Palatinate P 5
Palatine P 5 DR series 77 0 |
Palatine Pt 3/6 Bavarian Pt 3/6 DR series 77 1 |
|
---|---|---|
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
- ↑ a b Spielhoff, Locomotives of the Palatinate Railways, page 87
- ↑ a b Spielhoff, Locomotives of the Palatinate Railway, page 90
- ↑ a b Spielhoff, Locomotives of the Palatinate Railway, page 88
- ↑ a b by Welser / Hufschläger, Bayern Report 8, page 34
- ↑ Spielhoff, Locomotives of the Palatinate Railway, page 91
- ↑ a b Emich / Becker, the railways to Glan and Lauter, page 129
- ↑ 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