Saxon VV
| Kgl.Sächs.Sts.EB - type VV DR series 53.6–7 PKP Th101 |
||||
|---|---|---|---|---|
|
||||
| Manufacturer: |
Sächsische Maschinenfabrik , Chemnitz Sigl , Vienna |
|||
| Years of construction: | 1885-1890 | 1890-1896 | 1898-1901 | 1920 |
| Number: | 18th | 85 | 61 | 1 |
| Numbers: | 1012-1029 53 601-615 |
1001-1103 53 616-679 |
1104-1164 53,680-729 |
1000 53 751 |
| Retirement: | until 1930 | |||
| Design type: | C n2v | |||
| Gauge: | 1,435 mm | |||
| Length over buffers: | 14,718 mm | |||
| Empty mass: | 37.0 t | 37.5 t | 39.0 t | 41.5 t |
| Service mass: | 41.6 t | 42.0 t | 43.7 t | 46.2 t |
| Friction mass: | 41.6 t | 42.0 t | 43.7 t | 46.2 t |
| Axle travel mass: | 13.9 t | 14.0 t | 14.1 t | 15.4 t |
| Top speed: | 45 km / h | |||
| indicated performance: | k. A. | |||
| Driving wheel diameter: | 1,390 mm | 1,390 mm | 1,400 mm | 1,420 mm |
| Control type: | Allan, inside | |||
| Number of cylinders: | 2 | |||
| HD cylinder diameter : | 460 mm | 480 mm | 500 mm | 500 mm |
| LP cylinder diameter : | 650 mm | 700 mm | 700 mm | 700 mm |
| Piston stroke: | 610 mm | |||
| Boiler overpressure: | 12 bar | |||
| Number of heating pipes: | 173 | 173 | 167 | 204 |
| Heating pipe length: | 4369 | 4369 | 4369 | 4000 |
| Grate area: | 1.41 m² | 1.41 m² | 1.41 m² | 1.8 m² |
| Radiant heating surface: | 8.2 m² | 8.2 m² | 8.2 m² | 7.7 m² |
| Tubular heating surface: | 106.9 m² | 106.9 m² | 103.2 m² | 115.4 m² |
| Evaporation heating surface: | 115.1 m² | 115.1 m² | 111.37 m² | 123.1 m² |
| Tender design: | sä 3 T 5.65 / sä 3 T 7.5 | sä 3 T 9 | ||
As Genus V designated Royal Saxon State Railways six-coupled goods train - Tender locomotives . The Deutsche Reichsbahn assigned the locomotives from 1925 to the 53.6–7 series .
history
The locomotives of type VV represent a further development of the predecessor type V. As an innovation, the locomotives received a compound drive, which had already proven itself on the Prussian G 4 2 .
In 1885, the "KÄNZLI" locomotive was the first locomotive from the Saxon machine works in Chemnitz to be delivered to the Royal Saxon State Railways. Since the locomotives proved their worth, a total of 164 units were purchased in three series from 1887 to 1901, which differed only slightly from one another. Eleven locomotives of the second series with the track numbers 858 - 868 (new: 1001 - 1011) were manufactured by Sigl in Vienna .
Another example was created on the basis of a boiler made for the Turkish state railway TCDD, which could not be delivered due to the First World War . With this boiler, another locomotive was completed for the Saxon State Railroad, which was given the number 1000 in 1920.
Some locomotives were lost in the First World War. The Deutsche Reichsbahn was able to take over 130 machines of the Saxon VV type. From 1925 they were given the new road numbers 53 601 - 53 751. By 1930 the locomotives were retired and scrapped. No copy has been preserved in a museum for posterity.
The 14 locomotives that remained in Poland after 1918 were later taken over by the Polish State Railways PKP and were given the numbers Th101-1 - Th101-14. Some copies also stayed in Belgium and were classified by the local state railway SNCB under the numbers 7726, 7733, 7736, 7737, 7735, 7738, 7781 and 7783.
technical features
The locomotives had a long boiler made of three sections with a semicircular ceiling, which was drawn in between the frame cheeks in the fire box area. A special feature was the large, rounded steam dome in the middle of the boiler. Compared to type V, the boiler pressure has been increased by a third to 12 bar. The Ramsbottom safety valve was located directly in front of the front wall of the driver's cab, the sandpit was located directly behind the chimney. Like most of the Saxon locomotives, the VV usually had a flared chimney, some were also equipped with a Kobel chimney for burning Bohemian lignite.
The steam engine was designed as a two-cylinder compound drive with internal all-control. The starting device in the "KÄNZLI" was a Borries type . The series locomotives built from 1887 on were given a Lindner start-up device. The larger low-pressure cylinder was arranged on the left. To ensure the required freedom of profile, both cylinders were installed at a slight incline.
The driving and coupling axles were fixed in the frame. It is not known whether the central axle had a weakened flange. The second axle served as the drive axle.
Initially, most locomotives had a vapor barrier that acted on the second and third coupling axles . The prototype locomotive No. 736 "KÄNZLI" was initially only equipped with a lever brake as a locomotive brake ( ! ). Some locomotives were later converted to Westinghouse air brakes, the No. 1000 delivered in 1920 already received this ex works.
Some locomotives that were used on secondary railroads were also equipped with a steam flare.
The locomotives were coupled with tenders of the Saxon design sä 3 T 5.65 or sä 3 T 7.5. The No. 1000 delivered in 1920 had a type sä 3 T 9.
literature
- Fritz Näbrich, Günter Meyer, Reiner Preuß: Lokomotivarchiv Sachsen 2.transpress VEB Verlag für Verkehrwesen , Berlin 1983
- Erich Preuß , Reiner Preuß : Saxon State Railways . transpress Verlagsgesellschaft, Berlin 1991, ISBN 3-344-70700-0 .
