Saxon XV
| XV DR series 14.2 |
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|---|---|---|---|
 |
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| Numbering: | 175-176 181-182 |
183-189 | 190-195 |
| Number: | 2 | 7th | 6th |
| Manufacturer : | Saxon machine factory | ||
| Year of construction (s): | 1900 | 1902 | 1903 |
| Retirement: | 1925-1926 | ||
| Axis formula : | 2'B1 'n4v | ||
| Genre : | S 25.16 | ||
| Gauge : | 1435 mm | ||
| Length over buffers: | 19,485 mm | 19,565 mm | |
| Height: | 4280 mm | ||
| Fixed wheelbase: | 2150 mm | ||
| Total wheelbase: | 9150 mm | 9350 mm | |
| Wheelbase with tender: | 16,310 mm | 16,430 mm | |
| Empty mass: | 61.9 t | 61.6 t | 62 t |
| Service mass: | 69.3 t | 69 t | 69.4 t |
| Service mass including tender: | 110.7 t | 110.8 t | 112.3 t |
| Friction mass: | 32 t | 31.4 t | 31.2 t |
| Wheel set mass : | 10.7-16.0 t | 11.1-15.8 tons | 11.4-15.6 t |
| Top speed: | 125 km / h | 120 km / h | 100 km / h |
| Coupling wheel diameter: | 1980 mm * | ||
| Impeller diameter (front): | 1045 mm * | ||
| Impeller diameter (rear): | 1045 mm * 1240 mm * (from 1903) |
1240 mm * | |
| Control type : | Heusinger / Joy | ||
| Number of cylinders: | 4th | ||
| LP cylinder diameter: | 555 mm | ||
| HD cylinder diameter: | 350 mm | ||
| Piston stroke: | 660 mm | ||
| Boiler overpressure: | 15 bar | ||
| Number of heating pipes: | 228 | 222 | |
| Heating pipe length: | 4700 mm | ||
| Grate area: | 2.41 m² | 2.38 m² | 2.33 m² |
| Radiant heating surface: | 13.65 m² | 13.30 m² | |
| Tubular heating surface: | 151.5 m² | 147.5 m² | |
| Evaporation heating surface: | 165.2 m² | 160.8 m² | |
| Tender: | 2'2 'T 18 | 2'2'T 19.5 | |
| Service weight of the tender: | 42.9 t | 41.5 t | 43.3 t |
| Water supply: | 18 m³ | 18 m³ | 19.5 m³ |
| Fuel supply: | 5 t | ||
| Brakes: | Westinghouse air brake | ||
| * From 1913 use of 75 mm wheel tires, which increases the coupling wheel diameter to 2000 mm and the running wheel diameter to 1065 mm or 1260 mm | |||
The locomotives of the class X of the Royal Saxon State Railways were fast - Tender locomotives of the type Atlantic . The locomotives, once perceived as the “bang of the modern” , led to a development boost in the construction of high-speed steam locomotives in Germany. Type XV is the first four-cylinder compound locomotive of this type in Germany.
The most important areas of application were the express train connections on the main lines Leipzig – Dresden –Bodenbach and Leipzig – Hof . The Deutsche Reichsbahn classified the locomotives in the 14.2 series , but retired them completely by 1926.
history
The class VIb V , VIII 2 and VIII V 1 locomotives used from the 1890s were sufficiently powerful for their time. However, it was foreseeable that the train loads would continue to increase. In order to prevent a lack of locomotives, the Royal Saxon State Railways endeavored early on to redesign them. The service program set up by the head of the Machine Technology Bureau in the General Directorate of the State Railroad Ewald Richard Klien envisaged the heaviest train of the Royal Saxon State Railways at the time, the 385 tonne court train of the Saxon King, on the Leipzig-Dresden railway line without stopping at 100 kilometers per hour to transport. The power required for this was estimated at around 1300 hp.
This requirement could only be met by using the most modern developments at the time. Above all, the engine developed by Alfred de Glehn at the Elsässische Maschinenbau-Gesellschaft Grafenstaden , with its four-cylinder compound design, promised a good development approach . In addition, the state railway administration suspected that a two-cylinder machine would not withstand the expected forces unscathed. The Sächsische Maschinenfabrik formerly Richard Hartmann in Chemnitz as the house supplier of the Kgl. Saxon State Railways therefore negotiated with the Alsatian company in order to be able to use its patents. This attempted to save their own development costs and to minimize the risks in the construction of the locomotive.
