Saxon XX HV
| XX HV series 19.0 |
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 Steam locomotive 19 017 in the Chemnitz-Hilbersdorf Railway Museum, August 24, 2002
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| Numbering: | 66-80, 206-213 DR: 19001-023 |
| Number: | 23 |
| Manufacturer: | Saxon machine factory , Chemnitz |
| Year of construction (s): | 1918-1923 |
| Retirement: | until 1967 |
| Axis formula : | 1'D1 ' h4v |
| Genre : | S 46.17 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,632 mm |
| Length: | 14,285 mm |
| Height: | 4550 mm |
| Fixed wheelbase: | 4000 mm |
| Total wheelbase: | 11,960 mm |
| Wheelbase with tender: | 19,182 mm |
| Empty mass: | 90.3 t |
| Service mass: | 99.9 t |
| Service mass with tender: | 162.7 t |
| Friction mass: | 68.6 t |
| Wheel set mass : | 17.15 t |
| Top speed: | 100 km / h / 120 km / h |
| Indexed performance : | 1800 hp |
| Starting tractive effort: | 11,400 kg (Saxon norm) |
| Driving wheel diameter: | 1905 mm |
| Impeller diameter front: | 1065 mm |
| Rear wheel diameter: | 1260 mm |
| Control type : | Heusinger |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 480 mm |
| LP cylinder diameter: | 720 mm |
| Piston stroke: | 630 mm |
| Boiler overpressure: | 15 bar |
| Number of heating pipes: | 156 |
| Heating pipe length: | 5800 mm |
| Grate area: | 4.50 m² |
| Radiant heating surface: | 15.5 m² |
| Tubular heating surface: | 211.6 m² |
| Superheater area : | 74.00 m² |
| Evaporation heating surface: | 227.05 m² |
| Tender: | see 2'2 T31 |
| Service weight of the tender: | 62.8 t |
| Water supply: | 31.5 m³ |
| Fuel supply: | coal |
| Locomotive brake: | Westinghouse air brake |
As Saxon genus XX , four-coupled express train - Tender locomotive of the Royal Saxon State Railways designated. The machines, known as "Sachsenstolz", were the only German express locomotives with the 1'D1 '( Mikado ) wheel arrangement and at the time of their appearance the largest express locomotives in Europe. The Deutsche Reichsbahn classified the locomotives in the 19.0 series from 1925 .
history
The XX HV were the last Saxon express train locomotives and are considered the highlight of Saxon locomotive construction. They were designed primarily for heavy express train service on the low mountain range between Dresden and Hof, which is rich in curves and slopes .
In terms of design, they were related to the genus XVIII H , which was developed at the same time , but in contrast to this they received a further, fourth coupled axle and a four-cylinder compound engine. Between 1918 and 1925, a total of 23 copies were made by the Sächsische Maschinenfabrik in Chemnitz .
The locomotives were given the road numbers 19 001-023 from the Deutsche Reichsbahn-Gesellschaft in 1925. The locomotives built in 1922 were initially stationed in Stuttgart- Rosenstein, those from 1923 in Frankfurt am Main . From 1925 all 23 locomotives were in the Saxon depot in Dresden-Altstadt and Reichenbach / Vogtl. home.
The machines met the expectations of a low mountain range locomotive. The high coal consumption proved to be a disadvantage, especially on flat routes, which is why the XX HV only traveled the Dresden – Berlin route in exceptional cases.
19 021 was destroyed by a bomb during World War II, the others remained in the inventory of the Deutsche Reichsbahn after 1945 , but some were no longer in service due to war-related damage. Until they were retired in the 1960s, the locomotives continued to be used in front of express trains on the Dresden – Hof and Leipzig – Hof routes.
