Württembergische B (old)
| B old (Württemberg) | |
|---|---|
| Numbering: | 140-143, 178-179 |
| Number: | 6th |
| Manufacturer: | Machine factory in Esslingen |
| Year of construction (s): | 1865-1868 |
| Retirement: | until 1905 |
| Type : | 2'B n2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | ~ 11,050 mm (or 13,350 mm a ) |
| Height: | 4,400 mm a |
| Fixed wheelbase: | 2,400 mm a |
| Total wheelbase: | 5.010 mm a |
| Empty mass: | 30.3 t |
| Service mass: | 33.0 t |
| Friction mass: | 19.0 t |
| Wheel set mass : | 9.5 t |
| Driving wheel diameter: | 1,830 mm |
| Impeller diameter front: | 930 mm |
| Control type : | Allan / trick |
| Cylinder diameter: | 435 mm |
| Piston stroke: | 612 mm |
| Cup length: | 3,684 mm (tubes) |
| Boiler overpressure: | 9 bar |
| Number of heating pipes: | 202 |
| Grate area: | 1.15 m² |
| Radiant heating surface: | 6.57 m² |
| Tubular heating surface: | 93.51 m² |
| Evaporation heating surface: | 100.08 m² |
| Tender: | 3 T 6 |
| Water supply: | 6 m³ |
| Fuel supply: | 6 tons of coal |
| Locomotive brake: | Screw brake |
| a according to drawing at Lohr / Thielmann | |
The Württembergische B (older series) were locomotives of the Royal Württemberg State Railways with a 2'B wheel arrangement.
The class B was also with the later procured tank locomotives B (Krauss) , and from 1869 to steifachsigen 1B locomotives of the original Class D occupied.
history
Between 1865 and 1868, Maschinenfabrik Esslingen built six class B locomotives, which were given the numbers 140 to 143, 178 and 179.
The locomotives procured for heavy express train service were the last to use the short bogie with the cylinders in front of the bogie, which was taken over with the first Norris locomotives. The long-spread bogie introduced in the USA in 1852 was not used, although the Esslingen machine factory had already built such constructions for other railways. It was not until 30 years later that the (now long spread) front bogie was used again on class D express locomotives .
The locomotives are to be regarded as a further development of Class A (old) . Again, large drive wheels were used, the grate area had been enlarged, but in combination with the unfavorable, also enlarged cylinder dimensions, the boiler was still too small. In operation, the locomotives should not have proven themselves due to insufficient steam generation in connection with the oversized drive wheels. This was probably mainly due to the strongly changing terrain.
In 1882 the Strasbourg and Zurich locomotives were converted to 1B, in 1890 the Vienna was converted to a special design. The other three locomotives migrated to subordinate branch line services and were retired in 1896.
Constructive features
The Crampton kettle had a fire box cover that ran smoothly with the long kettle . The locomotives had two large steam domes , one each on the front boiler section and one on the standing boiler. The boiler position with a boiler center of 1900 mm above the top of the rail was comparatively high for the time. The regulator was in the front steam dome. The 202 heating tubes had a diameter of 45 mm. The boiler was fed by a drive pump. The locomotives also had a cylindrical chimney with a wreath.
The frame was designed as an internal sheet metal frame . The two-cylinder wet steam engine was designed with horizontally external cylinders and internal valve boxes, the crosshead guide was two-rail, the drive was on the first coupling axle , and an internal Allan / Trick control was used.
The drive wheels had a diameter of 1,830 mm, the leaf springs under the axle bearings were connected by relatively long equalizing levers at axle height, and the running wheels of the leading bogie had a diameter of 930 mm. The wheelbase of the bogie was 1,020 mm, from the bogie to the first coupling axle it was 1,590 mm and between the two coupling axles 2,400 mm.
The screw brake on the tender acted on all axles on both sides, the sandpit in the middle of the boiler sanded the driving axle from the front. The open cab had a short roof sloping forward.
The locomotives were coupled with type 3 T 6 tenders .
Conversions
1882 the two locomotives were 142 Strasbourg and 179 Zuerich converted into steifachsigen 1B the class Aa. In 1890, locomotive 140 Vienna was converted into a 1'B with a front axle that was adjustable by means of the tender . However, this did not improve the mobility of the machine; the conversion had caused the running axle to be so overloaded that the locomotive was unusable. In 1890/91, the remaining three locomotives were converted to class Tnn4, but this was not carried out. The Wien was taken out of service together with the unmodified locomotives in 1896, while the two Aa remained in stock until 1904 and 1905 respectively.
Vehicle list
| Factory no. | Construction year | Lane number K.W.St.E. |
Surname | modification | retired | ||
|---|---|---|---|---|---|---|---|
| year | class | design type | |||||
| 727 | 1865 | 140 | Vienna | 1890 | B. | 1'B n2 | 1896 |
| 728 | 1865 | 141 | Paris | 1896 | |||
| 729 | 1866 | 142 | Strasbourg | 1882 | Aa | 1B n2 | 1905 |
| 730 | 1866 | 143 | Coeln | 1896 | |||
| 869 | 1868 | 178 | Basel | 1896 | |||
| 870 | 1868 | 179 | Zurich | 1882 | Aa | 1B n2 | 1904 |
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 .
Individual evidence
- ^ A b Lothar Spielhoff: Länderbahn steam locomotives . tape 2 . Baden, Bavaria, Palatinate and Württemberg. Weltbild, Augsburg 1995, ISBN 3-89350-819-8 , p. 147 (first edition: Franckh-Kosmos, Stuttgart 1990).
- ^ A b H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg , Berlin 1988, p. 39
- ^ A b H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg , Berlin 1988, p. 62
- ↑ a b c H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg , Berlin 1988, p. 20
- ^ Karl-Ernst Maedel , Alfred B. Gottwaldt : German steam locomotives. The history of development . Transpress Verlagsgesellschaft mbH, Berlin 1994, ISBN 3-344-70912-7 , p. 58 .
- ^ H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg , Berlin 1988, pp. 26, 71
- ^ H. Lohr, G. Thielmann: Lokomotiv-Archiv Württemberg , Berlin 1988, p. 61 f.