At the same time as the Chemnitzers, a similar compound locomotive with the 2'B1 ' wheel arrangement was developed and built in Alsace . This machine, intended for the French Compagnie des chemins de fer du Nord , was given the number 2,641 .
At the world exhibition in Paris in the summer of 1900 , the locomotive manufactured by the Saxon machine factory with the later train number 175 (factory number 2600) and the French "sister" with the number 2.642 were exhibited. Both received the gold medal of the Grand Prix. With the new development, the solidification that had arisen in the construction of locomotives for heavy and fast passenger trains broke up. The appearance of express train traffic changed fundamentally with the new locomotives over the next ten years. Similar machines were delivered to the Prussian State Railways from 1902 to 1906 by the Elsässische Maschinenbau-Gesellschaft as class S 7 . The orders from outside Saxony that were hoped for by the machine factory did not materialize. The Kgl. The Saxon State Railways acquired the locomotive and another identical one with the later train number 176 (factory number 2492) at a price of 81,431 gold marks . The tender cost 15,037 gold marks each. After the end of the world exhibition, the locomotives were subjected to a test program on the Leipzig – Dresden and Leipzig – Hof routes. With a train mass of 100 to 110 tons, the machines reached a top speed of 125 kilometers per hour. With optimal steam consumption, the locomotives achieved an output of 1180 hp. The locomotive's own consumption was 485 hp. This made it possible to move a 325-ton train. For a short time, outputs of up to 1350 hp could be achieved.
The design predestined the locomotives for express train traffic on the lowland routes. After the end of the test, the locomotives were assigned to the Leipzig Dresdner Bf heating house.
The good results prompted the state railway to reorder additional locomotives. The machines delivered in November and December 1902 at a unit price of 76,282 marks with the train numbers 183 to 189 (factory numbers 2753 to 2759) were stationed in the heating houses Dresden-Altstadt II and Leipzig Dresdner Bf. From there they were used on the Dresden-Bodenbach route and between Leipzig and Dresden.
The locomotives number 190 to 192 (unit price of 71,821 marks) delivered in February 1903 were stationed in the heating house Hof Sächsischer Bf and drove on the route between Hof and Leipzig. The 165 kilometers long route could be mastered with a water stop. After a renovation in 1903, the locomotives 175 and 176, then numbered 181 and 182, were also used on this route. The locomotives delivered in February and April 1903 at a price of 71,842 marks were again based in Dresden. When the locomotives of the class XII H were located in Hof in 1906, the Hofer XV was relocated to the Heizhaus Dresden-Altstadt II.
The machines were maintained in the Dresden-Friedrichstadt workshop for their entire lifetime . Even after the arrival of the X H1 , the locomotives continued to operate on the Leipzig – Dresden – Bodenbach route. With the opening of Leipzig Central Station , Leipzig Central Station South became the new home boiler house for Leipzig machines. From 1916 the top speed was reduced to 100 km / h. The locomotives were now mainly used in passenger train service on the Leipzig – Döbeln – Dresden, Dresden – Röderau and Dresden – Zittau / Görlitz routes. In 1918, a number of locomotives began to be located in Zittau. This was used to transport passenger and express trains to Bischofswerda, Löbau and Görlitz. These missions lasted until 1924.
The Deutsche Reichsbahn took over all 15 machines after 1920 and from 1925 gave them the new numbers 14 201–215. The lack of locomotives due to the locomotive taxes as a result of the Versailles Treaty prevented the machines, which were now technically outdated, from being quickly taken out of service. The first vehicles were not parked until 1923. In October 1925 five locomotives were in the Dresden-Altstadt (Heizhaus I and II), three each in the Riesa and Leipzig Hbf Süd depot and two in the Leipzig Bay depot. Bf. At home. Two locomotives had already been taken out of service.
