International Railway Technical Exhibition Seddin

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The International Railway Technology Exhibition at the Seddin marshalling yard

The International Railway Technology Exhibition Seddin in the Seddin station was a presentation of modern rail vehicles of all types of traction and the first of its kind in Germany after the First World War . It took place in Seddin in 1924 in the local marshalling yard . The exhibition was held on the occasion of the railway technology conference in Berlin and is sometimes referred to as an exhibition for the railway technology conference in Berlin .

History and focus

The exhibition took place from September 21 to October 5, 1924 and was open to the public daily from 9:00 a.m. to 6:30 p.m. The entrance fee was RM 1.00 (RM 0.50 for children under 15). The railway technology conference held at the same time at the Technical University of Charlottenburg lasted from September 22nd to 27th. There is evidence that the lectures on the electrical operation of the railways began on September 25, 1924. While the 1925 German Transport Exhibition was presented to a wide audience in Munich a year later, only railway experts were invited to the International Railway Exhibition on the occasion of the Railway Technical Conference in Berlin , who gave lectures on the technical status of the various types of traction at the time. The exhibition gained its fame because many archives refer to the exhibits shown. The detailed technical descriptions of vehicles that are less well known today are only based on the specialist lectures on the occasion of this exhibition. In addition, specialist lectures were held on the current state of locomotive technology.

Locomotives on display

Around 120 locomotives of all types of traction, 140 freight wagons and many technical innovations were shown in detail at the exhibition. If the vehicles are counted in the individual listings, the number will not be reached. Therefore, in addition to the vehicles listed below, others must have been presented.

Steam locomotives

One of the largest steam locomotive of the exhibition was a tank locomotive series 95.0 (Example picture Dresden 2016)

The locomotives were shown sorted by manufacturer. These showed locomotives in different gauges , mainline and industrial locomotives . Both conventionally powered locomotives and steam storage locomotives were presented.

Rheinmetall showed a Prussian G 10 , this locomotive being equipped with two steam domes . There were also various shunting locomotives in the performance classes of 80 hp and 150 hp in the gauges of 750 mm and 900 mm.

The locomotive factory Jung was with three tank locomotives the axis sequences B and C in the track gauge standard gauge mm, 900 mm and represent the 760th The standard gauge locomotive had a lignite furnace with spark protection, the 900 mm locomotive was an overburden locomotive for open- cast lignite mining with a very low chimney and domes. The 760 mm locomotive had a conventional spark arrester .

Hanomag was represented with six locomotives in standard gauge as well as in the gauges of 900 mm and 600 mm. In addition to the pr. T 20 was a Prussian G 9 in the form of a superheated steam locomotive . In addition, an industrial locomotive in standard gauge with Caprotti control , a steam storage locomotive in standard gauge, an overburden locomotive in 900 mm gauge and a light rail locomotive with 600 mm gauge were shown. For this purpose, production drawings such as a Mallet locomotive with a gauge of 1,067 mm were shown in Java .

There were also two locomotives for which no manufacturer was specified. One was the heaviest and most powerful overburden locomotive at the time with the C1 wheel arrangement for a track width of 900 mm, which also had a very short chimney and dome, as well as a wet steam locomotive with the D wheel arrangement, which was equipped with Gölsdorf axles and With an axle base of 4,200 mm, it was able to drive through a minimum curve radius of 90 m.

Electric locomotives

Electric locomotive at the international exhibition: the DR series E 52 (example image from AW Freimann )

For the electric locomotives, a total of six locomotives for narrow gauge and eight locomotives for the standard gauge were on display. There were also three electric multiple units in standard gauge, two accumulator railcars in standard gauge, a three-axle battery locomotive in standard gauge and a four-axle battery locomotive for mine railways in the gauge of 600 mm.

The main line locomotives were from the series Prussian EP 236 to EP 246 , Prussian EP 213 to EP 219 , EG 571 from to EG 579 from , ES 51 to ES 57 , bay. EP 2 , EP 5 , bay. EG 3 and EG 5 22 501-516 / EG 581 Breslau to EG 594 Breslau .

The multiple units were represented by a multiple unit of the S-Bahn Berlin . A reconstructed Prussian 551/552 Altona to 669/670 Altona was issued by the Hamburg S-Bahn . The Berlin U-Bahn provided a new railcar .

A six-axle and a four-axle battery-powered railcar were also represented. A three-axle battery locomotive in standard gauge from the AEG and a dismantling locomotive with a gauge of 600 mm of the same design complemented the exhibition park.

Diesel locomotives

Shunting locomotive based on the Schwartzkopff- Huwiler patent

Seven diesel locomotives for standard gauge and two for narrow gauge and seven railcars for standard gauge were on the exhibition stands.

The world's first serviceable locomotive had only just been built. Therefore, technical developments emerged that offered no serious competition to the steam locomotive.

So there was hydrostatic power transmission . One locomotive was built according to the Schwartzkopff- Huwiler system and was possibly the predecessor of the DR V 3602 . There was also a locomotive for a factory for machine tools with the B wheel arrangement, which was equipped with the same type of gearbox according to the Lauf-Thoma system. The DR V 6001 to V 6003 from the mechanical engineering company Karlsruhe and the B-coupled locomotive from the Linke-Hofmann-Lauchhammer Aktiengesellschaft also worked hydrostatically .

