Prussian T 18
| Prussian T 18 DR series 78.0–5 DB series 78 DR series 78, later 78.1 PKP OKo 1 TCDD 37 01–08 |
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 78 468 in Hoentrop 2016
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| Numbering: | DR 78 001-330, 78 351-528 |
| Number: | 542 |
| Manufacturer: | Vulcan , Henschel , Hanomag , Franco-Belge |
| Year of construction (s): | 1912-1927 |
| Retirement: | 1972 (DR) 1974 (DB) |
| Type : | 2'C2 'h2t |
| Genre : | Pt 37.17 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,800 mm |
| Total wheelbase: | 11,700 mm |
| Empty mass: | 83.2 t |
| Service mass: | 105.0 t |
| Friction mass: | 51.1 t |
| Wheel set mass : | 17.0 t |
| Top speed: | 90 km / h (up to 78 009) 100 km / h (from 78 010) |
| Indexed performance : | 838 kW / 1140 PSi |
| Starting tractive effort: | ~ 145 kN |
| Driving wheel diameter: | 1,650 mm |
| Impeller diameter front: | 1,000 mm |
| Rear wheel diameter: | 1,000 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 560 mm |
| Piston stroke: | 630 mm |
| Boiler overpressure: | 12 bar |
| Number of heating pipes: | 134 |
| Number of smoke tubes: | 24 |
| Heating pipe length: | 4,700 mm |
| Grate area: | 2.35 m² |
| Radiant heating surface: | 13.04 m² |
| Tubular heating surface: | 122.45 m² |
| Superheater area : | 49.20 m² |
| Evaporation heating surface: | 135.49 m² |
| Water supply: | 12 m³ |
| Fuel supply: | 4.5 t |
| Brake: | Air brake |
| Train heating: | steam |
The class T 18 was the last passenger train tank locomotive developed for the Prussian State Railways .
procurement
The reason for purchasing the T 18 series was that the T 12s used on Rügen and the T 10s stationed in the Mainz area no longer met the requirements of the company. The power, axle load and top speed of the new locomotive type should roughly correspond to the P 8 . When the machines were designed from 1911 onwards, it was also important to be able to shuttle express and passenger trains on shorter routes or on routes close to the border without turning the locomotive on a turntable at the terminus. Since there were no forward or reverse fast moving tender locomotive designs (such as the 50 or 23 series, which were created much later ), the Prussian Committee for Locomotives decided to purchase a tender locomotive with the symmetrical axis arrangement 2 'in the interest of equally good running properties in both directions. C2 '. The locomotive was structurally trained by the Szczecin Vulcan Works, which built most of the T 18s.
A total of 534 vehicles were built on German railways from 1912 to 1927, mainly by Stettiner Maschinenbau AG Vulcan and from 1923 by Henschel and from 1925 by Hanomag and Franco-Belge . 458 machines went to the Prussian State Railways or the German Reichsbahn . The Württemberg State Railways received 20 T 18s in 1919. The 27 T 18s of the Reichseisenbahnen in Alsace-Lorraine were also delivered in 1919 and classified as AL T18 8401 to 8427 at the French State Railways Administration, Administration des chemins de fer d'Alsace et de Lorraine . The railways of the Saar region procured 27 brand-new examples from 1922 to 1925. The last T18s were only built in 1936 and 1939 for the Eutin-Lübeck Railway , which deviated in some points from the Prussian sample sheet XIV-4d and had different arrangements of the domes and sandboxes.
In 1926, Henschel built eight locomotives for the Baghdad Railway , which were given the road numbers 251 to 258. The Turkish State Railways re-signed these machines, which had minor design differences such as a second sand dome and large rail clearers, to TCDD 37.01 to 37.08.
After the First World War , 19 so far Prussian machines went to the railways of the Saar region . Two stayed in Belgium. The Reichsbahn took over 460 vehicles from Prussia and 20 from the Württemberg State Railways in the 78 series with the road numbers 78 001-282 and 78 351-528. Of these, 78 093 came from Alsace-Lorraine and 78 146-165 from Württemberg . Later it classified the formerly Prussian machines of the Saar Railways as 78 283–301 and their new builds as 78 302–328. The T18 of the Eutin-Lübeck Railway were redrawn as 78 329 and 330 of the Reichsbahn.
