387:. Together with the setting of the side and centre cranks on the wheel circumference, this gave a quieter ride and the higher number of piston strokes per wheel rotation produced a higher acceleration that met the demands of express services. On delivery these engines were fitted with streamlined shells. These were later removed for maintenance reasons, initially in the area of the running gear and then completely, after the end of the war, particularly as the expected improvement in tractive effort at speeds of over 140 km/h turned out to be less than expected.
334:. The state railways had had early and positive experience with this configuration, their engines being grouped into Reichsbahn classes 17 (4-6-0, 2´C h4v), 18.3, 18.4-5 (4-6-2, 2’C1’ h4v) and 19 (2-8-2, 1´D1´ h4v). In spite of its higher power and lower fuel consumption, however, higher maintenance costs meant that the Class 02 did not go into full production. Even the ten express train locomotives that were procured were later converted to two-cylinder engines.
40:
341:, which was a locomotive for light express trains on routes with rails designed for lower loads (maximum axle loads of 18 tons and locomotive powers of about 2,000 PS). The first pilot tests for high speed locomotives were carried out on this engine, and demonstrated that the riding qualities of a 2-cylinder locomotive at 140 km/h were still good.
85:
locomotives should be developed and ordered. Because the basic concepts for the new locomotives had not been decided, however, and in order to give the locomotive factories follow-on orders, it was decided in 1921 to continue to build proven state railway classes to begin with. These classes were given new
Reichsbahn classifications. Amongst them were the
153:- only small pre-production numbers were procured at first. Up to the end of the 1930s the state railway classes, taken over or re-ordered by the Reichsbahn, dominated the scene, in particular those of Prussian stock. The delay to the upgrade of routes also meant that additional classes with lower axle loads had to be developed, e.g. the classes
81:, 1914–18, considerably reduced the rolling stock of the German railways without regard to the variety of classes. Thus out of the 33,000 locomotives in the fleet (as at 1917), 8,000 had to be handed over. There was therefore a need to build new locomotives and to introduce a sensible degree of standardisation in procuring these new engines.
124:
as well as the choice between two-cylinder layouts or four-cylinder compounds), the design principles and a programme for the development of standard
Deutsche Reichsbahn locomotive classes emerged, of which the first were built in 1925. Playing a decisive role in these discussions was the head of the
348:
locomotive, which was also designed to standard locomotive principles, although only 3 examples were produced. The Class 05 was permitted to travel regularly at a top speed of 175 km/h and set the world speed record for steam engines of 200 km/h. This record was later officially beaten by
164:
In spite of the
Deutsche Reichsbahn's ambitious plans, their actual acquisition of locomotives, even from 1925 onwards, only reached about one tenth of the average procurement quantities for the years 1914-1920 and it remained at this level until 1938. The causes of this were the worldwide economic
507:
goods train locomotives. In order to raise performance and improve economy, the boiler pressure on the Class 45, and other classes, was increased to 20 bar experimentally. However the steel boiler used and the type of steel employed were not up to it, so that the pressure had to be reduced to the
69:
in 1924, the locomotive fleet of the new national railway administration still had 210 different types and classes of steam engine. This considerably hindered the flexible employment of locomotives within the railway network, and servicing and maintenance was very costly as a result of the large
84:
To that end a locomotive standards committee was convened by the
Reichsbahn. Even representatives of the locomotive industry took part in this standardisation process. Initially the question was posed as to whether proven state railway classes should continue to be built or whether new, modern
249:
Numerous improvements and optimisations were carried out on the new designs. For example, in the boiler, the heating areas and tube cross-sections were more carefully matched to one another to make best use of heat generation. At the same time the flow of smoke gases was optimised by the
182:), engines with an axle load of 15 tons were built in significant quantities. Now, however, there was a different objective: supporting the conduct of the war. So by 1945 the total number of standard and war locomotives had climbed to about 14,500 (33% of the total fleet).
