DR series 05
| DR series 05 | ||
|---|---|---|
 Company photo steam locomotive 05 002  Company photo steam locomotive 05 003
|
||
| Numbering: | 05 001 05 002 |
05 003 |
| Number: | 2 | 1 |
| Manufacturer : | Borsig , Berlin | |
| Year of construction (s): | 1935 | 1937 |
| Retirement: | 1958 | |
| Design type: | 2'C2 'h3 | |
| Genus: | S 37.19 | |
| Length over buffers : | 26,265 mm | 27,000 mm |
| Gauge : | 1,435 mm | |
| Service mass: | 129.9 t | 129.5 t |
| Friction mass: | 57.6 t | 59.0 t |
| Wheel set mass : | 19.2 t | 19.6 t |
| Top speed: | 175 km / h | |
| Indexed performance: | 2,500 kW | 2,544 kW |
| Starting tractive effort: | ≈ 137 kN (at 20 bar boiler pressure) ≈ 110 kN (at 16 bar boiler pressure) |
|
| Driving wheel diameter: | 2,300 mm | |
| Impeller diameter (front): | 1,100 mm | |
| Impeller diameter (rear): | 1,100 mm | |
| Cylinder diameter: | 450 mm | |
| Piston stroke: | 660 mm | |
| Number of heating pipes: | 106 | 137 |
| Number of smoke tubes: | 24 | 35 |
| Heating pipe length: | 7000 mm | 5500 mm |
| Radiant heating surface: | 18.5 m² | 22.66 m² |
| Heating tube heating surface: | 151.30 m² | 123.52 m² |
| Flue pipe heating surface: | 86.20 m² | 81.72 m² |
| Boiler overpressure: | 20 bar (reduced to 16 bar in 1950) | |
| Grate area: | 4.71 m² | 4.40 m² |
| Superheater area : | 90.00 m² | 81.90 m² |
| Evaporation heating surface: | 256.02 m² | 227.95 m² |
| Tender: | 2'3T37St | 2'3 T 35 Kst |
| Water supply: | 37 m³ | 35.0 m³ |
| Fuel supply: | 10 tons of coal | 12 tons of coal dust |
The steam locomotives of the class 05 were express train locomotives of the Deutsche Reichsbahn intended for above-average high travel speeds . The individual pieces - three locomotives in two different basic designs - largely corresponded to the concept of the standard steam locomotive .
The locomotive 05 002 set a world speed record for steam-powered rail vehicles in 1936 with 200.4 km / h and thus remained the fastest German steam locomotive.
Procurement history, operating program
Around 1930 efforts were made to speed up the railroad's train runs. Although the world speed record of the rail zeppelin for railway vehicles in 1931 ultimately did not provide a technologically forward-looking path, the Reichsbahn did not rely on locomotive-hauled trains, but on diesel-powered express railcars for express rail traffic . At the same time, the capacities of the German locomotive industry were not fully utilized due to the low number of construction contracts from the Reichsbahn, and some of the locomotive factories had to close temporarily due to a lack of orders.
In a letter dated December 24, 1931, the Deutsche Lokomotivbau-Vereinigung (DLV) informed the Deutsche Reichsbahn-Gesellschaft (DRG) that, in view of the worldwide striving to improve and accelerate rail traffic, it was necessary for the German locomotive construction industry to also have a fast-moving locomotive industry Locomotive is being developed for cruising speeds of 150 km / h. That is why the DLV unification office was commissioned to design such a machine. In addition, the DLV expressed the hope that this work would also find the interest of the Reichsbahn.
The DRG replied in a letter from its director Friedrich Fuchs , responsible for locomotive and railcar construction , whose scientific assistant at the time was Friedrich Witte , on February 4, 1932, that these intentions are being pursued with interest, but that there is no need for one for the everyday operation of the Reichsbahn See locomotive. However, there would be the opportunity to procure a single, high-speed locomotive for test runs, but this should not be designed by the standardization office, but in competition between the interested factories. In a follow-up to the letter it was stated that the still-to-be-designed locomotive was required to pull a 250-tonne train (i.e. five to six contemporary German express train carriages) at 150 km / h and a top speed of 175 km / h to drive in delays.
