DB class 10
| DB class 10 | |
|---|---|
.jpg) |
|
| Numbering: | DB 10 001-002 |
| Number: | 2 |
| Manufacturer: | Croup |
| Year of construction (s): | 1957 |
| Retirement: | 1968 |
| Axis formula : | 2'C1 ' |
| Type : | 2'C1 'h3 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 26,503 mm |
| Height: | 4,550 mm |
| Fixed wheelbase: | 4,600 mm |
| Total wheelbase: | 12,525 mm |
| Wheelbase with tender: | 22,185 mm |
| Smallest bef. Radius: | 140 m |
| Empty mass: | 108.9 t |
| Service mass: | 118.9 t |
| Service mass with tender: | 208 t (with full stocks) |
| Friction mass: | 65.6 t |
| Wheel set mass : | Ø 21.9 t (max. 22.4 t on the first coupling axle) |
| Top speed: | 140 km / h |
| Indexed performance : | 1,839 kW |
| Starting tractive effort: | ~ 176 kN |
| Driving wheel diameter: | 2,000 mm |
| Impeller diameter front: | 1,000 mm |
| Rear wheel diameter: | 1,000 mm |
| Control type : | Heusinger |
| Number of cylinders: | 3 |
| Cylinder diameter: | 480 mm |
| Piston stroke: | 720 mm |
| Boiler overpressure: | 18 bar |
| Number of heating pipes: | 109 |
| Number of smoke tubes: | 44 |
| Heating pipe length: | 5,500 mm |
| Grate area: | 4.29 m² (for coal firing with additional oil firing) |
| Radiant heating surface: | 22.0 m² |
| Tubular heating surface: | 194.4 m² |
| Superheater area : | 105.70 m² |
| Evaporation heating surface: | 216.40 m² |
| Tender: | 2'2 'T 40 |
| Water supply: | 40.0 m³ |
| Fuel supply: | 12.5 m³ heavy oil (with main oil firing) |
| Train brake: | Compressed air |
| Train heating: | Steam train heating |
The two steam locomotives of the class 10 were express locomotives ( new construction locomotives ) of the German Federal Railroad .
history
Since 1949, the Deutsche Bundesbahn had been considering building a new express train steam locomotive. Initially, however, it was only a matter of planning, and it was not until 1955 that a specific draft emerged. At this point, however, it was already clear that the electrification of the main lines and the introduction of diesel locomotives meant that there was no longer any concrete need. Only two locomotives were commissioned. The first of the two examples of the series built by Krupp was delivered to the German Federal Railroad in March 1957 and entered there under the road number 10 001, the 10 002 only followed a year later. The series should serve as a replacement for the locomotives of the series 01 , 03 , 18.5 and 39 . The price of a locomotive was DM 650,000 (adjusted for inflation: € 1,584,087). Due to the high axle load , which only allows use on a few routes, and the rapid structural change in the types of traction in West Germany, the two advance locomotives remained. The driving tests showed that the time of the steam locomotives was up. Both the E 10 electric locomotive and the V 200 diesel locomotive proved to be technically superior.
Both vehicles had a conical smoke chamber door and a partial cladding, which was supposed to protect the cylinder groups from excessive cooling and soiling and at the same time to reduce air resistance . The completely welded boiler was conceptually similar to the boiler type used for the new boiler of the 01.10 series .
The two test locomotives of the series initially differed in the type of firing. The 10 001 was initially coal-fired with an additional oil firing to extend power peaks. Locomotive 10 002, on the other hand, received a main oil firing system , to which the 10 001 was also converted in 1959.
Due to their high axle load, the locomotives were only allowed to drive on certain main routes . They were the until 1962 depot (Bw) Bebra allocated, then came to the Bw Kassel and from there were in addition to the series 01.10 until March 20, 1967 prior express and express trains to and from casting used. From March 21, 1967 to the beginning of January 1968, the 10 001 drove almost continuously in front of the pair of express trains E 387/687 (E 688/388) to and from Münster , with a special permit even following the route, which was only permitted for 20 tons axle load, for a month Rheine .
The series 10 was particularly popular with the staff of the Kassel depot. Contrary to the claim that is often found in the literature that it was susceptible to damage, the long downtimes can be explained by the fact that, unlike the 01 series, spare parts were never available from stock.
The 10 002 was retired after a slide rod broke in January 1967, the 10 001 on June 21, 1968.
Constructive features and capabilities
Like all new locomotives of the Deutsche Bundesbahn, the 10 series also received a completely welded sheet metal frame (sheet thickness: 25 mm).
The (newly designed) type 2'2 'T 40 tender was designed as a self-supporting welded construction. In the coal-fired version, it was equipped with cover flaps over the coal container and a stoker driven by a steam engine for the coal supply.
The completely welded boiler made of the steel grade St 34 (upright boiler and long boiler walls consisted of the steel grade H I A) received a fire box made of IZ-II steel with a combustion chamber. A non-suction steam jet pump and a piston feed pump with a mixing preheater of the Heinl type were installed to feed the boiler.
