length over buffers: 11,800 mm
Height: 4,260 mm
Fixed wheelbase: 4,230 mm
Total wheelbase: 8,000 mm
Empty mass: 60.6 t
61.4 t (OHE)
Service mass: 76.1 t
Friction mass: 48.7 t
Wheel set mass : 16.3 t
Top speed: 100 km / h
Indexed performance : 980 PSi
Coupling wheel diameter: 1,750 mm
Driving wheel diameter: 1,750 mm
Impeller diameter front: 1,000 mm
Control type : Heusinger
Number of cylinders: 2
Cylinder diameter: 575 mm
Piston stroke: 630 mm
Boiler overpressure: 12 bar
Heating pipe length: 4,450 mm
Grate area: 1.85 m²
Radiant heating surface: 10.51 m²
Tubular heating surface: 123.83 m²
Superheater area : 39.20 m²
Evaporation heating surface: 134.33 m²
Water supply: 7.5 m 3
Fuel supply: 3 t

The T 10 of the Prussian state railways was a tender - superheated steam locomotive wheel arrangement 2 'C. They were procured for use between Frankfurt am Main and Wiesbaden in 1909, 1910 and 1912. The 41 km long route between the two terminal stations should be operated without turning the locomotive.

The Deutsche Reichsbahn (DR) classified them as class 76 .

History and procurement

Model of the Prussian T 10 from Fleischmann

From the opening of the new Wiesbaden main station , the express trains on the 41.25 km long route between Frankfurt (Main) and Wiesbaden were transported by tank locomotives . The Prussian T 11 (3/4 PTL) and, on an experimental basis, the Palatinate P 2.II were used . In a decree, the Ministry of Public Works commissioned the Central Railway Office to design a new locomotive in agreement with the Mainz Railway Directorate, since, according to operational experience and test results, both series are due to their coupling wheel diameter being too small for the required 90 km / h and insufficiently powerful Boiler could no longer meet the requirements. The decree was presented to the Committee for Locomotives of the Prussian-Hessian State Railways at its 48th meeting from October 17 to 19, 1907 in Berlin.

The locomotive should be able to transport 50 axles at 80 km / h in the express train service and 60 axles at 70 km / h in the passenger train service . On an incline of 1:70, it should be able to attract and move 60 from a standing position, and it should also be checked to what extent a superheated steam version is advantageous.

Robert Garbe submitted the following drafts:

  1. a 3/5-coupled hot steam - Tenderlokomotive (Achsfolge 2'C) with a leading bogie and 1600 mm coupled wheel
  2. a similar locomotive with the same wheel arrangement and 1750 mm coupling wheel diameter
  3. a 2/5-coupled superheated steam tank locomotive (wheel arrangement 1'B2 ') with a front Krauss-Helmholtz steering frame and a rear bogie

Garbe recommended draft No. 1 because the boiler could be designed like the P 6 and the other components similar or identical to the P 8 and the engine speed at 90 km / h would not exceed the limit value specified in the technical agreements. In the second draft there would be problems with the functional design of the driver's cab due to the large coupling wheels and the connecting rods would reach a length of 3100 mm, a length that is almost alarming for fast-moving locomotives. According to Garbe, the third design was unsuitable because of the Krauss-Helmholtz frame, which tends to cause the wheel flanges to sharpen, the track to be stressed too much and to derail. In addition, the frictional mass of just two coupled wheel sets would hardly have been sufficient for the required tractive effort. Garbe ignored the statement contained in the decree that the Palatinate P 2.II ran extremely smoothly and also made sharp bends without any problems.

In response to warnings of an operational hazard when driving backwards, Garbe replied that if the flanges of two coupling wheel sets were weakened when the rear coupling wheels approached the outer rail, the rear wheels could be freely adjusted. The locomotives would be easier to curve and protect the track than a 2'C2 '.

Contrary to Garbe's opinion, the T 10 was built with a 1750 mm coupling wheel diameter. The locomotive was included in the standard components under sample sheet XIV-4b. If the creation of a sample sheet for such a small series was rather unusual, it should not be overlooked that the KED Stettin also expressed interest in the development of the type, for its Altefähr-Saßnitz route and a planned but never realized Rambin-Arkona route.

In 1909, Borsig built five machines with the serial numbers 6941-6945, which were given the company numbers MAINZ 7401-7405. In 1910 the same manufacturer produced the serial no. MAINZ 7406. 7288. Finally in 1912 the serial no. 8151-8156 as MAINZ 7407-7412, so that the series only comprised 12 copies.

technical features

Contrary to today's understanding of a modular system , the initial constructions were modified in such a way that the tube length of the boiler of the P 6 was shortened to 4450 mm and the grate area was reduced to 1.85 m 2 . The distance between the rear coupling axle and the driving axle has also been reduced from 2700 mm to 2350 mm compared to the P 8. The bogie had a lateral deflection of 40 mm on both sides, the flanges of the first coupled wheel set were weakened by 13 mm, those of the driving axle set by 4 mm.

The boiler had to be moved further forwards than is usual with other locomotives in order to distribute the mass evenly, because trailing axles were not used in the design. As a result, the blowpipe was not aligned with the cylinders, which led to long, thermodynamically unfavorable steam paths. The first test drives took place on June 30, 1909.