In connection with the electrification of their main lines, the locomotives were decommissioned by 1967. The 19 017 was preserved as a non-operational museum locomotive. It is located in the railway museum Bw Dresden-Altstadt and belongs to the Dresden Transport Museum .
technical features
At the time of commissioning, the boiler was the largest in a German locomotive and, with a pipe length of 5.8 meters in the long boiler, it was unusually long. In order to enable the necessary grate size, an almost square grate was placed over the frame. The boiler was also used in its sister design XVIII H with weight-related changes, although the heating surface was 10 m² smaller. The boiler was fed by two steam jet pumps, which were later replaced by an injector, and a Knorr feed pump with a surface preheater.
The steam engine was designed as a four-cylinder compound steam engine. The high pressure cylinders were arranged at a steep incline between the frame cheeks, the low pressure cylinders were in the usual, horizontal position on the outside. Both pairs of cylinders drove the second coupling axle. A normal Heusinger control was used to regulate the filling of the low pressure cylinders, which also controlled the inner high pressure cylinders via pendulum levers. As a special feature, the locomotives had the Lindner start-up valve, known from two-cylinder composite locomotives, in order to be able to introduce live steam into the low-pressure cylinders when they are over 60% full.
A Westinghouse air brake was installed as a locomotive brake. The braking took place on one side on all running and coupling axles. The locomotives 19 012, 015, 017 and 022 were later retrofitted with Riggenbach counter-pressure brakes .
The vehicles were coupled with tenders of the Saxon design sä 2'2 T31.
reconstruction
In the years 1963 to 1965, the locomotives 19 015 and 022 were converted for test operation at the urging of the head of the VES-M hall , Max Baumberg . Equipped with Riggenbach counter-pressure brakes, they were primarily used as brake locomotives for performance measurements. Occasionally, however, they were also used in passenger and express train services.
Both locomotives were given a new type 39E combustion chamber boiler at Raw Meiningen with a shortened smoke chamber, as was already used in the reconstruction of the 03.10 , 39 and 41 series. Due to the equipment with Riggenbach counter pressure brakes, however, the surface preheaters had to be retained. The engine received new, welded cylinder blocks with internal flow from the high pressure engine. The frame had to be lengthened at both ends, increasing the total axle base from 11,960 to 12,100 mm. As with other locomotives of the country types, the wheel sets were replaced by those of the standard design. Both locomotives received standard coupling boxes with main and two emergency coupling bars so that they could be coupled with standard tenders.
New driver's cabs , Witte smoke deflectors , conical smoke chamber doors , a common cladding of the steam dome and sandboxes as well as the arrangement of all pumps on a separate support in the middle of the vehicle gave the machines a greatly changed appearance. The 19 015 was coupled with the tender 2'3 T38 of the H 45 024 . In 1967 both locomotives received a main oil firing system.
In 1970, with the introduction of EDP-compatible locomotive numbers, the two locomotives were given the new operating numbers 04 0015 and 0022. 04 0022 was retired and scrapped in 1975, 04 0015 followed in 1977.
literature
- Fritz Näbrich, Günter Meyer, Reiner Preuß : Lokomotivarchiv Sachsen 1 , transpress VEB Verlag für Verkehrwesen, Berlin 1983, or Alba publication Alf Teloeken GmbH + Co KG, Düsseldorf, ISBN 3-87094-096-4
- Erich Preuß , Reiner Preuß : Saxon State Railways , transpress Verlagsgesellschaft mbH, Berlin 1991, ISBN 3-344-70700-0
- Jürgen U. Ebel: Saxon express train locomotives Volume 2: Sachsenstolz The class XX HV The Reichsbahn series 19.0 . EK-Verlag, Freiburg 2000, ISBN 3-88255-120-8
- Günther Reiche: Richard Hartmann and his locomotives . Oberbaumverlag, Berlin / Chemnitz 1998, ISBN 3-928254-56-1
- Hans Wiegard: Reconditioned and new construction steam locomotives of the DR . GeraMond Verlag, Munich 2001, ISBN 3-7654-7103-8
Web links
- Saxon pride . Retrieved October 18, 2016. History, pictures and technical data
- Website from 19 017 . Archived from the original on August 18, 2011.
- Information on the preserved class 19 locomotive on the "Railway Museum Vehicles" website