Prussian T 12

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T 12 (Prussia, Alsace-Lorraine)
DR series 74.4–13
ÖBB 674, PKP OKi2
SNCB 96, SNCF 130 TC
CFL series 31
74 1230 Bw Berlin-Schöneweide September 12, 2010
74 1230 Bw Berlin-Schöneweide September 12, 2010
Numbering: DR 74 401-543, 545-1321
Number: 1.014
Manufacturer: Union , Borsig
Year of construction (s): 1902-1921
Retirement: 1968
Type : 1'C h2t
Genre : Pt 34.17
Gauge : 1435 mm ( standard gauge )
Length over buffers: 11,800 / 12,100 mm
Service mass: 65.90 t
Friction mass: 50.50 t
Wheel set mass : 17.36 t
Top speed: 80 km / h
Indexed performance : 640/669 kW
Driving wheel diameter: 1,500 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: 120
Number of smoke tubes: 18th
Heating pipe length: 4,370 mm
Grate area: 1.73 m²
Radiant heating surface: 9.41 m²
Tubular heating surface: 98.6 m²
Superheater area : 33.40 m²
Evaporation heating surface: 108.1 m²

The class T 12 was a passenger train tank locomotive of the Prussian State Railways . The locomotives are the superheated steam version of the T 11 .

history

74 1192 in the Bochum Railway Museum 2004

Although the series had been available in four test copies since 1902 (with a smoke chamber instead of the later smoke pipe superheater) and thus before the T 11, series production did not begin until 1905. In addition to the Prussian State Railways, the Reichseisenbahnen in Alsace-Lorraine (25 pieces), the Lübeck-Büchener Eisenbahn and the Halberstadt-Blankenburger Eisenbahn Locomotives of this type.

The main area of ​​application of the T 12 was the traffic on the Berlin city , ring and suburban railway, the forerunner of the electric S-Bahn. In order to achieve acceptable average speeds, the machines had to be able to quickly accelerate around 250 t in local traffic and around 300 t heavy compartment car trains on suburban routes due to the sometimes very short distances between stations. The T 12 proved to be a powerful and powerful locomotive in both directions of travel. In 1921, another 40 locomotives were built by Borsig because the stock was not yet sufficient. The rapid exhaustion of the boiler reserve by the powerful engine of the machines was compensated for by the numerous stopping and stopping times during traffic on the light rail. After the electrification of most of the S-Bahn lines between 1924 and 1929, the locomotives were used in shunting service, or in passenger or freight train service on short routes, because the series due to the aforementioned rapid boiler exhaustion with high power output and also due to the scarce water supplies were unsuitable for longer distances.

After the end of the First World War, twelve machines for Poland and another six for the Free City of Danzig came to the PKP and were designated as the OKi2 series. By 1925, a total of 27 T 12s had been delivered to Belgium . The locomotives that came to France were used by the Nord .

In 1925 the Reichsbahn took over 899 copies as the 74.4-13 series with the numbers 74 401 to 74 1300 with the exception of the 74 544. The locomotive for which this number was intended had to be handed over to Belgium. The locomotives with the numbers 74 784–786 and 74 1254 originally came from the Reichseisenbahnen in Alsace-Lorraine. Ten locomotives with the numbers 74 1301 to 74 1310 were taken over by the railways of the Saar area.

74 1230 in Ahrensfelde , August 1986

Another eleven pieces with the numbers 74 1311 to 74 1321 were taken over by the Lübeck-Büchener Eisenbahn in 1938, where they had the numbers 132 to 142. Five of these locomotives were also provided with streamlined cladding based on the model of the 1'B1 'streamlined locomotives. The panels were removed again in 1948; these machines were later recognizable by the drop-shaped coal box.

After the end of the Second World War, the 74 498 remained in Austria. The ÖBB classified them as 674,498 in their fleet. The machine was used in Vienna, derailed on July 3, 1954 and was then scrapped (official elimination date: May 23, 1955).

84 machines remained in Poland, which were again given the designation OKi2 and the last of which retired from active service in 1971.

In 1950 the Deutsche Reichsbahn took over four locomotives procured from the Halberstadt-Blankenburg Railway as 74 6776-6779 in the GDR . The retirement of this series was completed in 1966 at the Deutsche Bundesbahn and in 1968 at the Deutsche Reichsbahn.

Constructive features and capabilities

The locomotives were built on a riveted sheet metal frame, which was also designed as a third water tank.

The also riveted long boiler (in the version with a smoke tube superheater type Schmidt ) was made from three sections, with the steam dome with the regulator being mounted on the first section. As is typical for Prussian superheated steam locomotives, the smoke chamber was given a larger diameter than the long boiler. The fire box drawn between the frame cheeks was made of copper as was customary at the time.

The two-cylinder superheated steam engine (with Heusinger control and Kuhn's loop ) was not placed below the chimney, but far back between the wheel set and the first coupling axle. The placement made the strikingly long inlet and outlet pipes of the steam engine necessary. The second coupled wheel set serves as the drive wheel set.

In the running gear of the series, the running axle and the first coupled wheel set were designed as Krauss-Helmholtz frames . The other two axles were fixed in the frame.

The T 12 series was able to pull a mass of 295 t in the flat at 75 km / h. On a gradient of six per thousand, 285 t could still be transported at 50 km / h.

Preserved locomotives

3 locomotives have been preserved, of which the 74 1192 and 74 1230 (both see pictures) in Germany and the former 74 1234 in Poland , which was assigned to the OKi2 class there. 74 1192 has been shut down since 1992, it needs a new boiler.

literature

  • Andreas Helmedach: The T 10, T 11 and T 12 locomotives of the Lübeck-Büchener Railway. In: Lok Magazin , issue 89, March / April 1978, pp. 111–115.
  • Klaus-Detlev Holzborn: Our steam locomotives. Volume II. Tank locomotives BR 60 - 96. Albis Verlag Düsseldorf, 1967
  • Manfred Weisbrod, Dietzer Bäzold, Horst J. Obermayer: The great type book of German steam locomotives. Transpress Verlag, Berlin 1994, ISBN 3-344-70751-5
  • Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 3 (Series 61 - 98). 4th edition, transpress, Berlin 1994, ISBN 3-344-70841-4 , p. 67 ff., P. 326 f.

Individual evidence

  1. Manfred Weisbrod, Dr. Günther Scheingraber: Prussia Report No. 8 . Hermann Merker Verlag GmbH, Fürstenfeldbruck 1994, ISBN 3-922404-65-0 , p. 28.31 .
  2. Illustration of the LBE 142 with streamlined cladding

Web links

Commons : Prussian T 12  - Collection of Images