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Baden IV h
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Baden IV h
The class IV h (four-h) locomotives of the Grand Duchy of Baden State Railway (German: Großherzoglich Badische Staatseisenbahnen, G.Bad.St.E.) were express locomotives with a 4-6-2 (Pacific) wheel arrangement. They later passed to the Deutsche Reichsbahn, who classified them as class 183.
The twenty class IV h locomotives built by Maffei for the Grand Duchy of Baden State Railway were intended to replace the class IV f locomotives, which were overburdened on the Rhine Valley railway line between Basel and Mannheim due to their driving wheels being too small.
Accordingly, the IV h with a drive wheel diameter of 2,100 mm (6 ft 10+5⁄8 in) was designed uncompromisingly as a flatland express train locomotive. Nevertheless, the IV h were initially only approved for 110 km/h (68 mph) for braking reasons.
The IV h has a four-cylinder compound engine with divided drive. In contrast to earlier Maffei designs, the inner cylinders are driven on the first coupled wheelset, while the outer cylinders act on the second coupled wheelset. The outer cylinders are not (as in the de Glehn design) directly in front of the drive wheels, but in the usual position above the bogie. In the interest of providing sufficiently long connecting rodss, the inner cylinders are pushed forward by a full cylinder length and, with their piston rod protection tubes protruding forward, give the locomotives of the series an unmistakable appearance. The two-axle drive and careful construction made it possible to considerably improve the durability of the goiter shafts (Kropfwellen) made of chrome-nickel crucible steel and provided with Frémont recesses. As far as can be ascertained, the goiter shafts of all twenty locomotives have never been renewed and have thus achieved mileages of more than two million kilometres in some cases.
Also in contrast to the de Glehn type, the low-pressure cylinders were arranged on the outside, as they could no longer be accommodated within the frame due to their diameter. Because of the very strong 160 mm (6+1⁄4 in) thick crank webs of the cranked drive axle, the centre lines of the internal high-pressure cylinders were so close to each other that the cylinders had to be arranged slightly offset in height to achieve a sufficient diameter. This can also be seen from the outside on the piston rod protection tubes.
The valve gear of the locomotives was arranged in such a way that an external Walschaerts (Heusinger) valve gear controlled both the low-pressure and the high-pressure cylinder on the respective locomotive side. Low and high pressure valves were arranged one behind the other as tandem valves. Dispensing with a separate control linkage for the inner cylinder made the adjustment of the high-pressure slide very difficult.
The three-ring boiler was the largest locomotive boiler ever used in Germany. The steam dome and sandbox sat under a common panel on the first ring. However, the boiler reserve was low due to the insufficient water space and the scarce evaporation surface. Furthermore, as with the other southern German superheated steam locomotives, the superheater area was also small. It was only possible to reach steam temperatures of around 330 °C (626 °F). As a result, the water and coal consumption of the IV h was higher than that of the later standard locomotives (Einheitslokomotiven).
A bar frame with a thickness of 100 mm (3+15⁄16 in) was used as the locomotive frame. The pivot of the leading bogie was set back 110 mm (4+5⁄16 in) from the mid-point of the bogie wheelsets; it also received a total of 152 mm (6 in) of lateral play. The lateral play of the trailing wheel set, designed as an Adams axle, was set to 100 mm (3+15⁄16 in).
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Baden IV h
The class IV h (four-h) locomotives of the Grand Duchy of Baden State Railway (German: Großherzoglich Badische Staatseisenbahnen, G.Bad.St.E.) were express locomotives with a 4-6-2 (Pacific) wheel arrangement. They later passed to the Deutsche Reichsbahn, who classified them as class 183.
The twenty class IV h locomotives built by Maffei for the Grand Duchy of Baden State Railway were intended to replace the class IV f locomotives, which were overburdened on the Rhine Valley railway line between Basel and Mannheim due to their driving wheels being too small.
Accordingly, the IV h with a drive wheel diameter of 2,100 mm (6 ft 10+5⁄8 in) was designed uncompromisingly as a flatland express train locomotive. Nevertheless, the IV h were initially only approved for 110 km/h (68 mph) for braking reasons.
The IV h has a four-cylinder compound engine with divided drive. In contrast to earlier Maffei designs, the inner cylinders are driven on the first coupled wheelset, while the outer cylinders act on the second coupled wheelset. The outer cylinders are not (as in the de Glehn design) directly in front of the drive wheels, but in the usual position above the bogie. In the interest of providing sufficiently long connecting rodss, the inner cylinders are pushed forward by a full cylinder length and, with their piston rod protection tubes protruding forward, give the locomotives of the series an unmistakable appearance. The two-axle drive and careful construction made it possible to considerably improve the durability of the goiter shafts (Kropfwellen) made of chrome-nickel crucible steel and provided with Frémont recesses. As far as can be ascertained, the goiter shafts of all twenty locomotives have never been renewed and have thus achieved mileages of more than two million kilometres in some cases.
Also in contrast to the de Glehn type, the low-pressure cylinders were arranged on the outside, as they could no longer be accommodated within the frame due to their diameter. Because of the very strong 160 mm (6+1⁄4 in) thick crank webs of the cranked drive axle, the centre lines of the internal high-pressure cylinders were so close to each other that the cylinders had to be arranged slightly offset in height to achieve a sufficient diameter. This can also be seen from the outside on the piston rod protection tubes.
The valve gear of the locomotives was arranged in such a way that an external Walschaerts (Heusinger) valve gear controlled both the low-pressure and the high-pressure cylinder on the respective locomotive side. Low and high pressure valves were arranged one behind the other as tandem valves. Dispensing with a separate control linkage for the inner cylinder made the adjustment of the high-pressure slide very difficult.
The three-ring boiler was the largest locomotive boiler ever used in Germany. The steam dome and sandbox sat under a common panel on the first ring. However, the boiler reserve was low due to the insufficient water space and the scarce evaporation surface. Furthermore, as with the other southern German superheated steam locomotives, the superheater area was also small. It was only possible to reach steam temperatures of around 330 °C (626 °F). As a result, the water and coal consumption of the IV h was higher than that of the later standard locomotives (Einheitslokomotiven).
A bar frame with a thickness of 100 mm (3+15⁄16 in) was used as the locomotive frame. The pivot of the leading bogie was set back 110 mm (4+5⁄16 in) from the mid-point of the bogie wheelsets; it also received a total of 152 mm (6 in) of lateral play. The lateral play of the trailing wheel set, designed as an Adams axle, was set to 100 mm (3+15⁄16 in).
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