Standard steam locomotive

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As einheitsdampflokomotive or short- unit locomotives are called on behalf of the German State Railroad Company between 1925 and the end of World War II built steam locomotives . They were designed according to predominantly uniform building principles.

development

Locomotive of the Reichsbahn class 58.10

After the merger of the state railways to form the Reichseisenbahn in 1920 and the Deutsche Reichsbahn-Gesellschaft in 1924, the number of locomotives of the new national railway company still comprised 210 different types and designs of steam locomotives. A free use of the locomotives within the rail network of the railroad was thus considerably impeded, and the maintenance and repair by keeping a large number of different spare parts in stock was very expensive. In addition, the manufacturing accuracy of the individual components was so low that even components from locomotives of the same type could often only be used with rework. During the First World War, the resulting high expenditure had a negative impact, especially when it comes to the joint use of series of different regional railways. Some state railways, for example in Baden and Saxony, therefore joined orders for the Prussian state railways during the war. In fact, the Prussian G 12 (BR 58.10) developed in 1917 was considered the first German "standard locomotive", as it was used on almost all regional railways and was built by several locomotive factories throughout the Reich. This series, however, still fully complied with Prussian standards.

In addition, the extensive reparation payments due to the lost World War I from 1914 to 1918 significantly reduced the vehicle fleet of the German railways, regardless of the variety of types. Of the 33,000 locomotives (as of 1917), 8,000 had to be handed in. This resulted in a need to build a new one and, sensibly, to standardize the new machines to be procured.

For this purpose, a committee for the standardization of locomotives was set up at the Reichsbahn. The representatives of the locomotive industry also took part in this standardization process. First of all, the question arose as to whether the established regional railway series should be continued or whether new, more modern locomotives should be developed and ordered. However, since the concept of the new locomotives had not yet been determined and in order to supply the locomotive factories with follow-up orders, it was decided in 1921 to continue to build tried-and-tested national railway series. These types were referred to as Reichsbahn series. The following should initially be procured:

However, the program was not implemented to the extent agreed. Some series such as the S 10 were no longer procured, but the Reichsbahn continued to procure other former regional railway series such as the Bavarian S 3/6 (BR 18.5), which was delivered until 1930. With the DR class 98.10 (unofficially referred to as GtL 4/5 according to the Bavarian nomenclature), the Bavarian group administration , which operates largely independently , even had a new class developed in the tradition of Bavarian local railroad locomotives.

Technical and economic aspects as well as the intention of the Reichsbahn to expand the main lines uniformly for an axle load of 20 t led to the decision to develop new types of locomotives. After passionate disputes within the locomotive committee (e.g. about the design of the boiler and fire box as well as the decision between two-cylinder fresh steam engines or four-cylinder compound engines), the basic principles and type programs for the standard locomotives of the Deutsche Reichsbahn, of which the first pre-series locomotives were in 1925 were built. The then head of the locomotive testing office in Grunewald , Richard Paul Wagner , who took over the responsible construction department at the Reichsbahn Central Office from the end of 1922, played a key role in this discussion . On the part of the locomotive industry, August Meister , the chief designer at Borsig , had a decisive influence, as he was also in charge of the standardization office supported by all locomotive factories. The first type series for the future standard locomotives can be largely traced back to Meister. Thus some features of the last Prussian classes G 12, P 10 and T 20 flowed into the principles for the standard locomotives, without these Prussian classes being able to be called standard locomotives.

Class 01 standard locomotive

In fact, for economic reasons and due to delays in upgrading the routes to higher axle loads , the vehicles could not initially be procured in the desired quantities. From the standard locomotive series 01, 02, 43 and 44 with 20 t axle load, only smaller pilot series of ten units each were initially procured. This was followed by a further 25 machines of series 43 in 1928 and smaller annual production of series 01. The persistent delays in the expansion of routes also meant that after 1930 other series with lower axle loads (such. As the Series 03 , Series 41 or the 50 series ) had to be developed. Locomotives with an axle mass of 18 tons were not initially planned.

