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Steam Locomotives of the Reichsbahn and Bundesbahn
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01 180 with new boiler from the Bundesbahn in front of 01 150
01 180 with new boiler from the Bundesbahn in front of 01 150
Christian Gebhardt

After the end of the First World War, in the course of the founding of the Weimar Republic, it was decided to place the Länderbahnen (state railways) under a joint administration. Thus, on April 1, 1920, the “Deutsche Reichseisenbahnen” (“German Imperial Railways”) were officially founded, which was soon renamed the “Deutsche Reichsbahn”. Due to the Dawes Plan, the Reichsbahn was privatized in 1924 and called the “Deutsche Reichsbahn Gesellschaft” so that its profits could be paid to the victorious powers as reparations.

A major challenge was to manage and effectively use the large number of different steam locomotives of the state railways. Although many of the locomotives were still state-of-the-art, their different properties made planning the ongoing operation more difficult. In the long term it was therefore necessary to standardize the vehicle fleet.

First, some particularly successful Länderbahn locomotives were procured by several Reichsbahn departments, such as the Prussian G 12. The Prussian P 8 and the Bavarian S 3/6 were also built for a few more years. When there were surplus locomotives in certain areas of work, the oldest machines of the Länderbahnen or those that were only available in small numbers were taken out of service first.

To manage the individual types, a class scheme was drawn up that assigned a number from 01 to 99 and possibly a sub-class to each type. The lowest numbers in each area were reserved for the new locomotives. On the other hand, many older locomotives were assigned a number, but they were no longer re-numbered on the key date in 1925 because they had already been retired.

The following numbers were assigned for different categories:

01-19 Express tender locomotives 

20-39 Passenger tender locomotives 

40-59 Freight tender locomotives 

60-79 Passenger tank locomotives 

80-96 Freight tank locomotives 

97 Rack tank locomotives 

98 Local railway tank locomotives 

99 Narrow gauge locomotives

Express train tender locomotives of the regional railways with the wheel arrangement 4-6-2 (Pacific) were sorted into the class 18. For example, the Saxon XVIII H became the class 180, i.e. with numbers from 18.001. The Bavarian S 3/6, which was available in large numbers, was given the number range 184-5, i.e. with numbers between 18 401 and 18 548. The Reichsbahn received almost 3,000 units of the Prussian P 8, these were given running numbers from 1001 and became the class 3810-40.

The standard locomotive program was created for the construction of new locomotives. The aim was to develop the largest possible number of classes for different fields of application with a large number of identical parts, economical production, simple maintenance and a long service life. Richard Paul Wagner, who was head of the design department from 1922, was in charge here and shaped many of the basic features of the standard locomotives.

A central element was the bar frame, which Wagner was able to experience on his study trips to the USA and which the Bavarian State Railway had also used. Due to its lower overall height, one had a freer hand in the design of the boiler and could use a firebox with more advantageous proportions. Even the driver's cabs, smoke deflectors and other externally visible assemblies showed at first glance that this was a standard locomotive of the Reichsbahn. Inside, for example, the steam paths were optimized in order to optimize performance and consumption without much effort.

In order to reduce production costs and simplify maintenance, compound engines were not used and the higher consumption was accepted. This was preceded by test runs with the class 01 express locomotives with two-cylinder engine and class 02 with four-cylinder compound engine. Since the 02 was only marginally more fuel efficient, the additional cost of the engine was not considered justified. Some have argued that the 02's engine was deliberately under-designed to achieve the desired result. The use of a third inner cylinder with simple expansion was also avoided as far as possible and only implemented in locomotives that required particularly smooth running at high speeds or high loads.

It was noticeable that the boilers of the standard locomotives were very long. The lack of a combustion chamber resulted in excessively long smoke tubes, which caused problems due to stresses with temperature differences. Later, the boilers were made of the harder steel alloy St 47k, so that they could be operated at 20 or even 25 bars instead of 16 bars. Later, the pressure had to be reduced again, as it was only recognized later that this steel became brittle over time and dangerous hairline cracks formed.

