DRG Class 01
| DRG Class 01 | |
|---|---|
01 118 at Bahnhofsfest Königstein Pfingsten 2007
|
|
| Quantity | 231 + 10 former Class 02s |
| Manufacturer | AEG, BMAG, Borsig, Henschel, Hohenzollern, Krupp |
| Year(s) of manufacture | 1926–1938 |
| Retired | 1982 |
| Wheel arrangement | 4-6-2 |
| Axle arrangement | 2′C1′ h2 (Pacific) |
| Type | S 36.20 |
| Track gauge | 1,435 mm (4 ft 8 1⁄2 in) |
| Length over buffers | 23.940 m (78 ft 7 in) |
| Service weight | 108.9 tonnes (107.2 long tons; 120.0 short tons) |
| Adhesive weight | 59.2 tonnes (58.3 long tons; 65.3 short tons) |
| Axle load | 20.2 tonnes (19.9 long tons; 22.3 short tons) |
| Top speed | forwards: 120 or 130 km/h (75 or 81 mph) backwards: 50 km/h (31 mph) |
| Indicated Power | 1,648 kW (2,210 hp) |
| Driving wheel diameter | 2,000 mm (78.74 in) |
| Leading wheel diameter | 01 001–101, 233–242: 850 mm (33.46 in) 01 102–232: 1,000 mm (39.37 in) |
| Trailing wheel diameter | 1,250 mm (49.21 in) |
| Valve gear | Walschaerts (Heusinger) with lifting links |
| Cylinder bore | 01 001–010: 650 mm (25.59 in) 01 012–232: 600 mm (23.62 in) |
| Piston stroke | 660 mm (25.98 in) |
| Boiler Overpressure | 16 bar (1.60 MPa; 232 psi) |
| No. of heating tubes | 01 001–076: 129 01 077–: 107 |
| No. of smoke tubes | 01 001–076: 54 01 077–: 70 |
| Heating tube length | 01 001–076: 5,800 mm (228.3 in) 01 077–: 6,800 mm (267.7 in) |
| Grate area | 01 001–149, 233–242: 4.41 m2 (47.5 sq ft) 01 150–232: 4.32 m2 (46.5 sq ft) |
| Radiative heating area | 17 m2 (180 sq ft) |
| Superheater area | 01 001–076, 233–242: 100.00 m2 (1,076.4 sq ft) 01 077–232: 85.00 m2 (914.9 sq ft) |
| Evaporative heating area | 01 001–076, 233–242: 237.56 m2 (2,557.1 sq ft) 01 077–149: 247.25 m2 (2,661.4 sq ft) 01 150–232: 247.15 m2 (2,660.3 sq ft) |
| Tender | 2'2' T 30/32/34 |
| Water capacity | 30.0/32.0/34.0 m3 |
| Fuel | 10.0 t hard coal |
| Train heating | Steam |
| Henschel mixer preheater rebuild | |
|---|---|
| Service weight | 111.1 tonnes (109.3 long tons; 122.5 short tons) |
| Adhesive weight | 60.0 tonnes (59.1 long tons; 66.1 short tons) |
| Axle load | 20.0 tonnes (19.7 long tons; 22.0 short tons) |
| Indicated Power | 1,802 kW (2,417 hp) |
| Grate area | 4.31 m2 (46.4 sq ft) |
| Superheater area | 95.00 m2 (1,022.6 sq ft) |
| Evaporative heating area | 216.23 m2 (2,327.5 sq ft) |
| New DB boiler design rebuild | |
|---|---|
| Service weight | 108.3 tonnes (106.6 long tons; 119.4 short tons) |
| Adhesive weight | 57.6 tonnes (56.7 long tons; 63.5 short tons) |
| Axle load | 19.8 tonnes (19.5 long tons; 21.8 short tons) |
| Indicated Power | 1,714 kW (2,299 hp) |
| Grate area | 3.96 m2 (42.6 sq ft) |
| Superheater area | 100.54 m2 (1,082.2 sq ft) |
| Evaporative heating area | 193.09 m2 (2,078.4 sq ft) |
The Deutsche Reichsbahn-Gesellschaft's BR 01 steam locomotives were the first standardised (Einheitsdampflokomotive) steam express passenger locomotives built by the unified German railway system. They were of 4-6-2 "Pacific" wheel arrangement in the Whyte notation, or 2′C1′ h2 in the UIC classification. The idea of standardisation was that it would reduce maintenance costs; i.e. if a BR 01 whose engine shop was in, say, Berlin broke down in Dresden, instead of having to ship the necessary part from Berlin and take the locomotive out of service, a part from the Dresden shop could be used as all of the engines, parts, and workings were exactly the same and produced nationwide. Thus it was a "standard" product for engine shops.
The firms of AEG and Borsig, who were the main manufacturers of these engines, together with Henschel, Hohenzollern, Krupp and BMAG previously Schwartzkopff, delivered a total of 231 examples of this Einheitsdampflokomotive between 1926 and 1938 for the fast passenger services of the Deutsche Reichsbahn.
To begin with, 10 locomotives of this class were built with two-cylinder engines for comparison purposes alongside a similar batch of 10 engines of their sister Class 02, which had four-cylinder compounding. Extensive measurement and trial runs were conducted, but after lengthy discussions the controversial decision finally fell in favour of the two-cylinder configuration, which was simpler to maintain but less powerful and less economical than the four-cylinder compounds.
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Wikipedia