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32-722: In the same year the MEM gained its first locomotives: The MEM's steam engines Mevissen 4 and the Prussian T 13 , STETTIN 7906 (formerly DRG no. 92 638) were taken over from the VEB Erfurt Industrial Railway . At the same time during that first year, locomotives were inspected and repaired on behalf of other museum railways. The museum's trains run on the lines owned by the Minden District Railway and Wittlage District Railway. Later

64-429: A steam engine , the superheater further heats the steam generated by the boiler , increasing its thermal energy and decreasing the likelihood that it will condense inside the engine. Superheaters increase the thermal efficiency of the steam engine, and have been widely adopted. Steam which has been superheated is known as superheated steam , and non-superheated steam is called saturated steam or wet steam. From

96-477: A superheater header mounted against the tube sheet in the smokebox . The steam is then passed through a number of superheater elements, which are long pipes placed inside the larger diameter fire tubes, called flues. Hot combustion gases from the locomotive's fire pass through the flues and, as well as heating the water in the surrounding boiler, they heat the steam inside the superheater elements they flow over. The superheater element doubles back on itself so that

128-410: A turbine will make more efficient use of steam energy than a reciprocating engine. However, saturated ("wet") steam at boiling point may contain, or condense into, liquid water droplets, which can cause damage to turbine blades. Therefore, steam turbine engines typically superheat the steam, usually within the primary boiler, to ensure that no liquid water enters the system and damages the blades. In

160-520: A damper control on the superheater header that caused hot gases to condense into sulphuric acid , which caused pitting and subsequent weakening of the superheater elements. Leakage of gases was also commonplace between the elements and the header, and maintenance was difficult without removal of the horizontally-arranged assembly. The Robinson version suffered from temperature variations caused by saturated and superheated steam chambers being adjacent, causing material stress, and had similar access problems as

192-602: A differently designed driver's cab and additional equipment on top of the boilers . They were numbered by the Reichsbahn as 92 414 to 92 418. Other former private railway locomotives, that were numbered as 92 421, 92 431–437 and 92 441 and 442 by the Reichsbahn were not Prussian T 13.1s. The engines remaining in the western zones of occupation after the Second World War were sold by 1948 to private railways. The T 13 Hagans Variant built for

224-619: A result, the locomotives were retired as early as 1923. Two similar engines had been supplied by Henschel to the Baden state railways as the Class VIII ;d . The Deutsche Reichsbahn grouped five of these locomotives into its 1923 renumbering plan as 92 501–505, but in 1925 they were no longer in service. Within the T ;13 class of locomotives were also the five Mallet tank engines that were taken over on 1 January 1913 along with

256-414: A specially developed arrangement of levers by the front axles. The Hagans T 13 was built as a smaller version of the Prussian T 15 by the firm of Henschel from 1899to 1902. It was delivered to the railway divisions of Erfurt, Saarbrücken , Magdeburg and Frankfurt am Main . Unfortunately its complicated construction proved to be very maintenance-intensive, which had a negative impact on its economy. As

288-466: Is a device used to convert saturated steam or wet steam into superheated steam or dry steam. Superheated steam is used in steam turbines for electricity generation , in some steam engines , and in processes such as steam reforming . There are three types of superheaters: radiant, convection, and separately fired. A superheater can vary in size from a few tens of feet to several hundred feet (a few metres to some hundred metres). In many applications,

320-665: Is difficult to keep a slide valve properly lubricated at high temperature. The first practical superheater was developed in Germany by Wilhelm Schmidt during the 1880s and 1890s. The Prussian S 4 locomotive, with an early form of superheater, was built in 1898, and more were produced in series from 1902. The benefits of the invention were demonstrated in the UK by the Great Western Railway (GWR) in 1906. The GWR Chief Mechanical Engineer, G. J. Churchward , believed that

352-869: The Bergheimer Kreisbahn and Mödrath-Liblar-Brühler railway west of the Rhine . This handful of B'B n4vt engines was acquired by the Royal Prussian Railway Division of Cöln ( Cologne ) and they were numbered as Cöln 7946–7950. They were the only Mallet tank locomotives in Prussia. At the same time several locomotives of the Hohenzollern version were delivered to the Filderbahn and Moselbahn . The Cologne engines were retired in 1920/21. Superheated A superheater

