Prussian T 16
| Prussian T 16 Alsace-Lorraine T 16 DR series 94.2–4 PKP TKw1 |
|
|---|---|
 |
|
| Numbering: | DR 94 201-464, 468-490, 501 |
| Number: | 355 |
| Manufacturer: | Schwartzkopff , Grafenstaden |
| Year of construction (s): | 1905-1923 |
| Retirement: | 1968 |
| Type : | E h2t |
| Genre : | Gt 55.17 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,500 mm |
| Smallest bef. Radius: | 140 m |
| Empty mass: | 60.3 t |
| Service mass: | 76.2 t |
| Friction mass: | 76.2 t |
| Wheel set mass : | 16.5 t |
| Top speed: | 40 km / h |
| Indexed performance : | 787 kW (1070 PSi ) |
| Starting tractive effort: | ~ 172 kN |
| Driving wheel diameter: | 1,350 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 610 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 12 bar |
| Number of heating pipes: | 150 or 152 |
| Number of smoke tubes: | 21st |
| Heating pipe length: | 4500 mm |
| Grate area: | 2.22 m² |
| Radiant heating surface: | 12.15 m² |
| Tubular heating surface: | 121.99 m² |
| Superheater area : | 41.40 m² |
| Evaporation heating surface: | 134.14 m² |
| Water supply: | 7 m³ |
| Fuel supply: | 2.5 tons of coal |
| Train heating: | steam |
The T 16 of the Prussian State Railways was a freight tender locomotive with the wheel arrangement E. It was later classified by the Deutsche Reichsbahn as class 94.2–4 in their numbering plan.
history
The locomotives were designed according to the development of the Austrian designer Karl Gölsdorf with three laterally shifting axles ( Gölsdorf axle ) so that despite the five axles they could also run in tight curves. A split engine as in the T 15 was therefore no longer necessary. The T 16 was also more economical and more powerful than the T 15. It was primarily procured for steep sections, but was also used in front of freight trains and in shunting services.
Between 1905 and 1913, a total of 343 T 16s were delivered by the Berliner Maschinenbau company, formerly L.Schwartzkopff, to the Prussian State Railways and twelve by the Elsässische Maschinenbau-Gesellschaft to the Reichseisenbahnen in Alsace-Lorraine . The entire procurement period dragged on until 1923. Constructive changes were made during the deliveries. B. relocated the drive from the fourth to the third axis, because the long drive rod loaded the chassis and led to disruptive movements.
The exhaust steam preheater that had long been attached to the boiler was characteristic of the locomotives.
There is evidence that 65 machines remained abroad after the First World War . 57 of them in Poland and another three owned by the Free City of Danzig , which were also operated by the PKP . Before the Second World War, the PKP did not differentiate between T16 and T16.1. The Deutsche Reichsbahn assigned the numbers 94 201–467, whereby 94 465–467 were incorrectly classified T 16.1 . In 1934 this error was corrected. The 94 501 was actually also a T 16, but since it was retired in 1931, this error could no longer be corrected. The locomotives 94 462-464 came from the Reichseisenbahnen in Alsace-Lorraine. Many locomotives were retired as early as the 1930s. During the Second World War , a number of Polish and one Belgian locomotives were classified as 94 468–490, but most of them were returned. The 94 1811 was a T 16 from Belgium, which remained in the Deutsche Reichsbahn's inventory in the Soviet Zone and GDR after 1945 . At the same time, 39 T16s remained in Poland, this time of the same design, because the T16.1s were designated TKw2 from 1945 onwards . The last TKw1 were in service until 1970.
Whereabouts
Most of the vehicles remained with the Deutsche Bundesbahn and were retired by 1955. The few vehicles of the Deutsche Reichsbahn were withdrawn from the stock by 1968. The last copy, the 94 249, was transferred to the Dresden Transport Museum. As early as 1983 it was removed from the museum's holdings and in 1988 around 60 tonnes of scrap was taken over by the “Heiligenstadt Railway Association” in Heiligenstadt . It has been under monument protection since May 26, 1994 and was included in the list of monuments of the Thuringian State Office for Monument Preservation.
Web links
Individual evidence
- ^ Karl-Ernst Maedel , Alfred B. Gottwaldt : German steam locomotives. The history of development . 6th edition. Transpress, Berlin 1994, ISBN 3-344-70912-7 , pp. 211-213
- ↑ Manfred Weisbrod, Günther Scheingraber: Preußen-Report Volume 8. In: Eisenbahnjournal Archiv , p. 54