Württemberg VI
| VI (Württemberg) A (old) (Württemberg) |
|
|---|---|
 |
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| Numbering: | see text |
| Number: | 12 |
| Manufacturer: | Machine factory in Esslingen |
| Year of construction (s): | 1854-1860 |
| Retirement: | modification |
| Type : | 2'B n2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,955 mm |
| Height: | 4,420 mm |
| Fixed wheelbase: | 1,935 mm |
| Total wheelbase: | 4,620 mm |
| Empty mass: | 25.25 t |
| Service mass: | 27.8 t |
| Friction mass: | 14.36 t |
| Wheel set mass : | 7.18 t |
| Driving wheel diameter: | 1,842 mm |
| Impeller diameter front: | 930 mm |
| Control type : | Stephenson (from year of construction 1858: Allan / Trick) |
| Cylinder diameter: | 381 mm |
| Piston stroke: | 561 mm |
| Boiler overpressure: | 7 bar |
| Number of heating pipes: | 133 |
| Heating pipe length: | 3,684 mm |
| Grate area: | 0.89 m² |
| Radiant heating surface: | 5.48 m² |
| Tubular heating surface: | 62.34 m² |
| Evaporation heating surface: | 67.82 m² |
| Tender: | 3 T 6 |
| Water supply: | 6.0 m³ |
| Fuel supply: | 6.0 tons of coal |
| Brake: | Screw brake |
The class VI vehicles were steam locomotives of the Royal Württemberg State Railways . When the Württemberg locomotive designations were reorganized in 1858, they were placed in class A.
history
These first locomotives, which were specially procured for express train service, could not prove themselves due to their drive wheels, which were too large for the topography of Württemberg , and cylinders and boilers that were too small. The attempt to remedy this on the last machines by means of larger cylinders and higher boiler pressure failed because the grate area had not been enlarged. The state railways refrained from subsequent delivery. Locomotives 58 to 63 were the last in Württemberg to be equipped with Stephenson controls, the Allan controls were used for later deliveries. Between 1854 and 1860, Maschinenfabrik Esslingen built a total of 12 class VI locomotives (from 1858 A), which were given the numbers 58 to 63, 74 to 77, 96 and 97.
All locomotives were converted into 1B locomotives of classes B and B2 (three copies of class B and nine B2) between 1868 and 1878 , because dispensing with the bogie meant lower maintenance costs. Between 1894 and 1901 eight locomotives (seven of class B2 and one B) were rebuilt again and placed in the Ab series, the other four were decommissioned by 1913. The last copies of the Ab series, which at that time only performed subordinate services, were in 1923 in the second preliminary re-drawing plan of the Deutsche Reichsbahn (DR) for re-drawing as 34 8131 - 8133 (the 34 8134, however, was originally an E (old) ) provided, but were also retired at the beginning of the 1920s.
Constructive features
Compared to the older locomotives, the coupling wheels were enlarged and the boiler improved. The structure of the Crampton kettle was simplified by dispensing with the dome-shaped elevation of the fire box , which meant that the numerous anchor rods necessary to brace the latter were no longer necessary. Instead, a smooth standing boiler ceiling with a safety valve was chosen. The steam dome with safety valve was relocated to the middle of the long boiler . The 133 heating tubes had a diameter of 45 mm. The boiler was fed via a drive pump.
Since firing was predominantly made with wood until 1858, the first locomotives were given a conical sheet metal chimney with a spark arrester of the Klein type. Later this was replaced by a cylindrical chimney with a hood.
The sheet metal frame was designed on the inside. The two steam cylinders were placed on the outside and horizontally, while the controls and valve boxes were on the inside. The crosshead guidance was two-rail, the drive took place on the first coupling axle . The first machines were given a Stephenson control system, from the year of construction 1858 this was replaced by Allan / Trick.
The leaf springs under the axle bearings were connected by compensating levers. The screw brake on the tender acted on all axles on both sides. On the rear boiler section was a sandpit that sanded the drive axis from the front. The cab sides were closed. Later, a screen was added in front of the driver's cab with a retracted roof and narrow side walls.
The locomotives were coupled with type 3 T 6 tenders .
Vehicle list
| Factory no. | Construction year | Lane number KWSt.E. |
Surname | 1. Remodeling | 2. Remodeling | retired | DR no. | ||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| year | class | design type | year | class | design type | ||||||
| 259 | 1854 | 58 | Frankfurt | 1869 | B. | 1B n2 | 1895 | From | 1B n2 | 34 8131 | |
| 260 | 1855 | 59 | Leipzig | 1870 | B2 | 1B n2 | 1911 | ||||
| 261 | 1855 | 60 | Magdeburg | 1869 | B2 | 1B n2 | 1896 | From | 1B n2 | 34 8132 | |
| 262 | 1855 | 61 | Heidelberg | 1868 | B2 | 1B n2 | 1904 | ||||
| 263 | 1855 | 62 | Berlin | 1869 | B2 | 1B n2 | 1900 | From | 1B n2 | ||
| 264 | 1855 | 63 | Hamburg | 1878 | B. | 1B n2 | 1907 | ||||
| 469 | 1858 | 74 | Bremen | 1878 | B. | 1B n2 | 1913 | ||||
| 470 | 1858 | 75 | Cassel | 1868 | B2 | 1B n2 | 1898 | From | 1B n2 | ||
| 471 | 1858 | 76 | Hanover | 1870 | B2 | 1B n2 | 1895 | From | 1B n2 | 34 8133 | |
| 472 | 1858 | 77 | Braunschweig | 1869 | B2 | 1B n2 | 1894 | From | 1B n2 | ||
| 517 | 1860 | 96 | augsburg | 1871 | B2 | 1B n2 | 1901 | From | 1B n2 | ||
| 518 | 1860 | 97 | Munich | 1871 | B2 | 1B n2 | 1900 | From | 1B n2 | ||
literature
- Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Württemberg (= railway vehicle archive 2.6 ). 1st edition. transpress VEB Verlag for Transport, Berlin 1988, ISBN 3-344-00222-8 .
Web links
Individual evidence
- ^ A b H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg , Berlin 1988, p. 39
- ^ A b Lothar Spielhoff: Länderbahn steam locomotives . Baden, Bavaria, Palatinate and Württemberg. In: German Railways . tape 2 . Weltbild-Verlag, 1995, ISBN 3-89350-819-8 .
- ^ H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg , Berlin 1988, p. 20