DR series 45

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DR series 45
45 010 in Lichtenfels (2013)
45 010 in Lichtenfels (2013)
Numbering: 45 001-028
Number: 28
Manufacturer: Henschel
Year of construction (s): 1936/7, 1940/1
Retirement: 1968
Type : 1'E1 'h3
Genre : G 57.18
(convertible to G 57.20)
Gauge : 1435 mm ( standard gauge )
Length over buffers: 25,645 mm
Empty mass: 114.7 t (original
boiler) 112.3 t (new boiler)
Service mass: 126.7 t (original
boiler) 125.5 t (new boiler)
Service mass with tender: 207.7 t (original
boiler ) 198.2 t (new boiler)

(each with full stocks)
Friction mass: 097.2 t
Wheel set mass : 019.7 t
Top speed: 90 km / h
Indexed performance : 2059 kW / 2800 PSi
2221 kW / 3020 PSi (45 003)
Starting tractive effort: ~ 287 kN (at 20 bar boiler pressure of the original version)
~ 230 kN (at 16 bar boiler pressure with new boiler)
Driving wheel diameter: 1600 mm
Impeller diameter front: 1000 mm
Rear wheel diameter: 1250 mm
Number of cylinders: 3
Cylinder diameter: 520 mm
Piston stroke: 720 mm
Boiler overpressure: 20 bar (original
boiler) 16 bar (new boiler)
Number of heating pipes: 98 (original
boiler) 106 (new boiler)
Number of smoke tubes: 30 (original
boiler) 44 (new boiler)
Heating pipe length: 7500 mm (original
boiler) 6500 mm (new boiler)
Grate area: 5.04 m² (45 001/45 002)
4.8 m² (original
boiler) 4.47 m² (new boiler)
Radiant heating surface: 18.7 m² (original
boiler) 23.2 m² (new boiler)
Tubular heating surface: 297.4 m² (original
boiler) 245.8 m² (new boiler)
Superheater area : 120.6 m² (original
boiler) 120.00 m² (new boiler)
Evaporation heating surface: 310.5 m² (original
boiler) 269.02 m² (new boiler)
Tender: 2'3 T 38
2'3 T 29 stokers
Water supply: 38.0 m³ / 29.0 m³ (after conversion)
Fuel supply: 10 t (coal) / 12 t (after conversion)

The locomotives of Series 45 were unit - freight locomotives of the Deutsche Reichsbahn .

The 45 series vehicles were the most powerful steam locomotives that were used in service in Germany. The prototypes were built by the Henschel company in 1936 and 1937 . After the first two machines, another 26 units were delivered from 1940. The third order for a further 103 machines was canceled again in 1941, as the construction of simpler war locomotives was favored after the outbreak of the Second War .

history

These heavy freight locomotives were originally intended to accelerate freight train traffic on main lines. It was supposed to replace the G 12 and complement the 44 series at the top. Like the 41 series , they therefore had a larger drive and coupling wheel diameter of 1,600 millimeters than the other standard freight locomotives with 1,400 millimeters. Their maximum speed was therefore 90 km / h instead of 80 km / h.

Further requirements were that 1,200 tons should be moved on the level at 80 km / h and 1,000 tons on gradients of five per thousand at 60 km / h. In addition, curves with radii of 140 meters or more should still be passable and points 1: 7 should be able to pass freely. Thanks to the front Krauss-Helmholtz steering frame , the fixed wheelbase was smaller than that of the 06 series developed in parallel , so that routes and curved tracks could be passed through better.

The companies Henschel , Krupp and Schwartzkopff submitted designs which contained a 1'E1 'h3 machine with 20 bar boiler pressure and the standard tender 2'2' T 32 . In addition, Henschel and Krupp offered an h4v variant with 25 bar boiler pressure and Schwartzkopff a 1'E1 'h3 coal dust locomotive. The coal dust locomotive was rejected because such a locomotive could not be used freely.

The three-cylinder machine from Henschel with a tank pressure of 20 bar was selected. The 2'3 T 38 was used as the tender . The boiler and the structure of the steam engine were identical to the 06 series. The outer cylinders of the 45 series were cast according to the same model as those of the 06 and 41 series.

Henschel delivered the two model locomotives in November 1936 and June 1937 with the serial numbers 22 805 and 22 806 . However, the planned series of 130 machines was postponed. Another 26 series machines were not delivered until 1940 (45 003 - 45 005) and 1941 (45 006 - 45 028). The reason was the expansion of the main lines to 20 tons of axle mass , which was absolutely necessary for the use of the locomotives, but was slow, and the beginning of the war , due to which high-quality train traffic had to be abandoned in favor of the mass production of war locomotives.

In the LVA Grunewald locomotive 45 001 was examined as the last 20 bar locomotive. After the failure of the attempts with 25-bar boilers, for which no durable steel could be produced in Germany, the boilers made of St 47 K steel were used, the type of steel of which would later prove to be non-aging. However, none of the boilers built from this steel could meet the expectations of 5.6 kg / PSih steam consumption. Hardly 6.0 kg / PSih steam consumption was achieved. The cheaper 16-bar boilers almost managed this. The maximum draw hook performance of the 45 series exceeded that of the 44 series by 580 PSe (= 25.3%). The class 45 was therefore not only the fastest, but also by far the most powerful German freight locomotive.