In general, innovations in steam locomotive construction often did not catch on with the standard locomotives in order not to have to modify the production facilities designed for mass production too much. Especially with the induced draft system, the traditional design was retained and no variable, cloverleaf-shaped or Kylchap blastpipes were used. They refused to install mechanical stokers to feed the grate and therefore relied on the muscle power of the firemen. With the most powerful locomotives, it was not uncommon for two firemen to be used at the same time in order to be able to shovel enough coal.

In the 1930s, the steam locomotives had to prove themselves against the new multiple units such as the “Flying Hamburger”, which easily reached high average speeds on routes with low traffic volumes. One result was the class 61 tank locomotive, which was designed to haul light passenger trains at speeds of up to 160 km/h. In general, many streamlined locomotives were built in the 1930s, which should consume less at high speeds. The fairing soon proved to be a hindrance to maintenance and caused some chassis components to overheat, which is why it was later removed.

In 1937 the Reichsbahn was nationalized by the National Socialists so that they could better use it for their own war plans. With the beginning of the Second World War, development in the area of express locomotives was virtually stopped and greater emphasis was placed on the mass production of freight locomotives. On the one hand, production of the heavy class 44 was only really getting going at this point, on the other hand, locomotives with low axle loads were being developed for use in the conquered territories.

One of the central points was the simplification of the production of existing locomotive types and the rationalization of production. The Gemeinschaft Großdeutscher Lokomotivfabriken (“Association of Greater-German Locomotive Builders”) was founded in order to manufacture different assemblies in individual plants and then assemble them in another plant. The simplification of the locomotives led first to the transitional wartime locomotives (“Übergangskriegslokomotiven”) and then to the wartime locomotives (“Kriegslokomotiven”), in which many parts were made more simply and other parts that were not necessary for operation were omitted. The resulting higher consumption was accepted. The service life of the individual locomotives could also be shorter, since they were considered dispensable after the expected victorious end of the war.

After the German defeat, it quickly became apparent that the railways in the western and eastern zones of occupation would soon separate. In the GDR, the name “Deutsche Reichsbahn” was continued, while in the FRG the Deutsche Bundesbahn was founded. Both sides first had to make ends meet with the material they had and repair the damaged infrastructure and vehicles. Only after a delay was it possible to produce new locomotives in large numbers.

Due to the accommodation of the victorious powers, the Bundesbahn was able to decide early on to switch to diesel and electric locomotives on a large scale. As a result, only a few new steam locomotives were developed and manufactured. Nevertheless, for some time one was dependent on the existing steam locomotives and had to extend their service life. Major work was needed on the wartime locomotives, which were of inferior quality, and on the boilers made of the problematic St 47k alloy. Many locomotives received completely new, welded boilers with combustion chambers, which increased performance.

The Reichsbahn in the GDR was in a much worse situation, as the Soviet Union demanded large reparation payments. For example, all functioning electric locomotives had to be handed in and all overhead lines were dismantled and taken to the Soviet Union. The second track was also dismantled and removed from double-track lines, and many industrial plants were generally dismantled as reparations. Thus, the Reichsbahn had a much more difficult start and a large-scale electrification or the construction of diesel locomotives was not foreseeable.

The focus was now on keeping the existing steam locomotives operational for several decades. After many locomotives had already undergone major modernizations, the Rekolok (“reconstructed locomotive”) program was launched in 1957. The locomotives were rebuilt from scratch, with new high-performance boilers also being used. Since the GDR could not obtain high-quality hard coal in large quantities, the boilers had to be designed for the use of lignite. This resulted in the 015 class, for example, which achieved significantly increased performance compared to the original 01.

View through the bar frame of the 01
View through the bar frame of the 01
Christian Gebhardt
The class 24 was developed with a low axle load for the steppes to be conquered in the Soviet Union
The class 24 was developed with a low axle load for the steppes to be conquered in the Soviet Union
Christian Gebhardt
The wartime locomotives of the class 52 came to many countries after the Second World War, here as the class 555 of the Czechoslovakian ČSD
The wartime locomotives of the class 52 came to many countries after the Second World War, here as the class 555 of the Czechoslovakian ČSD
Jan Kratochvíl
The class 23 was one of the few new-built steam locomotives on the Bundesbahn
The class 23 was one of the few new-built steam locomotives on the Bundesbahn
Klaus Nahr
German Federal Railway class 10
Germany | 1957
2 produced
10 001 on a works photo
10 001 on a works photo
Krupp

The two members of the class 10 were express locomotives that were built for the Bundesbahn in 1957 and represented the pinnacle in the development of German steam locomotives. Although they performed well and had an eye-catching appearance, it remained with the two prototypes and a service life of only eleven years due to the switch to diesel and electric traction.

