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| DR Class 01.5 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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 01 519 at Schifferstadt, October 2005 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The DR Class 01.5 was the designation given by the Deutsche Reichsbahn in East Germany to express train locomotives that were 'reconstructed' from those of the pre-war DRG Class 01.
In 1962 the repair shop (Reichsbahnausbesserungswerk) of RAW Meiningen rebuilt 35 Class 01 engines. At that time the locomotives were still vital for heavy passenger train duties, but the locomotive frame and boiler were so worn that it was essential to replace them. Like the DB rebuilds in West Germany after the Second World War, only those locomotives with more powerful brakes (i.e. those from no. 01 102 onwards) and 1000 mm carrying wheels were converted.
The rebuild did not just involve the installation of a new boiler; the entire locomotive underwent modification. The most obvious external change was the steam space cover running the length of the boiler barrel and copied from the ČSD Class 477.0, which lent the locomotives a sleek, modern appearance. The large smoke deflectors too were replaced by smaller ones with the upper front corners clipped off at an angle.
The new boiler made the so-called Reko-01 (Reko is short for Rekolokomotive ) into the most powerful German express train steam locomotive. In addition to a combustion chamber and the well-known IfS mixer-preheater, the 01.5's boiler was fitted with three full bore boiler safety valves (Ackermann valves, nominal width 60). The engines were given Trofimoff valves and, apart from 01 501 and 01 520, new welded cylinders. The new boiler came with a new, welded driver's cab with upholstered seats, side-pull regulator and other improvements to the working conditions of the locomotive crew, as well as an Indusi system. The latter was required for the border-crossing traffic to Bebra and Hamburg-Altona and services on the Dresden-Berlin line. Because the coupled wheelsets on many engines had to be replaced due to fractured spokes, eight examples (502, 504, 508, 509, 511, 513, 517, 518) were fitted with Boxpok wheels made of cast iron, like those already used in the Soviet Union and the United States. These did not prove themselves, however, due to manufacturing defects and were later swapped out for spoked wheels from retired 01s. In order to hide the ugly wheelsets, the Boxpok locomotives and several other vehicles were fitted with full skirts.
From locomotive number 01 519, all the locomotives were given oil-firing systems when rebuilt, which enabled a further increase in performance. Apart from the seven engines at Berlin Ostbahnhof locomotive depot, all the other engines were later converted to primary oil-firing. The tenders could carry 13.5 tonnes of heavy fuel oil. During the course of the oil crisis in the early 1980s all the oil-fired locomotives were withdrawn. All of the locomotives were originally meant to remain in service for two maintenance periods (each of 6 years), however every locomotive exceeded this. After they were withdrawn from active duty, several engines were used as heating locomotives. Number 01 519 was refurbished in 1990-91 from being a heating engine, and was made fully operational by the DR. It was not taken out of service until 1991.
Number 01 516, at the time already sporting its computer number 01 1516-2, achieved regrettable notoriety, when on 27 November 1977 its boiler exploded at Bitterfeld station due to a lack of water, killing not only the crew of 2, but another 7 bystanders, and injuring more than 50 people. This was the last boiler explosion in Germany. Such a mishap had been seen at the time as inconceivable because the technical condition of the boilers was checked thoroughly and it was believed that appropriately trained crews - not least for their own interests - would follow the proper safety procedures.
On a similar journey with experienced staff in spring 1978 an attempt was made to investigate the circumstances of the accident. The DR's investigation report, which was not made public, showed that the regular engine driver was being retrained as an electric locomotive driver and had been replaced by an engine driver who was more actively involved in everything. Because the stoker formed a close-knit team with his regular driver and was not used to this situation, a lack of communication led to a shortage of water on the approach to Bitterfeld station.
The accident had no knock-on effect on the employment of steam locomotives in the GDR.
Five DR Class 01.5 steam locomotives have been preserved (as at 08/2008):
| Number | Rebuilt from | Rebuild year | Works No. |
|---|---|---|---|
| 01 501 | 01 174 | 1962 | 103 |
| 01 502 | 01 157 | 1962 | 104 |
| 01 503 | 01 142 | 1962 | 105 |
| 01 504 | 01 224 | 1962 | 106 |
| 01 505 | 01 121 | 1962 | 107 |
| 01 506 | 01 127 | 1962 | 108 |
| 01 507 | 01 136 | 1962 | 109 |
| 01 508 | 01 153 | 1963 | 110 |
| 01 509 | 01 143 | 1963 | 111 |
| 01 510 | 01 139 | 1963 | 112 |
| 01 511 | 01 218 | 1963 | 113 |
| 01 512 | 01 175 | 1963 | 114 |
| 01 513 | 01 152 | 1963 | 115 |
| 01 514 | 01 208 | 1963 | 116 |
| 01 515 | 01 160 | 1963 | 117 |
| 01 516 | 01 117 | 1963 | 118 |
| 01 517 | 01 107 | 1963 | 119 |
| 01 518 | 01 185 | 1963 | 120 |
| 01 519 | 01 186 | 1964 | 122 |
| 01 520 | 01 162 | 1964 | 123 |
| 01 521 | 01 144 | 1964 | 124 |
| 01 522 | 01 184 | 1964 | 125 |
| 01 523 | 01 191 | 1964 | 126 |
| 01 524 | 01 129 | 1964 | 127 |
| 01 525 | 01 219 | 1964 | 128 |
| 01 526 | 01 163 | 1964 | 129 |
| 01 527 | 01 225 | 1964 | 130 |
| 01 528 | 01 119 | 1964 | 131 |
| 01 529 | 01 205 | 1964 | 132 |
| 01 530 | 01 221 | 1964 | 133 |
| 01 531 | 01 158 | 1964 | 134 |
| 01 532 | 01 135 | 1964 | 135 |
| 01 533 | 01 116 | 1964 | 137 |
| 01 534 | 01 203 | 1965 | 138 |
| 01 535 | 01 156 | 1965 | 139 |
Classes of German steam locomotives | ||
|---|---|---|
| Deutsche Bundesbahn (DB) Neubaulok classes |  | |
| Deutsche Bundesbahn (DB) Umbaulok (rebuild) classes | ||
| Deutsche Reichsbahn (DR) Neubaulok classes | ||
| Deutsche Reichsbahn (DR) Rekolok classes | ||
| Deutsche Reichsbahn-Gesellschaft (DRG) classes | ||
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 Class S 3/6 steam locomotives of the Royal Bavarian State Railways were express train locomotives with a 4-6-2 Pacific or 2'C1' wheel arrangement.