The railcars were vehicles from the Hannoversche Waggonfabrik , the Düsseldorfer Eisenbahnbedarf AG. Carl Weyer and the Gotha wagon factory . Various DWK railcars in normal and narrow gauge were known. An AEG railcar was represented: the later DR 701 to 704 , the gearbox of which already had pairs of ratchet wheels that were always in engagement and which had preselection characteristics and gear shifting with claw gears , and a railcar from the Werdau wagon factory . The DRG 851 from Waggonfabrik Wismar was on display , based on whose drive principle of direct power transmission from a Maybach engine , many examples of railcars were made until the 1930s .

Specialist lectures on the types of traction

steam train

The lectures on steam traction were shaped by the 100-year development of the steam locomotive up to this point and dealt with questions of how the efficiency could be further increased. Richard Paul Wagner was a guest speaker . His suggestions for further thermal improvements of the steam engine concerned the preheating of the combustion air of the steam engine, the lowering of the blowpipe , its optimization and the use of deflector plates for the discharge of the combustion air.

Further lectures concerned the development of the condensation of exhaust steam, the development of condensing locomotives and the use of exhaust steam drive tenders as well as the use of turbines in exhaust steam condensation. A draft of the Krupp turbine locomotive was shown.

The results in the United States with the pulverized coal furnace and the tests with the Deutsche Reichsbahn were also reported. It was seen positively that low-grade brown coal could be used. Experience in the United States would have shown that the cost of the additional treatment costs would be largely offset by the lower costs of the operation.

Electric locomotive

Far more lectures were given on the electric locomotive. The first networks were in the making here, and the knowledge about a reasonably reliable operation brought with it many suggestions for improvements in locomotive technology.

Various types of drive, such as the rod drive in electric locomotives or the single-axle drive, were discussed. There was an exchange of experiences on single-phase series motors with the realization that the use of a double motor was preferable to a large motor. The single wheel drive was just at the beginning of its development with the Buchli drive , other drives such as the tatzlager drive , the Westinghouse spring drive and the SLM universal drive were only mentioned in passing.

Various constructions were mentioned, with EG 5 22 501-516 / EG 581 Breslau to EG 594 Breslau , EG 571 from EG 579 from , EP 5 and Bavarian ES 1 being emphasized. Other conference topics were transformers , pantographs and various small things in the height adjustment of the drive.

Reports on the status of the development of electrification in Austria , Switzerland and Germany were submitted. In the first two countries, electricity could be produced cheaply by hydropower plants . At that time, 542 km in Switzerland were electrified. Wilhelm Wechmann reported on Germany, where the electricity for most of the networks had to be generated with hard coal . In addition, performance diagrams of the measurement runs in the electric railway operation in Silesia were evaluated.

Diesel locomotive

At the symposia on engine traction, not many lectures were given, as this type of drive had not caught on up to that point. The detailed description of the Wismar railcar , which showed very good results in test drives , made a significant contribution . Its drive elements were described in detail and the characteristics of the drive motor and power transmission were discussed.

Another contribution to the discussion arose from the presence of Yuri Vladimirovich Lomonossow , who presented the SŽD series Baureiheэл2 , the first diesel locomotive in the world that has just been completed. In addition to this, a second variant with diesel-hydraulic power transmission was shown as a draft, this was not implemented.

Other lectures dealt with hydrostatic power transmission and the use of liquid gas instead of diesel fuel.

literature

  • K. R. Repetzki Diesel Locomotives in Glaser's Annalen 1895-1936 , Transpress Reprint, Berlin 1987, ISBN 3-344-00127-2
  • K. R. Repetzki Electric Rail Vehicles in Glaser's Annals 1909–1929 , Transpress Reprint, Solingen 1990, ISBN 3-925952-11-X
  • K. R. Repetzki steam locomotives in Glassers Annalen 1920–1930 , Transpress Reprint, Berlin 1983, VLN 168-925 / 184/83

Web links

Individual evidence

  1. ↑ a b c K. R. Repetzki steam locomotives in Glassers Annalen 1920–1930 , Transpress Reprint, Berlin 1983, VLN 168-925 / 184/83, page 122
  2. ↑ a b c K. R. Repetzki Electric Rail Vehicles in Glaser's Annalen 1909–1929 , Transpress Reprint, Solingen 1990, ISBN 3-925952-11-X , page 168
  3. ↑ a b c K. R. Repetzki Diesel Locomotives in Glaser's Annalen 1895–1936 , Transpress Reprint, Berlin 1987, ISBN 3-344-00127-2 , page 68
  4. ↑ K. R. Repetzki steam locomotives in Glassers Annalen 1920–1930 , Transpress Reprint, Berlin 1983, VLN 168-925 / 184/83, page 124
  5. ↑ K. R. Repetzki steam locomotives in Glassers Annalen 1920–1930 , Transpress Reprint, Berlin 1983, VLN 168-925 / 184/83, page 126
  6. ↑ K. R. Repetzki steam locomotives in Glassers Annalen 1920–1930 , Transpress Reprint, Berlin 1983, VLN 168-925 / 184/83, page 132