The locomotives were last used in local traffic from Leipzig to Geithain, Frohburg, Meuselwitz, Altenburg or Reichenbach. The locomotives also used passenger and express freight trains on the Leipzig – Döbeln – Dresden route. In September 1926, the 14 213 locomotive (previously No. 193) was the last machine of type XV to be retired and scrapped.
technical features
Frame and chassis
The frame of the locomotives consisted of 30 millimeter thick sheet metal and was inside. To accommodate the internal engine, it was cranked outwards in the area of the front bogie. This resulted in a clear width of 1380 instead of 1200 millimeters. The leading bogie corresponded to the Erfurt type, which had already been developed in Prussia, as it was also used in the VIII V 1. The wheel sets with a wheel diameter of 1045 millimeters had a center distance of 2.15 meters. The side shiftability was 40 millimeters. The frame consisted of 22 millimeter thick metal sheets with a distance of 940 millimeters. A ball socket below the inner cylinder casting served as a support . The suspension to the frame was done by a cradle with four pendulums. The individual wheelsets of the bogie were cushioned by suspension springs over the axles.
The trailing axle, designed as an Adam's axle, was 2.55 meters away from the rear coupling axle in the prototypes. The lateral displacement was 25 millimeters on each side. The wheelset had a diameter of 1065 millimeters. The suspension took place with transverse springs located under the axle. The coupled wheel sets had the usual Prussian diameter of 1980 millimeters and were firmly mounted in the frame. The suspension was provided by leaf springs located below the axles, which were connected to adjustable compensation levers. In order to reduce the ascent of the locomotives when starting, the trailing axle was moved backwards by 200 millimeters from the 1902 series and wheels with a diameter of 1240 millimeters were used. Instead of the transverse springs, longitudinal springs were now used.
boiler
When designing the boiler, the Sächsische Maschinenfabrik based itself on the previous class VIII V 1. The Belpaire - firebox was in a flat firebox ceiling and extends behind the second coupled axle far between the side frames down. The grate was arranged level. Compared to the VIII V 1, the grate surface was almost identical, but the boiler pressure was increased from 13 bar to 15 bar and the heating surface of the copper firebox was enlarged. The wall to the heating pipes was 30 millimeters thick. The fire door was of the Untiedt design with closable air slots. The long boiler consisted of three shots. The boiler had a wall thickness of 17 millimeters. The length between the pipe walls was 4.70 meters. The 28 millimeter thick smoke chamber tube wall was riveted into the front part of the boiler. The smoke chamber itself was attached and riveted. The door of the smoke chamber had a central lock with four rubbers. The spark arrester was designed as an inclined plate in the smoke chamber.
The steam dome sat on the front boiler section. The flat regulator for steam extraction was integrated in the dome. A slotted steam collecting pipe was arranged between the standing boiler and the dome for steam drying. The boiler was fed by means of two non- sucking Friedmann restarting injectors SZ9 to the left and right of the driver's cab and a sucking Friedmann jet pump BY No. 6 in the driver's cab on the heater side. The boiler feed valves were located in the middle of the second boiler section. A sight glass on the heater side and taps on the driver's side were used to check the water level. The steam whistle and the pop safety valves were located in the front of the cab in the wind cutting edge. The steam is directed to the cylinders via a Y-pipe in the smoke chamber and further pipes below the circulating plate.
In the 1902 series, the boiler consisted of four sections. Due to the four-section design, the smoke tubes had to be reduced. This resulted in a smaller heating surface. Major changes were made in the area of the standing kettle. The grate area has been reduced in size and tilted slightly forward. In addition, the front part was designed as a tilting grate to make work easier. The wall to the smoke chamber was reduced to 26 millimeters. In the 1903 series, the smoke chamber was lengthened to 1850 millimeters in order to be able to guide the extinguishing downpipe past the inner cylinders more cheaply. The standing kettle was made entirely of sheet metal with a thickness of 17 millimeters.
Engine
The steam engine was designed as a four-cylinder compound engine of the de Glehn type. In this version, the high-pressure cylinders on the outside drove the second coupling axle , and the low-pressure cylinders on the inside drove the first coupling axle. All cylinders were arranged horizontally and level with the center of the drive wheel axle. The steam engine was controlled separately via a Heusinger control for the outer cylinder and a Joy control for the inner cylinder. The reason for the installation of the less precise Joy control was the omission of the control eccentric on the goiter axis as well as the enlargement of the space for maintenance work. In the driver's cab there was a control bracket with a handwheel for the inner cylinder and a handle for the outer cylinder. These could be operated separately or together. As a result, two separate control rods were necessary. All cylinders were equipped with balanced flat slide valves with trick channel for a double inflow. The starting device was of the Lindner type. The slide and cylinder were lubricated with Friedmann lubricating guns.
