Prussian T 3

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T 3 (Prussia)
DR series 89.70–75
DR series 89.62
PKP TKh1
Prussian T 3
Prussian T 3
Numbering: DR 89 7001-7511
Number: over 1,300
Manufacturer: Henschel et al. a.
Year of construction (s): 1882ff.
Retirement: 1968
Type : C n2t
Genre : Gt 33.10
Gauge : 1435 mm ( standard gauge )
Length over buffers: 8,300 / 8,591 mm
Service mass: 28.9 t - 31.9 t
Friction mass: 28.9 t - 31.9 t
Wheel set mass : 10.0 t - 12.0 t
Top speed: 40 km / h
Indexed performance : 213 kW / 290 PSi
Driving wheel diameter: 1,100 mm
Number of cylinders: 2
Cylinder diameter: 350 mm
Piston stroke: 550 mm
Boiler overpressure: 12 bar
Grate area: 1.35 m²
Evaporation heating surface: 55.67 m²
Water supply: 5.0 m³
Fuel supply: 1.9 tons of coal
Brake: z. T. air brake

The class T 3 locomotives of the Prussian State Railways were triple- coupled tank locomotives without running axles . They were together with the two-axle T 2 , the first steam engines , according to the Standards were built. Henschel delivered the first copies in 1882.

technology

The T 3 had a wet steam - engine with two cylinders , which in the middle coupled axle worked. The flat slides were moved by an external Allan control . The water supply was housed in a frame water tank under the boiler ; the coal boxes were to the left and right of the fire box in front of the driver's cab . In front of it was a filler neck for the water tank.

The springs of the two front wheel sets were connected with equalizing levers above the circuit.

The early T 3 did not have a steam dome , but only a regulator attachment from which the inlet pipes outside the boiler led directly to the cylinders. The axle load of these locomotives was around 10 t (see 1st picture).

Later deliveries (from 1887) had a steam dome, and the inlet pipes were laid through the smoke chamber. Due to the steam dome, the arrangement of the sandpit and sand spreader was also changed. In addition, the amount of water and coal carried was increased. The rear wall of the driver's cab was now level and no longer beveled in the lower part. The length over the buffers increased from 8300 to 8591 mm, the axle load increased to 11 t (see 2nd picture).

From 1903 the stocks were increased again, and the T 3 could now carry 5 m³ of water and 1.9 t of coal. The axle load of this "reinforced normal design" or "normal design (6 t)" version was 12 t.

The Crefeld C type was also a reinforced version of the original T 3.

The T 3 were based on the sample sheet III-4e, derived from the branch line standard 12 of 1882/83, which had three editions or supplements over the years. With addenda 1 and 2, the brakes and the frame were strengthened, with addendum 3 the frame was lengthened, a dome was placed on the middle boiler section and the rear wall of the driver's cab was made straight. The reinforced T 3 according to sample sheet III-4p was then a new design.

T 3 for other railways

A total of more than 1,300 T 3s were built for the Prussian State Railways. But numerous other railways at home and abroad, from factory railways to state railways , also procured locomotives based on the T 3 model, including the

After the First World War, at least 24 machines remained in Poland and four in the Free City of Gdansk . In contrast to most of the handover of locomotives from the German Reich to the victors of the war, the T 3 were machines that were located in the areas given to Poland, because the Entente had little interest in the relatively old design. The PKP carried the T 3 under the series designation TKh1.

Numbering at the DR

The second version of the T 3 with steam dome
Locomotive taken over from the Bremen Harbor Railway as 89 7516

In 1925, the Deutsche Reichsbahn took over 511 Prussian T 3s as class 89.70-75 . The 473 locomotives of the older types were given the numbers 89 7001-7456, 7473-7476 and 7499-7511. The 38 locomotives of the reinforced design were given the numbers 89 7457-7472 and 89 7477-7498.

The DR was not very consistent in integrating the locomotives from private railways that were later taken over . So it came about that different types of locomotives were mixed in the class 89.75, some with consecutive numbers.

  • The locomotives numbered directly after the Prussian T 3 with the numbers 89 7512-7521 were not T 3, but industrial locomotives built by Jung (type "Pudel") of the former Bremen port railway , which had been taken over by the DR in 1930. With a coupling axle load of 15 t, these locomotives were significantly heavier than the T 3, had a Heusinger control and a small coal box behind the driver's cab.
  • The T 3 of the BLE taken over by the DR in 1938 were given the numbers 89 7531-7540. 89 7535 was handed over to the Gardelegen-Haldensleben-Weferlinger railway in 1938 .
  • 89 7541, also from the BLE, only corresponded to the T 3 in terms of the frame and chassis. The dimensions of the cylinders, grate and heating surfaces, however, were different.
  • After the takeover of the railway in 1941, the three T 3s of the KOE were given the numbers 89 7556, 89 7557 and 89 7559. The 89 7558 was not a T 3, but a slightly more powerful design, a "Bismarck" type industrial locomotive built by Henschel .
  • The T 3s of the ZFE taken over in 1943 had already been taken out of service at this point; the locomotives with the numbers 89 7560-89 7564 were of a different design, but with a 12 t coupling axle load they were not more powerful than the T 3.