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384-582: The Brandenburg Städtebahn . Also in this block of numbers were 92 914 to 92 918, which were the former Bremen Harbour Railway ( Hafenbahn Bremen, Hf Brm ) 20 to 24 that had been acquired when the Hf Brm had been nationalised in 1930; they were not Prussian T 13s, but an industrial 0-8-0T design by Arnold Jung Lokomotivfabrik . The Deutsche Bundesbahn retired the last engine in 1965 at Kassel Locomotive Depot ( Bahnbetriebswerk or Bw );

416-766: The Great Central Railway at Gorton locomotive works , by Robert Urie of the London and South Western Railway (LSWR) at Eastleigh railway works , and Richard Maunsell of the Southern Railway (Great Britain) , also at Eastleigh. The oldest surviving steam locomotives with a superheater, as well as being the first narrow gauge locomotive with a superheater, is the Bh.1 owned by Steiermärkische Landesbahnen (STLB) in Austria, which runs excursions trains on

448-552: The Mur Valley Railroad . Robert Urie's design of superheater for the LSWR was the product of experience with his H15 class 4-6-0 locomotives. In anticipation of performance trials, eight examples were fitted with Schmidt and Robinson superheaters, and two others remained saturated. However, World War I intervened before the trials could take place, although an LSWR Locomotive Committee report from late 1915 noted that

480-749: The Prussian state railways , the Imperial Railways in Alsace-Lorraine and the Grand Duchy of Oldenburg State Railways were goods train , tank locomotives with an 0-8-0T wheel arrangement. They were primarily employing on shunting duties. Between 1910 and 1916 a total of 512 were built by various manufacturers for the Prussian state railways. As a result of heavy losses after the First World War , another 72 were ordered by

512-629: The Deutsche Reichsbahn and 12 by the Saar Railways which were delivered in 1921 and 1922. The Imperial Railways in Alsace-Lorraine also had 60 T 13s and Oldenburg had ten of this class. They were incorporated in 1925 into the DRG renumbering plan for steam locomotives as DRG Class 92.5–10 and given operating numbers 92 501–913 and 92 1001–1072. Of these, numbers 92 585–588, 92 606, 92 607, 92 910–913 were locomotives that originated in

544-875: The Grand Duchy of Oldenburg State Railways and 92 732–738 from the Imperial Railways in Alsace-Lorraine. In 1935, locomotives 92 919–950 were transferred from the Saar Railways to the Deutsche Reichsbahn. In 1943 they were joined by a further five locomotives from the Zschipkau-Finsterwald Railway Company with numbers 92 991–995. During the Second World War , numbers 92 951–990 and 996 from Poland and 92 1101–1112 from Czechoslovakia were added. The Deutsche Reichsbahn (East Germany) took over in 1950 locomotives 92 6401 and 92 6501–6504 from private railways. Numbers 92 6502–6504 were T 13s that had been procured directly by

576-501: The MKB's lines were gradually taken over by the MEM. The society had to move its HQ to Oberstadt station, because its old location and depot at Minden Stadt station was closed and sold. At Minden-Oberstadt station a new shed will be built, around which a large depot can be established with workshops etc. The MEM could not prevent the dismantling of lines. Of the 80 or so km of narrow gauge network only about 40 km remains, mostly comprising

608-452: The Prussian state railways was also a goods train, tank engine, with an 0-8-0T wheel arrangement, but had Hagans driving gear. The firm of Hagans in Erfurt developed this design with a split locomotive frame in order to achieve better curve running qualities. In the main frame were located the two front driving axles , whilst the rear two, were housed in a swivelling frame and driven via

640-582: The Reichsbahn followed suit in 1968. Four representatives of the D-h2t Class 92.10 remained in Austria after the Second World War. These were numbers 92 1052, 1055, 1063 and 1068. The ÖBB retained their serial numbers but grouped them into ÖBB Class 792 . All the engines in this class had been retired by 1962. In the early 1920s, the newly founded Reichsbahn ordered 13 of

672-539: The Robinson version returned the best fuel efficiency. It consumed an average of 48.35 lb (21.9 kg) coal per mile over an average distance of 39,824 mi (64,090.5 km), compared to 48.42 lb (22.0 kg) and 59.05 lb (26.8 kg) coal for the Schmidt and saturated examples respectively. However, the report stated that both superheater types had serious drawbacks. The Schmidt system featured

