DB class 23

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Series 23
Entrance to the Urmitz stop
Entrance to the Urmitz stop
Numbering: 23 001-105
Number: 105
Manufacturer: Henschel (29 units)
Jung (51 units)
Krupp (21 units)
ME (4 units)
Year of construction (s): 1950-1959
Retirement: until 1976
Type : 1'C1 'h2
Genre : P 35.18
Gauge : 1435 mm ( standard gauge )
Length over buffers: 21,325 mm
Height: 4,550 mm
Width: 3,050. mm
Fixed wheelbase: 2,000 mm
Total wheelbase: 9,900 mm
Wheelbase with tender: 17,625 mm
Smallest bef. Radius: 140 m
Empty mass: 74.6 t
Service mass: 82.8 t
Service mass with tender: 144.8 t (with full stocks)
Friction mass: 56.0 t
Wheel set mass : maximum 18.9 t
Top speed: 110 km / h,
backwards: 85 km / h
Indexed performance : 1,313 kWi

1,785 PSi

Starting tractive effort: ~ 144 kN
Driving wheel diameter: 1,750 mm
Impeller diameter front: 1,000 mm
Rear wheel diameter: 1,250 mm
Control type : Heusinger with a Kuhn loop
Number of cylinders: 2
Cylinder diameter: 550 mm
Piston stroke: 660 mm
Boiler overpressure: 16 kg / cm²
Number of heating pipes: 130
Number of smoke tubes: 54
Heating pipe length: 4,000 mm
Grate area: 3.11 m²
Radiant heating surface: 17.1 m²
Tubular heating surface: 139.18 m²
Superheater area : 73.80 m²
Evaporation heating surface: 156.28 m²
Tender: 2'2 'T 31
Service weight of the tender: 62 t
Water supply: 31 m³
Fuel supply: 8 tons of coal
Train heating: steam

The class 23 of the Deutsche Bundesbahn was a type of steam locomotive with a tender and a 1'C1 ' wheel arrangement intended for the carriage of passenger and express trains .

development

After the Second World War , the railway in West Germany lacked powerful passenger locomotives; Existing series had to be replaced due to age, such as the Prussian P 8 , which was around 40 years old . Under the direction of Friedrich Witte , new building principles were developed for the procurement of new steam locomotives , which were used for the 23 series. During the design, a proposal by BMAG for the DR class 23 that had not been implemented was taken up again, namely a locomotive with the 1'C1 'wheel arrangement with a combustion chamber boiler, which was already favored by Friedrich Witte at the time . From 1950, 105 units of the newly designed series were built for medium-heavy passenger train and light express train service by the Henschel works , the Jung locomotive factory, the Krupp locomotive construction department and the Esslingen machine factory.

As it turned out after the first use, the new design met expectations, the series was universally applicable, and the coal consumption was lower than with comparable locomotives. The locomotives of the 23 series can move a 600 t train at 110 km / h on the plain and at 44 km / h on a gradient of 10 per thousand. During test runs, it was found that the 23 series, with its boiler heating surface only 8.5% larger than the P 8, exceeded its boiler output by 23%; the towing hook power of 1480 hp is even more than 50% higher than that of the P 8.

Constructive features

The locomotives received welded sheet metal frames, welded boilers with combustion chambers and self-supporting tender of the type 2'2 'T 31, also in welded construction.

The boilers were made of the steel grade St-34, the fire box with the combustion chamber of IZ-II steel.

The front wheel set and the first coupled wheel set were designed as a Krauss-Helmholtz steering frame . The towing wheel set, on the other hand, was designed as a further developed Bissel frame , in which instead of the conventional reset device with cradle and pendulum, a reset device with counter-links and acting on the pivot pin is used. The running gear design of the 23 series allows reverse speeds of 110 km / h, the maximum speed when reversing was only set at 85 km / h due to the poor visibility of the locomotive staff when driving the tender ahead. In addition, the running gear was designed in such a way that the coupled wheel set load can be set to either 17 or 19 t.

The locomotives received two Bosch lubrication pumps for the central lubrication of the steamed parts as well as the hard-to-reach lubrication points of the drive. A superheated steam multiple valve controller was installed as a controller . Up to company number 023, surface preheaters of the Knorr design and plain bearings were used. The locomotives with the serial numbers 024 and 025 and from serial number 053 were equipped with roller bearings for wheelsets and engines as well as mixer preheaters. A few vehicles received Heinl preheaters. The Heusinger control was designed with a Kuhn loop in the interest of weaker stone jumping and thus better reverse driving characteristics . The coupled wheel sets received brake shoes on both sides.