The locomotives were initially located in the Mannheim depot (45 001 and 45 002), all others were located in the Würzburg depot, where the prototypes were later also relocated. The locomotives were used in the heavy express freight service and in the express train service. With a top speed of 90 km / h in the Franconian hill country and because of their smoothness and their three-cylinder engine, they were able to represent the 01 series . As with the 06 series, problems with the oversized boiler quickly arose with the 45 series. Its 7500 millimeter pipe length caused a lot of damage. In 1942 the boiler pressure had to be reduced to 16 bar. Since the locomotive committee decided against a mechanical aid ( stoker ) for charging the largest grate area of ​​all German locomotives with 5.04 square meters, the locomotive had to be permanently manned with two heaters.

The external engines acted on the third and the internal engine on the second coupled axle. The trailing axle was stored in a Bissel frame. A novelty was the convertible axle mass. With reversible bolts on the compensating levers , the compensating levers could be loaded differently, so that the coupling wheels put 18.6 t or 19.9 t on the rail.

In May 1945 only three locomotives were still operational. The rest of them stood in the western zones of occupation with damaged boilers and war damage. Only 45 024 was on the territory of the Soviet occupation zone with war damage and remained with the Deutsche Reichsbahn .

DB class 45

Condition of the 45 010 after the fire
45 010 in Meiningen, September 2008

After the war, boiler damage soon became apparent, which made it necessary to reduce the boiler overpressure to 16 bar. From 1950 onwards, several Deutsche Bundesbahn machines were equipped with a standing boiler with a combustion chamber and a mechanical grate feeder. The vehicles with the company numbers 45 010, 45 016, 45 019, 45 021 and 45 023 were newly fitted with welded boilers and stoker devices. Five other locomotives (45 008, 009, 012, 014 and 022) only received a new standing boiler. All converted locomotives also received a Riggenbach counter-pressure brake . In 1954/1955 the locomotives were shut down. As early as 1949, some unmodified locomotives (45 003, 004, 011, 020) were used as brake locomotives at the test offices in Munich and Minden. They would be replaced by converted locomotives by 1958. In 1968 the Deutsche Bundesbahn still had three copies that were used as braking and test locomotives at the Bundesbahnzentralamt in Munich (45 023) and Minden (45 010, 45 019). The last one to be retired was 45 010 in 1969.

This series, similar to the 06 series, was initially considered to be a faulty design due to the vulnerable boiler. The new boiler including mechanical grate charging (stoker) made the true qualities of the locomotive visible. In their final years, the 45 010 and 45 019 were not only used as braking locomotives for the Federal Railroad Central Office but also in heavy freight train services with which class 44 locomotives had problems.

The vehicles were equipped with type 2'3 T 38 tenders . Those with stoker equipment had type 2'3 T 29 stoker tenders .

Of the total of 28 built locomotives of this series, only 45 010 was last preserved. On the evening of October 17, 2005, it was badly damaged in a major fire in the locomotive shed of the Nuremberg Transport Museum . In 2012 the locomotive in the Meiningen steam locomotive works was refurbished as a museum exhibition vehicle in terms of its appearance and rolling ability. Since April 2012 it has been on view in the newly designed outdoor area of ​​the Nuremberg Transport Museum. In the meantime, for reasons of space, it has been transferred from VM Nürnberg to the external location in Lichtenfels. It is not freely accessible in the VM Nürnberg depot, only once a year on the day of the open museum. According to information from the volunteer employees of the BSW group there, a certificate of fitness of the DB museum locomotive is still pending.

DR H 45 024

H 45 024

Time and again, attempts have been made to make better use of the economic viability of high steam temperatures and pressures in steam locomotive construction. At the end of the 1940s there was the idea to mount a La Mont boiler on the chassis of a class 45 locomotive and to carry out appropriate tests with this test locomotive.

In 1950 the LOWA design office with VEB Dampfkesselbau Meerane and Lokomotivbau Karl Marx Babelsberg developed the H 45 024 from the 45 024 locomotive, a locomotive with a forced circulation boiler , condensation tender and pulverized lignite furnace . The La Mont boiler consisted of a U-shaped tank and, instead of the fire box, had a combustion chamber with tube bundles for the evaporator and instead of a long boiler, an evaporator tube bundle . The smoke chamber had an induced draft system with a fan and a drive turbine. This unusual construction gave the locomotive its characteristic appearance.

An output of 2900 hp and a top speed of 74 km / h as well as fuel savings of up to 24% were calculated in advance . The first driving attempts were not very promising. The journey from Seddin to Drewitz had to be canceled after four kilometers because the condensation water supply had been used up. On the second trip from Seddin to Babelsberg the steam temperature reached 600 ° C, the superheater pipes were glowing red and were already bent. This trip was canceled a few kilometers before the destination. The emerging switch to diesel and electric locomotives was ultimately the reason why the hopeful attempts were not pursued any further.

The converted locomotive H 45 024 was retired in 1959. Parts of this machine such as the outer cylinder, towing wheel set and rear frame part were used in the construction of the 18 201 . The 19 015, reconstructed in 1964, received the five-axle tender 2'3 T 38.5 .

literature

Web links

Commons : DR Series 45  - collection of pictures, videos and audio files

Individual evidence

  1. ^ Albert Gieseler: Class 45 conversion. Retrieved September 2, 2017 .
  2. ↑ German Lokarchiv - steam locomotives, Volume 2, page 43, Weisbrod, Müller, Petznick, transpress Verlag 1976, 5th edition, 1994, ISBN 3-344-70840-6
  3. ↑ German Lokarchiv - steam locomotives, Volume 2, page 44, Weisbrod, Müller, Petznick, transpress Verlag 1976, 5th edition, 1994, ISBN 3-344-70840-6
  4. ↑ Andreas Knipping: The problematic giant . In: railway magazine . tape 3 , 2020, p. 10-15 .