487:) was designed for fast goods trains, e.g. for the transportation of fish and fruit. With its 1,600 mm wheel diameter it could reach a top speed of 90 km/h. That put it within the range of light express train duties, for which it was often used e.g. on the
70:
number of different spare parts that had to be stocked. In addition, production tolerances of individual components were so small that, often, even components for the same class of locomotive could only be used after further finishing work had been carried out.
165:
crises and the resulting reduction in demand for
Reichsbahn's railway services. Not until 1930 was the 500th standard locomotive built (2% of the total fleet), in 1934 the 1000th engine was delivered (4% of the total) and in 1938 there were 1,500
185:
This state of affairs stood in stark contrast to the image promoted by the
Deutsche Reichsbahn, that wanted to give the impression of a modern railway administration through its railway exhibitions, record speed runs, the introduction of the
136:
In fact the production of engines in the desired quantities could not be achieved at first, both for economic reasons and due to delays in the improvement of routes to take the higher axle loads. Of the classes with a 20-ton axle load -
206:
were used on the older steam locomotives as a support for the running gear and engine. For reasons of stability, this frame had to be of a certain height. To meet the increasing demands in performance on the newer engines, a larger
274:
The
Reichsbahn tried to have the fewest possible number of locomotive classes in operation and to make maximum use of the permitted axle loads, which were dependent on the type of track bed. The sequence of construction for the
364:, a still larger locomotive with a 4-8-4 wheel arrangement and a permitted top speed of 140 km/h, were built, because this class was unconvincing in terms of its riding qualities and the boiler characteristics.
190:
network and proud photographic news reports. In fact the low level of procurement was responsible for the fact that the average age of the locomotive fleet continued to rise in the years from 1925 to 1938.
538:'s railways. The 16 locomotives of this class were however retired as early as 1954 again because they tended to overheat at higher speeds and could only be used for shunting. As a replacement the
577:
was developed for the
Prussian, Bavarian, Baden and WĂĽrttemberg metre gauge railways. However, only 3 examples were built, all fitted with a Class 81 boiler. In 1932 the last narrow gauge
229:
can be recognised from their bar frame, their large, long boilers and corresponding short chimneys, the standardised appearance of systems like the bogies, driver's cabs and associated
215:
had a lower and more solid bar frame. In addition, the higher performance demanded, required a larger boiler heating area; this was achieved by extending the boiler barrel.
357:
locomotive, although criticism was expressed at the time that this took place on a descent and that the locomotive did not survive the record journey without damage.
105:(Class 18.5) was even procured right up to 1930. The Prussian G 12 (Class 58.10), which was not developed until 1917, effectively counted as the first German
683:
449:, each with a 20-ton axle load. As part of the drive towards standardisation, many components, such as the boilers, were largely identical with those of the
222:, etc., for as many classes as possible, enabled considerable savings to be achieved in construction, in repair and in the stocks of spares parts needed.
503:). Other engines built to standard designs, albeit in smaller numbers, appeared from 1936 in the shape of the heavy and especially powerful 2-10-2
116:
of 20 tons, led to the decision to develop new types of locomotive. After heated debates in the locomotive committee (e.g. about the design of the
319:
wheel arrangement. With a power of about 1,500 PS and top speeds of around 110 km/h, they no longer met the operating requirements.
304:
441:
would be necessary, standard goods train engines were procured too. First to appear after 1925 were the two-cylinder 2-10-0 locomotives of
172:
Not until 1939 did the procurement quantities rise significantly. With the introduction of a production programme for simpler
648:
109:, because it was employed by almost all the state railways and built by several locomotive factories across the whole Reich.
629:
615:
425:
locomotive was built for short main lines with numerous turn-arounds (termini). It had a top speed of 100 km/h.
66:
33:
433:
Because the improvement and replacement of the typical, former state railway, goods train locomotives such as the
678:
126:
112:
Technical and economic factors, as well as the
Reichsbahn's aim of improving main lines to handle a standard
566:
44:
211:
was required, for which there was not enough room for the high-sided plate frame. As a result, the new
413:
it was intended for long journeys with a top speed of 90 km/h as well as for light fast trains (
74:
279:
was driven by operational requirements and the age of the state railway classes to be replaced.
