DR 18 201
| DR 18 201 | |
|---|---|
 18 201
|
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| Numbering: | 18 201 02 0201-0 (from 1970) |
| Number: | 1 |
| Manufacturer: | RAW Meiningen |
| Year of construction (s): | 1961 |
| Axis formula : | 2'C1 ' |
| Type : | 2'C1 'h3 |
| Genre : | S 36.20 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 25,145 mm |
| Empty mass: | 102.5 t |
| Service mass: | 113.6 t |
| Service mass with tender: | 186.8 t (with full stocks) |
| Friction mass: | 61.2 t |
| Wheel set mass : | 20.8 t |
| Top speed: | 180 km / h |
| Indexed performance : | 1,581 kW |
| Starting tractive effort: | ~ 147 kN |
| Driving wheel diameter: | 2,300 mm |
| Impeller diameter front: | 1,100 mm |
| Rear wheel diameter: | 1,250 mm |
| Number of cylinders: | 3 |
| Cylinder diameter: | 520 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 16.3 bar |
| Number of heating pipes: | 112 |
| Number of smoke tubes: | 36 |
| Heating pipe length: | 5700 mm |
| Grate area: | 4.23 m² |
| Radiant heating surface: | 21.3 m² |
| Tubular heating surface: | 185 m² |
| Superheater area : | 83.80 m² |
| Evaporation heating surface: | 206.30 m² |
| Tender: | 2'2 'T 34 + additional tender |
| Water supply: | 34.0 m³ |
| Fuel supply: | 13.5 m³ of oil |
| Train heating: | steam |
The express train locomotive with the number 18 201 of the Deutsche Reichsbahn was built between 1960 and 1961 in the Reichsbahn repair shop in Meiningen from parts of the Henschel Wegmann train locomotive 61 002 , the tender of the 44 468 and parts of the H 45 024 and a locomotive of the DR class 41 . It was one of the fastest working steam locomotives in the world.
Emergence
The motives for the conversion were, on the one hand, that the 61 002, which had already been parked for years, could hardly be used as a single item in the planned service, and on the other hand, that the VES-M hall urgently needed high-speed locomotives for a speed of at least 160 km / h for test drives to be carried out with passenger coaches from the local wagon construction industry intended for export . With its 2300 millimeter drive wheels, the 61 002 built by Henschel & Sohn in 1939 was ideal for such a conversion. The conversion was initiated by the head of the vehicle testing facility in Halle Max Baumberg .
The front frame part (bar frame) and the engine and chassis up to the third coupling axle were taken over from the 61 002. The frame for the rear Bissel frame , the rear coupling box and the outer cylinders came from the failed high-pressure locomotive H 45 024. The rear frame was redesigned as a sheet metal frame based on the frame of the H 45 024 and welded to the front bar frame. The frame of the H 45 024 could not be used, because its cheek thickness of 100 mm did not match the 80 mm of the bar frame of the 61 002.
The inner cylinder was replaced by a new design. The replacement of the cylinders was necessary because the original steam engine of the 61 series required a pressure of 20 bar, but suitable boilers did not achieve a sufficient service life due to material and maintenance problems. The new 39 E boiler, which was also used in the 03 , 22 and 41 series , was used as the steam generator . The tender had previously run on 44 468.
As was common at the time, the locomotive also received a Giesl ejector . Further technical adjustments were a counter pressure brake (the locomotive also received a surface preheater) and two additional air lines so that the locomotive could also be used as a brake locomotive . Shortly after the first trips, however, the decision was made not to expose the chassis to the enormous braking forces and to put these devices (e.g. the Riggenbach counter-pressure brake) out of operation.
The locomotive was clad in a streamlined manner at the front and above the boiler superstructures. The new locomotive received its number in the second occupation in memory of the first German locomotive with the wheel arrangement 2'C1 '(" Pacific "), type IV f of the Grand Ducal Badische Staatsbahn (class 18.2). The renovation was significantly influenced by Max Baumberg , the head of the VES-M in Halle . According to Baumberg's specifications, z. B. the cladding based on the SNCF 232.U.1 .
On May 31, 1961, the 18 201 as the most spectacular Rekolok (Fab.-Nr. 89) of the RAW Meiningen left the heating shed there for the first time. At that time the locomotive had a medium green paint for the superstructure, but no white decorative stripes. These were attached later. Rudi Rindelhardt took over the post of regular train driver. Your future location was the Halle-P depot.
In 1964 the machine was tested for the first time on the Frankfurt (Oder) route and the catch lock, where 160 km / h were measured. In November of the same year, the machine reached top speeds of 176 km / h on the Velim railway test ring in Czechoslovakia .
