Saxon XV HTV

Last updated
Saxon XV HTV
DRG Class 79
Sachsische XV HTV historische Aufnahme.jpg
Type and origin
Builder Sächsische Maschinenfabrik, Chemnitz
Build date1916
Total produced2
Specifications
Configuration:
   Whyte 0-6-6-0T
   UIC C C h4vt
   German Pt 66.15
Gauge 1,435 mm (4 ft 8+12 in)
Coupled dia.1,400 mm (4 ft 7+18 in)
Minimum curve 170 m (560 ft)
Wheelbase:
  Overall11,100 mm (36 ft 5 in)
Length:
  Over beams14,660 mm (48 ft 1+14 in)
Axle load 15.37 t (15.13 long tons; 16.94 short tons)
Adhesive weight 92.2 t (90.7 long tons; 101.6 short tons)
Empty weight74.6 t (73.4 long tons; 82.2 short tons)
Service weight92.2 t (90.7 long tons; 101.6 short tons)
Fuel typeCoal
Fuel capacity2.2 t (2.2 long tons; 2.4 short tons)
Water cap.8.5 m3 (1,900 imp gal)
Boiler:
No. of heating tubes124
Heating tube length4,500 mm (14 ft 9+14 in)
Boiler pressure15 bar
Heating surface:
  Firebox2.5 m2 (27 sq ft)
  Radiative11.29 m2 (121.5 sq ft)
  Tubes78.90 m2 (849.3 sq ft)
  Evaporative127.20 m2 (1,369.2 sq ft)
Superheater:
  Heating area40.9 m2 (440 sq ft)
Cylinders 4
High-pressure cylinder440 mm (17+516 in)
Low-pressure cylinder680 mm (26+34 in)
Piston stroke 630 mm (24+1316 in)
Valve gear Walschaerts (Heusinger)
Auxiliary brakeCounterweight brake
Performance figures
Maximum speed70 km/h (43 mph)
Career
Numbers1351 and 1352
79 001 and 79 002

The Saxon Class XV HTV was a class of goods train steam locomotive operated by the Royal Saxon State Railways, which had been conceived for hauling trains and acting as banking engines for routes in the Ore Mountains. In 1925 the Deutsche Reichsbahn grouped them into their DRG Class 79.0.

Contents

History

The two locomotives were built in 1916 at the Sächsischen Maschinenfabrik, formerly Hartmann.

The undercarriage of the locomotives was unusual. Instead of an alternative proposal for a twelve-coupled locomotive with sideways-sliding Gölsdorf axles, as was realised a year later in the shape of the Württemberg K, the Saxon Railways decided on a proposal by their head of the engineering department, Lindner, for a design that was unique in Germany: the Saxon XV HTV was given two, fixed, six-coupled drives. This was mainly because they had doubts about the suitability of the Gölsdorf system for twelve-couplers. The outside axles were designed as Klien-Lindner axles and could be slid sideways by about 37 mm (1.5 in) from their centre position. The design of these axles required them to be fixed into an outside frame. In the centre of the locomotive was a double cylinder on each side, each with a high-pressure cylinder for the rear and a low-pressure cylinder for the front drive.

This design with its low stress on the rails, low inherent resistance and simple weight compensation was promising especially as it also avoided the use of cranked driving axles. Similar thoughts in the USA during the 1930s led to the development of duplex locomotives. Because the cylinders of adjacent axles also had 28 mm (1.1 in) of side play, the locomotive could negotiate radii of as little as 170 m (560 ft). Through the special design of the cylinders, the use of crank axles (Kropfachse) was avoided. Whilst this design enabled the steam lines between the high- and low-pressure cylinders to be extremely short, long admission and exhaust tubes were necessary.

The XV HTV soon proved to be expensive to maintain, particularly concerning the drives and the hollow axles; as a result no more were procured. Even the usual tendency of all compound engines to sway could not be eliminated by the Klien-Lindner configuration. Wear and tear on the wheel tyres changed the crank settings of the driving gear. That meant that the synchronisation of the drive had to be constantly adjusted, to ensure a balanced distribution of effort.

Nevertheless, the engines were successful in practice. They had impressive riding qualities right up to their top speed and wear and tear on the wheel flanges was low. The Deutsche Reichsbahn took both locomotives over as 79 001 and 79 002, but retired them by 1932.

The serial number 79 001 was allocated from 1938 to 1947 to BLE No. 44 of the former Brunswick State Railway Company and from 1951 it was given to the former French locomotive, 1-242.TA.602, which ended up in German hands after World War II.

Design features

The boiler barrel comprised two shells with a diameter of 1,450 mm (4 ft 9 in). On the top were two steam domes which were connected by a pipe inside the boiler. Between steam dome and chimney was a sand box. The firebox was made of copper and position over the first axle of the rear drive. The smokebox superheater was of the Schmidt type.

The locomotive frame comprised an inside frame of 28 mm (1.1 in) thick plate, and an outside frame for the hollow axles of 20 mm (0.79 in) thick plate.

The four-cylinder compound cylinders were arranged horizontally on the outside and each drove its centre axle

See also

Sources

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