150 X
The ''' Decapod ''' of the series of the 150 X were locomotive with vapor of German origin whose prototype goes back to 1926.
Service
the SNCF recovered 239 machines including 226 in construction in French factories which were incorporated in the park while being registered 1 - and 2-150 X numbers between 819 and 1995 and 13 machines remained except inventory registered 1 - and 2-150 X numbers: 819,838,928,929,941,942,962,1083,1089,1092,1110,1801 and 1803 . Between 1949 and 1950 the built-in machines took the registration 1 - and 2-150 X 1 to 226 . In their country of origin they appeared in 1937 and were registered Br 44 . They were the series of Decapod most powerful built for the SNCF (2400 CV), and ensured a hard labor until the appearance of DC 14000 and DC 14100 called “Domestic irons”.
They were found committed on the areas of North and the East like on famous the " artery North-Est" by tractor drawing all the heavy trains (coal, Ore, Steel and various goods trains). In the North, which was the first area to touch them at the end of November 1944 they were assigned to the deposits according to:
In the East were the deposits according to which accepted the 150 X :- Thionville, Metz-Frescaty, Sarreguemines, Audun-the-Novel, Conflans-Jarny and Lumes.
- 150 X 4,9,15,22,24,26,32, 34, 60, 66, 70,71,72,74,76,77,79,82,85,86,87,88,89,90,95,97,101,102,106,108,123,124,144,146,149,159,162,163,164,177,178,181,183 and 184 .
The machines of the Northern area were erased of 1955 with 1959 and those of the area Is were it of 1957 with 1965. For some of them the career was from 7 to 8 years, whereas others had a 20 years career.
In Germany the last circulated on October 26th, 1977 (fine official of traction vapor in FRG), and until the beginning of the year 1980 in GDR. A great number of Br 44 are preserved today beyond the rhine, among them four machines are of French construction! To also note that the ex 150 X 82 is preserved with the museum of çamlik in Turkey.
Description
These Decapod had a motor three cylinders with simple expansion and the distribution was of the type “Walschaert”. The hearth was of the type “Crampton” with flat sky and grid overflowing on the two last axles. The exhaust was fixed of “German” type and some were provided with a “Kylchap”. The boiler was of a large diameter by reaching the 2,10 m and obliged the SNCF to remove the spillplate of chimney to approach the limits of the gauge passes everywhere. The bogie-bissel of the type “Krauss Helmoltz” had a side displacement of approximately 15 mm for the driving Essieu and of approximately 96 mm for the carrying Essieu. Towards the end of their careers they were provided with screens scented. The load on the driving axles reached 20 T and the series was known as of the heavy type in opposition to the light type which were the 150 Z .
Tender
The tenders which theirs were coupled were always the same ones: it was about tenders with Bogie S containing 34 m ³ water and 10 T of coal. They were registered 1 - and 2-34 X 819 to 2025 then 1 - and 2-34 X 1 to 226 for the built-in tenders. The tenders accompanying the machines remained except inventory were registered 1 - and 2-34 X between 819 and 1110 .
The 150 X 1801 had for tender a of the same design but slightly different type. It carried 31,5 m ³ water and 7 T of coal and was registered 31 X 1801 .
Characteristics
-
Pressure of the boiler: 16 kg/cm ²
- Diameter of the three cylinders (simple expansion): 550 mm
- Diameter of the driving wheels: 1400 mm
- Diameter of the wheels of bissel: 850 mm
- Mass in functioning order: 109,8 T
- adhering Mass: 95,2 T
- Overall length: 13,817 m
- Mass of the tender in functioning order: 72,6 T
- total Mass: 182,4 T
- Overall length: 22,500 m
- maximum Speed in service: 80 km/h
See too
-
Locomotive with vapor Frenchwomen
External bonds
- a site on Br 44 preserved in Germany
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