DR 08 1001
| DR 08 1001 | |
|---|---|
| Numbering: | EST 241.004 SNCF 241 A 4 |
| Number: | 1 |
| Manufacturer: |
Compagnie Fives-Lille Raw Zwickau |
| Year of construction (s): | 1931 |
| Retirement: | 1957 |
| Type : | 2'D1 'h4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 24,800 mm |
| Service mass: | 122.5 t |
| Wheel set mass : | 19.4 t |
| Top speed: | 110 km / h |
| Driving wheel diameter: | 1,950 mm |
| Impeller diameter front: | 920 mm |
| Rear wheel diameter: | 1,080 mm |
| Number of cylinders: | 4th |
| Cylinder diameter: | 2 × 450/660 mm |
| Piston stroke: | 720 mm |
| Boiler overpressure: | 16 bar (originally 20 bar) |
| Grate area: | (4.43 m²) |
| Tubular heating surface: | (4.43 m²) |
| Superheater area : | 94.20 m² |
| Evaporation heating surface: | 223.20 m² |
| Tender: | 2'2 'T34 coal dust |
08 1001 was the designation of the Deutsche Reichsbahn (DR) for a French steam locomotive of the 241 A series . It was the only mountain locomotive (2'D1 'wheel arrangement) ever used by a German railway company .
history
The locomotive was built as the 241.004 in 1931 for the French Compagnie des chemins de fer de l'Est (EST). It ended up in Germany during World War II , remained in the DR area after the war and was deleted from the SNCF's inventory as "missing" in 1953. Until 1952 it stood in the damaged park of the Reichsbahndirektion Greifswald . As part of the development of the pulverized coal combustion under the direction of Hans Wendler , it was selected as a test locomotive. The reason was their large combustion chamber and the basic concept, which is not common in the German area. The renovation was carried out at the Zwickau repair shop . In addition to the necessary fixtures for the pulverized coal combustion, only changes were made to adapt the locomotive to the operating conditions at the Deutsche Reichsbahn. After completion, the test program was started at the vehicle testing facility in Halle . The first tests showed that the locomotive did not meet the desired expectations. In particular, the performance and the fuel economy were far below expectations. A major cause was the reduced boiler pressure from 20 bar to 16 bar due to legal regulations. The FVA Halle also limited the maximum speed to 110 km / h, as they feared derailments. After the end of the tests, the locomotive was based in the Dresden-Altstadt depot from December 1953 and was used in the Dresden – Berlin express train service. In 1955 the locomotive was shut down after only 34,000 km of mileage and two years later it was retired and scrapped.
construction
The riveted long boiler of the locomotive consists of three sections. A steam dome sits on the first and second boiler sections. The frame is a sheet metal inner frame that is stiffened with cast steel pieces. The front bogie can be moved sideways, the rear wheel set rests in a Bissel frame . The use of soft springs made it possible to dispense with a compensation system. The engine was designed in the de Glehn type . The outer high-pressure cylinders acted on the second and the inner low-pressure cylinders on the first coupling axle. Each cylinder had a separate Heusinger - control . The braking system consisted of a single Knorr-Bremse acting on all coupling and bogie axles . As a special feature, the locomotive had a steam turbo generator.
literature
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 1 . 6th edition. Transpress Verlag, Stuttgart 1993, ISBN 3-344-70768-X , pp. 74-76, 256.
Individual evidence
- ↑ Les 241 A de l'Est et de l'Ouest in: Ferrovissime 91, p. 40.