On June 29, 1967, 18 201 received a main oil firing system in Meiningen and was then stationed at the Halle-G depot. After the changeover to a computerized number system, the locomotive was number 02 0201-0. On October 12, 1972, Rindelhardt was able to achieve a new record in a test drive with the track measuring car from Delitzsch to Berlin between Graefenhainichen and Bergwitz . There it reached a top speed of 182.4 km / h. A special catalog of rules was observed for the demanding braking of the machine. This made the locomotive the fastest operational steam locomotive in the world.
When it was not needed in test operation, the 18 201 was also used in scheduled service for express trains until the 1970s . Due to the high level of wear and tear, use in planning service was prohibited from 1966/67.
Use as a traditional locomotive
Deutsche Reichsbahn and Deutsche Bahn AG
Since 1980, the locomotive has mainly been used in front of traditional and special trains , and since 1987 sometimes with a second tender in order to be able to cover longer distances without topping up with water. In 1989, after a derailment damage, the locomotive was only approved for 80 km / h; only after extensive repairs was it allowed to run at full speed again from July 1990. With the rail reform on January 1, 1994, ownership of the Deutsche Reichsbahn passed into the possession of the newly founded Deutsche Bahn AG . As early as 1995, the company had to send the two traditional locomotives 18 201 and 03 1010 to the Meiningen steam locomotive works after severe derailment damage. The repair of the large coupling wheels from 18 201 became a complicated undertaking, as there was no longer a wheelset lathe for 2300 millimeter wheels. The locomotive , which was still stationed in Halle (Saale) , then remained operational until 1997 and was then decommissioned.
Dampf-Plus GmbH
In order to put the machine under steam again, the entrepreneur Christian Goldschagg and the musician Axel Zwingenberger first founded the initiative Rettet die 18 201 and then the Dampf-Plus GmbH . With the money from this company, the locomotive was completely refurbished in the Meiningen steam locomotive works and handed over to the investors on April 4, 2002. In this context, Dampf-Plus had signed a cooperation agreement with the DB Museum as a sponsor in order to profitably recoup the investment sum through rights of use for the locomotive using marketing concepts and to play a key role in maintaining the 18 201. As a result, there was a dispute over the maintenance of the contract with Deutsche Bahn AG, including the fact that, for safety reasons, only DB staff were allowed to operate the locomotive. In March 2004, the cooperation agreements were finally canceled, with DB continuing to insist on its right to provide personnel. From February 28, 2004, Dampf-Plus owned the locomotive and tried to sell the locomotive again to compensate for the company's losses.
Between April 30, 2002 and July 10, 2005, the machine, traditionally painted in green, was on the road in a special red RAL 3003 (ruby red) finish that was sponsored by the model railway manufacturer Roco for this period. After this marketing campaign, 18 201 was given a chrome oxide green color RAL 6020 .
After the reconditioning, the listed locomotive was housed in the roundhouse of the former Nossen depot until April 30, 2012 . The locomotive has been stationed in Wittenberg ever since. As of January 31, 2006, the monument protection permit also includes a location outside of Halle. The last big special voyage of 18 201 with an additional tender took place on July 16, 2005 from Dresden to the Baltic Sea. Subsequently, the locomotive has been used again and again to this day.
In March 2006, Zwingenberger set up a trust foundation under the name Stiftung Dampflok 18 201 and placed it in the care of the German Foundation for Monument Protection . In the same year he published a book about the 18 201 under the title Legend 18 201. Fastest Steam Locomotive in the World . In 2007, the Steam Locomotive Foundation 18 201 was renamed the Culture on Rail Foundation and has since focused on maintaining the former government trains of the GDR. Your job is, among other things, the preservation of this important steam locomotive as a traveling monument in Germany ; in addition, the machine should remain accessible to the public.
From 2010 to 2015 it was registered in the national vehicle registration register by the Deutsche Museums-Eisenbahn . The locomotive has been registered by the special train events in Chemnitz since 2015. In 2005, the locomotive became the private property of Christian Goldschagg after Dampf-Plus GmbH had to give up its independent marketing for economic reasons. After the takeover, Goldschagg dismissed all employees of Dampf-Plus GmbH in order to market the locomotive directly through its Munich rental service.
At the end of 2018, all deadlines for the chassis and boiler of the listed locomotive 18 201 expired after eight years since the last general inspection. On September 1st there was a big farewell trip. The locomotive was initially stored in an inaccessible, preserved location in a locomotive shed. On August 14, 2019, 18 201 was sold to WFL GmbH & Co. KG, Potsdam, due to the closure of Dampf-Plus GmbH. In November 2019, the new owner had the locomotive transferred to the Neustrelitz AW for the completion of partial trades, including the braking systems of the locomotive and tender, as part of the new general inspection.
