Württemberg T 6
| Württemberg T 6 DR series 92.0 WEG 30 and 31 SEG / MEG 391–394 |
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 Train staff and shunters on locomotive No. 1406 and Markgröninger station staff in front of the locomotive that is now in Europa-Park Rust
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| Numbering: | 1401-1412 DR 92 001-011 WEG 30-31 SEG / MEG 391-394 |
| Manufacturer: | Esslingen |
| Year of construction (s): | 1916-1918 |
| Retirement: | 1967 |
| Type : | D h2t |
| Genre : | Gt 44.15 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 10,600 mm |
| Service mass: | 60.0 t |
| Friction mass: | 60.0 t |
| Wheel set mass : | 15.0 t |
| Top speed: | 50 km / h |
| Indexed performance : | about 368 kW |
| Driving wheel diameter: | 1,150 mm |
| Cylinder diameter: | 500 mm |
| Piston stroke: | 560 mm |
| Grate area: | 1.50 m² |
| Superheater area : | 44.00 m² |
| Evaporation heating surface: | 71.40 m² |
| Brake: | Westinghouse air brake |
The T 6 of the Royal Württemberg State Railways were freight train tank locomotives without running axles with four coupled axles .
The T 6 was specially procured for heavy shunting and was mainly used in the Stuttgart area. Locomotive No. 1406 was often used between Kornwestheim and Markgröningen .
Emergence
The need for powerful locomotives for shunting services continued to grow. Based on the experience with the Württemberg T 4 , a superheated steam version was planned from the start , and the smaller drive wheel diameter of 1,150 mm was chosen because of the intended use. In 1916 and 1917, the Esslingen machine works supplied the locomotives 1401 to 1406 under the serial numbers 3768 to 3773, followed in 1918 by the locomotives 1407 to 1412 with the serial numbers 3825 to 3830.
The locomotives had a small Schmidt-type smoke pipe superheater and a lower boiler position than comparable locomotives. The narrow standing boiler was housed between the frame cheeks. The cylinder diameter of the locomotives built in 1918 was reduced while the stroke remained the same. The second and fourth coupling axles were laterally displaceable, which resulted in good arcuate mobility. The third coupling axle was placed closer to the fourth to accommodate the large rear load. The drive rod that attacked the third axis was extraordinarily long.
With 15 t axle weight, they could not run on branch lines, since a maximum of 13 t was permitted there. They provided shunting service at all major stations and transported 320 t on a 5 ‰ gradient at 40 km / h.
Whereabouts
The machine with the road number 1407 was handed over to the then French state railway ETAT in 1919 and classified with the number 40.903. The Deutsche Reichsbahn took over the remaining eleven locomotives and classified them as class 92.0 in their numbering plan .
The 92 007 was retired after an accident in 1936, the other 10 locomotives remained in the western zones and were retired or sold to private railways until 1948.
- The 92 002 and 92 004 were sold by the Reichsbahn in 1948 to the Württembergische Eisenbahn-Gesellschaft (WEG). The WEG classified them with the numbers 30 and 31. There they became the only superheated steam locomotives operated by WEG and were used on the Nürtingen – Neuffen and Gaildorf – Untergröningen routes . The two copies were scrapped in Neuffen in 1963 .
- The Reichsbahn sold four more copies from 1947 to 1948 to the Süddeutsche Eisenbahn-Gesellschaft (SEG) . The locomotives 92 003, 92 006 and 92 011 were re-designated as SEG 391, 392 and 394 and an unknown 92 (after Ingo Hütter 92 008) as SEG 393. Locomotive 392 was temporarily assigned to the Reinheim-Reichelsheimer Eisenbahn . The locomotives 391, 393 and 394 were in use on the Kaiserstuhlbahn at least until the mid-1950s . Locomotive 394 (formerly 1406 or 92 006) arrived at Europa-Park Rust in 1974 as a showpiece and is the only T 6 from Württemberg to be preserved there.
- In 1948 the 92 001 was taken out of service and then sold to the Hersfelder Kreisbahn , which classified it with the number 4 (in the third line-up). In 1952 it was sold to Südzucker AG.
- In 1947 the 92 009 and 92 010 were sold to the Osthannoversche Eisenbahnen (OHE), which classified them as 92 112 and 92 113. The 92 112 was sold in 1949 to the Deutsche Eisenbahn-Betriebsgesellschaft (DEBG), which classified it as number 98 and used it on various routes. In 1960 it was stopped and in 1963 it was transferred to the Südwestdeutsche Eisenbahn-Gesellschaft (SWEG), which retired it in the same year. The 92 113 was sold in 1950 to the Altona-Kaltenkirchen-Neumünster Railway Company (AKN), which it classified with the number 26 (second occupation). In 1953 it went to the Westfälische Lokfabrik Hattingen (WLH) and left in the same year.
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
- ^ Ingo Hütter: Locomotive database. In: Contributions to the history of locomotives and railways. Retrieved August 25, 2019 .
- ↑ Hermann Bürnheim: Württembergische Eisenbahn-Gesellschaft. The story of an important private railway . 1st edition. Motorbuch Verlag, Stuttgart 1986, ISBN 3-613-01145-X , p. 25-26 .
- ^ Ingo Hütter: Southern German Railway Company. In: Contributions to the history of locomotives and railways. Retrieved August 25, 2019 .
- ^ Gerhard Greß: Freiburg transport hub and its surroundings in the fifties and sixties. EK-Verlag, Freiburg 1997, ISBN 3-88255-263-8 , p. 69
- ^ Ingo Hütter: Osthannoversche Eisenbahnen. In: Contributions to the history of locomotives and railways. Retrieved August 27, 2019 .