The steam locomotive was therefore intended to be used to test new passenger coaches , but ultimately also to be used in front of FD trains . On the one hand, it was to be derived from the standard steam locomotives , on the other hand, technical changes such as the driver's cab on the front of the locomotive were considered. Both the locomotive factories and the standardization office of the DLV submitted various designs, mostly with a piston steam engine and three coupling axles, but also z. B. with steam turbine drive. For the intended streamlining of the locomotive, tests were carried out in the wind tunnel with models. In addition, as a trial, the 03 154 locomotive of the Reichsbahn was equipped with a partial fairing and extensively tested; Measurement runs resulted in an increase in performance on the towing hook of 385 hp at a speed of 140 km / h for this machine due to the electrical shell.
The construction contract was finally awarded to the Borsig company . In 1935 it produced the two machines with the series numbers 05 001 and 002 (factory numbers 14522 and 14553), the purchase price of which was 265,200 marks each. The modified 05 003 with a front cab and pulverized coal combustion followed two years later. The engineer Adolf Wolff was responsible for the construction of both versions .
Locomotives 05 001 and 05 002
In the sense of the replacement construction introduced with the standard locomotives at the Reichsbahn, many parts of the locomotives corresponded to the Reichsbahn standard and were also used in other series (e.g. fittings or auxiliaries). The design of the machines was also largely based on the basic principles of the standard locomotives.
As with the other standard locomotives, the riveted boiler was designed without a combustion chamber. On the other hand, there was a long pipe length of 7000 mm between the pipe walls, also typical of the Reichsbahn. A three-loop superheater of the Wagner type was installed as a superheater. Compared with the boiler of the 01 series, the ratio of firebox to tubular heating surface was more favorable, i.e. H. in the direction of more radiant heating in the fire box. The fire box itself was made of copper, the rest of the boiler in a light molybdenum alloy steel.
A bar frame made of rolled steel St 34 was used as the frame, the cheeks of which could be made weaker than the two-cylinder series 01 because of the balanced running three-cylinder engine with a thickness of 90 mm. The front bogie received an inner frame, the rear one, however, in the interest of the ash pan design, an outer frame.
Special attention was paid to the design of the locomotive's deceleration so that the locomotives came to a standstill from the highest speed in the distant signal distance before a signal indicating a stop. In contrast to locomotives traveling at similar speeds abroad (e.g. NYC class J or LNER class A4 ), all wheels of the locomotive were braked on both sides, apart from the wheels on the first running axle. With regard to the thermal expansion of the brake blocks of the block brake , they were divided into 300 mm long sections. The braking force of the single-chamber brake type Knorr with an additional valve was regulated for the first time in a Reichsbahn locomotive by means of a centrifugal governor.
The inductive train protection system , which was only introduced to the Deutsche Reichsbahn in 1934 and with which the high-speed locomotive was naturally equipped, also served safety .
The streamlined cladding of the 05 completely enclosed it and reached down to a few centimeters above the upper edge of the rail. The engine was accessible via roller shutters . A wine-red paint was supposed to highlight the locomotives.
Since the coal box of the tender was also included in the streamlined casing through a sliding hood, a compressed air-operated coal feed device was built into it to make the heater's work easier. However, the functionality and reliability of this device left a lot to be desired in operational practice. Since the tender was largely seamlessly connected to the driver's cab with transition sheets, the result was in fact a closed driver's cab. Despite the (removable) streamlined cladding, the tender complied with the Reichsbahn standards, so it could easily have been coupled to an unclad locomotive.
05 001
The machine was built by Borsig as one of the last locomotives in the Berlin-Tegel plant. Their boiler test was on November 23, 1934. The Reichsbahn officially put it into operation on March 8, 1935. The handover of the locomotive was followed with great attention by the media. After the first tests and minor improvements - for example the smoke deflectors were enlarged - it was transferred to Nuremberg and shown as part of the exhibition 100 Years of the German Railways from July 14th to October 13th. She also took part in the great Reichsbahn vehicle parade on December 8, 1935. Then the locomotive was transferred to the Braunschweig repair shop . There the entire drive was overhauled.
