DR series 61
| DR series 61 | ||
|---|---|---|
|
||
| Numbering: | 61 001 | 61 002 |
| Number: | 1 | 1 |
| Manufacturer : | Henschel & Son | |
| Year of construction (s): | 1935 | 1939 |
| Retirement: | 1952 | Conversion to 18 201 |
| Design type: | 2'C2 'h2t | 2'C3 'h3t |
| Genus: | St 37.18 | St 38.18 |
| Length over buffers: | 18,475 mm | 18,825 mm |
| Gauge : | 1,435 mm | |
| Service mass: | 129.1 t | 146.2 t |
| Friction mass: | 56.7 t | 56.3 t |
| Wheel set mass : | 19.0 t | 18.8 t |
| Top speed: | 175 km / h | |
| Indexed performance: | 1,066 kW / 1450 PSi | |
| Starting tractive effort: | ~ 109 kN | ~ 103 kN |
| Driving wheel diameter: | 2,300 mm | |
| Impeller diameter (front): | 1,100 mm | |
| Impeller diameter (rear): | 1,100 mm | |
| Fixed wheelbase: | 5,100 mm | |
| Total wheelbase: | 14,350 mm | |
| Cylinder diameter: | 460 mm | 390 mm |
| Piston stroke: | 750 mm | 660 mm |
| Boiler overpressure: | 20 bar | |
| Grate area: | 2.75 m² | 2.79 m² |
| Superheater area : | 69.20 m² | 73.40 m² |
| Evaporation heating surface: | 151.65 m² | 149.82 m² |
| Brake: | Self-acting high-speed train brake of the Hildebrand-Knorr type with additional brake and throw lever brake. Acting on both sides of all coupling and running wheels. | |
| Coupling: | Scharfenberg coupling , from 1942 screw coupling | |
| Water supply: | 17.0 m³ | 21.0 m³ |
| Fuel supply: | 5.0 tons of coal | 6.0 tons of coal |
The two of & Henschel & Son in Kassel built steam locomotives of Series 61 were specifically for the Henschel-Wegmann train designed steam locomotives of the Deutsche Reichsbahn . The Henschel-Wegmann train was initiated by the German steam locomotive construction industry in order to demonstrate the performance and development potential of steam traction in comparison to the new, diesel- powered express railcars.
construction
The Henschel-Wegmann train set was intended to compete with the diesel multiple units, which allowed a quick change of direction at the respective terminal stations. It was therefore intended to avoid time-consuming procedures as far as possible, such as the turning on a turntable , which is usually necessary for express train locomotives with a tender . From this it was deduced that the locomotive of the train set should be able to travel in both directions at the same maximum speed, which is why it was designed as a tank locomotive .
In order to be able to achieve the intended performance, the locomotive, like the cars, was designed to be particularly light; the coal and water supplies were measured just enough for a one-way trip on the intended route.
When designing the locomotives, the construction principles of the standard locomotives of the Deutsche Reichsbahn were used whenever possible, but there were numerous deviations from these. In particular, the boiler was designed differently from the Wagnerian long-tube boiler used in the standard locomotives according to the Garbe principles with a long, narrow fire box. The permissible boiler pressure was set at 20 atü (19.6 bar), whereas the boilers of most "standard locomotives" were only designed for 16 atü (15.7 bar). The boiler design used proved to be considerably more stable than the boiler design of the standard locomotives, which was also designed for an evaporation capacity of 57 kg / m²h, average evaporation capacities of around 74 kg of water per hour per square meter of evaporation heating surface and power peaks of up to 100 kg / m²h were possible without boiler damage or pipe running.
Both locomotives were given streamlined cladding. The sloping water tanks gave the engine driver and stoker a good view of the route. The "sheet metal jacket", as it is officially called, completely clad the engine. In order to enable the train driver to have better visibility when driving with the tender ahead, there were two controls, controls and brakes, namely on both sides of the driver's cab in the respective direction of travel on the right-hand side. For this reason, the usual sequence of door and window on the stoker's side of the driver's cab was reversed.
