Saxon III K
| III K series 99.754 |
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| Numbering: | 35-36 99 7541-7542 |
43-46 99 7543-7546 |
| Number: | 2 | 4th |
| Manufacturer: | Krauss | Hartmann |
| Construction year: | 1889 | 1891 |
| Retirement: | 1925-1926 | |
| Design type: | C1'n2t | |
| Genus: | K 34.7 | |
| Gauge: | 750 mm | |
| Length over coupling: | 8,980 mm | 9,000 mm |
| Height: | 3,000 mm | |
| Width: | 1,986 mm | |
| Total wheelbase: | 5,750 mm | |
| Empty mass: | 19.3 t | 20.4 t |
| Service mass: | 24.7 t | 26.3 t |
| Friction mass: | 18.6 t | 19.2 t |
| Axle travel mass: | 6.2 t | 6.4 t |
| Top speed: | 30 km / h | |
| indicated performance: | 195 PSi / 143 kW | |
| Starting tractive effort: | 28.93 kN | |
| Driving wheel diameter | 855 mm | |
| Control type: | Toilets | |
| Number of cylinders: | 2 | |
| Cylinder diameter : | 324 mm | |
| Piston stroke: | 400 mm | |
| Boiler pressure: | 10 bar | |
| Number of heating pipes: | 97 | |
| Heating pipe length: | 3,500 mm | |
| Grate area: | 0.9 m² | |
| Radiant heating surface: | 3.8 m² | 3.9 m² |
| Tubular heating surface: | 42.4 m² | 42.4 m² |
| Evaporation heating surface | 46.26 m² | 46.29 m² |
| Locomotive brake : | Counter-vapor brake throw lever brake |
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| Train brake: | Lever brake | |
As Genus III K ( ie : three K) designated the Royal Saxon State Railways six-coupled narrow gauge - Supports Ender locomotives with the track width mm 750th The Deutsche Reichsbahn classified the locomotives in the 99.754 series from 1925 .
history
Since 1881, numerous narrow-gauge lines, some of them with many bends and slopes, have been opened in Saxony , and the volume of traffic has steadily increased. The performance of the IC initially deployed was soon no longer sufficient. Locomotives with Klose engines and Klose support tenders were an alternative , as they were already supplied by Krauss in Linz to the Bosnian-Herzegovinian State Railways and the Bosnabahn as class IIIa4 .
The Royal Saxon State Railways therefore ordered two of these more powerful locomotives at the end of the 1880s. Delivered in the spring of 1889, they were assigned to the genus Kr Kl TK . As a result, they were identified as a tank locomotive (T) made by Krauss (Kr) with a 750 mm gauge (K) and a Klose engine (Kl). A second series of four machines was manufactured in 1891 by the Sächsische Maschinenfabrik in Chemnitz , which were given the generic designation H Kl TK . 1,896 every six locomotives were as K III and 1900 as III K referred.
The locomotives proved their worth, but due to the complicated technology, further procurement was not made in favor of the class IV K built from 1892 . The advantages over the IV K were the larger stocks and the lower axle load. In the beginning, the IV K was simply too difficult for many routes and the economical K.Sächs.Sts.EB only slowly converted the routes to stronger rail profiles. It was only around 1910 that the IV K was able to oust the III K from sole train service.
At the beginning of the First World War, numerous locomotives of the classes IK and IV K were handed over to the Heeresfeldbahn , so the III K was again used on some lines in train service alone. The Heeresfeldbahn rented four locomotives in 1917 and used them in Serbia. At the latest at the end of the war, however, all the machines were returned to Saxony. With the arrival of the first VI K and the return of the locomotives from war missions, the III K were no longer needed and only served as a reserve. All copies were taken over by the Deutsche Reichsbahn after 1920 . In 1922/23 all six locomotives were shut down. In 1925 they received the new numbers 99 7541 to 99 7546, which were no longer written to. A little later the locomotives were retired and scrapped.
In contrast, the locomotives once delivered by Krauss to Bosnia were still in use on the Yugoslav Railways (JŽ) as class 189 until 1967 , when they were no longer needed there due to the conversion of the lines to standard gauge.
technical features
A riveted long boiler made in three sections was installed as a steam generator. Two Friedmann type injectors were used to feed the boiler .
The steam engine was an internal two-cylinder engine with an external Stephenson control, which drove the central coupling axle. The power transmission to the radially adjustable coupling axles was carried out using length-adjustable coupling rods of the Klose type. The radial adjustment of the 1st and 3rd coupling axis and the control of the lever parallelogram on the coupling rods was carried out according to the swing radius of the support tender using a lever linkage.
The locomotive was braked using a throw lever brake, supplemented by a counter-steam device. The locomotives had the reel for the lever brake as a train brake .
The water supply was housed in containers on the side, the coal in a box behind the driver's cab.
commitment
The long-term use of the class III K on the narrow-gauge railway Wolkenstein – Jöhstadt in the Ore Mountains is documented . In 1892, three of the machines supplied by Hartmann (No. 43, 45, 46) were almost brand new. With an interruption in the First World War , the locomotives were used there in train service until 1922/23.
Two more locomotives were used from 1891 on the sloping Müglitztalbahn from Mügeln to Geising - Altenberg . With the commissioning of the more powerful IV K, the two machines were handed over to Mügeln (near Oschatz) in 1896 .
The Cranzahl – Oberwiesenthal , Mosel – Ortmannsdorf , Grünstädtel – Oberrittersgrün , Hetzdorf – Eppendorf and Thumer network were also temporarily home to III K locomotives.
literature
- Wolfgang Wagner, Reiner Scheffler: II K (old), III K and VK as well as third-party locomotives on Saxon narrow-gauge railways . Bufe-Fachbuch-Verlag, Egglham 1996, ISBN 3-922138-60-8 .
- Manfred Weisbrod: Saxony Report . Volume 6: Tender and narrow-gauge locomotives, railcars and special designs . Merker, Fürstenfeldbruck 1998, ISBN 3-89610-028-9 ( Eisenbahn-Journal - Archiv 1998, 1).
- Fritz Näbrich, Günter Meyer, Reiner Preuß: Lokomotiv-Archiv Sachsen 2 . transpress VEB publishing house for transport, Berlin 1984.