Bavarian S 3/6

The steam locomotives of Class S 3/ 6 of the Royal Bavarian State Railroad (Series 18.4-5 of the Deutsche Reichsbahn ) were express locomotives with the wheel arrangement 2'C1 ' (Pacific ).

These locomotives are remarkable, as they have been acquired over a period of almost 25 years, even at times of the German Reichsbahn under the provincial railroad locomotives. A total of 159 copies were made ​​, taken together, more than from all other countries Railway Pacifics. 89 of the locomotives (series a to i ) have been procured by the Bavarian State Railways and 70 (series k to o) of the Deutsche Reichsbahn.

• 3.1 k series
• 3.2 Series l, m, n and o

Similarities

Developed by Maffei, under the direction of engineers Anton Hammel and Heinrich Leppla S 3/ 6 was a somewhat enlarged development of the first German Pacific, the Baden IV f As this had the S 3/ 6, a four-cylinder compound engine with drive on the second coupled axle. With the exception of the series d and e, which had a coupled wheel of 2,000 mm, the S 3/6 had a coupled wheel of 1,870 mm, which allowed an application both in the hills and the plains.

The maximum permissible speed of the locomotives was independent of the driving wheel diameter at 120 km / h; the power has been increased in the procurement period of 1,770 PSI to 1,830 PSI.

Bavarian State Railways

Series a to c

Between 1908 and 1911, 23 locomotives emerged with a driving wheel diameter of 1,870 mm.

The locomotives were with tenders bay 2'2 'T 26,2 coupled.

Series d and e

1912, had written 18 machines of the series d and e with 2,000 mm Diameter of driving wheel to even longer road sections with a top speed ( unchanged 120 km / h ) to be able to go on to claim without the four-cylinder compound engine too much. Thus, they were specifically designed for the fast service on the relatively flat and long routes Munich -Augsburg- Nuremberg, Munich and Würzburg and Munich -Regensburg. Unlike the other locomotives had both high-and low-pressure cylinder the same piston stroke. Although they were obviously intended for faster trips, these locomotives were no wind cutting cab.

One of the locomotives, No. 3634 (18 451) is preserved and is within the transportation hub of the Deutsches Museum in Munich.

For the series d and e, a larger tender bay 2'2 T 32.5 was developed.

Series f

The series f from 1913 included only three locomotives, which do not differ substantially from those of series a to c.

Series g

1914 were built 10 locomotives for the Palatinate network, which differed in some dimensions of the previous locomotives. So they were about 150 mm shorter in order to fit on the local 19 - m- hubs.

These locomotives were given by the Deutsche Reichsbahn numbers 18425-18 434 The latter remained after the Second World War in the Soviet occupation zone and came only in 1948 in exchange for the 18 314 back to the West.

Series h and i

During the First World War, created from 1914 to 1918 35 more locomotives; it was the last S 3/6, which were still procured by the Bavarian State Railways.

German Reichsbahn

19 locomotives - including some brand-new vehicles - had to be passed under the ceasefire agreements in France and Belgium; the rest came to the German Reichsbahn. There she received the 1926 car numbers 18401-434, 18441-458 and 18461-478. Special recognition obtained the S 3/6 by its use as a tractor of 1928 trains running Rheingold.

Series k

Because the standard locomotives were not yet built, procured the branch of the Reich Transport Ministry Bavaria the proven S 3/6 on. 1923 and 1924 yielded Maffei production run k with a total of 30 copies. They were still delivered with the Bavarian locomotive numbers 3680-3709 and received in 1926 the car numbers 18479-18 508 from the previous series, they differed technically mainly by a slightly larger superheater and visually by a cab, without wind blade, the side walls as well as in the later unit locomotives were slanted in the window.

Locomotive 18 505 is at the railroad museum of DGEG in Neustadt on the Wine Road and can be visited there. The last of these machines, the 18 508 is parked in private ownership and in Switzerland. ( Locorama novel horn).

Series l, m, n and o

Since the procurement of standard design locomotives for 18 t axle load in the first typing plan was not provided and the expansion of the main routes to 20 t Axle Load preceded only sluggishly, the German Reichsbahn ordered from Maffei again locomotives of Class S 3/ 6 after.

1927 12 machines of the type series l were delivered ( 18509-520 ), in 1927/28 followed by the series m with 8 copies ( 18521-528 ). Compared to the serial k of the superheater was again slightly larger; also the diameter of the HP cylinders of 425 mm was increased to 440 mm. Several locomotives of the series m were delivered to the Bw Wiesbaden in order to string high-quality features.