According to the time, a welded boiler was used as in other new steam locomotives and the frame was no longer designed as a bar frame, but also made of welded sheet metal. The 10 001 was initially fired with coal via a mechanical stoker, supported by additional oil firing. The 10 002 was equipped with an oil main firing ex works and the first example was later converted to the same form. In contrast to earlier streamlined locomotives, the machines were not completely clad, but only received partial cladding in the lower area and a pointed smoke box door. In some cases, power measurements reach up to 3,000 hp and the consumption figures were better than with all other steam locomotives. However, the disadvantage of this powerful construction was that the axle load reached 22.8 tonnes and was therefore too high for a large part of the lines at that time.

As a result, there were only a few opportunities for the class 10 to show its full power potential. Although diesel locomotives were still less powerful at that time and the electrification of lines in many parts of Germany was not yet very advanced, the steam era was drawing to a close. After all, these two individual vehicles were retired in 1967 and 1968 and today only 10 001 is preserved, but not operational.

General
Built1957
ManufacturerKrupp
Axle config4-6-2 (Pacific) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length72 ft 9 7/16 in
Wheelbase41 ft 1 1/8 in
Rigid wheelbase15 ft 3 1/16 in
Total wheelbase72 ft 9 7/16 in
Empty weight240,083 lbs
Service weight262,129 lbs
Adhesive weight144,623 lbs
Axle load49,383 lbs
Water capacity10,567 us gal
Fuel capacity27,833 lbs (oil)
Boiler
Grate area46.2 sq ft
Firebox area236.8 sq ft
Tube heating area2,092.5 sq ft
Evaporative heating area2,329.3 sq ft
Superheater area1,137.7 sq ft
Total heating area3,467.1 sq ft
Power Plant
Driver diameter78.74 in
Boiler pressure261 psi
Expansion typesimple
Cylindersthree, 18 7/8 x 28 3/8 in
Power
Power sourcesteam
Indicated power2,467 hp (1,840 kW)
Top speed87 mph
Starting effort42,800 lbf
Calculated Values
Optimal speed37 mph
steam locomotive
express
streamline
last changed: 01/2022
German Federal Railway class 23
Germany | 1950
105 produced
The last built 23 105 in July 1985 in Amberg with the original lettering
The last built 23 105 in July 1985 in Amberg with the original lettering
Werner & Hansjörg Brutzer

After the war, both German railways developed a new steam locomotive from the prototypes of the advanced class 23 of 1941 in order to supplement their fleets, which had been decimated by the war, and to be able to replace the Prussian P 8 in the long term. While the variant of the Reichsbahn was first designated as class 2310 and later as class 035, the Bundesbahn variant was only given the designation 23.

Like its Eastern counterpart, modern technologies were used, such as a boiler with a combustion chamber, and most importantly, welding technology was widely used. Much attention was also paid to the chassis. The resulting locomotive showed a significantly increased power compared to the P 8 and immediately proved itself in use. It was one of the few locomotives with a tender that could also run backwards at maximum speed, even if this was limited to 85 km/h for safety reasons and the full 110 km/h was only permitted forwards.

In addition, with this class, great importance was attached to the working conditions of the crew, which made it one of the few German steam locomotives with a completely enclosed cab. Previously the cabs had been open at the back and partly on the sides, but in the class 23 there was a heated floor, a locker for clothes and even a possibility to heat food. In addition, 16 of the total of 105 examples were given push-pull train control for more efficient use in passenger transport with the control cars, which were still new at the time.

In spite of all these advantages, the end of the steam age was slowly approaching, and thus the class 23 did not survive the P 8 to be replaced by very many years. So it happened that the last P 8 was decommissioned by the Bundesbahn in 1974 for reasons of age, but the last 23 was also withdrawn in 1975 due to the changeover to the new types of traction.