Of the 30 series and sub-series of the type program, 13 series could not exceed 16 units, so they remained splinter series. Larger numbers of more than 100 units were only built for the 01, 03, 64 and 86 series until 1936.

Despite the ambitious plans, locomotive procurement by the Deutsche Reichsbahn even collapsed from 1925 to around a tenth of the average procurement volumes for the years 1914–1920 and remained at this level until 1938. The reasons for this were, on the one hand, the ceasefire deliveries and the period of inflation until 1923 . In order to close the gaps in deliveries to the Allies, the Länderbahn ordered considerable quantities of new locomotives as early as 1919, which the Reichsbahn continued from 1920. During the period of inflation, the Reichsbahn paid with the quickly devalued paper marks and thus placed extensive, very cheap orders. On the other hand, the global economic crises led to a decline in passenger and freight traffic and thus a decrease in vehicle demand. Despite extensive decommissioning of older series, the Reichsbahn had an overstock of locomotives. In 1924, 600 locomotives had been procured, but by 1930 this number had dropped to around 100 per year.

So until 1930 only 500 standard locomotives were produced, which corresponded to only 2% of the total stock of around 25,000 locomotives of the Reichsbahn, in 1934 there were 1000 standard locomotives (4% of the total) and in 1938 there were 1,500 standard locomotives (6% of the total). Until the end of the 1930s, therefore, the series of regional railways that were taken over and subsequently procured, especially the Prussian series, dominated. Reichsbahn General Director and Reich Transport Minister Julius Dorpmüller was only able to launch an extensive new procurement program in March 1939 after massive transport problems in the previous winter, which until then - rearmament had priority in National Socialist Germany - had failed due to a lack of steel contingents. The program, which was designed for several thousand standard locomotives, fell victim to the outbreak of World War II, especially with regard to the planned procurement of express and passenger locomotives.

Class 52 war locomotive

It was not until 1939 that procurement volumes increased significantly. With the production program for simplified locomotives for freight trains , which led to the construction of war locomotives , locomotives for an axle load of 15 t were built in significant numbers - but now because of a different objective to support warfare . By 1945 the total number of standard and war locomotives rose to around 14,500 (33% of the total).

This fact stands in stark contrast to the self-portrayal of the Deutsche Reichsbahn, which wanted to convey the impression of a modern railway company through railway exhibitions , record runs , the introduction of the SVT network and proud photo reports. In fact, the low procurement figures were responsible for the fact that the mean age of the locomotive fleet continued to increase from 1925 to 1938.

Basic principles of the standard locomotives

In view of the increased performance requirements of the locomotives, the riveted sheet metal frame often used in earlier steam locomotives proved to be a hindrance to the creation of more powerful boilers . For reasons of strength, a riveted sheet metal frame must have a certain overall height, whereby the width of the standing shell is limited to the space between the frame cheeks due to the maximum overall height of the locomotives with regard to the vehicle gauge. Furthermore, since the grate cannot be extended at will for proper fuel loading, there are limits to the grate area and the size of the upright boiler and thus also the performance of the entire boiler when the sheet metal frame is riveted.

By using the bar frame , which is also more solid with a significantly lower overall height , the standing boiler could be made freely above the frame, i.e. wider and larger without inexpedient lengthening of the grate.

Also in order to increase the boiler output, the long boilers were lengthened in relation to the radiant heating surface, emphasizing the contact heating surface in the heating and smoke tubes.

In order to achieve low consumption values ​​and to increase the indicated output , the superheater is dimensioned generously in the interest of high steam temperatures.

The aim was to increase the performance of the steam engine in the standard locomotives by keeping the back pressure in the cylinder as low as possible. For this purpose, the pipe cross-sections in the boiler were coordinated in such a way that the flue gases could get through the pipe bundle with as little suction as possible if there was still sufficient fire fanning on the grate. Furthermore, the smoke chamber was designed with a large volume and a wide-necked blowpipe was placed deep under the chimney. The deep blowpipe position on the one hand and the high boiler position on the other resulted in a low, bulky-looking chimney with a large width.