368:
531:
350:
291:, two-cylinder, express train locomotive emerged first, with a power of about 2,200 PS and
218:
The use of individual components or systems such as, for example, the boiler, the carrying
121:
8:
554:
The construction principles used for standard locomotives were also used for newly built
331:
296:
235:
130:
562:
625:
611:
488:
410:
230:
203:
401:
locomotive was developed in 1926 with an axle load of 15 tons and 920 PS. Nicknamed
379:. The third cylinder was located in the middle between the outer cylinders and its
344:
The development of high speed engines continued in 1935 with the appearance of the
239:
36:. Their manufacture made extensive use of standard design features and components.
29:
582:
574:
535:
512:
458:
398:
376:
372:
78:
594:
61:
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438:
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locomotive designs, that led into the construction of the war locomotives (the
102:
672:
354:
300:
98:
94:
90:
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527:
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516:
504:
484:
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goods train locomotive (many of whose parts were the same as those of the
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539:
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usual 16 bar. In many cases, the boilers were later completely replaced.
391:
312:
251:
173:
570:
255:
101:(Class 95), all of which continued to be manufactured until 1925. The
492:
178:
113:
638:, Band 1–4. Transpress VEB Verlag für Verkehrswesen Berlin 1976–1981
39:
558:
engines in order to reduce the cost of servicing and maintenance.
500:
496:
468:
tank engines arrived with a 15-ton axle load, as well as the 2-6-2
259:
421:, was developed for shuttle services on shorter routes. The 4-6-4
254:
tube system to minimise suction draught. The low position of the
117:
367:
In 1937 variants of classes 01 and 03 were developed with three
262:
at the front of the boiler is the least visible feature of the
219:
208:
194:
472:
tank locomotives (many parts being identical to those of the
316:
292:
523:
locomotive emerged in 1926 with a power of 860 PS.
282:
417:). From this locomotive a tank engine variant, the 2-6-2
65:) in Germany into the Reich railway in 1920 and into the
585:
with a 900 mm rail gauge. Three were built for the
428:
32:
built in
Germany after 1925 under the direction of the
20:("standard steam locomotives"), sometimes shortened to
660:
534:
were built for operations on the very tight curves of
476:) for passenger and goods traffic on branch lines.
634:Manfred Weisbrod, Hans MĂĽller, Wolfgang Petznick:
295:wheel arrangement. It was intended to relieve the
565:locomotives were built from 1928 to 1933 for the
670:
409:), it was aimed at duties in East Prussia. As a
608:Geschichte der deutschen Einheits-Lokomotiven.
684:Deutsche Reichsbahn-Gesellschaft locomotives
661:Steam locomotive construction and technology
59:Following the merger of the state railways (
622:Deutsche Eisenbahnen im Zweiten Weltkrieg
246:deflectors in front of the smokestacks.
242:and, later, the smaller and more elegant
38:
549:
283:Express and Passenger Train Locomotives
269:
671:
649:List of DRG locomotives and railbuses
429:Goods Train Locomotives and Shunters
127:Grunewald Locomotive Research Office
337:After 1930, it was followed by the
13:
14:
695:
654:
169:in existence (6% of the total).