General
Built1950-1959
ManufacturerHenschel, Jung, Krupp, Esslingen
Axle config2-6-2 (Prairie) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length69 ft 11 9/16 in
Wheelbase32 ft 5 3/4 in
Rigid wheelbase6 ft 6 3/4 in
Empty weight164,465 lbs
Service weight182,543 lbs
Adhesive weight123,459 lbs
Total weight319,229 lbs
Axle load41,667 lbs
Water capacity8,189 us gal
Fuel capacity17,637 lbs (coal)
Boiler
Grate area33.5 sq ft
Firebox area184.1 sq ft
Tube heating area1,498.1 sq ft
Evaporative heating area1,682.2 sq ft
Superheater area794.4 sq ft
Total heating area2,476.6 sq ft
Power Plant
Driver diameter68.9 in
Boiler pressure232 psi
Expansion typesimple
Cylinderstwo, 21 5/8 x 26 in
Power
Power sourcesteam
Indicated power1,777 hp (1,325 kW)
Top speed68 mph
Starting effort34,887 lbf
Calculated Values
Optimal speed32 mph
steam locomotive
passenger
last changed: 01/2022
View on YouTube
German Federal Railway class 5040
Rebuilt from... class 50
Germany | 1954
31 produced
50 4023 in August 1961 in Spich
50 4023 in August 1961 in Spich
Ben Brooksbank

After initial attempts with the Franco-Crosti boiler on the class 42 were unsuccessful due to corrosion damage, a new attempt was made in 1954 on a class 50 locomotive. Since this enabled a coal saving of 22 percent to be achieved, 30 other locomotives were converted in exactly the same way in 1958 and 1959. One problem was the smoke from the central chimney, which was improved with a wind deflector. As early as 1961, corrosion damage to the boiler was also found on these locomotives. Since the conversion measures now required were more expensive than the savings in coal, the locomotives were retired by 1967. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1954, 1958-1959
ManufacturerHenschel, AW Schwerte
Axle config2-10-0 (Decapod) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length75 ft 3 1/8 in
Wheelbase30 ft 2 3/16 in
Rigid wheelbase10 ft 9 15/16 in
Service weight199,739 lbs
Adhesive weight172,842 lbs
Total weight334,220 lbs
Axle load34,613 lbs
Water capacity6,868 us gal
Fuel capacity17,637 lbs (coal)
Boiler
Grate area32.8 sq ft
Firebox area186.2 sq ft
Tube heating area1,896.3 sq ft
Evaporative heating area2,082.5 sq ft
Superheater area525.3 sq ft
Total heating area2,607.8 sq ft
Power Plant
Driver diameter55.12 in
Boiler pressure232 psi
Expansion typesimple
Cylinderstwo, 23 5/8 x 26 in
Power
Power sourcesteam
Indicated power1,519 hp (1,133 kW)
Top speed50 mph
Starting effort51,897 lbf
Calculated Values
Optimal speed19 mph
steam locomotive
freight
rebuilt
Franco-Crosti boiler
last changed: 03/2023
German Federal Railway class 65
Germany | 1951
18 produced
65 018 in use at Stoom Stichting Nederland in October 2015
65 018 in use at Stoom Stichting Nederland in October 2015
Frans Berkelaar

The second tank locomotive within the new construction program of the Bundesbahn was a locomotive with the 2-8-4T wheel arrangement, which was intended for passenger and freight trains on shorter distances within urban areas. The maximum speed of 85 km/h was sufficient for this area of service and with an axle load of almost 17 tonnes, it could also be used on many secondary lines. Production comprised 13 engines in 1951 and five more between 1955 and 1956. The last seven were factory-equipped with push-pull controls and were intended for the Ruhr Valley Railway between Düsseldorf and Essen.

Technically, they corresponded to the other new-build locomotives of the Bundesbahn, i.e. they had a welded high-performance boiler and a fully enclosed cab. During the construction period there were some adjustments to the design. A surface preheater was used on the engines of the 1951 series and a mixing preheater on the later ones. Improvements were also made to the chassis in terms of running characteristics and the water tank on the later engines was no longer welded to the cab, as this had led to problems.

If you compare the reserves with the somewhat heavier 6510 of the Reichsbahn, it is noticeable that the coal capacity here was only 4.8 tonnes compared to nine tonnes for the Reichsbahn locomotive. This limited the operational area of the locomotives from the Bundesbahn, since the range was too small for many applications. As with all new build steam locomotives, the service life was very short. As early as 1966 the first ones were retired and number 65 018 was the last in 1972. This is kept operational in the Netherlands today.