Brakes, equipment
The locomotives were equipped with a Westinghouse air brake to brake the locomotive and train. The brake blocks were on the inside of the bogie, the front of the drive wheels and the inside of the tenders. In the two prototypes the air pump was installed on the right in front of the driver's cab, in all other locomotives on the left. The exhaust steam was led into the smoke chamber via a pipe. The three brake cylinders were attached behind the second drive axle on both sides of the frame (for the drive wheels) and for the bogie between the high-pressure cylinders. The main and auxiliary air tanks were arranged between the frame cheeks. A compressed air sand spreader was added for sanding, which sanded the drive wheels from the front.
The locomotives had a so-called windshield driver's cab, which means that the front of the driver's cab tapers off at a point. The ladder was divided into two parts to enable the ascent even when the tender was uncoupled. Overall, the driver's cab was 2.7 meters wide. From the 1902 series onwards, the cab was 3.12 meters wide.
The boiler, cylinder sides, air pump, domes, sandboxes, pipes, handrails, driver's cab and tender superstructure received the dark green nitro paint that is common in Saxony . Smoke chamber, circulation surface, chimney and other surfaces were kept in black. The locomotive frame, the wheel bodies, the side line of the revolving plates, buffer beams, tender frames and wheels were brown-red. The signage of the locomotive consisted of brass plates. When the Deutsche Reichsbahn redesigned the machines, they did not receive any new number plates. The new company numbers were only painted on.
tender
The construction of the tender for the XV was based on the bogie tenders already used in Prussia. The frame of the tender consisted of two 300 millimeter high and 16 millimeter and 10 millimeter thick U-irons, which were connected to each other at the shock and buffer beam and at three other points. In addition to the pivot pins of the bogies, four lateral slide bearings provided support. The lower part of the water tank was rectangular. The upper part was shaped like a horseshoe. In the middle it had a sloping ceiling. The side walls were extended upwards to create the coal space. The removal opening had a width of 800 millimeters. The water filler hatch was across the rear end. The design of the Prussian model was adopted for the bogies. The suspension was provided by leaf springs over the axles. In addition to the compressed air brake, the tender had an external throw lever brake on the heater side of the tender.
From the 1902 series onwards, the design was simplified. As a result, the curb weight could be reduced by 1.4 tons to 18.5 tons. A slightly lower and longer construction resulted in a slightly more stretched design. The 1903 series received a tender with a capacity of 19.5 tons of water. This could be achieved by widening the car body . In addition, smaller bikes were used. The construction of the type 2'2 'T 21 tender, i.e. with a capacity of 21 tons, for the XV cannot be verified. However, the locomotive was coupled to this tender. Couplings with other tenders were mentioned in the 1916 land register, but did not take place.
Conversions
Like many other locomotives, the XV was rebuilt in the course of its operation. First the prototypes no. 175 and 176 were affected by conversion work. In 1903 it was largely adapted to the 1902 series. The trailing axle was moved backwards by 0.2 meters, the wheels were enlarged to 1.240 meters and longitudinal springs were installed. In addition, the double control rod has been removed. At a later date, the tenders received larger axle bearings. The locomotives of the 1902 series were adapted to the 1903 series with an extended smoke chamber during their service life. In order to improve the starting of the locomotives, various improvements to the sanding system were tested between 1913 and 1918. The 189 received an enlarged sandpit, the 191 additional compressed air nozzles and the 194 an additional mechanical sand spreading system of the Helmholtz type. Further modifications of individual locomotives concerned the attachment of the locomotive lanterns and the use of gas as a light source, as well as changing the driver's cab steps to a one-piece design. In 1924, locomotive no. 193 was fitted with a Fahdt type Knorr surface preheater. The preheater and pump were installed on the left. For this, the air pump had to be moved to the right side. At the same time, two jet pumps could be omitted.
