DR series 25
| DR series 25 DR series 25.10 |
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| Numbering: | 25 001 | 25 1002 | 25 1001 |
| Number: | 1 | 1 | |
| Manufacturer : | Lokomotivbau Karl Marx Babelsberg | ||
| Year of construction (s): | 1954 | Rebuild: 1958 |
1955 |
| Retirement: | 1967 | ||
| Axis formula : | 1'D h2 | ||
| Genre : | P 45.17 | P 45.18 | |
| Gauge : | 1435 mm | ||
| Length over buffers: | 23,300 mm | 22,695 mm | 23,835 mm |
| Height: | 4475 mm | ||
| Total wheelbase: | 9700 mm | ||
| Wheelbase with tender: | 19,000 mm | 19,885 mm | 18,765 mm |
| Empty mass: | 77.3 t | 79.6 t | |
| Service mass: | 86.1 t | 89.0 t | |
| Friction mass: | 70.4 t | 72.0 t | |
| Wheel set mass : | 17.6 t | 18.0 t | |
| Top speed: | 100 km / h | ||
| Coupling wheel diameter: | 1600 mm | ||
| Impeller diameter: | 1000 mm | ||
| Starting tractive effort: | ~ 187 kN | ||
| Control type : | Heusinger | ||
| Number of cylinders: | 2 | ||
| Cylinder diameter: | 600 mm | ||
| Piston stroke: | 660 mm | ||
| Boiler overpressure: | 16 bar | ||
| Number of heating pipes: | 132 | 146 | |
| Heating pipe length: | 4700 mm | 4350 mm | |
| Grate area: | 3.87 m² | 3.76 m² | |
| Radiant heating surface: | 17.50 m² | 20.00 m² | |
| Tubular heating surface: | 154.30 m² | 138.60 m² | |
| Superheater area : | 61.00 m² | 65.00 m² | |
| Evaporation heating surface: | 171.80 m² | 158.60 m² | |
| Tender: | 2'2 'T 30 | 2'2 'T 28 | 2'2 'T 27.5 |
| Water supply: | 30 m³ | 28 m³ | 27.5 m³ |
| Fuel supply: | 11 tons of coal | 10 tons of coal dust | 11.5 tons of coal dust |
| Brakes: | Compressed air brake type Knorr | ||
In 1954 , the Deutsche Reichsbahn added two prototypes for a universal locomotive to the new build program in the 25 series . Different firing systems and various other new assemblies were tested on the locomotives with the 1'D wheel arrangement. They were taken out of service again in 1967.
history
After the end of World War II, the Deutsche Reichsbahn was looking for a replacement for the 30 to 40-year-old locomotives of the Prussian class P 8 (class 38 10-40 ) . A universal locomotive was planned that could be used on mountain and lowland routes in passenger and light and medium-weight freight train services. Furthermore, a maximum wheel set mass of 18 tons, a furnace based on lignite and the use of sheet metal frames had to be taken into account in the construction. The design then envisaged a 1'D wheel arrangement locomotive. Coupled gear sets of 1750 mm instead of 1600 mm were preferred for flat country routes. Therefore, the construction should be designed in such a way that a flatland locomotive with 1750 mm wheels could later be built without many changes. This made it clear that a universal locomotive could no longer be implemented in the real sense. The power of the locomotive should be sufficient to move a 1000 t train on the plain at 80 km / h.
The construction work in VEB Lokomotivbau Karl Marx Babelsberg began in 1951. First, two test locomotives were built . The 25,001 received a grate with stoker , also for the combustion of brown coal briquettes should be suitable, the 25 1001, a pulverized coal system Wendler . The 25 001 was completed in 1954 and presented at the Leipzig autumn fair together with 65 1001 . The Reichsbahn had meanwhile given up on the project of a universal locomotive. The further procurement of such or similar locomotives was thus obsolete. Therefore, no further metrological investigations were carried out.
25 001 was first stationed in the Halle P depot . The stoker firing did not prove itself. During one of the first test drives between Chemnitz and Oederan , the locomotive was fired with coal from the Lugau-Oelsnitz coalfield , which showed that the stoker was in principle functional. However, the delivery rate was too large for continuous operation. After a corresponding modification, the furnace was only tested with lignite briquettes and the stoker was not able to convince. The snail often got stuck due to strong particulate matter. Therefore, the locomotive was converted to coal dust firing in 1958 and redrawn as 25 1002. She received the coal dust tender of 44 054.
The 25 1001, which was delivered in 1955, was first stationed in the Arnstadt depot . The machine proved itself on the routes to Meiningen and Saalfeld. From June 1960 to July 1962 the locomotives were stationed at the Senftenberg depot .
Since the Reichsbahn's new build program with the DR class 23.10 had now started, there was no longer any need for the locomotives. From 1964 they were hardly in use and were shut down in 1967. In 1969 they were scrapped in Nordhausen.
The missions showed that the locomotives were not suitable as universal locomotives but also not as a replacement for the P 8. Use as an alternative to the 03 series was also not possible. In addition, there were various technical problems with various units as well as cracks in the welds of the vertical boiler and the frame.
Constructive features
The 25 mm thick sheet metal frame was completely welded and had a 10 mm thick top flange. The axle bearings were guided by welded T-profiles. The welded long boiler consisted of two sections. The 25 001 had a back boiler with a combustion chamber . The 25 1001 had a long, narrow fire box drawn in between the frame cheeks to enable the coal dust to be burned out. The flue pipe superheater was of the Schmidt type. The multi-valve hot steam regulator was located in the smoke chamber. An additional wet steam regulator type Schmidt & Wagner was in the steam dome. The 25 001 had a stoker. The corresponding units for this were on the tender. The pulverized coal combustion of 25 1001 had two main burners and one auxiliary burner.
The drive supported itself on four points. The first coupled axle and the wheelset formed a Krauss-Helmholtz steering frame . The third coupling axle was laterally displaceable by 10 mm. The springs of the first two axles and the rear three axles were each connected by means of compensating levers.
The horizontally arranged two-cylinder superheated steam engine worked on the second coupled gear set. The external Heusinger control had a pendulum suspension.
The Knorr type compressed air brake acted on both sides of the coupled wheels. The front three coupled wheel sets were sanded on both sides and the fourth from the front. The locomotive also had electrical lighting, steam heating and flange lubrication for the wheelset.
literature
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: Steam Locomotives (= German Locomotive Archive . Volume 1 : Series 01 to 39 ). 6th, revised and expanded edition. transpress, Berlin / Stuttgart 1993, ISBN 3-344-70768-X .
Individual evidence
- ↑ Unfortunately, there is no source in which a definitive statement is made as to whether the stoker is at all a sensible technique for burning lignite briquettes.
Web links
- Photo of 25 1002 1960 in Dresden-Neustadt station on the Joachim Schmidt Railway Foundation