In contrast to the first locomotive, the 61 002, which was built later, had a three-cylinder engine for reasons of better mass balance and the better starting tractive effort due to the more even torque development. This machine was also provided with larger storage tanks for water and coal, which required the use of a three-axle bogie as the rear bogie in order to maintain the maximum wheel set traveling mass of 18.5 t. The more powerful engine was supposed to improve the punctuality of the train, which was unsatisfactory with the 61 001. Externally, the second locomotive differed from the 61 001 by the two smoke deflectors on the chimney.
business
With the drive wheels measuring 2.30 meters in diameter, the locomotives easily reached the intended maximum speed of 175 km / h without impermissibly high engine speeds and piston speeds; the locomotive 61 001 achieved a maximum speed of 185 km / h in test runs. With the streamlined train , however, only speed 130 was driven. The scheduled service between Dresden and Berlin was carried out successfully, covering the 176-kilometer route in just 102 minutes, a time that has not been undercut on this route until today (2011) despite faster electric locomotives. The time the train stayed in Dresden was very tight, as the locomotive not only moved to the other end of the train, but also had to be replaced due to the limited supplies.
If the 61 001 locomotive or the wagon set failed due to scheduled or unscheduled work, a class 01 or class 03 locomotive was used . With 130 km / h they did not reach the top speed of the 61 001.
Shortly after construction of the 61 001 began, a variant of the 61 002 locomotive was planned and built in early 1939. In May, the first factory test drives were carried out and the locomotive on 12 June 1939 Bahnbetriebswerk Berlin-Grunewald transferred. It was presumably put into service at the turn of the year 1939/40, so that it was obviously not used in scheduled operation before the streamlined train because of the outbreak of war and the use of the Henschel-Wegmann train for Wehrmacht purposes.
After the cessation of train operations at the beginning of the war in 1939, 61 001 was used for heating in the Berlin-Grunewald depot. From December 1940 she was in the express train service again in Dresden-Altstadt and received conventional pulling and pushing devices in November 1942. The eye-catching color scheme has also been replaced by gray. The lower part of the fairing was later removed so that the engine was more accessible. The operating logs show only low mileage. From 1943 until the end of the war, the Braunschweig repair shop was responsible for the locomotive. Between July 1945 and March 1946 it covered around 40,000 kilometers in front of passenger trains.
After 1945
The locomotive 61,001 was at war in the British zone and was Bw Hannover allocated, but rarely used. In 1947 a general inspection took place and on October 23, 1948 the locomotive was stationed in Bebra , where it was in regular service until May 1949. After a break, she returned to mileage of 3,000 to 10,000 kilometers per month from November 1950. On November 2, 1951, the locomotive suffered severe damage in an accident in Münster, which is why it was retired on November 14, 1952 and scrapped in 1957.
The 61 002 stayed in Dresden and was used from there in passenger traffic. However, as a single item, maintenance was problematic. For the test and development center for machine management ( VES-M Halle under Max Baumberg) it was interesting as a test machine for speeds over 160 km / h. It was converted in 1961 by the Deutsche Reichsbahn in RAW Meiningen into a high-speed test locomotive with a tender and the class number 18 201 . With a new boiler, the outer cylinders of the high-pressure locomotive H 45 024 and a new, welded inner cylinder and the running axle of the H 45 024, it reached speeds of up to 180 km / h. In 2002, 18 201 was completely overhauled in the Meiningen RAW and was then owned by the Dampf-Plus GmbH of Christian Goldschagg and Axel Zwingenberger .
On August 14, 2019, 18 201 was sold to WFL GmbH & Co. KG, Potsdam, due to the closure of Dampf-Plus GmbH.
literature
- Alfred Gottwaldt : The 61 series and the Henschel-Wegmann train. EK-Verlag, Freiburg 2005, ISBN 3-88255-161-5 .
- Leonhard Bergsteiner: 175 km / h with steam. 70 years of the Henschel-Wegmann-Zug. In: LOK MAGAZINE. No. 283 / Volume 44/2005. GeraNova Zeitschriftenverlag GmbH Munich, ISSN 0458-1822 , pp. 68-72.
- Manfred Weisbrodt, Hans Müller, Wolfgang Petznick: German Locomotive Archive. Steam locomotives 3rd series 91 to 98. Transpress, Berlin 1994, ISBN 3-344-70841-4 , p. 10 ff.
Web links
- Modelrail forum construction drawing of 61 001
- Schneider-Mayenfisch, DRG class 61
- 61 001 with the Henschel-Wegmann train in 1936 in Dresden main station at the Joachim Schmidt Railway Foundation
Individual proof
- ↑ Eisenbahn-Kurier - WFL takes over the vehicle fleet of Dampf Plus GmbH. Retrieved August 20, 2019 .