Use and whereabouts

Prussia

The construction met expectations regarding the performance of moving heavy express trains at up to 100 km / h. However, only when driving forward, the locomotive tended to derail when reversing. In addition, the stocks of 3 tons of coal and 7.5 m 3 of water were scarce and lasted for a maximum of about 120 km, i.e. around three times the planned route. It was fine with the staff, because the replenishment of the supplies was a welcome excuse to turn the locomotive and to avoid reversing wherever possible. The efficient use of the locomotive over an entire shift in the intended service was therefore not possible and it was consequently a faulty design, at least for the intended task. Already in its last year of construction, the displacement from the express traffic between Frankfurt and Wiesbaden began with the Prussian T 18, which was delivered in the same year . This is confirmed by the traditional observation that T 10s appeared in service in 1912 for express train services to be provided by the Darmstadt workshop in Aschaffenburg, along with the assumption that locomotives of the series were already stationed there at that time.

Armistice locomotive

The MAINZ 7404 was handed over to the French Northern Railway after the armistice in 1918 . It was initially classified as North 3.1499 , later as North 3.887 . It was stationed in Creil . When it was nationalized in 1938, it was given the company number 2-230 TB 1 (2 for the north region) at the SNCF . In the Second World War it came to Würzburg as a loan locomotive and was part of the inventory of the local railway depot. After it was returned to the SNCF, it was only in use for a few years, again from Creil, and was retired in 1947.

German Reichsbahn

The Reichsbahn took over 11 machines of this type as class 76 , the locomotives were given the numbers 76 001 - 76 011. In the twenties, these machines were based at the Alzey depot and operated the routes in this area. Around 1933 all eleven locomotives were moved to the Darmstadt depot. In the services to be provided by this depot, they achieved an average daily performance of 208 km in 1938/39. Locomotive 76 009 retired from service on December 24, 1939 as a result of a derailment near Darmstadt-Kranichstein at 90 km / h, in which the engine driver died. By 1945 two other machines - 76 005 and 76 007 - had been taken out of service.

Private railways

The remaining eight machines were found in 1945 on the Reichsbahn in the western zones .

The 76 002 was sold to the Ilmebahn in 1948 and was given the number 7 there . It was only scrapped in 1963.

The OHE bought 1948, the last built 76,011 (ex MAINZ 7412) through a dealer in Bremen and lined them than 76,090 in its inventory a. The Deutsche Bundesbahn, founded on September 7, 1949, also sold the remaining six machines to OHE in the last days of December 1949. Regardless of the order of the DR numbers, these were given the OHE numbers 76 091-76 096 . The new owner extended the water tanks of the superheated steam machines and equipped them with smoke deflectors. They were used for accelerated passenger traffic on the OHE route network. The last fully inspected steam locomotive of the OHE (Bleckede June 8, 1964) was the 76 090, but its deadlines were no longer fully used and so the last copy of this class was retired in 1965.

None of the 76 series has survived.

literature

  • The locomotive 1909, p. 126 ff.
  • Manfred Weisbrod, Dr. Günther Scheingraber: Prussia Report. Volume No. 8. Superheated steam tank locomotives T 5.2, T 8, T 10, T 12, T 13.1, T 14, T 14.1, T 16, T 16.1, T 18, T 20 . Hermann Merker Verlag, Fürstenfeldbruck 1994, ISBN 3-922404-65-0 .

Individual evidence

  1. a b c Weisbrod, Scheingraber: Prussia Report No. 8 , Fürstenfeldbruck 1994, p. 16
  2. ^ Weisbrod, Scheingraber: Prussia Report No. 8 , Fürstenfeldbruck 1994, p. 17
  3. ^ A b Weisbrod, Scheingraber: Prussia Report No. 8 , Fürstenfeldbruck 1994, pp. 20f
  4. ^ Weisbrod, Scheingraber: Prussia Report No. 8 , Fürstenfeldbruck 1994, p. 21
  5. a b Dipl.-Ing. H. Schroeter: Lokomotivgeschichte im Bild in Lok Magazin No. 14, ed. Karl-Ernst Maedel, Stuttgart 1965, p. 36ff
  6. ^ A b Horst J. Obermayer, Manfred Weisbrod: Steam Locomotive Report No. 5 , Fürstenfeldbruck 1997, p. 71
  7. ^ A b Thomas Estler: The great locomotive type book . transpress Verlag, Stuttgart 2001, ISBN 3-613-71159-1 .
  8. a b c d e Dr. Albert Mühl: Again: The Prussian T 10 in Lok Magazin No. 16, ed. Karl-Ernst Maedel, Stuttgart 1966, p. 71
  9. Railway History No. 97, pp. 56–57
  10. Dr. Albert Mühl: The Würzburg railway depot and its locomotives in Lok Magazin No. 21, ed. Karl-Ernst Maedel, Stuttgart 1966, p. 57
  11. ^ A b Thomas Estler: German steam locomotives . transpress Verlag, Stuttgart 2014, ISBN 978-3-316-71495-3 , pp. 95 .
  12. Steam locomotive archive: Borsig 6942
  13. ^ Steam locomotive archive : T 10
  14. ^ Hans Wolfgang Rogl: The Osthannoversche Railway . Alba Verlag, Düsseldorf 1996, ISBN 3-87094-232-0 , p. 31 ff .