DR series 39
| Prussian P 10 DR class 39 DB class 39 |
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 39 230 in Bochum-Dahlhausen (October 5, 1985)
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| Number: | 260 |
| Manufacturer: | Borsig |
| Year of construction (s): | 1922-1927 |
| Retirement: | 1967 |
| Type : | 1'D1 'h3 |
| Genre : | P 46.19 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,890 mm |
| Fixed wheelbase: | 4,000 mm |
| Total wheelbase: | 11,600 mm |
| Empty mass: | 100.4 t |
| Service mass: | 110.4 t |
| Service mass with tender: | 175.5 t (with tender pr 2'2 'T 31.5 and full stocks) |
| Friction mass: | 75.7 t |
| Wheel set mass : | 19.4 t |
| Top speed: | 110 km / h |
| Indexed performance : | 1,620 PSi / 1192 kW |
| Starting tractive effort: | ~ 169 kN |
| Driving wheel diameter: | 1,750 mm |
| Impeller diameter front: | 1,000 mm |
| Rear wheel diameter: | 1,100 mm |
| Control type : | Heusinger |
| Number of cylinders: | 3 |
| Cylinder diameter: | 520 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 14 bar |
| Number of heating pipes: | 138 |
| Number of smoke tubes: | 34 |
| Heating pipe length: | 5,800 mm |
| Grate area: | 4.07 m² |
| Radiant heating surface: | 17.51 m² |
| Tubular heating surface: | 200.65 m² |
| Superheater area : | 82.00 m² |
| Evaporation heating surface: | 218.16 m² |
| Tender: | pr 2'2 'T 31.5 or 2'2' T 34 |
| Water supply: | 31.5 or 34 m³, depending on the tender |
| Fuel supply: | 7, 7.5 or 10 t, depending on the tender |
| Brake: | Single-chamber quick brake type Knorr |
| Train heating: | steam |
The steam locomotives of the class 39 were a Tender-passenger locomotives with a leading carrying axle , four driving axles and a trailing barrel axis ( BB wheel 1'D1 ', called Mikado ) of the German National Railroad .
Development, procurement and operational history
The locomotive design was the last passenger locomotive developed by the Prussian State Railways as the P 10 . It should be used in front of heavy express trains as well as passenger trains in the low mountain ranges and make uneconomical tensioning services superfluous there. A first draft was made by the Borsig company under the direction of chief engineer August Meister as early as 1919; however, delivery was delayed until 1922 when the Deutsche Reichsbahn was founded.
The four-way coupled machines with their three-cylinder engines were the most powerful passenger locomotives of the Deutsche Länderbahnen and were still procured by the Deutsche Reichsbahn. However, the design clearly exceeded the planned axle load of 17 t, so that some of the locomotives could only be used after some lines had been expanded. So were z. B. 1923 parked some machines in Luckenwalde until the Elbe bridge Wittenberg was reinforced accordingly.
Up to 1927 a total of 260 machines were produced and among others on the Anhalter Bahn , on the Main-Weser-Bahn and the Ruhr-Sieg-Route , on the Eifelbahn , up to the replacement by diesel locomotives of the series 221 on the Schwarzwaldbahn and the Gäubahn as well as in Saxony used. With the introduction of the 39 series, the Badische IV f between Strasbourg or Kehl and Stuttgart was replaced before the Orient Express until the outbreak of the Second World War. Although classified as passenger locomotives, the locomotives were often used in the low mountain range before express trains, where they were superior to express locomotives.
They were originally with a Tender respondents to type pr 2'2 'T 31.5 equipped. The German Federal Railroad equipped many of the 152 units that remained with it with Witte smoke deflectors and type 2'2 'T 34 tenders . The last three vehicles based in Stuttgart were retired in 1967.
At the Deutsche Reichsbahn in the German Democratic Republic , the Prussian P 10s were initially indispensable and were therefore included in the reconstruction program, especially as they were particularly demanding for the stokers due to the retracted firebox. The 85 Rekoloks were incorporated as class 22 . For the longer Rekokessel the frame had to be shoed behind the fourth coupling axle. The wheelbase increased to 12,150 millimeters. The Prussian coupling box was replaced by a standard coupling box, which meant that the engines could be coupled to any standard tender. The driver's cab was also replaced by one of the standard design. As electrification progressed, however, the P 10 became dispensable after around ten years, especially since the three-cylinder engine made them more maintenance-intensive than comparable twin machines. Only a few machines that had not yet been retired in 1970 were renamed with the introduction of the EDP numbers in the 39.10 series. The still quite new boilers continued to be used on the 03 series machines .
Constructive features and capabilities
The P 10 were equipped with a bar frame made of 100 mm thick steel plates. The boiler was fed by a composite feed pump with a downstream surface preheater; a suction steam jet pump was available as a second feed device. The Belpaire design was used for the standing kettle developing above the frame . In the rear part, the standing boiler extended widely beyond the frame, whereas it was drawn in towards the front for reasons of space between the wheels of the last coupling axle. This also resulted in the trapezoidal grate shape of the P 10.
The three-cylinder superheated steam engine, which was decided among other things with regard to the more even torque development and the lower piston pressures, was arranged in one plane (with an inclined central cylinder) and acted on the second coupling axis. All cylinders were equipped with an independent Heusinger control , but the control of the central cylinder was driven by the left counter crank of the third coupling axle.
Although the locomotives with possible express train loads of 780 tonnes at 95 km / h on the flat and 825 tonnes at 30 km / h on a gradient of 10 per thousand easily fulfilled the range of services provided by the customer , the locomotive , headed by Richard Paul Wagner at the time, was -Versuchsamt Grunewald not really satisfied with the performance during the test, as a theoretically determined higher performance was expected. The main cause was a lack of combustion air supply. Modifications to the induced draft system ordered by Wagner remained inconclusive, and no better fire fanning was achieved.
It was not until 1954 that the Deutsche Bundesbahn, on the orders of Friedrich Witte , converted the air supply to the grate and the induced draft system (with regard to the blowpipe and chimney dimensions) of the 39 119 locomotive. As a result of the conversion, the boiler output could be increased by 42% compared to the original version to 18 tons of steam per hour with a heating surface load of 83 kg / m²h, then pull hook outputs of 2,000 PSe were possible.
Despite this result, the rest of the DB machines were not converted. According to another reading, over 50 locomotives were converted.
Other weak points in the construction were the standing tank with its trapezoidal floor plan, which tended to break the studs, and the too weakly designed control rods.
Preserved machines
The DB Museum owns the 39 230, which is currently on view in the German Steam Locomotive Museum in Neuenmarkt-Wirsberg. 39 184 is in the non-public works museum of Alstom (previously LHB) in Salzgitter-Watenstedt.
literature
- Hansjürgen Wenzel: The class 39: the history of the Prussian P 10 . EK Verlag, Freiburg 2002, ISBN 3-88255-138-0 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: Steam Locomotive Archive , Volume 1 . transpress VEB Verlag for Transport, Berlin 1976, p. 242 ff., p. 279
- Hendrik Bloem, Fritz Wolff: One fought alone. Class 39 - the low mountain range locomotive of the DB. In: Eisenbahn Journal , June 2017, pp. 16–28.