Furthermore, attention was paid to long steam paths in the cylinder and piston valves with a large cross-section were used in order to avoid power-reducing throttle losses in the steam engine.

The locomotive drives including the storage locations were made very robust. Since the brake pads were arranged at the height of the axle centers, the overall axle stands were large. The brake pads generally brake the drive and coupled wheel sets from the front. After the braking power of fast-moving locomotives was no longer sufficient, these were fitted with scissor brakes, each of which painted one wheel set from the front and one from the rear.

By using individual components or assemblies, such as B. boilers, wheel sets , bogies and steering racks u. For as many types as possible, considerable savings could be achieved in construction, repair and spare parts storage. Not only large and individual parts such as wheel sets, bearings, cylinder blocks and driver's cabs were standardized, but also material qualities and thicknesses as well as connection dimensions. Thanks to a uniform tender coupling with main and two emergency coupling bars as well as two shock buffers pre-tensioned by a leaf spring, the tenders could be freely exchanged without further adjustment work. In the transition from riveted to welded constructions, attention was paid to the further exchangeability of the parts wherever possible.

Purely outwardly, therefore, the German standard steam locomotives are due to the bar frame, the long, large boiler and a correspondingly low chimney as well as the uniform appearance of assemblies such as bogies , driver's cabs and associated tenders as well as the typical, large-scale " Wagner " smoke deflectors and later the smaller ones “ Witte ” smoke deflectors marked on the front of the chimney. The appearance of the streamlined standard locomotive types is also characterized by the open arrangement of all parts for good accessibility. A typical feature of the standard locomotives are the horizontal handrails under the driver's cab windows. They are drawn into the side walls to maintain the vehicle boundary.

Type diversification

Overview

Efforts were made to get by with as few types of locomotives as possible and to make full use of the permissible axle pressure, determined by the type of superstructure . The order in which the standard locomotive was built was based on the needs of the company and the age of the country types to be replaced.

Standard gauge
model series number construction time Wheel alignment Axle load comment
Series 01 231 1925-1938 2'C1 'h2 20 t a further 10 locomotives were later converted from the class 02 four-cylinder compound locomotives
Series 01.10 55 1939-1940 2'C1 'h3 20 t originally with streamlining
Series 02 10 1925-1926 2'C1 'h4v 20 t from 1937 converted into two-cylinder locomotives and assigned to the 01 series
Series 03 298 1930-1938 2'C1 'h2 18 t
Series 03.10 60 1939-1941 2'C1 'h3 18 t originally with streamlining
Series 04 2 1932 2'C1 'h4v 18 t Medium-pressure locomotives, from 1935 class 02.1
Series 05 3 1935-1937 2'C2 'h3 20 t originally with streamlining
Series 06 2 1939 2'D2 'h3 20 t with streamlined cladding
Series 23 2 1941 1'C1 'h2 18 t
Series 24 95 1928-1940 1'C h2 15 t two medium-pressure locomotives designed as 1'C h2v
Series 41 366 1937-1941 1'D1 'h2 20 t
Series 43 35 1926-1928 1'E h2 20 t
Series 44 1989 1926-1949 1'E h3 20 t continued to be procured as an ÜK locomotive during the Second World War
45 series 28 1936-1937 1'E1 'h3 20 t
Series 50 3164 1939-1948 1'E h2 15 t during the Second World War as ÜK Locomotive further procured, then the war locomotive class 52 developed
Series 61 2 1935, 1939 2'C2 'h2t,
2'C3' h3t 		19 t with streamlined cladding and Scharfenberg couplings for the Henschel-Wegmann train
Series 62 15th 1928-1932 2'C2 'h2t 20 t
Series 64 520 1928-1940 1'C1 'h2t 15 t
Series 71.0 6th 1934-1936 1'B1 'h2t 15 t Intended to compete with diesel railcars for one-man operation with mechanical grate loading
Series 80 39 1927-1929 C h2t 18 t
81 series 10 1928 D h2t 18 t
Series 84 12 1935-1937 1'E1 'h2t / h3t 18 t especially for route Heidenau Altenberg- designed
Series 85 10 1932-1933 1'E1 'h3t 20 t
Series 86 776 1928-1943 1'D1 'h2t 15 t continued to be procured as an ÜK locomotive during the Second World War
Series 87 16 1927-1928 E h2t 18 t End axles with Luttermöller axle drive , specially procured for the Port of Hamburg ,
89.0 series 10 1934-1937 C h2t / n2t 15 t The only standard locomotive design with a frame water tank
Narrow gauge
model series number construction time Wheel alignment Gauge comment
99.22 series 3 1931 1'E1 'h2t 1000 mm
99.32 series 3 1932 1'D1 'h2t 900 mm for the narrow-gauge line Bad Doberan – Ostseebad Kühlungsborn and in many parts different, a fourth machine was built in 2008
Class 99.73–76 32 1929-1932 1'E1 'h2t 750 mm

