Saxon XII H
The classes XII , XII and XII 1 of the Saxon State Railways were express steam locomotives with the wheel arrangement 2'C.
Shortly after the turn of the century, there was an increasingly urgent need for powerful express train locomotives, especially for service in the hill country. The Saxon X , class 14.2 , procured from 1900 onwards were pure flatland locomotives . Similar to the Prussian State Railways with the S 10 , the Saxon State Railways experimented with different types of engines to determine the most economical design. The three types differed primarily in the engine, but also in the boiler (pressure, size), which means that they can only be compared with one another to a limited extent, and were created within three years. As is common in Saxony, the locomotives were manufactured by the Hartmann machine factory in Chemnitz.
XII H
| Saxon XII H DR class 17.6 |
|
|---|---|
| Number: | 6th |
| Manufacturer: | Hartmann , Chemnitz |
| Numbering: | XII H 1 - 6 17 601 - 17 606 |
| Commissioning: | 1906 |
| Retirement: | until 1928 |
| Design type: | 2'C h4 |
| Length over buffers: | 20,381 mm |
| Driving wheel diameter: | 1,905 mm |
| Impeller diameter: | 1,065 mm |
| indicated performance: | k. A. |
| Top speed: | 100 km / h |
| Boiler overpressure: | 117.7 N / cm² |
| Cylinder diameter : | 430 mm |
| Piston stroke: | 630 mm |
| Grate area: | 2.77 m² |
| Evaporation heating surface: | 146.13 m² |
| Superheater area : | 43.80 m² |
| Axle travel mass: | 160.8 kN |
| Friction mass: | 480.5 kN |
| Service mass: | 718.8 kN |
The type XII was the first of the three types and was delivered in six copies in 1906. They received the lane numbers 1 - 6.
The XII H were among the first superheated steam locomotives in Germany and had a four-cylinder single expansion engine in which all cylinders acted on the first coupled axle.
This type of engine (also called quadruple engine ) was very rare in Germany (only the Prussian S 10 built four years later and the LBE S 10, which was almost identical to it , also had such an engine). The disadvantage of this design are the relatively large heat losses, and therefore the XII H was no longer procured. The XII H was able to convince in tractive power, but the consumption values did not meet expectations. At top speed, the locomotives could move a 300-ton train. Visually, the XII H stood out due to the front cladding of the smoke chamber and bogie as well as its windshield driver's cab - a fad of the time, whose resistance-reducing effect at 100 km / h top speed was negligible (which was not yet known at the time of construction). As a result, the machines were already running without these disguises at the time they were changed to Reichsbahn numbers. The locomotives also had an eye-catching connecting pipe between the two steam domes .
The Deutsche Reichsbahn took over all six locomotives as class 17.6 and gave them the road numbers 17 601 - 17 606. They were decommissioned between 1926 and 1928, only the 17 604 survived as a heating locomotive in Dresden's old town until 1956.
The six vehicles were delivered with tenders of the older type sä 2'2 'T 21 (5 t coal). That was not a given, often only the locomotives were delivered. The six tenders for the XII H had the numbers 1 to 6 on their backs.
XII HV
| Saxon XII HV DR class 17.7 |
|
|---|---|
| Number: | 42 |
| Numbering: | XII HV 7-14, 22-55 17 701-17 734, 17 751-17 755 |
| Commissioning: | 1908-1914 |
| Retirement: | until 1936 |
| Design type: | 2'C h4v |
| Length over buffers: | 20,218 mm |
| Boiler overpressure: | 15 bar |
| HD cylinder diameter: | 430 mm |
| LP cylinder diameter: | 680 mm |
| Grate area: | 2.75 m² |
| Evaporation heating surface: | 146.34 m² |
| Superheater area : | 41.00 m² |
| Axle travel mass: | 16 t / 17 t |
| Friction mass: | 506.0 kN |
| Service mass: | 767.9 kN |
The genus XII was built from 1908. It differed from the XII H essentially in that the four-cylinder engine was replaced by a four-cylinder compound engine . In order to make better use of the combined process, the boiler pressure was also increased from 12 to 15 bar. The low pressure cylinders were on the outside, and as with the XII H, all four cylinders acted on the first coupling axle.
The XII HV "won" the comparison of the three types of engine and was therefore the only one to be purchased in large numbers, even if it was never seen as the optimal solution. To do this, it would have had to have a larger boiler and smaller low-pressure cylinders. Between 1908 and 1914, 42 copies with the track numbers 7-14 and 22-55 were made. The various delivery series originally differed, e.g. T. clearly in the outer shape. Due to adjustment work during the Reichsbahn era to facilitate vehicle maintenance (e.g. boiler replacement), these differentiation options were often lost. The first XII HV also had a windshield cab and a bogie apron. The last five had a feed water preheater (Atlas type) across the frame when they were delivered and were therefore a little heavier. Originally all machines had the outer connecting pipe between the steam domes, which was difficult to keep tight due to the different thermal expansion and was therefore often later relocated to the inside of the boiler. During the time of the Reichsbahn various locomotives were given a Knorr-type surface preheater, which was immediately noticeable because it was located on the left circuit. The Saxon No. 34 (17 720) still had an additional oil firing system in 1924 and therefore still ran with an old tender 2 '2' T 21 with an oil tank but a low coal box. The XII HV was somewhat inferior to the XII H in terms of performance and tractive power - the compound locomotives could only pull a 270-ton train at top speed. The consumption values were significantly better than those of the XII H.
