WLE 0031-0035
| WLE 0031-0035 | |
|---|---|
 historical recording
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| Numbering: | WLE 0031-0035 |
| Number: | 5 |
| Manufacturer: |
Borsig serial numbers 14.611, 14.612, 14.700, 14.701, 14.976 |
| Year of construction (s): | 1936-1940 |
| Retirement: | until 1971 |
| Type : | 1'C1 'h2t |
| Genre : | Pt 35.16 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,500 mm |
| Length: | 10,200 mm |
| Height: | 4,250 mm |
| Width: | 2,950 mm |
| Fixed wheelbase: | 3,800 mm |
| Total wheelbase: | 8,600 mm |
| Smallest bef. Radius: | 140 m |
| Empty mass: | 31.32: 50.1 t 33: 52 t 34: 53 t 35: 55 t |
| Service mass: | 31.32: 64 t 33: 66.3 t 34: 67.3 t 35: 67.3 t |
| Friction mass: | 31.32: 48 t |
| Wheel set mass : | 31, 32: max 15.5 t 33-36: 16 t |
| Top speed: | 75 km / h |
| Indexed performance : | 735.6 kW (1,000 PS) |
| Driving wheel diameter: | 1,350 mm |
| Impeller diameter: | 850 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 470 mm |
| Piston stroke: | 550 mm |
| Boiler overpressure: | 16 bar |
| Number of heating pipes: | 150 |
| Number of smoke tubes: | 32 |
| Heating pipe length: | 3,400 mm |
| Grate area: | 2.2 m² |
| Superheater area : | 45.8 m² |
| Evaporation heating surface: | 115.6 m² |
| Water supply: | 7 m³ |
| Fuel supply: | 1.6 t |
| Brake: |
Indirect brake from Knorr Handbrake |
The standard gauge tank locomotives WLE 0031–0035 of the Westfälische Landes-Eisenbahn (WLE) were in operation there from 1936 to 1971. They were particularly suitable on the route with steep inclines and tight radii.
history
Although the WLE acquired the DT 1 diesel multiple unit in the 1930s, which was followed by another in 1936 with the DT 2 , it could not do without steam locomotives in passenger service. The administration therefore placed the order with the Borsig company to develop a light locomotive, which, in rough dimensions, is based on the DR class 64 , but which should be particularly suitable for routes with steep gradients.
The new locomotive was intended for the section of the Möhnetalbahn . On the section between Soest and Echtrop, it was supposed to carry a train with a mass of 160 t on the gradient of 20 ‰ at 40 km / h, on the following section to Scharfenberg at 60 km / h and on the subsequent gradient to Brilon Stadt station Transport 40 km / h. The locomotives should continue to guarantee good running characteristics up to a speed of 75 km / h when driving forwards and backwards and allow good visibility in both directions with regard to unrestricted level crossings.
Compared to the 64 series, the new machine differed in its smaller drive and coupling wheel diameters, a better mass / performance ratio and a larger evaporation heating surface . Compared to the BR 64, the WLE machine had 150 t more towing loads at 55 km / h and 70 t more at 80 km / h . On a gradient of 20 ‰, the new locomotive had 35 t more towing loads at 50 km / h.
In operation, the locomotives showed that they could meet the required performance specifications and also had sufficient power reserves. The consumption figures for water and coal corresponded to the required values. The locomotives were often used as a replacement for railcars, except in passenger train service. Originally, the locomotives bearing the numbers 31 bis 35 , 1950, they were given a four-digit number with a featured 0 as a prefix .
As a result of the dieselization , the 0034 and 0035 locomotives were retired and scrapped in 1965, and the other three machines in 1970/71.
construction
The round and beautiful lines are supported by the conical smoke chamber door. Starting with the 0033 locomotive , the machines were factory- fitted with closed cabs. Locomotives 0031 and 0032 were later retrofitted with these cabs. The side and rear water tanks were riveted structures.
The steel boiler is also a rivet construction, while the fire box and studs are made of copper. The outer diameter of the one-shot boiler was 1,700 mm. The superheater was designed for a temperature of 380 ° C, with heavy loads even up to 410 ° C was reached. The high superheater temperature in connection with the high boiler pressure resulted in favorable consumption values. The grate was inclined slightly forwards and was designed in three parts. For slagging, the middle part of the grate was designed as a tilting grate, which could be operated with a manual actuation via a spindle.
The ash box lay over the rear coupling axle of the locomotive. The boiler had three domes: the front steam dome was for the feed water purification, the middle one was the sand dome, the rear steam dome had a valve regulator type Wagner . The boiler was fed by two jet pumps with a delivery rate of 125 l / min each. There were two Ackermann type safety valves on the standing boiler .
The sheet metal frame was mainly made of welded construction. It was additionally stiffened by a horizontally lying sheet metal that reached from the cylinders to the fire box. The buffer planks with the draw and buffers were located on the end walls . The boiler was firmly connected to the frame at the front by the smoke chamber cross member, and at the rear it was slidably supported on the frame. The drive was suspended from the frame with leaf springs. The suspension springs of the running axles were above the axle bearings, those of the coupling axles below. All leaf springs were connected to one another with compensating levers.
The drive was symmetrical and had almost no overhanging mass. The running axles were designed as Bissel frames. They had a reset device, which enabled the locomotive to enter the curved track gently and at the same time guaranteed the locomotive to be in the middle when driving straight ahead. The locomotives ran extremely smoothly when turning and driving straight ahead, even at top speed. The wheel flanges of the driving axle were weakened by 15 mm.
The two steam cylinders were attached to the frame with fitting screws and carefully relieved. Four locomotives were initially equipped with pressure compensation piston valves of the Nicolai type, locomotive 0032 initially had a Lentz valve control . All of the locomotives were later given Müller sliders through conversion . The drive took place on the middle drive axle with favorable lengths for the drive rods as well as relatively long swing arm and slide pushrods. Driving and coupling rods had bearing shells made of gunmetal.
The locomotive had a Knorr type indirect brake . The driving wheels were braked from the front. In addition, the locomotive had a deep-pitched steam whistle of the Reichsbahn design, a bells operated by compressed air , compressed air sand spreader , smoke chamber spraying device , lubricating pump type de Limon for pistons and slides, speedometer from Deuta , low-pressure steam heating and electrical lighting using a turbo generator with an output of 0.5 kW .
literature
- Friedrich Risse, Günther Krause: The steam locomotives of the WLE . DGEG Medien GmbH, Hövelhof 2006, ISBN 3-937189-25-4 , p. 83-89 .
Web links
- Photo of the WLE 0032 on eisenbahnstiftung.de
- Data sheet about the vehicles of the Westphalian state railway with mention of the WLE 0031–0035
