Palatinate P 5

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Palatine P 5
DR series 77 0 		Palatine Pt 3/6
Bavarian Pt 3/6
DR series 77 1
77 008 RAW Nied 1938.jpg
Numbering: Palatinate: 310–321
DR 77 001–012		 Palatinate: 330–338, 401–410
Bavaria: 6101–6110
DR 77 101–129
Number: 12 29
Manufacturer : Krauss
Year of construction (s): 1908 1911-1923
Retirement: 1951 1956
Design type: 1'C2 'n2
1925 conversion to superheated steam		 1'C2 'h2
Genre : Pt 36.16
Length over buffers: 13,140 mm 13,460 mm
Gauge : 1,435 mm
Service mass: 92.9 t 91.1 t - 94.8 t
Friction mass: 50.0 t 48.3 t - 48.8 t
Wheel set mass : 16.7 t 16.1 t - 16.3 t
Top speed: 90 km / h
Indexed performance: 633 kW
Driving wheel diameter: 1,500 mm
Impeller diameter (front): 960 mm
Impeller diameter (rear): 960 mm
Number of cylinders: 2
Cylinder diameter: 530 mm
Piston stroke: 560 mm
Boiler overpressure: 13 bar
Grate area: 2.34 m³
Superheater area : 35.00 m²
Evaporation heating surface: 109.94 m² 110.94 m²

The series 77.0 and 77.1 of the Deutsche Reichsbahn were originally developed and built as class P 5 by Kraus & Co. for the Palatinate Railways . These threw triple-coupled wet-steam tank locomotives .

history

With this series, the doubly coupled vehicles of the Pfalzbahn , especially the Palatinate P2 II , which were no longer sufficient in terms of performance and traction , were to be replaced. In view of the short Palatinate routes with their frequent stopping and turning processes, only a tank locomotive was considered. A large tank and three drive axles were required to increase performance, especially to accelerate the start-up processes. Furthermore, the stocks of coal and water should be particularly large so that a long range could be achieved without re-bunker; at the same time, however, the consumption-related decrease in supplies during the journey should not significantly change the friction mass. The fact that, in contrast to other railway administrations that already used superheated steam engines, a wet steam version was chosen was probably due to the then mechanical manager of the Palatinate Railways , Mr. Ing.Wilhelm Staby, who persisted in the Pielock superheater. However, after more and more difficulties arose over time, the locomotives were converted to superheated steam in 1925.

These requirements resulted in the arrangement of a trailing bogie under the driver's cab and tender, which supported a large part of the bulk of the supplies. In order to achieve good guidance of the locomotive in the curved track at the front, instead of a z. B. as bites salmon run running axle , a Krauss-Helmholtz bogie one.

With regard to the desired axle base of the machine, the running axle had to be arranged directly in front of the first coupling axle . As a steering frame consisting of a running axle and a first coupling axle was not possible with this arrangement because the drawbar was too short, Richard von Helmholtz created the steering frame from the running axle and the second coupling wheel set. Due to the structural approach of the running axle directly in front of the first coupled wheel set and the side play of the axles of the steering frame, the cylinders of the steam engine had to be arranged unusually high and with an incline of 1: 10.5 above the running axle, and the drive could only be on the third Coupled gear set. Since the driver's cab was quite long, but 440 mm narrower than the water tanks, the locomotives had an unusual appearance.

The wet steam locomotives of the series were able to move a 140 t train on the level on an incline of 20 per thousand at 30 km / h, while the superheated steam engines could move 180 t under the same conditions. The machine type was in use longer than any other series in the Palatinate and covered all sections.

procurement

In 1907 the Krauss company ordered a first series of 12 machines in the form of wet steam engines - type 1'C'2 n2t - from the Palatinate P 5 , which were delivered in the course of 1908.

After having had good experiences with the Palatine P 5 , the Pfalzbahn decided to purchase more copies of this type in a more powerful version than superheated steam machines. These were then procured from 1911 to 1923 as Palatine Pt 3/6 in a total of 19 copies.

The series procured in 1923 had a ventilation attachment on the driver's cab to distinguish it from the Pfälzische Pt 3/6 machines previously delivered .

One of the reinforced-type machines procured in 1911 received special honors before its official delivery, the date given is 1912. It was given a striking, light brown special paint with black u. Red decorative strips on the boiler, also received a brass chimney hood and was shown at the International Railway Exhibition in Turin in 1911.

Another procurement of ten identical machines of this more powerful type took place in 1923 as Bavarian Pt 3/6 by the Royal Bavarian State Railroad .

