WLE 97 and 98
| WLE 97 and 98 | |
|---|---|
 historical recording
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| Numbering: | WLE 97 and 98 |
| Number: | 2 |
| Manufacturer: |
Hanomag serial number 10473-10474 |
| Year of construction (s): | 1926 |
| Retirement: | 1952 conversion to WLE 0037 and 0038 |
| Type : | C1 'h2t |
| Genre : | Pt 34.16 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 10,980 mm |
| Length: | 9,680 mm |
| Height: | 4,200 mm |
| Width: | 3,100 mm |
| Total wheelbase: | 5,350 mm |
| Empty mass: | 47.1 t |
| Service mass: | 59.7 t |
| Wheel set mass : | 16 t |
| Top speed: | 50 km / h |
| Indexed performance : | 546 kW (742 hp) |
| Driving wheel diameter: | 1,350 mm |
| Impeller diameter: | 900 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 520 mm |
| Piston stroke: | 600 mm |
| Boiler overpressure: | 13 bar |
| Grate area: | 2 m² |
| Superheater area : | 30.51 m² |
| Evaporation heating surface: | 88.04 m² |
| Water supply: | 6 m³ |
| Fuel supply: | 2 t |
| Brake: | Originally Hardy brake and handbrake from 1931. Indirect brake from Knorr |
The standard gauge tank locomotives WLE 97 and 98 of the Westfälische Landes-Eisenbahn (WLE) were steam locomotives for mixed train operation that were built by Hanomag in 1926. They worked at the WLE until the mid-1950s. Afterwards they were provided with a front running axle at Henschel and were given the designation WLE 0037 and WLE 0038 . They were retired and scrapped in 1962.
history
The locomotives were built as a series of six locomotives that were developed between 1910 and 1912 at Borsig for the WLE . In 1925 Hanomag received the order to build two more locomotives , and in March 1926 they were delivered to Lippstadt station . The inspection run took place on April 27, 1926 by the railway supervisory authority at the Reich Railway Directorate in Münster (Westf) .
The locomotives were able to move a train with a load of 200 t on an incline of 20 ‰ at a speed of 30 km / h. Both locomotives had less than satisfactory running characteristics. In the absence of a front running axis, they tended to lurch . During a renovation in 1934 and 1935, the middle coupling axle became the driving axle. The conversion with an additional front running axle was no longer carried out before the Second World War . This only happened in 1954/1955 with the order numbers 45342 and 45413 at Henschel, which resulted in the WLE 0037 and WLE 0038 .
construction
The locomotives were two-cylinder locomotives for superheated steam . The rear coupling axle of the locomotive was the driving axle. After the less than satisfactory running properties, the middle coupling axle was used as the drive axle. The engine was controlled with piston valves . The locomotive had a simple sheet metal frame. The rear axle was designed as a Bissel axle .
The locomotive had a riveted steel boiler and a copper fire box . The boiler had a smoke tube superheater of the Schmidt type and a feed water preheater with a feed water pump. A spark arrester was built into the smoke chamber .
The locomotive was equipped with a steam heater . From the sand dome located in the middle of the boiler apex, two sand pipes on each engine side led in front of the central coupling axle. The locomotive had a Ramsbotton type safety valve and a Latowski type steam flare .
Conversion to WLE 0037 and 0038
| WLE 0037 and 0038 | |
|---|---|
 Factory photo after renovation
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| Numbering: | WLE 0037-0038 |
| Number: | 2 |
| Manufacturer: |
Henschel serial number 10473/10474 |
| Year of construction (s): | Reconstruction 1952/1955 |
| Retirement: | until 1962 |
| Type : | 1'C1 'h2t |
| Genre : | Pt 35.16 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,730 mm |
| Length: | 10,430 mm |
| Height: | 4,225 mm |
| Width: | 2,950 mm |
| Total wheelbase: | 8,200 mm |
| Empty mass: | 55 t |
| Service mass: | 67 t |
| Wheel set mass : | 16 t |
| Top speed: | 70 km / h |
| Indexed performance : | 625.6 kW (850 PS) |
| Driving wheel diameter: | 1,350 mm |
| Impeller diameter: | 900 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 520 mm |
| Piston stroke: | 600 mm |
| Boiler overpressure: | 13 bar |
| Grate area: | 2 m² |
| Superheater area : | 36.8 m² |
| Evaporation heating surface: | 136.5 m² |
| Water supply: | 8.8 m³ |
| Fuel supply: | 2.8 t |
| Brake: | Indirect brake from Knorr and handbrake |
After the locomotives were converted at Henschel , the locomotives were given four-digit numbers and were designated as WLE 0037 and WLE 0038 . As a result of the conversion, not only the wheel alignment but also the appearance changed significantly. The locomotives had a larger supply of coal and water and were given modified driver's cab windows and a driver's cab that was closed on all sides, as well as a flared chimney. The water boxes were a rivet construction.
After the conversion, the locomotives were the most economical machines of the WLE; their average coal consumption was given as 9.7 t / 1,000 km. The preferred application of the locomotives was passenger transport, where they carried passenger trains on the Haarstrang . They proved themselves well, especially since their top speed could be increased by 20 km / h. The first diesel locomotives were already used after the conversion , so that they were sold as scrap in 1962.
construction
Compared to the original version, the locomotive had a riveted boiler that was 500 mm longer and a steel fire box . It had a tilting grate that could be emptied with a spindle. He also owned a Henschel mixer preheater with a turbo feed pump. He had a blowdown the type Gestra receive and pneumatic water level indicator. Two Ackermann type safety valves completed the equipment. The steam engine was controlled with Müller slides .
All running axles were designed as Bissel axles , with the third coupling axle being moved backwards by 50 mm and the rear running axle by 300 mm. The locomotive drive was divided into two groups; one group formed the front barrel and the first coupling axle, the other group formed the second and third coupling axle and the rear barrel axle. The sanding of the locomotive has been improved; Now there were four sand downpipes per engine side, each of which sanded the first and second axles in the direction of travel.
literature
- Friedrich Risse, Günther Krause: The steam locomotives of the WLE . DGEG Medien GmbH, Hövelhof 2006, ISBN 3-937189-25-4 , p. 62-63 .
Web links
Individual evidence
- ↑ Data sheet about the locomotives of the WLE with mention of the WLE 91–96
- ^ A b c Friedrich Risse, Günther Krause: The steam locomotives of the WLE . DGEG Medien GmbH, Hövelhof 2006, ISBN 3-937189-25-4 , p. 62-63 .
- ↑ Friedrich Risse, Günther Krause: The steam locomotives of the WLE . DGEG Medien GmbH, Hövelhof 2006, ISBN 3-937189-25-4 , p. 36 .