The Bavarian Class D VIII were saturated steam locomotives with the Royal Bavarian State Railways.
The Bavarian Class D VI were German, 0-4-0, steam locomotives of the Royal Bavarian State Railways. They were light, twin-coupled, saturated steam, tank engines. Maffei supplied the first 30 locomotives from 1880 to 1883, and Krauss delivered a further 23 up to 1894.
The Class 44 was a ten-coupled, heavy goods train steam locomotive built for the Deutsche Reichsbahn as a standard steam engine class (Einheitsdampflokomotive). Its sub-class was G 56.20 and it had triple cylinders. It was intended for hauling goods trains of up to 1,200 tonnes on the routes through Germany's hilly regions (Mittelgebirge) and up to 600 tonnes on steep inclines. They were numbered 44 001-44 1989.
The German Class 41 steam locomotives were standard goods train engines (Einheitslokomotiven) operated by the Deutsche Reichsbahn (DRB) and built from 1937 to 1941.
The German DRG Class 02 engines were standard (Einheitslokomotiven) express train locomotives with the Deutsche Reichsbahn-Gesellschaft. Number 02 001 was the first Einheitsdampflokomotive in the DRG to be completed.
The Class 62 engines were standard passenger train tank locomotives of Germany's Deutsche Reichsbahn-Gesellschaft (DRG).
The German Class 03.10 engines were standard steam locomotives (Einheitsdampflokomotiven) belonging to the Deutsche Reichsbahn and designed for hauling express trains.
The engines of DR Class 99.23 are metre gauge tank locomotives, that were procured by the Deutsche Reichsbahn (DR) in East Germany from 1954 to 1956. When they entered service they had operating numbers 99 231–99 247. Today they are numbered 99 7231–99 7247.
The Rekolokomotives of DR Class 52.80 first appeared in 1960 in service with the Deutsche Reichsbahn in East Germany as extensive rebuilds of the wartime locomotives or Kriegslokomotiven of the DRB Class 52 built by Nazi Germany. This modernisation, described as 'reconstruction', extended to almost all of the components and systems on the engine.
The steam locomotives of DR Class 22 were reconstructed passenger train locomotives in service with the Deutsche Reichsbahn in East Germany after the Second World War.
The steam locomotives of DR Class 99.77–79 were ordered by the Deutsche Reichsbahn in East Germany after the Second World War. They were narrow gauge locomotives with a 750 mm rail gauge and were built for the narrow gauge lines in Saxony. The locomotives were largely identical to the DRG Class 99.73–76 standard locomotives (Einheitslokomotiven) built in the 1930s. To differentiate them from their predecessors they were described as Neubaulokomotiven or newly designed engines.
After the Second World War, the Deutsche Reichsbahn in East Germany had a requirement for powerful goods train locomotives with a 15-18 tonne axle load for routes in the Mittelgebirge, the mountainous areas in the south of the country. As a result, the DR Class 58.30 emerged, as part of the so-called 'reconstruction programme', based on rebuilds of the former Prussian G 12 locomotives. Between 1958 and 1962, 56 locomotives, originally from various state railways were converted at the former repair shop, RAW Zwickau.
The Saxon Class XX were German eight-coupled express train, tender locomotives built for the Royal Saxon State Railways just after the First World War. The locomotives, which became known as the 'Pride of Saxony' (Sachsenstolz) were the first and only German express locomotives with a 2-8-2 wheel arrangement and, at the time of their appearance, were the largest express engines in the whole of Europe. In 1925, the Deutsche Reichsbahn grouped these locomotive into their DRG Class 19.0.
The Saxon Class XIV T locomotives were six-coupled tank engines operated by the Royal Saxon State Railways for mixed duties on main and branch lines. In 1925, the Deutsche Reichsbahn grouped them into their DRG Class 75.5.
The Saxon Class VIII 2 was a twin-coupled tender locomotive procured for passenger services by the Royal Saxon State Railways. In 1925, the Deutsche Reichsbahn grouped these engines into their Class 36.9-10.
The Saxon Class V was a triple-coupled, goods train, tender locomotive operated by the Royal Saxon State Railways. In 1925, the Deutsche Reichsbahn regrouped the locomotives 25 into their DRG Class 53.6–7.
The class IV h (four-h) locomotives of the Grand Duchy of Baden State Railway (German: Großherzoglich Badische Staatseisenbahnen, G.Bad.St.E.) were express locomotives with a 4-6-2 (Pacific) wheel arrangement. They later passed to the Deutsche Reichsbahn, who classified them as class 183.
The Prussian G 7.2 was a class of 0-8-0 tender compound locomotives of the Prussian state railways. In the 1925 renumbering plan of Deutsche Reichsbahn, the former Prussian locomotives produced from 1895 to 1911 were given the class designation 55.7–13; while the locomotives of former Mecklenburgische Friedrich-Franz-Eisenbahn (MFFE) locomotives were classified as 55.57.