Operations service / stationing

The Palatinate P 5

The locomotives were stationed in what was then BW Ludwigshafen. From there they drove express and passenger trains on the Upper Palatinate routes to Freinsheim , Mainz , Mannheim and Weißenburg . They also took over services on the Ludwigsbahn between Ludwigshafen and Neunkirchen as well as pre-tensioning services for the D 161 between Neustadt ad Haardt and Bad-Münster and the D 166 between Bad Kreuznach and Neustadt ad Haardt.

In the spring of 1933 the numbers 77 001-004 were transferred to the BW Kaiserslautern. From there they drove the routes to Alzey , Grünstadt , Kusel and Pirmasens . In particular on the route between Pirmasens-Nord (Biebermühle) and Pirmasens Stadt, due to the steep incline, their performance was required.

The eight remaining machines in Ludwigshafen were on the routes to Germersheim , Mannheim, Speyer and Wörth / Lauterburg.

After the dissolution of RD Ludwigshafen on March 31, 1937, all Ludwigshafen machines of the DRG series 77.0 were subordinated to the RBD Mainz while the Kaiserslautern machines were added to the RBD Saarbrücken.

The Palatine Pt 3/6

Delivery series 1911 and 1913

It was stationed in Kaiserslautern , Ludwigshafen , Homburg and Bingerbrück , among others .

Delivery series 1923

The machines were used from BW Munich I on various local railway lines and, among other things, on the Munich-Garmisch line. In the spring of 1933, planes 77 120-77 129 were stationed in the Neustadt adHaardt BW, from where they served the routes to Germersheim, Mannheim, Speyer and Wörth. When the RBD Ludwigshafen was dissolved in 1937, some of the machines came to the RDB Mainz, BW Ludwigshafen and the RDB Saarbrücken, Kaiserslautern .

The Bavarian Pt 3/6

The Bavarian Pt 3/6 were used on the express train route between Garmisch-Partenkirchen and Munich . Occasionally they also ran passenger trains to Augsburg, Buchloe, Ingolstadt and Rosenheim. Until electrification, trains were also served on the route to Herrsching. Otherwise the machines remained in suburban traffic in Munich.

Whereabouts

The Deutsche Reichsbahn took over all vehicles. The last delivery series for the Royal Bavarian State Railroad machines of the type Pt 3/6 were given the road numbers 77 110-119. The machines from the first batch were also converted to superheated steam machines in 1925. The ten machines of the type Pfälzische Pt 3/6 delivered in 1923 remained with BW Munich I until 1933. The reason may have been that the former Bavaria on the left bank of the Rhine (the Palatinate) was occupied by the French.

On April 1, 1933, BW Kaiserslautern had a total of 13 machines in stock (numbers 77 001–004, 101–109).

During the Second World War, three machines were lost (numbers 77 002, 006, 126) and one locomotive remained with the Deutsche Reichsbahn , where it was retired in 1956. So after the end of the Second World War there were still 37 copies that were taken over by the Deutsche Bundesbahn . The decommissioning began as early as 1947, with most of the machines in the first delivery series of the Palatinate P 5 being sold to private railways .

On April 1, 1947, BW Kaiserslautern had 16 machines (numbers 77 003, 009, 011, 101-104, 106, 108, 109, 120, 122-125 and 129).

In 1948, three other vehicles were listed in the French occupation zone in the EAW Kaiserslautern, namely the numbers 77 003, 009 and 011. The Deutsche Bundesbahn took over 27 vehicles that were decommissioned by 1954.

The last locomotive owned by the Deutsche Bundesbahn was retired in 1951. 77 119, which was actually intended for preservation in the Transport Museum in Nuremberg, was cleared for scrapping in accordance with the HVB order of December 11, 1951.