General
Built1951, 1955-1956
ManufacturerKrauss-Maffei
Axle config2-8-4T (Berkshire) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length50 ft 9 1/4 in
Wheelbase39 ft 3 1/4 in
Rigid wheelbase17 ft 2 11/16 in
Empty weight179,015 lbs
Service weight237,217 lbs
Adhesive weight149,032 lbs
Axle load37,258 lbs
Water capacity3,778 us gal
Fuel capacity10,582 lbs (coal)
Boiler
Grate area28.7 sq ft
Firebox area159.3 sq ft
Tube heating area1,346.9 sq ft
Evaporative heating area1,506.2 sq ft
Superheater area677 sq ft
Total heating area2,183.2 sq ft
Power Plant
Driver diameter59.06 in
Boiler pressure203 psi
Expansion typesimple
Cylinderstwo, 22 7/16 x 26 in
Power
Power sourcesteam
Indicated power1,462 hp (1,090 kW)
Top speed53 mph
Starting effort38,253 lbf
Calculated Values
Optimal speed24 mph
steam locomotive
passenger
freight
suburban
tank locomotive
last changed: 01/2022
View on YouTube
German Federal Railway class 66
Germany | 1955
3 produced
66 002 in September 1982 in Bochum-Dahlhausen
66 002 in September 1982 in Bochum-Dahlhausen
MPW57

The class 66 tank locomotive was developed as one of the last new-build steam locomotives on the Bundesbahn, of which only two were built in 1955. In its basic design, it corresponded to the class 65, but was smaller and had one less coupled axle. In addition, it had a lower axle load for use on secondary lines and at the same time a larger coupling wheel diameter in order to still be able to reach 100 km/h. On the one hand, it was intended to replace old passenger locomotives such as the Prussian P 8 and T 18, but also freight locomotives such as the T 14. With a combustion chamber boiler, roller bearings and a direct-contact feed water heater, they corresponded to the current state of development. In addition, welding technology was consistently used in their production and the comfort of the crew was also taken into account when setting up the driver's cab.

Since the first mainline diesel locomotives suitable for operation on branch lines were ready for use at this time, no further units of the class 66 were built. The two existing engines were soon equipped with push-pull train controls and were mainly used for passenger transport. A third, almost identical locomotive was delivered to the Mülheim Ruhr Valley Railway in 1959. The Bundesbahn later took it over as road number 66 6006. The two examples originally built for the Bundesbahn were retired in 1967 and 1968 and today road number 66 002 can be viewed in the Bochum-Dahlhausen Railway Museum. In a contribution by Ulrich Budde in the forum “Drehscheibe Online” it is credibly described that the latter is actually 66 6006, which was subsequently given the other number.

General
Built1955
ManufacturerHenschel
Axle config2-6-4T (Adriatic) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length48 ft 4 11/16 in
Wheelbase36 ft 3 1/16 in
Rigid wheelbase12 ft 1 11/16 in
Empty weight153,882 lbs
Service weight207,014 lbs
Adhesive weight103,838 lbs
Axle load34,833 lbs
Water capacity3,698 us gal
Fuel capacity11,023 lbs (coal)
Boiler
Grate area21.1 sq ft
Firebox area122.7 sq ft
Tube heating area818.8 sq ft
Evaporative heating area941.5 sq ft
Superheater area485.8 sq ft
Total heating area1,427.3 sq ft
Power Plant
Driver diameter62.99 in
Boiler pressure232 psi
Expansion typesimple
Cylinderstwo, 18 1/2 x 26 in
Power
Power sourcesteam
Indicated power1,155 hp (861 kW)
Top speed62 mph
Starting effort27,864 lbf
Calculated Values
Optimal speed26 mph
steam locomotive
passenger
freight
tank locomotive
last changed: 01/2022
German Federal Railway class 82
Germany | 1950
41 produced
Image of locomotive
Maschinenfabrik Esslingen