Three locomotives (No. 12, 44 and 49) had to be handed over to France after the First World War . The Reichsbahn took over 36 vehicles as class 17.7 and gave them the company numbers 17 701 - 17 734 and 17 751 - 17 755. The latter were the locomotives with feed water preheaters, which had an axle load of 17 t instead of 16 t.
Between 1925 and 1936, all locomotives were gradually withdrawn from service. Before that, the 17 717 was the only locomotive in the series to have smoke deflectors .
The vehicles were with Tender senders of the type sä 2'2 'T 21 (with 5 or 7 carbon stock t) and SAE 2'2' T 28 equipped.
XII H1
| Saxon XII H1 DR class 17.8 |
|
|---|---|
| Number: | 7th |
| Numbering: | XII H1 15-21 17 801-17 804 |
| Commissioning: | 1909 |
| Retirement: | 1929 |
| Design type: | 2'C h2 |
| Length over buffers: | 19,837 mm |
| Boiler overpressure: | 117.7 N / cm² |
| Cylinder diameter : | 610 mm |
| Grate area: | 2.84 m² |
| Evaporation heating surface: | 177.66 m² |
| Superheater area : | 47.10 m² |
| Axle travel mass: | 155.9 kN |
| Friction mass: | 467.8 kN |
| Service mass: | 712.9 kN |
Encouraged by positive experiences in Prussia with the P 8 , the decision was made in Saxony to fundamentally abandon the complicated four-cylinder engine and order both the new express locomotive for flatland service and another variant of the mountain locomotive as a two-cylinder locomotive before the completion of the XII HV. The genus XII 1 was produced in 1909 in seven copies, which were given the track numbers 15 to 21. This design was equipped with a two-cylinder superheated steam engine; As with the other two types, the drive was on the first coupling axle.
In contrast to the XII HV, the design was not derived from the XII H, but from the Saxon X H1 , which was developed in parallel , whereby it had a larger boiler. Of all three types, the XII H1 had the largest grate and heating surface, but like the XII H only 12 bar boiler pressure. Nevertheless, the XII H1 was the most powerful of the three 2 "C locomotives. The locomotives could pull 450 t at maximum speed, but the consumption values were higher than those of the XII HV For the engine of the XII H1 the boiler of the X H1 was not powerful enough, and for a mountain locomotive it was designed unfavorably. That the basic concept was correct, however, proves the success of the passenger locomotives of the Saxon type, which appeared one year later XII 2, series 38.2 .
The locomotives had conspicuous conical smoke chamber doors, which were later exchanged for arched ones when they had to be replaced.
Three locomotives (No. 15, 16 and 21) had to be handed over to France after the First World War. The Reichsbahn took over the remaining four as class 17.8 with the numbers 17 801 - 17 804. They were retired in 1929. The French locomotives ran at the Chemin de Fer de l'Est (EST) and were given the road numbers 3305 to 3307. Two were still with the numbers 230 E 305 and 306 in the inventory of the French state railway SNCF . The 230 E 305 even survived the Second World War and, as the last of all express train locomotives of the XII H family, did not go out of service until 1948.
The locomotives were with a Tender respondents to type sa 2'2 'T 21, exceptionally sa. 2 '2' T 28, equipped.
literature
- Weisbrod, Bäzold, Obermayer: The great type book of German steam locomotives. Transpress Verlag, ISBN 3-344-70751-5 .
- Manfred Weisbrod: Saxony Report Volume 3. Fürstenfeldbruck 1995, ISBN 3-922404-82-0 .
- Näbrich, Preuß, Meyer: Locomotives of Saxon railways, express and passenger locomotives. in the "Railway Vehicle Archive", Volume 2.1. alba Verlag, Düsseldorf (transpress-Verlag, Berlin) 1984, ISBN 3-87094-096-4 .
- Kutschik, Näbrich, Meyer, Preuß: locomotives of Saxon railways, express and passenger locomotives. Volume 1. transpress-Verlag, Berlin 1995 (2nd edition, but only published from volume 1!), ISBN 3-344-71009-5 .
- Peter Heinrich: The Saxon express train locomotives,… EK-Verlag, Freiburg 1985, ISBN 3-88255-117-8 .
- Jürgen U. Ebel: The Saxon express train locomotives, Volume 1,… EK-Verlag, Freiburg 1997, ISBN 3-88255-117-8 .