After the Second World War, 29 machines remained in Poland , which were classified by the local state railway PKP under the designation OKo1. The last of them left the service in 1975.
commitment
German Federal Railroad
The German Federal Railroad took over 424 vehicles. From 1968 the locomotives of the Deutsche Bundesbahn were re-designated as the 078 series.
The German Federal Railroad converted several series 78 machines for push- pull traffic on shorter commuter routes. B. for use between Frankfurt and Wiesbaden , in Saarland and between Hamburg-Bergedorf and Aumühle ( S-Bahn advance service).
All steam locomotives used in push-pull operation had an indirect control. The locomotive (regulator, control) was operated in push mode by the heater that remained on the locomotive. The engine driver on the control car only pressed the brake and gave the stoker the necessary operating instructions via a wired voice connection. The additional equipment on the driver's cab consisted of the "command device" (Hagenuk device) for the voice connection and the regulator locking device, with which the regulator was closed by means of a pneumatic cylinder to a minimum residual opening for safety reasons as soon as braking was initiated . This is said to have happened quite suddenly and, unless warned in advance, gave the heater a violent blow from the regulator rods swinging back. In addition, the locomotive had to be provided with the necessary control and power supply cables to the control car, each with a cable and plug on the right and socket on the left of the buffer beam. The standardized components of the 36-pin control cable were used, as they were common in diesel and electric traction vehicles. The driver's cab in the control car was also equipped with a Hagenuk device. For operation, the main air reservoir line (10 bar) had to be looped through to the control car so that the brake could be released and refilled from the leading control car. All push-pull locomotives could be recognized by the four air hoses on the buffer beam. The use in Hamburg ended with the S-Bahn expansion in 1969.
In southern Germany, the series was based in the Aalen , Rottweil and Tübingen depots at the end of the 1960s . The last locomotives of the series were taken out of service by DB in the mid-1970s at the Rottweil depot. The farewell trip took place at the same time as the class 38 (P 8) on December 31, 1974. The organizers were the Eisenbahnfreunde Zollernbahn eV This trip was worth a report on the daily news.
Deutsche Reichsbahn (from 1945)
The Deutsche Reichsbahn took over 53 copies. In 1965, they equipped a large number of their vehicles with Giesl chimneys (see Giesl ejector ) and Witte smoke deflectors . In 1968 only 35 machines were left in the inventory of the Deutsche Reichsbahn. In 1970, the Deutsche Reichsbahn in the GDR redesignated its class 78.1 locomotives.
Others
In Turkey, the replicas of the T 18 were used there until 1977, until this year they still provided suburban traffic and express train services between Istanbul Haydarpaşa station and Adapazarı .
Constructive execution and performance
A riveted sheet metal frame made of 30 mm thick sheet metal plates was used for the T 18, which is also designed as a third water tank.
The riveted boiler with the larger smoke chamber diameter typical of Prussian locomotives was given a copper fire box drawn between the frame cheeks and a Schmidt- type smoke tube superheater . To feed the boiler, a piston feed pump with a surface preheater and a steam jet pump were installed in front of the smoke chamber.
In the running gear, all coupling wheel sets were firmly stored in the frame, the flange of the (central) driving wheel set is weakened by 15 mm. The bogies are designed to be laterally displaceable by a total of 80 mm on the pivot. The two-cylinder superheated steam engine has a Heusinger control with a hanging iron and acts on the second coupled gear set.
According to the Merkbuch für Dampflokomotiven, edition 1924, the T 18 can carry a 350 t train at 90 km / h on the plain and a wagon train mass of 315 t at 60 km / h on a gradient of six per thousand.