The first new acquisition by the Bundesbahn was a powerful shunting locomotive that should also be able to be used in line service. It was intended to replace the class 87 with the vulnerable Luttermöller drive and ten-coupled Länderbahn tank locomotives. In the new class 82, only the third axle was fixed and two outer axles each were in a Beugniot bogie. This meant that the locomotives could be approved for 70 km/h and were used not only on large marshalling yards but also on steep ramps. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1950-1951, 1955
ManufacturerKrupp, Henschel, Esslingen
Axle config0-10-0T (Ten-coupled) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase21 ft 7 13/16 in
Rigid wheelbase0 ft 0 in
Empty weight153,662 lbs
Service weight202,384 lbs
Adhesive weight202,384 lbs
Axle load40,565 lbs
Water capacity2,906 us gal
Fuel capacity8,818 lbs (coal)
Boiler
Grate area25.7 sq ft
Firebox area135.6 sq ft
Tube heating area1,179.8 sq ft
Evaporative heating area1,315.5 sq ft
Superheater area558.6 sq ft
Total heating area1,874.1 sq ft
Power Plant
Driver diameter55.12 in
Boiler pressure203 psi
Expansion typesimple
Cylinderstwo, 23 5/8 x 26 in
Power
Power sourcesteam
Indicated power1,274 hp (950 kW)
Top speed43 mph
Starting effort45,412 lbf
Calculated Values
Optimal speed18 mph
steam locomotive
freight
switcher
tank locomotive
last changed: 03/2023
German Reichsbahn 07 1001
Rebuilt from... SNCF 231 E 18 (PO No. 3557)
Germany | 1953
only one produced
Model of the 07 1001, handcrafted by Michael Menzendorff
Model of the 07 1001, handcrafted by Michael Menzendorff

In the experiments with lignite dust due to the lack of hard coal in the GDR, some of the locomotives used were either captured during the war or remained on the Reichsbahn territory after the turmoil at the end of the war. One of them was a French express locomotive of the PO 3700 or 231 E series, which was considered one of the best of its kind with a well-engineered compound powerplant and an indicated power of 2,500 hp

It was numbered 07 1001 by the Reichsbahn and was given coal dust firing and a corresponding tender in 1953. Other conversions only affected the equipment in the cab, since the driver is located on the right side in Germany. The engine still worked after the de Glehn principle, which means that the outer high-pressure cylinders acted on the second coupled axle and the inner low-pressure cylinders acted on the first coupled axle

Although its permitted speed was not reduced in contrast to the 08 1001 tested shortly before, it was not really convincing in use on the Berlin-Dresden route. In addition, it was a one-off and the engine required very complex maintenance. It was thus retired in 1957 after only running around 50,000 km.

General
Built1953
ManufacturerBelfort, RAW Stendal
Axle config4-6-2 (Pacific) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length76 ft 11 7/16 in
Wheelbase35 ft 1 1/4 in
Rigid wheelbase13 ft 5 7/16 in
Service weight224,430 lbs
Adhesive weight112,436 lbs
Axle load37,479 lbs
Water capacity7,397 us gal
Fuel capacitycoal dust
Boiler
Grate area46.6 sq ft
Evaporative heating area2,145.2 sq ft
Superheater area861.1 sq ft
Total heating area3,006.4 sq ft
Power Plant
Driver diameter76.77 in
Boiler pressure232 psi
Expansion typecompound
Cylindersfour, HP: 16 9/16 x 25 9/16 in
and LP: 25 3/16 x 25 9/16 in
Power
Power sourcesteam
Estimated power2,467 hp (1,840 kW)
Top speed87 mph
Starting effort25,136 lbf
with start valve30,163 lbf
Calculated Values
Optimal speed63 mph
steam locomotive
express
rebuilt
De Glehn compound
last changed: 01/2022
German Reichsbahn 08 1001
Rebuilt from... SNCF 241 A 4 (Est No. 241.004)
Germany | 1952
only one produced
Image of locomotive

Even before the 07 1001, the Reichsbahn had rebuilt another French steam locomotive for firing with coal dust and numbered it 08 1001. It was a member of the class 241 A, which was built in 1931 for the French Eastern Railway and rested in Greifswald non-operational until 1952. As one of the few Mountain steam locomotives in Europe with a 4-8-2 wheel arrangement, it was an extraordinarily powerful express locomotive and was therefore ideal for trials with coal dust

Like the 07 1001, it had a four-cylinder de Glehn compound engine, the low and high pressure cylinders of which acted on the first and second driving axles and could be controlled separately, which was rarely used in Germany. The large combustion chamber favored the new type of firing, and so the rebuilding process began in 1952. However, the locomotive could not prove its efficiency because the boiler pressure had been reduced from 20 to 16 bars and the maximum speed was set at 110 km/h for safety reasons. The result was that the expectations had not been met and the locomotive was scrapped after just 34,000 km. The tests were then continued with the 07 1001, but also with relatively little success.