In Lokomotiv-Versuchsamt Grunewald has been tested with 05,001, which results in braking distances at high speeds. Rapid brakes were carried out from 180 km / h to 185 km / h . It was found that the distance between the distant signal and the main signal of 1200 m is sufficient for speeds of up to 175 km / h. An initial speed of 181 km / h resulted in a braking distance of 1375 m.
On May 14, 1936, it came to the Hamburg-Altona depot , where it was used for fast FD trains to Berlin. Because of the 1936 Summer Olympics , she got the Olympic rings painted on the tender during this time.
05 002
The boiler test took place on January 23, 1935, and on May 17, 1935, the manufacturer handed the locomotive over to the Grunewald Locomotive Testing Office . In contrast to 05 001, it was intended as a test locomotive from the start. For example, they received a measuring device for steam consumption, because from 120 km / h the Reichsbahn could no longer determine the performance with a brake locomotive . In contrast to the 05 001, this locomotive was not equipped with roller bearings for the running axles, but with the traditional plain bearings.
Record run of 05 002
After several test runs with trains with a mass of around 250 t and speeds of up to 195.7 km / h , the 05 002 reached on May 11, 1936 in front of a train made up of four cars (train mass around 200 t) on a flat stretch between Hamburg and Berlin a world speed record for steam locomotives. The fact that only four instead of the five otherwise attached cars were used during this test drive happened by chance due to a hot runner on one of the cars the day before. The record run thus took place without any special preparation and almost by accident.
“The Deutsche Reichsbahn announced on May 9th and 11th. J. (1936) gave numerous representatives of the army, the fleet and the air force, the judiciary and the party (NSDAP) the opportunity to get to know the latest Reichsbahn express vehicles on a tour. "
The “Reichsbahn” magazine thus introduced its report on the demonstration runs, which resulted in the world record run. In addition to the Reichsbahn General Director Julius Dorpmüller , Reich Transport Minister Paul von Eltz-Rübenach , Fritz Todt , Adolf Hühnlein and other prominent figures, Reichsführer SS Heinrich Himmler , Gestapo chief Reinhard Heydrich and Reichsleiter Martin Bormann took part in the trip . The tour led from Berlin via Stendal to Hanover, then on to Bremen, Hamburg and back to Berlin. The last stage from Hamburg to Berlin had to be handled by a Borsig streamlined locomotive, the 05 002, with three express train cars plus a measuring car, which together gave a trailer load of 197 t.
During the journey, the train had to stop at the entrance to Wittenberge station for 2½ minutes. In order to keep the timetable to Berlin, one was forced to drive over 180 km / h on the following route. When it went on, the train accelerated as quickly as possible. The locomotive team (train driver Oscar Langhans and stoker Ernst Höhne) had already determined beforehand that 05 002 was running well on that day. 150 km / h were reached faster than usual, which was adhered to until after the slow-speed areas at Zernitz train station . Then the locomotive crew was allowed to fully extend the locomotive. The 05 continued to accelerate until the needle on the speedometer hit its stop. That was 200 km / h. This speed was reached and slightly exceeded on the section between Friesack and Vietznitz . The power measured during the trip was 3,400 PSi . It was only because of the bends at Paulinenaue that it had to be braked to 170 km / h. The locomotive was able to maintain 200 km / h that day. You had to use the distance / time measurement to ultimately determine the speed . Direct values of the driving speed could no longer be measured. It was found that 5 km were covered in less than 90 s, which resulted in a record of 200.4 km / h. Within these 5 km there was a section of 558 m, which was traversed in 10 s, which suggests the highest value 201 km / h; a value that was also published in the press in 1936.
Further development of the records
The record was slightly surpassed two years later by the British locomotive "Mallard" ( LNER class A4 ) with 201.2 km / h and a short-term top of 202.6 km / h on a slightly sloping route (the locomotive attempted to record did not protrude undamaged because of a hot connecting rod bearing). Although these speed figures are not documented beyond doubt and are probably a bit too high, the Mallard has since been the official fastest steam locomotive in the world. Unofficially, American steam locomotives are said to have reached significantly higher speeds, but reliable documentation is completely lacking here. Comparably fast American steam locomotives were the MILW class A , the PRR class S1 and the PRR class T1 , each of which had a maximum speed of 120 mph (approx. 193 km / h) and was sometimes also reached in regular operation.