The locomotives each had a three-cylinder superheated steam engine with simple steam expansion. The cylinder block was a cast steel piece and welded to the frame. A two-axle drive was chosen with the second, central coupling axle driven by the two outer cylinders and the first coupled gear set by the central cylinder on the cranked wheelset shaft. All axle and rod bearings were equipped with roller bearings . The inner drive rod of the 10 001 received slide bearings . In the case of the 10 002, on the other hand, the inner drive rod was also supported by roller bearings, for which a composite bolster axle was used.
To drive the control of the central cylinder, the third coupled gear set was given a counter crank on the left, outer side. The shaft for transmitting the movement of the associated rocker rod inward was arranged between the second and third coupling axis. The slide push rods were equipped with Kuhn's loops ; Typically for the new DB locomotives, the control bracket in the driver's cab was not attached to the boiler, but to the frame. A pneumatic auxiliary device was provided to make it easier for the driver to operate the controls.
In the running gear, all three coupled wheel sets were firmly mounted in the frame, the middle coupled wheel set received a flange weakening of 15 mm. The trailing axle was designed as a Bissel axle .
The performance program of the locomotives provided for the transport of an express train with a mass of 300 t in the flat at 140 km / h. The indexed power of the locomotive is often given as 2,500 PSi (corresponding to 1,839 kW). For main coal firing in connection with additional oil firing, however, steam generation of 18 t / h as continuous output and then an indicated output of 3,000 PSi (i.e. around 2,210 kW) is documented. The 10 series achieved a very low record for specific steam consumption of 5.4 kg / PSh. With this steam consumption value for the induced power, the locomotives of the series fell significantly below the very favorable value of the 03 series of 6.32 kg / PSh and were only slightly above the values of the 04 series medium-pressure test locomotives .
Whereabouts
The 10 001 has been preserved and has been in the German Steam Locomotive Museum in Neuenmarkt- Wirberg since 1976 , but it is not operational. After the 10,002 some years as Heizlokomotive in Bw Ludwigshafen main station was used, it was in 1972 Aw Offenburg scrapped.
Trivia
_1975,_MiNr_491.jpg)
The 10 series also made it onto a German postage stamp, which appeared in 1975 as a surcharge from the “For the Youth” series.
literature
- Jürgen-Ulrich Ebel: Class 10. The most powerful German express steam locomotive . In: Railway courier . No. 306 / Volume 32/1998. EK-Verlag GmbH, ISSN 0170-5288 , pp. 28-32.
- Jürgen-Ulrich Ebel: The series 10 ; EK-Verlag, Freiburg 1998, ISBN 978-3-88255-101-3 .
- Jürgen-Ulrich Ebel: Pulling power for the economic miracle . 1st edition, DGEG Medien GmbH, 2009. ISBN 978-3-937189-37-6 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: Steam Locomotive Archive , Volume 1 . transpress VEB Verlag for Transport, Berlin 1976, p. 69 ff., p. 252.
- Hendrik Bloem, Fritz Wolff: Swan song in steam locomotive construction. In: Bahn epoch 15 , VGB Fürstenfeldbruck 2015, ISBN 3-89610-622-8 , p. 44f.
- Alfred Gottwaldt: Witte's new locomotives. The last steam locomotives of the Deutsche Bundesbahn and their creators 1949 to 1977 . EK-Verlag, Freiburg 2014. ISBN 978-3-88255-772-5
Web links
- Detail page at the German Steam Locomotive Museum
- Photos of the series 10 on bahnbilder.de
- Information on the surviving class 10 locomotive on the "Railway Museum Vehicles" website
Individual evidence
- ↑ Martin Weltner: The German Super-Pacific . In: railway magazine . No. 1 , 2018, ISSN 0342-1902 , p. 13 .
- ↑ Arge. for training aids on behalf of the main administration of the Deutsche Bundesbahn (ed.): Railway teaching library of the Deutsche Bundesbahn, Volume 134, Steam Locomotive Studies . 2nd edition, Josef Keller, Starnberg 1959, p. 70
- ↑ Martin Weltner: The German Super-Pacific . In: railway magazine . No. 1 , 2018, ISSN 0342-1902 , p. 12 .
- ↑ Arge. for training aids on behalf of the main administration of the Deutsche Bundesbahn (ed.): Railway teaching library of the Deutsche Bundesbahn, Volume 134, Steam Locomotive Studies . 2nd edition, Josef Keller, Starnberg 1959, p. 290 f.
- ^ Author collective Johannes Schwarze, Werner Deinert, Lothar Frase, Heinz Lange, Oskar Schmidt, Georg Thumstädter, Max Wilke: Die Dampflokomotive. Development, construction, mode of operation, operation and maintenance as well as locomotive damage and its elimination . Reprint of the 2nd edition from 1965 by Transpress Verlag, Stuttgart 1998, ISBN 3-344-70791-4 , p. 75
- ^ Author collective Johannes Schwarze, Werner Deinert, Lothar Frase, Heinz Lange, Oskar Schmidt, Georg Thumstädter, Max Wilke: Die Dampflokomotive. Development, construction, mode of operation, operation and maintenance as well as locomotive damage and its elimination . Reprint of the 2nd edition from 1965 by Transpress Verlag, Stuttgart 1998, ISBN 3-344-70791-4 , table in Appendix 1.1