General
Built1952
ManufacturerFives-Lille, RAW Stendal
Axle config4-8-2 (Mountain) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length81 ft 4 3/8 in
Wheelbase43 ft 2 1/2 in
Rigid wheelbase20 ft 2 1/8 in
Service weight270,066 lbs
Adhesive weight171,079 lbs
Axle load42,770 lbs
Water capacity8,982 us gal
Fuel capacitycoal dust
Boiler
Grate area47.7 sq ft
Evaporative heating area2,402.5 sq ft
Superheater area1,014 sq ft
Total heating area3,416.5 sq ft
Power Plant
Driver diameter76.77 in
Boiler pressure232 psi
Expansion typecompound
Cylindersfour, HP: 17 11/16 x 28 3/8 in
and LP: 26 x 28 3/8 in
Power
Power sourcesteam
Estimated power3,446 hp (2,570 kW)
Top speed68 mph
Starting effort31,216 lbf
with start valve37,459 lbf
Calculated Values
Optimal speed70 mph
steam locomotive
express
rebuilt
De Glehn compound
last changed: 01/2022
German Reichsbahn 18 201
Germany | 1961
only one produced
18 201 with both tenders in June 2010 in Darmstadt-Kranichstein
18 201 with both tenders in June 2010 in Darmstadt-Kranichstein
Hugh Llewelyn

Around 1960, the Reichsbahn was looking for a fast locomotive that could be used to test the running characteristics of newly developed passenger cars. The choice fell on the building of a new steam locomotive, which had to fall back on parts from other machines. Large parts of the frame were taken from the streamlined tank locomotive 61 001, which once reached 175 km/h with its 2,300 mm coupled wheels. Other parts of the running gear and the outer cylinders came from the not very successful high-pressure locomotive H 45 024, while the middle cylinder was built from scratch. The result was completed in 1961 at RAW Meiningen, had partially streamlined fairing and was painted green.

The machine was able to reach 160 km/h in an early phase of testing and managed 176 km/h on the Velim railway test ring in November 1964. In the first few years, road number 18 201 was regularly used in express service between test runs, but this was discontinued after a few years due to signs of wear. In 1967 the main firing was changed from coal to oil. With the transfer to the computer numbering system, it became 02 0201-0. In 1972 the record was improved to 182.4 km/h, making it the fastest operational steam locomotive in the world.

After the locomotive was no longer required for test runs, it was used in front of special trains from 1980. Later it got a second tender that made it easier to cover long distances. Derailments and a lack of lathes for the large wheelsets caused problems on several occasions. After it was decommissioned in 1997, number 18 201 was bought up and refurbished by Dampf-Plus GmbH, which was specially founded for this purpose, so that it was able to run again in 2002.

Between April 2002 and 2005 it was painted red with donations from the model railway manufacturer Roco, until it was given a green color again. In 2011, 160 km/h was reached again during a special trip. After several changes of ownership, the machine, which has since been registered as a monument, was stored again in 2018 after the boiler deadline had expired. The new owner gave the locomotive in November 2019 for another general inspection. As of today, it is not operational again.