Express and passenger locomotives

So after 1925, the first two-cylinder express locomotive of the 01 series was built (power around 2200  hp , wheel arrangement 2'C1 'h2). Above all, it was supposed to replace the 17 series , which consisted mainly of Prussian ( S 10 ), Saxon ( XII H ) and Bavarian ( S 3/5 ) machines of the four-cylinder type 2'C h4v (see wheel arrangement ). With outputs of around 1500 hp and top speeds of around 110 km / h, these were no longer able to cope with the operational demands.

With the 02 series , an attempt was made to create a standard locomotive with a four-cylinder composite steam engine . There was already positive previous experience with numerous Länderbahn machines that were classified in the Reichsbahn series 17 (2'C h4v), 18.3 and 18.4–5 (2'C1 'h4v) and 19 (1'D1' h4v). The experience of the southern German state railways in particular with the construction of compound locomotives was neglected in favor of the desired uniformity, so that the 02 series did not have optimally coordinated steam generation and cylinders. Despite the higher performance and lower fuel consumption at higher speeds, the higher maintenance costs were taken as an opportunity not to build the 02 series in series. The ten express train locomotives were converted into two-cylinder engines between 1937 and 1942 and assigned to the 01 series.

After 1930, the 03 series was a locomotive for lighter express trains for routes with less load-bearing superstructures (axle mass 18 t, power approx. 2000 hp). The first preliminary tests for high-speed locomotives were carried out with it, whereby the running characteristics at 140 km / h for a two-cylinder locomotive turned out to be good. However, the boiler showed poor continuous performance compared to the older regional railway locomotives combined in the 18 series, so that the series quickly reached the limits of its performance, especially on low mountain routes.

The composite principle, which was actually rejected by design department head Wagner, was used again in the two class 04 locomotives . These locomotives, which are based on the 03 series, were designed as medium-pressure locomotives on a trial basis; high-strength boiler steels made it possible to use 25 atm in contrast to the otherwise maximum 16 atm. In order to fully utilize the steam pressure, the locomotives were given a four-cylinder compound drive. Since Krupp, as the builder, relied on experts previously employed at Maffei with the construction of composite locomotives and the knowledge gained with them, the drive proved to be efficient and economical in comparison with the unsuccessful 02 series. After a short time, however, it became apparent that the boiler steel used was not permanently suitable for the higher pressure; it had to be reduced to 20 atmospheres. The locomotives have since been run as the 02.1 series. Both machines were taken out of service in 1939 after the 02 101 was badly damaged by a boiler bang .

Also in a standard design, but only with a number of three copies, advanced high-speed locomotives were built in 1935 with the class 05 high-speed locomotive . The 05 series was approved for a top speed of 175 km / h and set the world record for steam locomotives at 200.4 km / h. This record was later only officially surpassed by the English Mallard , a LNER class A4 locomotive , although it was criticized that this happened on a downhill stretch and that the locomotive did not survive the record run without damage.

The even larger locomotive of the 06 series with the 2'D2 'h3 wheel arrangement and a maximum speed of 140 km / h was only built in two copies, as this series did not convince in terms of running behavior and boiler properties.