233:, as well as the typical, large
67:Deutsche Reichsbahn-Gesellschaft
34:Deutsche Reichsbahn-Gesellschaft
330:with a 4-cylinder, superheated
202:In many cases, rivetted plate
54:
1:
600:
573:of 750 mm. In 1929 the
326:was an attempt to produce an
315:, compound configuration and
287:As a result, after 1925, the
589:('Spa Line'), the line from
567:Saxony narrow gauge railways
225:So, just externally, German
73:On top of that, substantial
7:
642:
532:Luttermöller cogwheel axles
299:, that consisted mainly of
45:Historic Railway, Frankfurt
10:
700:
464:In 1928 the lighter 2-8-2
311:with their four-cylinder,
624:Franckh, Stuttgart 1983,
610:Franckh, Stuttgart 1978,
360:Just two examples of the
195:Design Principles of the
542:, a new locomotive with
383:drove the cranked first
227:Einheitsdampflokomotiven
28:, were the standardized
18:Einheitsdampflokomotiven
530:engines with their two
445:and the three-cylinder
679:Steam locomotive types
457:was built as a 2-10-2
394:operations, the 2-6-0
97:(Class 58.10) and the
51:
620:Alfred B. Gottwaldt:
606:Alfred B. Gottwaldt:
42:
550:Narrow Gauge Engines
270:Type Diversification
264:Einheitslokomotiven
213:Einheitslokomotiven
197:Einheitslokomotiven
131:Richard Paul Wagner
89:(Class 38.10), the
77:as a result of the
43:Einheitslok of the
22:Einheitslokomotiven
515:duties, the 0-6-0
461:variant in 1932.
52:
489:Thuringian Forest
411:tender locomotive
204:locomotive frames
30:steam locomotives
691:
665:
526:The ten-coupled
240:smoke deflectors
93:(Class 39), the
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544:Beugniot bogies
536:Hamburg Harbour
491:lines (e.g. to
459:tank locomotive
431:
399:passenger train
332:compound engine
309:Bavarian S 3/5s
285:
272:
200:
79:First World War
57:
12:
11:
5:
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655:External links
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639:
636:Dampflokarchiv
632:
618:
602:
599:
581:appeared: the
563:Class 99.73-76
551:
548:
519:and the 0-8-0
435:Prussian G 8.3
430:
427:
381:connecting rod
301:Prussian S 10s
284:
281:
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258:in the larger
199:
193:
129:at that time,
103:Bavarian S 3/6
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355:LNER Class A4
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349:the English "
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297:DRG Class 17s
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99:Prussian T 20
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95:Prussian G 12
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91:Prussian P 10
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595:KĂĽhlungsborn
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556:narrow gauge
553:
525:
510:
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463:
432:
414:
406:
403:Steppenpferd
402:
389:
385:driving axle
366:
359:
343:
336:
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321:
305:Saxon XII Hs
289:DRG Class 01
286:
277:Einheitsloks
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87:Prussian P 8
83:
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62:Länderbahnen
60:
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48:DRG Class 01
26:Einheitsloks
25:
21:
17:
15:
664:(in German)
591:Bad Doberan
583:Class 99.32
579:Einheitslok
575:Class 99.22
392:branch line
377:Class 03.10
373:Class 01.10
328:Einheitslok
313:superheated
252:superheater
174:goods train
107:Einheitslok
75:reparations
55:Development
673:Categories
601:Literature
571:rail gauge
546:was used.
479:The 2-8-2
256:blast pipe
179:Kriegsloks
587:Bäderbahn
569:, with a
493:Meiningen
447:Class 44s
369:cylinders
122:fireboxes
114:axle load
643:See also
540:Class 82
528:Class 87
521:Class 81
517:Class 80
513:shunting
505:Class 45
501:Eisenach
497:Arnstadt
485:Class 03
481:Class 41
474:Class 24
470:Class 64
466:Class 86
455:Class 85
451:Class 01
443:Class 43
423:Class 62
419:Class 64
396:Class 24
362:Class 06
346:Class 05
339:Class 03
324:Class 02
260:smokebox
415:EilzĂĽge
371:as the
351:Mallard
231:tenders
118:boilers
50:in 2007
628:
614:
453:. The
236:Wagner
220:bogies
209:boiler
495:from
439:G 8.2
353:", a
317:4-6-0
293:4-6-2
244:Witte
626:ISBN
612:ISBN
511:For
499:and
437:and
390:For
375:and
322:The
307:and
157:and
149:and
120:and
16:The
593:to
188:SVT
161:.
24:or
675::
597:.
303:,
266:.
159:50
155:03
151:44
147:43
145:,
143:02
141:,
139:01
133:.
405:(
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