16 locomotives of the series were also provided with push-pull control .

In the driver's cab, which is closed on all sides, a spring-loaded floor plate that can be heated from below was installed in order to provide better working conditions for the locomotive personnel. There was also a closet for clothes and a heating system for meals.

Class 23, seen from the driver's side

There were numerous changes during the construction period and afterwards. The steam whistle was moved away from the driver's cab to the chimney, and some machines were also given a bell. From 23 071 the locomotives were delivered with Indusi , the others were retrofitted.

In the 1960s, most locomotives were fitted with a wet steam regulator, as the multiple valve hot steam regulator kept causing problems. It was also visually striking that from 23 024 the driver's cab roof attachment was replaced by a round roof, from 23 025 the front handlebars had knobs instead of rings and the coal box struts on the tender were omitted, from 23 077 the sliding cab doors were replaced by folding doors and from 23 097 instead of Umbrellas were attached to the front windows of the driver's cab. Most of the other locomotives were later retrofitted with these barges. The third top light was only added during the construction period from 1957.

commitment

With the introduction of the new series scheme of the Deutsche Bundesbahn on January 1, 1968, the series number was changed to 023. The 23 series proved itself in both heavy passenger and light express train service, often also in front of freight trains. Nevertheless, the locomotives stayed in service only a little longer than the Prussian P 8 , which they were supposed to replace. As the traction began to change , they lost more and more of their areas of application. The locomotives were most recently at home in the Crailsheim , Saarbrücken and Kaiserslautern depots . Scheduled use ended on September 27, 1975; the 23 058 at the Crailsheim depot was the last locomotive to be retired in December 1975.

Preserved machines

23 105 in Bochum-Dahlhausen at the vehicle exhibition 150 years of German railways

The locomotive with road number 23 105, manufactured by the Arnold Jung Lokomotivfabrik company and commissioned in December 1959, was the last steam locomotive to be procured by the Deutsche Bundesbahn. As early as 1972 they were decommissioned; It was not until the 150th anniversary of the German railroad in 1985 that the Deutsche Bundesbahn carried out an operational restoration. The machine stationed in the Nuremberg Transport Museum was badly damaged on the evening of October 17, 2005 in a major fire in the locomotive shed . Then it came to the South German Railway Museum in Heilbronn , where it was restored over a period of three years. In 2019 it was exhibited at the Federal Garden Show in Heilbronn.

The 23 058 was converted in 2011 by DLM AG for the Dutch nostalgic steam train Friese Stoomtrein Maatschappij , Friesland , Netherlands to oil-fired with biodiesel . Since the Stichting Stoomtrein Fryslân (SSF) went bankrupt, the locomotive was not used. She was brought back to Switzerland in 2013. In July 2017, after the completion of the dismantling from light oil to coal firing and acceptance run at the Sissach depot , the EUROVAPOR locomotive 23 058 was relocated to the Heilbronn SEH in southwest Germany. After the installation of the modern train protection technology according to EBA at SEH Heilbronn can make 23 058 special trips in Germany again. Unfortunately, during the first special trip - a transfer trip to an event - the right pusher linkage broke. After the drive assemblies have been successfully repaired, the locomotive is available again for museum railroad use.

The following examples of the series are still available:

literature

  • Otto Humbach: DB's last Mohican . In: Railway magazine . No. 11/2009 . Alba publication, 2009, p. 6-13 .
  • 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. 184 ff., p. 268 f.
  • 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

Commons : DB Class 23  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ M. Weisbrod, H. Obermayer: The series 23 . Fürstenfeldbruck 1982
  2. ↑ 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. 489 f.
  3. ↑ 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
  4. ^ Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Steam Locomotives - Steam Locomotive Archive 1 - Class 01-39 , Alba Verlag, ISBN 3-87094-040-9
  5. ↑ Hohenloher Zeitung, May 4, 2019, page 33
  6. ^ Roger Waller: Progress of 23 058. In: http://dlm-ag.ch/ . DLM AG, April 12, 2011, accessed on January 24, 2019 .
  7. ↑ Roger Waller: 23 058 back in Switzerland. In: http://www.dlm-ag.ch/ . DLM AG, March 1, 2013, accessed on January 24, 2019 .
  8. ↑ Engine damage on the 23 058 . eurovapor.ch. Retrieved August 27, 2019.
  9. ↑ Report on www.dlm-ag.ch, accessed May 13, 2013
  10. ↑ HU Kneuss: Recommissioning 23 058 in June 2017. In: https://www.eurovapor.ch/ . Eurovapor, July 14, 2017, accessed January 24, 2019 .