Bavarian G 5/5
| Bavarian G 5/5 DR class 57.5 |
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| Numbering: | Bavaria 5801 to 5815 DR 57 501–507, Bavaria 5816 to 5895 DR 57 511–590 |
| Number: | 95 |
| Year of construction (s): | 1911-1924 |
| Retirement: | until 1953 |
| Type : | E h4v |
| Genre : | G55.15, G55.16, G55.17 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19,974 mm |
| Service mass: | 80.2-84.4 t |
| Friction mass: | 80.2-84.4 t |
| Wheel set mass : | 15.7-16.9 t |
| Top speed: | 60 km / h |
| Indexed performance : | 1,215 kW |
| Driving wheel diameter: | 1,270 mm |
| HD cylinder diameter: | 425 mm |
| LP cylinder diameter: | 650 mm |
| Piston stroke: | 610/640 mm |
| Boiler overpressure: | 16 bar |
| Grate area: | 3.70 m² |
| Superheater area : | 47.00 m² |
| Evaporation heating surface: | 206.04 m² |
The five-way coupled freight locomotives of the type Bayerische G 5/5 were procured by the Royal Bavarian State Railways for the difficult routes in northern Bavaria due to the long ramp sections. The four-couplers of the EI and G 4/5 N series that had previously been used on these were increasingly overwhelmed due to the strong increase in traffic in the years before the First World War .
The first 15 examples were built in 1911 by the Maffei locomotive factory in Munich, and the new type was presented at the International Industrial and Commercial Exhibition in Turin.
The G 5/5 were the first Bavarian superheated steam freight locomotives with a four-cylinder compound engine. They proved their worth in operation and achieved very favorable consumption values. Therefore, between 1920 and 1924 another 80 machines with increased performance were procured.
The machine was the most powerful five-coupler of all German regional railways and was able to pull 1,210 t at a speed of 40 km / h on an incline of five per thousand. This made it more powerful than the Prussian G 10 and G 12 as well as the later series 50 and 52 . On the plain, it was able to transport trains weighing 1340 t at 60 km / h and on an incline of 20 per thousand it was still 470 t at 25 km / h.
From the first series, the seven locomotives that remained after the war and reparation charges to the Entente in Bavaria were taken over by the Deutsche Reichsbahn . This later received the road numbers 57 501–507; the 80 locomotives of the second series from 1920 to 1924, which were also used by the Bavarian Group Administration of the Deutsche Reichsbahn, were assigned the road numbers 57 511-590.
As a result of the global economic crisis, freight locomotives from the former regional railways were increasingly decommissioned from 1930 , even if they had not yet reached the age of withdrawal. In addition to older Prussian series such as the G 4 and G 5 , a large number of significantly younger locomotives of southern German origin fell victim to the decommissioning. Instead of four-cylinder compound locomotives, Wagner , the head of the design department, preferred machines of a simpler design, which required less maintenance and required fewer spare parts. In addition to the G 5/5, the wave of decommissioning also affected the Bavarian G 4/5 H (series 56 8-11 ) as well as Baden (e.g. VII e ), Württemberg ( e.g. H and Hh ) and Saxon ( e.g. series XI V , XI H and XI HV ) machines. Further reasons for the retirement were the increasing electrification of southern German routes and the sometimes small total number of machines in the respective series. Relocation of the complex and demanding southern German machines to the north was apparently out of the question despite their young age. There were also enough new locomotives and relatively new Prussian locomotives.
At the end of the Second World War there were still 20 vehicles left. Most of them were decommissioned with war damage by 1947, some units survived on the Deutsche Bundesbahn as a splinter class until 1950, according to other information the last machine was decommissioned in 1953.
Individual evidence
- ↑ The locomotives at the International Industry and Commerce Exhibition in Turin in 1911 . In: The Locomotive . 8, No. 10, October 1911, pp. 217 ff.
- ↑ Notable Maffei Locomotives. II . In: The Locomotive . 22, No. 12, December 1925, p. 213 ff.
- ^ Karl Ernst Maedel, Alfred B. Gottwald: German steam locomotives. The history of development . Transpress Verlag, Stuttgart 1994/1999, ISBN 3-344-70912-7 , p. 195 ff.
- ^ A b Manfred Weisbrod, Hans Müller, Wolfgang Petznick: 57 5 . bay. G 5/5 . In: Series 41 to 29 (= Steam Locomotive Archive), 2nd edition, Volume 2, Transpress, Berlin 1978, pp. 167-169.
- ^ A b Horst J. Obermayer: Steam locomotives. Standard gauge (= German Railways). Weltbild, Augsburg 1995, p. 142.
literature
- Christian Lindecke: Locomotive / traction vehicle data. Bay. G 5/5 . 2002.