General
Built1961
ManufacturerRAW Meiningen
Axle config4-6-2 (Pacific) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length82 ft 5 15/16 in
Wheelbase43 ft 10 3/4 in
Rigid wheelbase16 ft 8 13/16 in
Empty weight225,974 lbs
Service weight250,445 lbs
Adhesive weight134,923 lbs
Total weight411,823 lbs
Axle load45,856 lbs
Water capacity8,982 us gal
Fuel capacity3,566 us gal (oil)
Boiler
Grate area45.5 sq ft
Firebox area229.3 sq ft
Tube heating area1,991.3 sq ft
Evaporative heating area2,220.6 sq ft
Superheater area902 sq ft
Total heating area3,122.6 sq ft
Power Plant
Driver diameter90.55 in
Boiler pressure236 psi
Expansion typesimple
Cylindersthree, 20 1/2 x 26 in
Power
Power sourcesteam
Indicated power2,119 hp (1,580 kW)
Top speed112 mph
Starting effort36,249 lbf
Calculated Values
Optimal speed37 mph
steam locomotive
express
streamline
rebuilt
last changed: 05/2024
German Reichsbahn class 01
Germany | 1926
231 produced
01 118 of the historic railway Frankfurt in original DRG lettering in May 2009
01 118 of the historic railway Frankfurt in original DRG lettering in May 2009
Eva Kröcher

The express locomotives of the class 01 were the first standard locomotives that the Reichsbahn purchased from 1925. These were two-cylinder Pacific locomotives. In contrast to the sister class 03 developed later, it had an axle load of 20 tonnes. This made a greater output possible, but limited service to the few lines which had already been upgraded at the time. Before series production began, a comparison was made with the otherwise almost identical class 02 with a four-cylinder compound engine, which the 01 was able to win.

Here, the features which all standard locomotives later had in common could be found for the first time. In part, modern advances in steam locomotive design were ignored to allow for a simpler, standardized design. These included the abandonment of a combustion chamber and using two- and three-cylinder engines with simple steam expansion instead of compound engines. Due to the boiler without a combustion chamber, the tubes were 6,800 mm long, which led to stresses in the material under heavy loads. These problems were also encountered with other large standard locomotives and they were only solved after the war when new boilers with a combustion chamber and thus shorter tubes were installed.

At the front, the large Wagner smoke deflectors and skirts were used, which led to a characteristic appearance. The top speed was initially 120 km/h, but was increased from 01 102 to 130 km/h by increasing the diameter of the front wheels from 850 to 1,000 mm and strengthening the brakes. The first batch used the shorter 2'2 T 30 tender with ten tonnes of coal and 30 cubic meters of water as a tender. Later the 2'2 T 32 was used with the same amount of coal and 32 cubic meters of water and over the years many machines were given the 2'2 T 34 from the class 44.

Series production in larger numbers did not begin until 1930, but a total of 231 had been built by 1938 and another ten were created from the rebuilding of the prototypes of the class 02. After the war, the 01 remained a very important flagship for express trains for both German railways for a long time. However, their condition made some modifications necessary, which were carried out on both sides. At the Bundesbahn they mainly received welded boilers with a combustion chamber, and at the Reichsbahn the changes were much more extensive. The resulting class 015 will be described in a separate article. The latter remained in use until 1982, while the withdrawal in the Bundesbahn was completed in 1973.

Variant1926 prototypes1927 variant1934 variant
General
Built19261927-19331934-1938
ManufacturerAEG, BMAG, Borsig, Henschel, Hohenzollern, Krupp
Axle config4-6-2 (Pacific) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length75 ft 7 1/2 in78 ft 6 1/2 in
Wheelbase39 ft 4 7/16 in
Rigid wheelbase15 ft 1 1/8 in
Service weight240,083 lbs244,933 lbs
Adhesive weight130,514 lbs
Axle load44,533 lbs
Water capacity7,925 us gal8,454 us gal8,982 us gal
Fuel capacity22,046 lbs (coal)
Boiler
Grate area47.5 sq ft46.5 sq ft
Firebox area183 sq ft
Tube heating area2,374.1 sq ft2,660.3 sq ft
Evaporative heating area2,557.1 sq ft2,843.3 sq ft
Superheater area1,076.4 sq ft914.9 sq ft
Total heating area3,633.5 sq ft3,758.2 sq ft
Variant1926 prototypes1927 variant1934 variant
Power Plant
Driver diameter78.74 in
Boiler pressure232 psi
Expansion typesimple
Cylinderstwo, 23 5/8 x 26 intwo, 25 9/16 x 26 in
Power
Power sourcesteam
Indicated power2,210 hp (1,648 kW)
Top speed75 mph81 mph
Starting effort36,328 lbf42,636 lbf
Calculated Values
Optimal speed39 mph33 mph
steam locomotive
express
last changed: 03/2022
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