In 1937 , variants with three cylinders were developed in the 01 and 03 series as the 01.10 series and 03.10 series . The third cylinder was located in the middle between the outer cylinders and acted with its drive rod on the cranked first coupling axle. With the offset of the lateral and central crank points on the circumference of the wheel, this allowed a smoother run and the increased cylinder stroke sequence per wheel revolution a higher torque, which met the requirements of high-speed traffic. On delivery, these machines were equipped with streamlined cladding . From 1941, for maintenance reasons, this was initially cut back in the area of ​​the engine down to the level of the axle shafts and completely removed after the end of the Second World War , especially since the tractive power advantage hoped for through the fairing was less than expected in the speed range up to 140 km / h.

The class 24 1'C h2 passenger locomotive was developed for operation on branch lines in 1926 (axle pressure 15 t, output Ni ~ 920 hp, nicknamed Steppenpferd, which was aimed at deployments in East Prussia ). As a locomotive with a tender it was intended for longer train runs and with a top speed of 90 km / h for light express trains . The tank locomotives of the series 64 with the wheel arrangement 1'C1 'h2 with symmetrical running gear for shorter distances in shuttle traffic were derived from this series . The class 62 2'C2 'h2 locomotive (top speed 100 km / h) was built as a passenger train tender locomotive for short main routes with numerous turning points ( terminal stations ). The class 23 , a tender locomotive with a 1'C1 'h2 wheel arrangement, was developed as a replacement for the Prussian P 8 . Due to the war, their construction did not get beyond two pre-series locomotives delivered in 1941.

Two 1'B1 'h2t tank locomotives were built in 1934 to transport short, fast passenger trains and another four in 1936. The locomotives designed for one-man operation were added to the inventory as the 71.0 series , although as a standard locomotive according to the 1925 numbering plan, they should have been given a series number between 60 and 69. The series had significant structural defects, and in the 1930s there were enough powerful railcars available in their area of ​​use.

Freight and shunting locomotives

Since one for the typical freight locomotives of the regional railways, z. B. pr. G 8.3 and G 8.2 would need additions and replacements in the foreseeable future, standard locomotives were also purchased here. The first two-cylinder locomotives of the 43 series (1'E h2) and the three-cylinder 44 series , each with 20 t axle pressure, were built as freight locomotives after 1925 . As part of the desired standardization, many components (e.g. the boiler ) were largely identical to those of the 01 series . The 1'E1 'h3t class 85 was built in 1932 as a tank locomotive variant . In 1928 the lighter 1'D1 'h2t tank locomotives of the 86 series (axle pressure 15 t) and the 1'C1' h2 tank locomotives of the 64 series (many parts identical to the 24 series ) for passenger and freight traffic on branch lines were added. The 1'D1 'h2 class 41 freight locomotive (many components identical to those of the class 03 ) were used for fast freight trains, e.g. B. intended for the transport of fish and fruit. With a wheel diameter of 1600 mm, it reached a top speed of 90 km / h. It was already in the area of ​​light express train service, where it was used as a temporary measure and, for example, on the routes in the Thuringian Forest (e.g. to Meiningen from Arnstadt and Eisenach ). Other machines in standard design, but in small numbers, were created for. B. from 1936 with the heavy and particularly powerful 1'E1 'h3 freight locomotive of the class 45 . In order to increase performance and increase profitability, experiments were carried out with increasing the pressure of the boiler to 20  bar in the 45 series . However, the steel tanks or the type of steel used were not able to cope with the increased pressure in the long term, so that it had to be reduced to the usual 16 bar first. The boilers were later z. T. completely replaced.

The C h2 locomotives series 80 , the D h2 locomotives series 81 (output 860 hp) and in 1934 the C h2 locomotives series 89.0 were built for shunting service . Since the Reichsbahn had taken over extensive stocks of shunting locomotives from the Länderbahnen, there was no real need for new shunting locomotives, so all three series were only purchased in very small numbers (series 80: 39 units, series 81 and 89: 10 units each).