Vehicle list
| Serial number | Lane number K. Sächs. Sts. Eb. |
Lane number DR |
Commissioning | Retirement | Tender No. (old New) | Price (locomotive / tender) |
|---|---|---|---|---|---|---|
| 2600 | 175/181 | 14 202 | May 1900 | 1925 | 181/35 | 81,431 marks / 15,035 marks |
| 2492 | 176/182 | 14 201 | June 1900 | September 1925 | 182/36 | 81,431 marks / 15,035 marks |
| 2753 | 183 | 14 203 | November 1902 | 1926 | 183/37 | 76,282 marks / 15,037 marks |
| 2754 | 184 | 14 204 | November 1902 | 1926 | 184/38 | 76,282 marks / 15,037 marks |
| 2755 | 185 | 14 205 | November 1902 | 1926 | 185/39 | 76,282 marks / 15,037 marks |
| 2756 | 186 | 14 206 | December 1902 | 1926 | 186/40 | 76,282 marks / 15,037 marks |
| 2757 | 187 | 14 207 | December 1902 | 1925 | 187/41 | 76,282 marks / 15,037 marks |
| 2758 | 188 | 14 208 | December 1902 | 1925 | 188/42 | 76,282 marks / 15,037 marks |
| 2759 | 189 | 14 209 | December 1902 | 1926 | 189/43 | 76,282 marks / 15,037 marks |
| 2805 | 190 | 14 210 | February 1903 | 1925 | 190/44 | 71,821 marks / 13,684 marks |
| 2806 | 191 | 14 211 | February 1903 | 1925 | 191/45 | 71,821 marks / 13,684 marks |
| 2807 | 192 | 14 212 | March 1903 | September 1925 | 192/46 | 71,821 marks / 13,684 marks |
| 2808 | 193 | 14 213 | February 1903 | September 1926 | 193/47 | 71,842 marks / 13,684 marks |
| 2809 | 194 | 14 214 | April 1903 | 1925 | 194/48 | 71,842 marks / 13,684 marks |
| 2810 | 195 | 14 215 | April 1903 | 1925 | 195/49 | 71,842 marks / 13,684 marks |
literature
- Jürgen U. Ebel: Saxon express train locomotives. Volume 1, Eisenbahn-Kurier, Freiburg in Breisgau 1997, ISBN 3-88255-117-8 .
- Dietrich Kutschik, Fritz Näbrich, Günther Meyer, Reiner Preuß: German Locomotive Archive: Locomotives of Saxon Railways 1st 2nd edited and expanded edition. transpress, Berlin 1995, ISBN 3-344-71009-5 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 1 (series 01–39). transpress, Berlin 1993, ISBN 3-344-70768-X .
- Erich Preuß , Reiner Preuß : Saxon State Railways. transpress, Berlin 1991, ISBN 3-344-70700-0 .
- Günther Reiche: Richard Hartmann and his locomotives . Oberbaumverlag, Berlin / Chemnitz 1998, ISBN 3-928254-56-1 .
Web links
- Hans Steffan: 2-B-1 Atlantic four-cylinder compound locomotive, Group XV of the royal. Saxon State Railways. In: The Locomotive. Vienna 1909, p. 113ff.
- XV No. 181 1904 on the Joachim Schmidt Railway Foundation
Remarks
- ↑ Spoken: "Ten Vau". To avoid confusion, the letters H and V were used in Fraktur when they referred to the technical equipment of the machines. (otherwise manufacturer information "Hartmann" or Roman 5)
- ↑ Corresponds to around € 420,500 according to the price indices of the Federal Statistical Office ( memento of the original from January 2, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , accessed on September 21, 2009, 1900: 1 Goldmark = € 5.16, 1902–1903: 1 Goldmark = € 5.01
- ↑ The values of 390 hp on the towing hook given in the Merkbuch of the Deutsche Reichsbahn in 1924 were based on the too low set steam generation rate of 57 kg / m² per hour instead of the real 63 kg / m² per hour.
Individual evidence
- ^ Ebel: Saxon express train locomotives. Volume 1, 1997, p. 27.
- ^ Ebel: Saxon express train locomotives. Volume 1, 1997, p. 14.
- ^ Ebel: Saxon express train locomotives. Volume 1, 1997, p. 5.
- ^ Ebel: Saxon express train locomotives. Volume 1, 1997, p. 38.
- ^ Ebel: Saxon express train locomotives. Volume 1, 1997, p. 35.