Trivia
On the evening of December 5, 1961, 25 GDR citizens fled to West Berlin in a passenger train hauled by the 78 079 between Oranienburg and Albrechtshof. In preparation for this action, the train driver who was ready to flee sent the stoker assigned to him away on the pretext of changing the roster; a stoker who was also ready to flee boarded the locomotive in his place. Furthermore, the train driver reduced the pressure in the main air line in advance, put the brakes out of operation on four of the eight wagons and reduced the pressure in the main air line during the braking for the last scheduled stops in GDR territory so that the emergency braking function just before the West Berlin border also became almost ineffective. He drove through the Albrechtshof station, where the train journey was scheduled to end, and under fire from the GDR border guards broke through the border crossing between Albrechtshof and Spandau, which was secured with a steel gate, at around 80 km / h. There he gave an emergency signal and brought the train to a standstill after about 2.5 km with the brake of the locomotive.
Whereabouts
Several T 18s are preserved in museums:
- The 78009 is part of the inventory of the Dresden Transport Museum , where it is of the IG depot Dresden-Altstadt care.
- The 78189 belongs as OKo 1-3 to the content of the Warsaw railway museum.
- The 78192 is as private property in Dampflokmuseum Tuttlingen located
- The 78246 was on loan to the German Steam Locomotive Museum parked inaccessible. It has been ready for operation at EFZ eV since January 2018 in Rottweil .
- The 78 468 (pictures) belongs to the Förderverein Eisenbahn-Tradition and is also operated by this. Lengerich (Westphalia) .
- The 78510 is part of the stock of the DB Museum .
- The Turkish 37.05 is a museum locomotive in the Çamlık Railway Museum near Izmir .
OKo1-3 (formerly DR 78 189) of the Warsaw Railway Museum
Steam locomotive 78 468 in Koblenz-Ehrenbreitstein station
Steam locomotive 78 468 in Paderborn Central Station as part of the Altenbeken Viaduct Festival
DB 78 510 in the Nuremberg Transport Museum
DR 78 519 (1952)
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literature
- Ebel, Knipping, Wenzel: The class 78. Proven in six decades: Preussens T 18. EK-Verlag, Freiburg 1990, ISBN 3-88255-547-5 .
- Dietmar Falk: The fast Prussian. Memory of the T 18. In: Lok-Magazin. No. 265 / Volume 42/2003. GeraNova Zeitschriftenverlag, Munich, ISSN 0458-1822 , pp. 50–60.
- 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. 90 ff., P. 331.
Web links
- 78 425 1968 as a brake locomotive for the VES-M Halle at the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ Horst J. Obermayer, Manfred Weisbrod: Steam Locomotive Report No. 5 . Hermann-Merker-Verlag, Fürstenfeldbruck 1997, ISBN 3-89610-022-X , p. 80 .
- ^ A b c Manfred Weisbrod, Günther Scheingraber: Prussia Report . No. 8 . Hermann-Merker-Verlag, Fürstenfeldbruck 1994, ISBN 3-922404-65-0 , p. 67-68 .
- ^ Hagenuk driving switch, 1968 at the Joachim Schmidt Railway Foundation
- ↑ Driver's cab of a control car for the T18 pushing service, 1968 at the Joachim Schmidt Railway Foundation
- ^ Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey. Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4 , p. 107.
- ↑ Bodo Müller: Fascination Freedom - The Most Spectacular Escape Stories. 1st edition, Christoph Links Verlag GmbH, Berlin 2013, ISBN 978-3-86284-262-9 .
- ↑ Passenger train tender locomotive 78 192
- ↑ Back in the old homeland: Die Preußin 78 246. Retrieved on January 18, 2019 .
- ↑ Alexander Stempel: Miniature State prints Oberhausen locomotive on a postage stamp. Article from August 12, 2013 in the derwesten.de portal , accessed on August 12, 2013.
- ^ The steam locomotive 78 468 (Pt 37.17) - Prussian T18. Website in the portal eisenbahn-tradition.de , accessed on August 12, 2013.
- ↑ Trains of Turkey: 3701 to 3708 , accessed November 1, 2015.