With a drive wheel diameter of 2,300 mm, the series, together with the 61 series, had the largest drive wheels of any German locomotive series.
Operational use before and during the Second World War
For the class 05, the German Reichsbahn has set up a performance table based on the test drives that have taken place. This envisaged the transport of a 350 t train at 150 km / h on the plain (i.e. 100 t more than originally required), while the top speed indicated in the performance table was 175 km / h, while on the level a train of 150 t could still be carried. On a gradient of 1:70 (14 per thousand) a 355 t train could still be estimated at 50 km / h.
The scheduled use of the 05 001 and 05 002 took place from 1936 on in the FD train schedule between Berlin and Hamburg, the locomotives were stationed in the Hamburg-Altona depot. The travel time between Berlin Lehrter Bhf and Hamburg Hbf with the two locomotives was between 1937 and 1939 at a scheduled top speed of 145 km / h with 145 to 151 minutes (for comparison: travel time around the turn of the millennium still 128 minutes, ICE 898 between Berlin Hbf and Hamburg Hbf according to the 2013/2014 winter timetable now 98 minutes) calculated, which meant an average speed of 111.4 to 118.6 km / h. The pair of trains (initially named FD 23/24, later named FD 21/26) traveled the route without stopping. The longer travel times given were due to a general slowdown in train runs by the Reichsbahn when the timetable changed on May 15, 1938. This should reduce the wear and tear on the superstructure and the vehicles.
With the beginning of the Second World War on September 1, 1939, the fast FD trains were discontinued. Instead, the locomotives were used in general express train service. The streamlining on locomotive 05 002 was partially removed in November 1941, on locomotive 05 001 in May 1942 in the area of the engine. On March 2, 1943, locomotive 05 001, which was carrying an express train, collided with a shunting locomotive in Ashausen station and overturned. It was repaired and continued to work with its sister machine until the express trains were abandoned due to the war at the end of January 1945.
Locomotive 05 003
The driving speeds aimed at with the class 05 locomotives raised the question of whether the traditional layout of the driver's cab would ensure adequate line visibility. As a result, the 05 003 was designed as a test vehicle with a front-mounted driver's cab. To do this, the entire locomotive was rotated so that the driver and stoker didn't have to separate. So the locomotive ran ahead with the standing boiler , the tender behind the smoke chamber . Because of the raw material situation of the German Reich, oil firing was discarded and firing with hard coal dust was planned. The coal dust was blown from the tender to the fire box by a steam-powered turbine using a 14 m long pipe . In contrast to the sister machines , the boiler of the 05 003 was equipped with a combustion chamber (with an expansion fold towards the long boiler) and a steel firebox. The combustion chamber should give the coal dust a longer path to burn out.
The locomotive was built by Borsig in 1937 , but did not prove itself. The coal dust burned incompletely and was deposited as slag on the pipe wall or in the smoke pipes of the boiler, in some cases to the point of complete blockage. The test drives were canceled and the causes analyzed. During standing tests, a lack of air was identified as the cause of the failure.
Problems
Due to the relatively short combustion time of the coal dust of two to three seconds compared to solid coal, an optimal mixture of coal dust and air is necessary so that, on the one hand, as complete combustion as possible and, on the other hand, cooling is achieved before it hits the heating pipes. The burning dust-air mixture was passed through a fire screen in the fire box in an S-shape. The long transport route from the tender, which had to be swiveled several times in the vertical and lateral position by the internal engine and other things, made it difficult to transport evenly. The mixing ratio of dust and air was not variable, the drives for the fan and the screw drive were firmly coupled and therefore not adjustable to such problems. The mixing ratio was only calculated theoretically and not tested. In addition, air access to the firebox was impaired by the position in the slipstream of the front bogie.
