DR series 84
| DR series 84 | |
|---|---|
 prototype
|
|
| Numbering: | 84 001-012 |
| Number: | 12 |
| Manufacturer: |
BMAG (84 001–002, 005–012) Orenstein & Koppel (84 003–004) * |
| Year of construction (s): | 1935 (model) 1937 (series vehicles) |
| Retirement: | 1962-1965 |
| Type : | 1'E1 'h3 1'E1' h2 * |
| Genre : | Gt 57.18 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 15,550 mm 15,950 mm * |
| Smallest bef. Radius: | 100 m |
| Empty mass: | 100.5 t |
| Service mass: | 125.5 t |
| Friction mass: | 91.3 t |
| Wheel set mass : | 18.3 t |
| Top speed: | 80 km / h |
| Indexed performance : | 1049 kW (1,426 PSi) |
| Driving wheel diameter: | 1,400 mm |
| Impeller diameter front: | 850 mm |
| Rear wheel diameter: | 850 mm |
| Control type : | Heusinger |
| Number of cylinders: | 3 2 * |
| Cylinder diameter: | 500 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 16 bar |
| Number of heating pipes: | 158 |
| Number of smoke tubes: | 48 |
| Grate area: | 3.76 m² |
| Superheater area : | 85.00 m² |
| Evaporation heating surface: | 210.10 m² |
| Water supply: | 14 m³ |
| Fuel supply: | 3 tons of coal |
| Particularities: | * 84 003 and 84 004 with Luttermöller axle drive |
The 84 series was a unit - freight tank locomotive of the Deutsche Reichsbahn . The vehicles were specially designed for the Heidenau – Altenberg (Erzgeb) branch line in the Eastern Ore Mountains (Müglitztalbahn), which, with its radii of 140 meters and inclinations of up to 36 per thousand, makes special demands on the vehicles used there.
history
In the years 1935 to 1938, the Deutsche Reichsbahn had the narrow-gauge railway from Heidenau to Altenberg in the Eastern Ore Mountains converted into a high-performance, standard-gauge branch line. On the open line, the new railway was given radii of 140 meters, in some sidings only 100 meters. A special feature of the new line was that it received an upgrade similar to the main line with a line speed of 70 km / h due to the planned reduction in travel times. There was no suitable locomotive in the Deutsche Reichsbahn fleet for these operating conditions. The heavy tank locomotives of the series 85 and 95 could not be used because of their high axle load of twenty tons.
In 1934, the Deutsche Reichsbahn therefore awarded a development contract for a corresponding tank locomotive to Lokomotivfabriken Berliner Maschinenbau AG (BMAG) in Wildau and Orenstein & Koppel in Drewitz . In 1936, both companies each delivered two test locomotives with largely identical parameters. In order to achieve the required arcuate mobility, the vehicles supplied by BMAG were given a Schwartzkopff-Eckhardt steering frame in which the outer coupling axles were combined, as well as a three-cylinder engine. Orenstein & Koppel implemented Luttermöller drives for the first and fifth coupling axles.
The locomotives were compared directly during test drives. With their two-cylinder engines, the vehicles from Orenstein & Koppel achieved lower consumption values than the BMAG design. At low power, however, a loss of power was noticeable due to the high internal friction of the gear drive. The curve maneuverability, however, was better with the BMAG locomotives. They ran through even the tightest arcs without hesitation. Because of the lower price and the better cornering ability, the locomotives of the type BMAG were finally purchased.
BMAG delivered the eight series machines in 1937. They were based in the Dresden-Friedrichstadt depot . Until the new Müglitztalbahn was completed, they were initially used on other routes in the Dresden area. After its opening in December 1938, they carried all passenger and freight trains there without exception until the end of World War II in May 1945.
On April 17, 1945, most of the locomotives were badly damaged in an air raid on the railway facilities in Dresden-Friedrichstadt ; others had become unusable during fighting in the Müglitztal. Most of the vehicles were repaired very quickly after the end of the war. From the beginning of 1946, six locomotives belonged to the reserve of the Soviet occupying power, which they used for their purposes. The locomotives were primarily used for pushing services on the steep ramps Tharandt-Klingenberg-Colmnitz and Dresden-Neustadt-Dresden-Klotzsche . From the winter timetable 1946/47 onwards, some locomotives were used again on the Müglitztalbahn for a short time.
In 1949, all of the remaining locomotives came to the Schwarzenberg depot . There they were used in front of the heavy uranium trains on the Schwarzenberg – Johanngeorgenstadt route. The service there only lasted a few years. Because of their complicated engine and a certain tendency to derail the third, flanged driving axle, the locomotives were rather unpopular with the staff there. For the continuous train operation on the main line from Zwickau to Johanngeorgenstadt, the fuel supplies were too low. As early as 1953, some locomotives were given to Wismut AG in Dresden-Gittersee , where they were used as stationary steam generators.
In 1958, all locomotives were finally taken out of service. The reason was the boiler, which was made of the non-aging-resistant material St47K. The originally planned re-boiler no longer took place. The only exception was the 84 007, which had already received a new boiler in 1957 in the Zwickau Reichsbahn repair shop. Between 1962 and 1965 all locomotives were decommissioned.
84 010 was initially intended for museum preservation and was already in the scrap yard in the Chemnitz Reichsbahn repair shop. When a few tons of steel were missing there to meet the scrap plan, it was scrapped without further ado. The last existing locomotive was the 84 012, which was parked in Dresden until it was dismantled in 1968.
literature
- Bernd Kuhlmann: The Müglitztalbahn Heidenau - Altenberg. The time of the narrow gauge and standard gauge. Bildverlag Böttger GbR, Witzschdorf 2012, ISBN 978-3-937496-47-4
