Saxon IV T
| Saxon IV T DR class 71.3 |
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| Numbering: | IV T 1701-1791 DR 71 301-385 |
| Number: | 91 |
| Manufacturer: | Saxon machine factory |
| Year of construction (s): | 1897-1909 |
| Retirement: | until 1955 |
| Type : | 1'B1 'n2t |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,770 mm |
| Height: | 4,150 mm |
| Fixed wheelbase: | 2,000 mm |
| Total wheelbase: | 6,800 mm |
| Service mass: | 60.1 t |
| Friction mass: | 30.6 t |
| Wheel set mass : | 15.4 t |
| Top speed: | 75 km / h |
| Indexed performance : | k. A. PSi |
| Driving wheel diameter: | 1,590 mm |
| Impeller diameter: | 1,065 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 430 mm |
| Piston stroke: | 600 mm |
| Cup length: | 4,000 mm |
| Boiler overpressure: | 12 bar |
| Number of heating pipes: | 171 |
| Grate area: | 1.56 m² |
| Radiant heating surface: | 8.07 m² |
| Tubular heating surface: | 85.91 m² |
| Evaporation heating surface: | 94.01 m² |
| Water supply: | 5.6 / 7.5 m³ |
| Fuel supply: | 1.6 tons of coal |
As a genus IV T designated Royal Saxon State Railways four-coupled tank locomotives for passenger train service.
history
The design of the locomotives was based on the class T 5.1 of the Prussian State Railways . Despite the defects that emerged, such as the uneven running at high speed, which led to derailments, 91 copies of this locomotive were procured from 1897 to 1909 in several lots. In any case, on Saxon routes, a high top speed is less important, but rather good acceleration ability due to the relatively short distance between the stops.
The first locomotives have received name Saxon towns and were considered VIII bb T out, 1900, the name was then in IV T changed.
The 1727 locomotive was the leader locomotive in the serious train accident on the Harrasfelsen between Braunsdorf and Frankenberg on the Roßwein – Niederwiesa line on December 14, 1913. The leader locomotive did - hard to believe, if you look at the accident pictures - repairs until 1933 as 71 322 .
The Deutsche Reichsbahn took over 85 machines of this type and gave them the numbers 71 301–385. Six vehicles were taken out of service shortly before the re-designation; another wave of retirement followed around 1930. After the Second World War, two machines remained with the ČSD , while ten locomotives came to the Deutsche Reichsbahn . The vehicles were withdrawn from the Deutsche Reichsbahn until 1955, none of them survived.
technical features
- Boiler and engine
The long boiler consisted of two shots .
The wet steam locomotives had a two-cylinder engine with a piston stroke of 600 mm and a diameter of 430 mm. The drive rod acted on the second axle of the two-coupler, the wheel diameter of which was 1590 mm. The external Heusinger control was still made with hanging iron.
- Chassis and frame
The fixed wheelbase of the two coupled driving axles was 2000 mm, the total wheelbase was 6800 mm. The two running axles were designed as Adam axles.
The first delivery series had a 12 mm thick riveted sheet metal frame , from the year of construction 1902 the frame was 20 mm thick. In the last series, recesses were also left in the fire box area.
In addition to the obligatory throw lever brake as a handbrake, the Westinghouse brake that acts on both sets of coupling wheels was available. The air pump required for this was arranged to the right of the smoke chamber.
- Stocks
Inside the frame cheeks there was a frame water tank with a capacity of 5.6 m³, from 1906 the locomotives were supplied with additional water tanks on the side. The water supply had risen to 7.5 m³. All previously delivered machines have been retrofitted in this way. The coal supply of 1.6 t was subsequently increased in some vehicles and / or a coal box attachment was added so that a maximum of 2 m³ of coal could be loaded.
- Others
The machines were delivered without a steam flute mechanism, which was only installed later in front of the chimney or, in the case of old boilers, between the sandboxes. The first delivery series had a driver's cab with a large door cutout; from the year of construction 1902, the locomotives were instead equipped with sliding windows on the side. The ventilation attachment on the driver's cab roof was subsequently supplemented by four ventilation hoods.
literature
- Fritz Näbrich, Erich Preuß , Günter Meyer: Locomotives of Saxon Railways - freight train and tank locomotives, railcars , transpress Verlag, Berlin 1984
Web links
Individual evidence
- ↑ Fritz Näbrich, Erich Preuss, Günter Meyer: locomotives Saxon Railways - freight train and tank locomotives, railcars , p 121
- ↑ Fritz Näbrich, Erich Preuss, Günter Meyer: locomotives Saxon Railways - freight train and tank locomotives, railcars , p 206
- ↑ Fritz Näbrich, Erich Preuß, Günter Meyer: Locomotives of Saxon Railways - Freight and Tender Locomotives, Motor Cars , p. 121 ff.