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704-568: The Schmidt type could be bettered, and the design and testing of an indigenous Swindon type was undertaken, culminating in the Swindon No. 3 superheater in 1909. Douglas Earle Marsh carried out a series of comparative tests between members of his I3 class using saturated steam and those fitted with the Schmidt superheater between October 1907 and March 1910, proving the advantages of the latter in terms of performance and efficiency. Improved superheaters were introduced by John G. Robinson of

736-433: The Schmidt type. The report's recommendations enabled Urie to design a new type of superheater with separate saturated steam headers above and below the superheater header. They were connected by elements beginning at the saturated header, running through the flue tubes and back to the superheater header, and the whole assembly was vertically arranged for ease of maintenance. The device was highly successful in service, but

768-488: The advantages seem to have been marginal. For example, the North Eastern Railway fitted superheaters to some of its NER Class P mineral locomotives but later began to remove them. Without careful maintenance, superheaters are prone to a particular type of hazardous failure, involving the superheater tubes bursting at their U-shaped turns. They are difficult to manufacture, and to test when installed, and

800-527: The core routes to Kleinenbremen and Hille . 52°18′02″N 8°54′47″E  /  52.3005°N 8.9130°E  / 52.3005; 8.9130 Prussian T 13 The Prussian T 13 was a series of tank locomotives built in large numbers for the various German state railways, notably the Prussian state railways , and the Deutsche Reichsbahn during the early part of the 20th century. The physically identical T 13 locomotives of

832-469: The cylinders warm. The snifting valve can be seen behind the chimney on many LNER locomotives. A superheater increases the distance between the throttle and the cylinders in the steam circuit and thus reduces the immediacy of throttle action. To counteract that, some later steam locomotives were fitted with a front-end throttle, placed in the smokebox after the superheater. Such locomotives can sometimes be identified by an external throttle rod that stretches

864-410: The early 20th century, superheaters were applied to many steam locomotives , to most steam vehicles, and to stationary steam engines. It is still used in conjunction with steam turbines in electrical power generating stations throughout the world. In steam locomotive use, by far the most common form of superheater is the fire-tube type. That takes the saturated steam supplied in the dry pipe into

896-469: The heated steam can return. Most do that twice at the fire end and once at the smokebox end, so that the steam travels a distance of four times the header's length while being heated. At the end of its journey through the elements, the superheated steam passes into a separate compartment of the superheater header and then to the cylinders of the engine. The steam passing through the superheater elements cools their metal and prevents them from melting, but when

928-661: The proven T 13 engines in a superheated variant, the T 13.1 , for the Oldenburg division (the former Grand Duchy of Oldenburg State Railways) and Altona division. They were goods train, tank locomotives with a 0-8-0T wheel arrangement and were subsequently incorporated into the Deutsche Reichsbahn's renumbering plan as DRG Class 92.4 with operating numbers 92 401 to 92 413. The Saar Railways, too, procured five T 13.1s in 1922 from Krauss in Munich , which were however somewhat different. Amongst other things, they had

960-400: The throttle closes that cooling effect is absent, and so a damper closes in the smokebox to cut off the flow through the flues and prevent them being damaged. Some locomotives, particularly on the London and North Eastern Railway , were fitted with snifting valves , which admitted air to the superheater when the locomotive was coasting. That kept the superheater elements relatively cooler and

992-502: The whole length of the boiler, with a crank on the outside of the smokebox. That arrangement also allows superheated steam to be used for auxiliary appliances, such as the dynamo and air pumps . Another benefit of the front-end throttle is that superheated steam is immediately available. With a dome throttle, it takes some time before the super heater actually provides an efficiency benefit. Locomotives with superheaters are usually fitted with piston valves or poppet valves , because it

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1024-399: Was heavy and expensive to construct. The main advantages of using a superheater are reduced fuel and water consumption but there is a price to pay in increased maintenance costs. In most cases the benefits outweighed the costs and superheaters became widely used, although British shunting locomotives ( switchers ) were rarely fitted with superheaters. In locomotives used for mineral traffic

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