Speed trip on June 2, 2011
After extensive preparations, the 18 201 reached a speed of around 160 km / h on a special trip on the Anhalter Bahn in the section from Bitterfeld to Lutherstadt Wittenberg . The train after the steam locomotive consisted of three passenger cars of the ALEX and the 183 003 of the ALEX as a brake locomotive .
Long distance trip on June 4th, 2011
On June 4, 2011, 18 201 with an express train consisting of five cars completed a long-distance journey from Leipzig to the Darmstadt-Kranichstein Railway Museum and back, organized by Dampf-Plus and the special train events in Chemnitz , a distance of at least 900 kilometers without disruption and, apart from Spessart- and Frankenwald ramp, completely without propulsion support .
See also
literature
- Weisbrod, Bäzold, Obermayer: The great type book of German locomotives. Transpress Verlag, ISBN 3-344-70751-5
- Wilhelm Reuter: record locomotives. Motorbuch Verlag, Stuttgart, ISBN 3-87943-582-0
- Jürgen U. Ebel: "legendary 18 201", EK-Special 38, EK-Verlag GmbH, 79022 Freiburg, 1995
- Axel Zwingenberger: Legend 18 201. Fastest steam locomotive in the world. Self-published, 2006
Web links
- The express train locomotive 18 201 on the side of the Meiningen steam locomotive works ( Memento from June 20, 2009 in the Internet Archive )
- Steam Plus website
Individual evidence
- ↑ Jürgen-Ulrich Ebel: The steam locomotive works Meiningen. Eisenbahn-Kurier-Special 50. Eisenbahn-Kurier Verlag, Freiburg im Breisgau 1998. P. 82.
- ↑ Lothar Weber: "Jimmo" and "Schorsch". The stars 18 201 and 18 314 from Halle . transpress Verlag, Stuttgart 2012. ISBN 9783613714274 . P. 38.
- ↑ Jürgen-Ulrich Ebel: The steam locomotive works Meiningen. Eisenbahn-Kurier-Special 50. Eisenbahn-Kurier Verlag, Freiburg im Breisgau 1998. p. 85.
- ↑ Jürgen-Ulrich Ebel: The steam locomotive works Meiningen. Eisenbahn-Kurier-Special 50. Eisenbahn-Kurier Verlag, Freiburg im Breisgau 1998. P. 83.
- ↑ a b Andreas Knipping: Express traffic from the time of the Reichsbahn. GeraMond Verlag, Munich 2007. ISBN 3765470635 . P. 104.
- ^ Peter Bock: Oranienburger Runde. From the test track to the test ring. In: Verkehrsgeschichtliche Blätter. Vol. 27. Berlin 2000. p. 86.
- ↑ Jürgen-Ulrich Ebel: The steam locomotive works Meiningen. Eisenbahn-Kurier-Special 50. Eisenbahn-Kurier Verlag, Freiburg im Breisgau 1998. P. 90.
- ↑ Lothar Weber: "Jimmo" and "Schorsch". The stars 18 201 and 18 314 from Halle . transpress Verlag, Stuttgart 2012. ISBN 9783613714274 . P. 53.
- ↑ Dirk Endisch: Jimmo and Schorsch - the stars of the VES-M hall . In: railway magazine . No. 1 , 2019, ISSN 0342-1902 , p. 15 .
- ↑ Jürgen-Ulrich Ebel: The steam locomotive works Meiningen. Eisenbahn-Kurier-Special 50. Eisenbahn-Kurier Verlag, Freiburg im Breisgau 1998. p. 59.
- ↑ Jürgen-Ulrich Ebel: The steam locomotive works Meiningen. Eisenbahn-Kurier-Special 50. Eisenbahn-Kurier Verlag, Freiburg im Breisgau 1998. p. 99.
- ^ Alfred Gottwaldt: The class 61 and the Henschel-Wegmann train. Eisenbahn-Kurier-Verlag, Freiburg im Breisgau, 2005. ISBN 3882551615 . P. 156.
- ↑ Culture on rails website. Retrieved February 6, 2018 .
- ↑ Josef Seitz: publisher as a sideline. In: Focus magazine. No. 19, 2007. p. 154.
- ↑ Eisenbahn-Kurier - WFL takes over the vehicle fleet of Dampf Plus GmbH. Retrieved August 18, 2019 .