Of the 20 planned locomotives of the series n the Maffei was before its bankruptcy only two machines deliver (18 529 and 530). Henschel took the order and delivered in 1930/31 the remaining 18 machines as a series o ( 18531-548 ). The last 11 locomotives of this series were given a newly developed tender with the name 2'2 'T 31.7.

In a test ride on the locomotive 18 518 on May 6, 1927 a greatest indexed performance of 2,500 PSI at an evaporation capacity of the boiler of over 65 kg / m² h was measured, ie considerably more than the rated capacity of the batch, of a heat flux of 57 kg / m² h was used. More test runs demonstrated the stability of the boiler even at higher loads than the nominal boiler load limit of 57 kg / m² h

The 18 528 is obtained and stood as a monument in front of the administration building of the former Krauss -Maffei AG in Munich. The locomotive is now following the acquisition of Krauss -Maffei traffic engineering by Siemens in the factory premises Allach in a shelter and is not publicly available.

German Federal Railroad

In the 1950s, the German Federal Railroad underwent a large part of its fleet modernization. Here also 30 copies of the series were 18.5 rebuilt by the company Krauss -Maffei and Henschel. This was around 1927-1930 procured by the Reichsbahn locomotives of the series l to o

These copies were given to the repair plants in Ingolstadt and Munich -Freimann developed by the depot and Minden Krauss -Maffei new replacement boiler with combustion chamber. In addition, the locomotives were given new cabs and multi -valve steam regulator. Other planned renovations, such as new cylinder blocks were not made.

The entered service in 1953-1957 rebuilt locomotives were given the new car numbers 18601-630 and were used in express service, where they handed approach in its performance almost on the series 01. Stationed they were in the Bahnbetriebswerke Darmstadt, courtyard, Regensburg, Nuremberg Hbf Lindau and Ulm.

Although the modernized locomotives were very powerful and were also the most economical steam locomotives of the German Federal Railways, they were already fully retired 1961-1965. The reason for this was that when converting the bellhousing had been welded directly to the boiler, which led to the formation of cracks. The boiler pressure therefore had to be reduced from 16 to 14 bar, which the locomotives declining as much in performance.

The last locomotives (18 622 and 18 630 ) were taken out of service in 1965 in Lindau and 1966 scrapped. On the other hand was preserved 18 612 which can be visited in the German Steam Locomotive Museum.

The non- converted S 3/ 6 were the 18505-1962 retired with the exception. This was until 1967 when the LVA Minden in the service and was only in 1969 when 018 505 retired. It has been preserved in the railway museum Neustadt / wine route.

Several locomotives were converted to Heizlokomotiven. The stationed in Saarbrücken 18 602 was retired in 1983. Receive Only the wheel sets, which can be seen in the main station. Prior to her work-up was the 18 612 last stationed as a heating engine.

18 478

Headquartered in Ulm 18 478 was the last remaining countries to train times ( 1918) built S 3/6, and thus the last one with the wind cutting cab. It came from a siding with dilapidated locomotives in Switzerland, where it was restored by the Swiss Serge Lory. Today, this copy is owned by the Bavarian Railway Museum in Nördlingen. The locomotive was worked up by the Bavarian Railway Museum with the Meiningen Steam Locomotive Works 1996 operational and received back again to its original running number 3673 and a green color, which, however, not the dark Bavarian Provincial Railroad Green, but the bright green of a well-known Märklin model corresponded and thus a return for the said main sponsor of the repair represented. Since then, she has appeared at numerous special trips.

For advertising purposes caused the main sponsor of the locomotive, Märklin, temporarily also other colorations of the machine, including she was from 2000-2002 in the dark blue one at the German Transportation Exhibition 1925 presented S 3/6 to see and then received a further two years a fictitious "Rheingold" paint in purple / beige, which sprang from the imagination of the sponsor and of this part has been severely criticized. In April 2004, the locomotive had to be stopped due to an expired boiler period and served since then as a rollable display piece in Nördlinger Museum. As the sponsor Märklin became insolvent in the meantime, the project of a new repair was postponed indefinitely, but the locomotive was still their ( presumably) original dark green Länderbahnfarbgebung back, so they almost again presented itself in the condition of their delivery in 1918.

For a new start-up extensive works were on the now 90 years old locomotive, which still has its original boiler, necessary. These were performed after a successful search for sponsors since 2009 by members of the Bavarian Railway Museum to present the locomotive for the 175th anniversary of the railway in Germany again under steam can. Since May 2010, the locomotive is operational again.