Württembergischer DWss
| Württembergischer DWss | |
|---|---|
 Württembergischer DWss
|
|
| Numbering: | 1 |
| Number: | 1 |
| Manufacturer: | Machine factory in Esslingen |
| Year of construction (s): | 1907 |
| Retirement: | 1937 |
| Type : | (1A) 2 'h2 |
| Gauge : | 750 mm |
| Length over buffers: | 12,000 mm |
| Length: | 11,300 mm |
| Height: | 3,650 mm |
| Width: | 2,700 mm |
| Trunnion Distance: | 6,700 mm |
| Bogie axle base: | 4,950 mm |
| Fixed wheelbase: | 2,200 / 1,500 mm (driven / non-powered bogie) |
| Total wheelbase: | 8,650 mm |
| Empty mass: | 18.56 t |
| Service mass: | 24.74 t |
| Wheel set mass : | 6.68 t / 7.18 t |
| Top speed: | 40 km / h |
| Indexed performance : | 80 hp |
| Driving wheel diameter: | 900 mm |
| Impeller diameter: | 720 mm |
| Control type : | Heusinger control |
| Number of cylinders: | 2 |
| Cylinder diameter: | 220 mm |
| Piston stroke: | 300 mm |
| Boiler : | Smock boiler |
| Boiler overpressure: | 15.7 bar |
| Number of heating pipes: | 330 |
| Grate area: | 0.712 m² |
| Tubular heating surface: | 22.345 m² |
| Superheater area : | 4,628 m² |
| Evaporation heating surface: | 35.095 m² |
| Water supply: | 1.5 m² |
| Fuel supply: | 0.45 t |
| Brake: | Westinghouse air brake hand brake |
| Seats: | 16 (3rd class) 16 (4th class) 8 (luggage compartment) |
| Standing room: | 8th |
| Classes : | 3rd and 4th grade |
The Württembergische DWss ( DWss stands for a narrow-gauge steam railcar with 750 mm gauge ) was the only narrow-gauge steam railcar for the Royal Württemberg State Railways (KWSt.E.). The vehicle , which is a unique piece remained, was retired in 1921 and the German Railway Operating Company sold (DEBG) covering the railcars began to 1931st
history
As early as 1880, the KWSt.E. a Prussian steam railcar. The first larger series was procured from 1895 with the Kittel steam railcar. These vehicles proved themselves quite well, so that such a railcar should also be procured for the unprofitable, narrow-gauge Federseebahn Schussenried – Buchau. In 1907 a railcar was finally commissioned, which was delivered by the Esslingen machine factory in March of the same year . First, the railcar was extensively tested in March and April 1907 on the Zabergäubahn Lauffen-Leonbronn.
After the test drives on the Zabergäubahn, the railcar took over all passenger services on the Federseebahn from May 1, 1907 . Freight wagons were added to the five passenger trains every day so that the new steam powered rail car also transported the attached freight wagons to Buchau . The steam locomotives only kept traffic to the only two siding , which belonged to the Schussenried peat works and the Wilhelmshütte .
Although the railcar was not particularly popular with passengers (among other things, the journey time was increased from 30 to 35 minutes compared to the steam-hauled trains ), it was still used. Since the railcar only had to be manned by a train driver (who also took over the tasks of the stoker ) and a conductor , personnel could be saved. The previously extremely unprofitable railway line still made no profit, but the subsidies could be massively cut. Despite the economic success, no further vehicles of this type were procured.
With the extension of the railway line to Dürmentingen , the railcar also drove here. Only after the completion of the entire route to Riedlingen was the railcar replaced by steam locomotives, only on the Schussenried – Buchau section it retained its transport services. With the summer timetable change on May 31, 1921, the vehicle was finally parked after less than 15 years of operation.
In 1925 DEBG bought the steam railcar and used it on the Jagsttalbahn Möckmühl – Dörzbach until 1931. After that, the parked railcar was supposed to be converted to a benzene drive, but that didn't happen, so the vehicle was scrapped in 1937 after it was only used as a passenger car from 1931 after the steam boiler was removed .
technical features
The four-axle railcar, from which only one axle was driven, had a standing smock steam boiler , which was housed in a separate compartment at the front end of the vehicle. The boiler and drive were taken over from the standard-gauge steam railcars. Because of the lower permissible axle load, the narrow-gauge railcar was provided with bogies . The boiler rested on the bogie frame and at the same time formed the pivot point of the bogie. In this way flexible or articulated steam lines were avoided. The excess of the boiler had a considerably larger diameter, so a larger evaporation surface was achieved. On the upper floor was the smoke chamber with a smaller diameter, the chimney was let into the smoke chamber flap. In the smoke chamber also was the coiled tube superheater , which consisted of a triple spiral, made of a piece of pipe. It was attached in such a way that it vibrated slightly while driving, which prevented fly ash from being deposited. Despite the superheated steam design, flat slide valves were used that had proven themselves in similar boilers. The drive took place via a twin machine with Heusinger control on the second axis of the bogie.
Next to the boiler was the luggage room, which also had eight temporary seats. In the middle of the car was the third class compartment , followed by one for the fourth class. At the end of the vehicle there was a platform from which the conductor could operate the steam whistle and the bell when the railcar was reversing by means of two bars running along the roof . There was also a driver's brake valve and a regulator for a shut-off valve in the steam inlet pipe so that the conductor could bring the train to a standstill at any time.
Since the steam boiler was only separated from the passenger compartment by simple wooden walls, the steam railcar was extremely unpopular with passengers due to its volume. It was nicknamed " Sapperlot -Wagen" because it reminded passengers of a "Serpollet-Wagen", a steam two-axle vehicle made by the French manufacturer Anatole Serpollet , which was procured on a trial basis in 1895 by the Royal Württemberg State Railways .
literature
- Werner Willhaus: Kittel steam railcar, innovation in local transport 100 years ago , EK-Verlag, Freiburg 2008, ISBN 978-3-88255-106-8 .
- Wolfram Bäumer: Testing the DWss 1 steam powered rail car . In: The Museum Railway . No. 2/2009 , 2009, ISSN 0936-4609 , p. 14-21 .
- Hans-Joachim Knupfer: The "Sapperlot-Wagen." In: Die Museums-Eisenbahn, No. 1/2005, 2005. P. 26.