Locomotive numbers

Manufacturing data Numbers per epoch Further information
Serial
No. 		manufacturers
manufacturers 		construction
year 		Serial
number 		Pfalzbahn / KBSts.B. DR road no. excluded
screened
Palatinate P 5, 77.0 Track no. Surname (provisionally) (final)
1 Krauss 1908 5823 310 77 001 77 001 August 19, 1953 on February 15, 1947 to DEG, there No. 241, later alleged. to the Frankfurt-Königstein-Bahn
2 5824 311 77 002 77 002 <1945 last RBD Danzig, war loss
3 5825 312 77 003 77 003 January 14, 1951
4th 5826 313 77 004 77 004 <1952 on January 13, 1947 to the Mosel Railway, there No. 242
5 5827 314 77 005 77 005 April 20, 1959 on October 19, 1946 to the Frankfurt-Königstein-Bahn, there No. 5, later No. 231
6th 5828 315 77 006 77 006 December 5, 1958 last RBD Danzig, war loss
7th 5829 316 77 007 77 007 December 5, 1958 on October 19, 1946 to the Frankfurt-Königstein-Bahn, there No. 6, later No. 232
8th 5830 317 77 008 77 008 11/6/1953 on October 24th, 1946 to the Moselbahn, there No. 243
9 5831 318 77 009 77 009 7/8/1950
10 5832 319 77 010 77 010 8.4.1946
11 5833 320 77 011 77 011 1.3.1948
12 5834 321 77 012 77 012 2.9.1953 on October 24, 1946 to the Mosel Railway, there No. 244
Palatine Pt 3/6, 77.1 Track no. Surname (provisionally) (final)
1 Krauss 1911 6233 330 77 101 77 101 11/14/1951
2 6234 331 77 102 77 102 January 11, 1952
3 6235 332 77 103 77 103 August 13, 1952
4th Krauss 1912 6500 333 77 104 77 104 11/14/1952 1911 at the exhibition in Turin
5 Krauss 1913 6826 334 77 105 77 105 August 14, 1950
6th 6827 335 77 106 77 106 11/14/1951
7th 6828 336 77 107 77 107 October 4, 1955 1945 remained with the Reichsbahn in the GDR
8th 6829 337 77 108 77 108 January 11, 1952
9 6830 338 77 109 77 109 January 11, 1952
10 Krauss 1923 8021 401 77 110 77 120 11/14/1951
11 8022 402 77 111 77 121 April 17, 1947
12 8023 403 77 112 77 122 May 28, 1954
13 8024 404 77 113 77 123 11/14/1951
14th 8025 405 77 114 77 124 11/14/1951
15th 8026 406 77 115 77 125 August 13, 1952
16 8027 407 77 116 77 126 10/10/1944 Loss of war
17th 8028 408 77 117 77 127 August 14, 1950
18th 8029 409 77 118 77 128 August 14, 1950
19th 8030 410 77 119 77 129 11/14/1951
Bavarian Pt 3/6, 77.1 Track no. Surname (provisionally) (final)
1 Krauss 1923 7991 6101 77 110 77 110 August 14, 1950
2 7992 6102 77 111 77 111 July 1, 1946 apparently retired due to war damage
3 7993 6103 77 112 77 112 July 1, 1946 apparently retired due to war damage
4th 7994 6104 77 113 77 113 August 14, 1950
5 7995 6105 77 114 77 114 August 14, 1950
6th 7996 6106 77 115 77 115 August 14, 1950
7th 7997 6107 77 116 77 116 August 14, 1947 apparently retired due to war damage
8th 7998 6108 77 117 77 117 August 14, 1950
9 7999 6109 77 118 77 118 August 14, 1947 apparently retired due to war damage
10 8000 6110 77 119 77 119 August 14, 1950 intended for museum preservation released for scrapping in 1951

Individual evidence

  1. ↑ a b Spielhoff, Locomotives of the Palatinate Railways, page 87
  2. ↑ a b Spielhoff, Locomotives of the Palatinate Railway, page 90
  3. ↑ a b Spielhoff, Locomotives of the Palatinate Railway, page 88
  4. ↑ a b by Welser / Hufschläger, Bayern Report 8, page 34
  5. ↑ Spielhoff, Locomotives of the Palatinate Railway, page 91
  6. ↑ a b Emich / Becker, the railways to Glan and Lauter, page 129
  7. ↑ Hans-Wolfgang Scharf, LokMagazin 94, Jan / Feb. 1974, documentation on the railways in the French Zone of occupation, February 1948

literature

  • Horst J. Obermayer: Paperback German steam locomotives. Control track . 2nd edition, Franckh'sche Verlagshandlung, Stuttgart 1971, ISBN 3-440-03643-X
  • Emich / Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .
  • Lothar Spielhoff: Locomotives of the Palatinate Railway . Jürgen Pepke, Germering 2011, ISBN 978-3-940798-15-2 .
  • Manfred Weisbrod, Hans Müller, Wolfgang Petznick: Steam locomotives 3rd series 61 to 98 . 4th edition, transpress Verlagsgesellschaft, Berlin 1994, ISBN 3-344-70841-4 , p. 85 ff.
  • Ludwig v. Welser, Helge Hufschläger: Bayern Report Issue 8 . Hermann Merker Verlag, Fürstenfeldbruck 1999, ISBN 3-89610-049-1 .
  • Karl Ernst Maedel, Alfred B. Gottwald: German steam locomotives. The history of development . Transpress Verlag, Stuttgart 1994/1999, ISBN 3-344-70912-7 , p. 211

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