In 1939 the DR returned the locomotive to the manufacturer. Here the routing of the transport pipeline was straightened and the turbo fan converted to compressed air for combustion. But even this did not lead to any significant improvement.
modification
From the end of 1944 the vehicle was converted to normal coal-fired combustion and from then on ran with the smoke chamber in front. The streamlining was removed. Contrary to the original intention of adapting the locomotive to the other examples of the series, it was delivered to Hennigsdorf on February 14, 1945 without disguise. It differed from the other two mainly in the boiler with combustion chamber and the rear bogie with an inner frame. By March 1, 1945, she only covered 503 kilometers for the Hamburg-Altona depot.
The locomotive with the road number 05 003 originally had a type 2'3 T 35 Kst tender; after the renovation, this was referred to as the type 2'3 T 38.5 tender.
All three locomotives were used by the Federal Railroad
After the war, locomotive 05 003 was initially in operation for the Hamm depot from June 21 to October 1947. Then the repair was put on hold for the time being.
The locomotives 05 001 and 05 002 were initially not in operation after the end of the war and were postponed due to a lack of spare parts, among other things. Although the Deutsche Bundesbahn had decided to take individual pieces and custom-made items out of their inventory, all class 05 vehicles were excluded from this because the three machines were still quite young and there was an urgent need for powerful express locomotives, which correlated with the economic upturn after the currency reform. They were transferred to Krauss-Maffei in Munich in April 1950 and overhauled or repaired by them. The remnants of the streamlined cladding on 05 001 and 002 were also removed. Since Adolf Wolff was now working at Krauss-Maffei, his expertise as a designer of the locomotive was able to replace lost workshop drawings.
After the repair, the machines were given to the Hamm depot as their home office, most recently 05 002 in April 1951. The Hamm depot used them in front of F trains. With the delivery of class V 200.0 locomotives , the 05 1958 were replaced by these and decommissioned and in 1960 - except for 05 001 - scrapped. The two other machines in the series had covered around 1.5 million km each by the time they were taken out of service.
Locomotive 05 003 had covered 798,328 km in the long-distance express train service between Hamburg and Cologne until it was shut down on September 9, 1957. Due to the more favorable boiler dimensions, it consumed less fuel than its two sister locomotives, but remained a little less powerful due to the 10% smaller boiler. It was retired on June 16, 1958.
The locomotive with the road number 05 001 was later given back some of its streamlined cladding in the Weiden repair shop and has been in the Transport Museum in Nuremberg since 1963 .
The locomotives were with the Tender coupled the type 2'3 T 37 St.
literature
- Alfred B. Gottwaldt (with the assistance of Eduard Bündgen): Class 05 - fastest steam locomotive in the world . The story of a streamlined locomotive from the 1930s. Franckh-Verlag, Stuttgart 1981, ISBN 3-440-04967-1
- Jürgen Quellmalz: The 05 series . Volume 12 of the series German steam locomotives . Eisenbahn-Kurier-Verlag, Freiburg 1978, ISBN 3-88255-105-4
- Georg Seiler: The hunt for technical records in the time of National Socialism. The "forgotten" record run of the steam locomotive 05 002. Minifanal, Bonn 2015. ISBN 978-3-95421-089-3
- Hendrik Bloem, Fritz Wolff: The class 05 on the early Federal Railroad. The one who broke the spine. In: Eisenbahn Journal October / 2017, Verlagsgruppe BahnFürstenfeldbruck 2017, ISSN 0720-051X, pp. 38–45.
Web links
- 05 002 1936 at the Joachim Schmidt Railway Foundation
- 05 003 1947 in the Hamm depot at the Joachim Schmidt Railway Foundation
- BR 05 - the world record locomotive
Individual evidence
- ^ Alfred Gottwaldt: Dorpmüller's Reichsbahn - The era of the Reich Minister of Transport Julius Dorpmüller 1920-1945 . EK-Verlag, Freiburg 2009, ISBN 978-3-88255-726-8 , p. 106
- ↑ Alfred Gottwald Class 05 - Fastest Steam Locomotive in the World Chapter: The record run of May 11, 1936
- ↑ A detailed analysis of the documentation of the record runs can be found here: Was German 05 002 The World's Fastest Steam Loco? (English) ( Memento of the original dated December 7, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . See also list of world speed records for rail vehicles .