After the Second World War

A T 3 crosses the Landwehr Canal in Berlin with a passenger train (around 1900).

By the beginning of 1931, the DR number had been reduced to 254 units, but after the Second World War numerous T 3s still came to the Deutsche Bundesbahn and Deutsche Reichsbahn , where the last locomotives were not decommissioned until the mid-1960s.

The very last T 3 still in active service until 1979 was the factory locomotive of the Warburg sugar factory .

German Reichsbahn

After 1945, the Deutsche Reichsbahn took over numerous other T 3s from factory and private railways as 89 953, 5901–5903, 6001–6016, 6018, 6101–6132, 6134–6159, 6161, 6163, 6164, 6204–6211, 6215, 6216 , 6218, 6220, 6221, 6228–6232, 6235, 6306, 7566–7568, 7571–7573 and 7578. These included several “real” Prussian T 3s.

The former 89 7535 of the Gardelegen-Neuhaldensleben-Weferlinger Railway was incorporated into the DR portfolio in 1949 and was given the number 89 6220 there. This locomotive was not retired until 1967 as one of the last T 3s.

Four more copies that came from the Oderbruchbahn were converted by the DR in 1960 and equipped with tenders. These locomotives were given the numbers 89 6222-6225. One example received a two-axle tender , the other three a type 3 T 12. This later also replaced the two -axle tender with road number 89 6222. The locomotives were last used on the Fürstenwalde – Beeskow line from 1950 onwards . They were retired in 1968.

German Federal Railroad

About 70 T 3s remained with the Bundesbahn, the last of which, 89 7538, was retired in 1963. However, the T 3 later came into the DB's portfolio again for a short time. These were works locomotives 2 and 3 from the Schwerte repair shop , which were included in the official DB vehicle inventory in 1968 as 089 002 and 089 003 . The former 89 7531 was hidden behind 089 003. It was finally retired on June 21, 1968 as the last T 3 of the DB.

Polskie Koleje Państwowe

The series was also still in service in Poland. The machines again grouped under the series designation TKh1 were renumbered from TKh1-1 to TKh1-23 regardless of the pre-war numbers. A few examples were also found in the TKh100 series, in which 65 three-couplers of the most varied designs were combined. The last T3 was eliminated from the PKP in 1967. In industrial operations, however, the locomotive type was indispensable for a long time. Three machines have survived in Poland, but only one of them has a state railroad history.

Preserved copies

DR 89 6009 of the Dresden Railway Museum in Potsdam (1993)
The rebuilt DR 89 7373 of the Rhönzügle in Fladungen, which went into operation again in 2014
The private railway steam locomotive "Waldbröl", similar to T3, in the Dieringhausen Railway Museum

Some T 3 are still in museums today , e.g. T. also get operational. These are in detail:

public perception

1975 postage stamp

In the early days of the Bundesbahn, the T3 coined the metaphor of the “good old steam locomotive era”. This was underlined by the presentation of the series at railway exhibitions, by illustration on postage stamps or other printed matter and by the choice of the company logo . In addition, the T 3 was replicated very early on by the model railway industry and was also 'discovered' very early as a museum locomotive. The Austrian U series has a similar role .

Individual evidence

  1. ↑ Hans-Dieter Rammelt, Günther Fiebig, Erich Preuß: Archive of German Small and Private Railways: History of Small and Private Railways. Development • Construction • Operation . extended Edition. Transpress Verlagsgesellschaft mbH, Berlin 1995, ISBN 3-344-71007-9 , p. 236 f .
  2. ↑ Herbert Rauter: Prussia Report No. 3 . Hermann Merker Verlag GmbH, Fürstenfeldbruck 1991, ISBN 3-922404-19-7 , p. 36 .
  3. ↑ List of Hentschel locomotives preserved in a museum , werkbahn.de, March 15, 2015.
  4. ↑ www.eisenbahn-museumsfahrzeuge.com: Borsig 4788 freight tender locomotive , accessed on July 28, 2019.
  5. ^ Winfried Dolderer: The best piece of the museum railway. In: Monumente -Magazin February 2019, pp. 30–31
  6. ↑ http://www.eisenbahnmuseum-neustadt.de/fverbindiste.html , accessed on June 22, 2017
  7. ↑ News in brief - miscellaneous . In: Berliner Verkehrsblätter . No. 7 , 2017, p. 138 .
  8. ↑ Nederlandse Museum Materieel Database accessed on March 2, 2018

literature

  • Manfred Weisbrod, Dieter Baezold, Horst J. Obermayer: The great type book of German locomotives . Transpress Verlag, Berlin, ISBN 3-344-70751-5
  • Gerhard Moll, Hansjürgen Wenzel The class 89.70 (Prussian T 3) . ISBN 978-3-88255-189-1 .

Movie

Web links

Commons : Prussian T 3  - collection of pictures, videos and audio files