The five-fold coupled series 87 with gear- coupled Luttermöller end axles was designed for operation in the Port of Hamburg with its narrow curves. The 16 locomotives of this type were taken out of service as early as 1954 because the bearings tended to overheat at higher speeds and they could therefore only be used in shunting service. Class 82 locomotives ( new steam locomotive ) with Beugniot steering racks were used as replacements .

Narrow gauge locomotives

The basic principles of the standard locomotives should also apply to newly built locomotives on narrow-gauge railways in order to reduce the costs of maintenance and repair.

Initially from 1928 to 1933 32 locomotives of the 99.73-76 series were built for the Saxon narrow-gauge lines with a gauge of 750 mm. In 1929, the 99.22 series was developed for the Prussian, Bavarian, Baden and Württemberg narrow-gauge railways with 1000 mm gauge ( meter gauge ) . However, only three units were built that were equipped with the 81 series boiler.

1932 was the last narrow-gauge unit locomotive with the 99.32 series for 900 mm gauge. It was built in three copies for the Bad Doberan – Kühlungsborn bathing railway. A fourth unit followed in 2009 - in addition to the construction of a Saxon IK, one of the first steam locomotives to be built in Germany after many decades.

literature

  • Klaus-Jürgen Kühne: Everything about standard steam locomotives , transpress, 2010, ISBN 978-3-613-71378-9
  • Alfred Gottwaldt : History of the German standard locomotives , Franckh, Stuttgart 1978, ISBN 3-440-07941-4
  • Alfred Gottwaldt: German Railways in World War II Franckh, Stuttgart 1983, ISBN 3-440-05161-7
  • Alfred Gottwaldt: Wagner's standard locomotives: The steam locomotives of the Reichsbahn and their creators , EK-Verlag, Freiburg 2012, ISBN 978-3882557381
  • Manfred Weisbrod, Hans Müller, Wolfgang Petznick: Steam Locomotive Archive , Volumes 1-4. Transpress VEB publishing house for transport, Berlin 1976–1981

Individual evidence

  1. ↑ Alfred Gottwaldt: Wagner's standard locomotives: The steam locomotives of the Reichsbahn and their creators, Freiburg 2012, p. 43
  2. ^ Alfred Gottwaldt: Wagner's standard locomotives: The steam locomotives of the Reichsbahn and their creators , EK-Verlag, Freiburg 2012, ISBN 978-3882557381 , pp. 44 and 49
  3. ^ Alfred Gottwaldt: Wagner's standard locomotives: The steam locomotives of the Reichsbahn and their creators , EK-Verlag, Freiburg 2012, ISBN 978-3882557381 , p. 40 ff.
  4. ↑ Alfred Gottwaldt: Wagner's standard locomotives. The steam locomotives of the Reichsbahn and their creators. EK-Verlag, Freiburg 2012, ISBN 978-3-88255-738-1 , p. 74
  5. ↑ Alfred Gottwaldt: Wagner's standard locomotives. The steam locomotives of the Reichsbahn and their creators. EK-Verlag, Freiburg 2012, ISBN 978-3-88255-738-1 , p. 141
  6. ↑ Arge. for training aids on behalf of the main administration of the Deutsche Bundesbahn (ed.): Railway teaching library of the Deutsche Bundesbahn, Volume 134, Steam Locomotive Studies . 2nd edition, Josef Keller, Starnberg 1959, p. 60
  7. ^ A b c Alfred B. Gottwaldt: History of the German standard locomotives. The steam locomotives of the Reichsbahn and their designers . Franckh'sche Verlagshandlung, Stuttgart 1978, Reprint Kosmos, Stuttgart 1999, ISBN 3-440-07941-4 , p. 234 f.
  8. ↑ Arge. for training aids on behalf of the main administration of the Deutsche Bundesbahn (ed.): Railway teaching library of the Deutsche Bundesbahn, Volume 134, Steam Locomotive Studies . 2nd edition, Josef Keller, Starnberg 1959, p. 60 f. regarding the building principles up to this point
  9. ↑ Alfred Gottwaldt: Wagner's standard locomotives. The steam locomotives of the Reichsbahn and their creators. EK-Verlag, Freiburg 2012, ISBN 978-3-88255-738-1 , p. 85