History
The first ten locomotives built in 1922 were ordered as T 20 Magdeburg 9201–9210, and because they were at first intended to be grouped into Class 77, were supplied as numbers 77 001 to 77 010. By 1923, they had been renumbered to 95 001–010. A total of 45 locomotives were built by 1924. Their areas of operations included the Sonneberg–Probstzella line, the Spessart ramp, the Franconian Forest Railway, the Geislingen ramp ( Geislinger Steige ), the Schiefe Ebene and the Rübeland Railway, where they earned their nickname Bergkönigin ('mountain queen').
The locomotives were the most powerful tank engines procured by the DRG. They could haul a train load of 2,060 tonnes (2,030 long tons; 2,270 short tons) at a speed of 50 km/h (31 mph) on level ground and could still manage 430 tonnes (420 long tons; 470 short tons) at 25 km/h (16 mph) on a 25‰ (2.5%) incline. Their very high adhesive weight of 95.3 tonnes (93.8 long tons; 105.1 short tons) enabled them to climb inclines of up to 70‰ (7%) without needing a rack, and their Riggenbach counter-pressure brake ensured that they could slow down with heavy loads while going downhill.
Of the 45 examples owned by the Reichsbahn, the Deutsche Bundesbahn took over 14 that, towards the end, were stationed in Aschaffenburg and used as pusher locomotives on the Spessart ramp. They were retired in 1958. Locomotives had also been stabled in Neuenmarkt-Wirsberg until 1952 for duties on the Schiefe Ebene.
31 locomotives ended up in the East German Deutsche Reichsbahn. Of these, 24 were rebuilt to oil-firing between 1971 and 1973 and ten were given a newly designed boiler. From 1970 the oil-fired engines were designated as DR Class 95.0 and the unconverted ones as DR Class 95.1. The last locomotives worked the line from Sonneberg to Eisfeld and were retired in 1981.
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 DB Class 66 was a class of two Deutsche Bundesbahn (DB) locomotives designed for fast goods train and passenger train services on the main and branch lines of Deutsche Bundesbahn (DB), the national railway of the former West Germany.
The Bavarian Class Gt 2×4/4 engine of the Royal Bavarian State Railways, was a heavy goods train tank locomotive of the Mallet type. It was later designated the DRG Class 96 by the DRG, DB and DR.
The Prussian G 8.1 was steam locomotive operated by the Prussian state railways. It was a heavier, stronger development of the G 8 and was initially referred to as a 'strengthened standard class'.
The Deutsche Reichsbahn Class 01.10 was a series of express steam locomotives. Developed at the end of the 1930s it was part of the standard locomotive programme (Einheitsdampflokomotiven). Modernized in the 1950s, the class lasted almost until the end of steam operation at the West German Deutsche Bundesbahn (DB).
The German Steam Locomotive Museum or DDM is located at the foot of the famous Schiefe Ebene ramp on the Ludwig South-North Railway in Neuenmarkt, Upper Franconia. This region is in northern Bavaria, Germany. The DDM was founded in 1977.
The Class 80 tank engines were German standard locomotives (Einheitsloks) with the Deutsche Reichsbahn. They were intended to replace the aging, rickety state railway line engines performing shunting duties in their dotage at large stations.
The Prussian T 18 was the last class of tank locomotives developed for the Prussian state railways. They were originally intended for services on the island of Rügen as replacements for Class T 12 and T 10 engines. They emerged when a class of locomotive was conceived in 1912 that was to handle express and passenger trains in border areas or in shuttle services on short routes. A tank engine design with symmetrical running gear was envisaged because, unlike a tender locomotive, it could run equally fast forwards and backwards and could be operated on return journeys without having to be turned on a turntable. Its power and top speed were to be the same as those of the P 8. Robert Garbe designed this 4-6-4 (2′C2′) tank locomotive for 100 km/h with a 17-ton axle load and contracted the Vulkan Werke in Stettin to build it. It was given the designation T 18.
The Württemberg Hz were 0-10-0 rack and adhesion steam locomotives, initially developed by the Royal Württemberg State Railways, but delivered to the Deutsche Reichsbahn-Gesellschaft (DRG) in the mid-1920s.
The locomotive type (Gattungszeichen) of a German steam locomotive was a secondary classification system introduced after 1924 by the Deutsche Reichsbahn-Gesellschaft (DRG) and comprised four parts:
- A letter from the adjacent table, that specified the type of locomotive.
- A number, usually two-digit, the first digit indicating the number of coupled axles and the second the total number of axles on the locomotive. Tender axles were not included.
- The permitted axle load in tonnes was given next, after a full stop separating it from the preceding axle information.
- If parts of the locomotive exceeded the loading gauge, this was indicated with a triangle over the axle load. If this was simply a removable chimney fitting, this was indicated with an additional bar above the point of the triangle.
The Württemberg Class K steam locomotives of the Royal Württemberg State Railways were the only twelve-coupled locomotives built for a German railway company.
The Schiefe Ebene is a steep incline on Bamberg–Hof section of the Ludwig South-North Railway in the region of Upper Franconia, in Bavaria, Germany.
The Oldenburg G 4.2 steam locomotives were goods train engines built for the Grand Duchy of Oldenburg State Railways between 1895 and 1909 in several series.
The Prussian T 16.1 locomotives were built for the Prussian state railways as goods train tank locomotives about the time of the First World War. Six examples were also procured by the Imperial Railways in Alsace-Lorraine.
The German express locomotive, number 18 201 of the Deutsche Reichsbahn in East Germany, appeared in 1960–61 at Meiningen Steam Locomotive Works as a conversion of the Henschel-Wegmann train locomotive 61 002, the tender from 44 468 and parts of H 45 024 and Class 41. It is the fastest operational steam locomotive in the world.
The Prussian T 9 was a class of German steam locomotive which included several types of tank engine, all with six coupled wheels and two carrying wheels operated by the Prussian state railways.
The Prussian Class T 14.1 was a German 2-8-2T, goods train, tank locomotive operated by the Prussian state railways and the Royal Württemberg State Railways. They were later incorporated by the Deutsche Reichsbahn into the DRG renumbering plan for steam locomotives as DRG Class 93.5–12.
Class T 5 of the Palatinate Railway was a German, goods train, tank locomotive class with five coupled axles and no carrying axles.
The Spessart Ramp is a 5.4 km long incline on the Main-Spessart Railway in southern Germany between Laufach at one end and the Schwarzkopf tunnel and Heigenbrücken at the other, with an average incline of 20 ‰. The ramp is part of Ludwig's Western Railway and the section from Würzburg via Aschaffenburg to the state border at Kahl am Main was opened on 1 October 1854 by the Royal Bavarian State Railways. The ramp enabled the difference in height between the Laufach valley and the Lohr valley to be overcome as it crossed the Spessart between Kahl am Main and Aschaffenburg on the one side and Würzburg/Bamberg on the other.
The Bamberg–Hof railway is a 127 kilometre-long main line that runs through Bavaria in southern Germany. The line runs from Bamberg via Lichtenfels, Kulmbach, Neuenmarkt-Wirsberg and Münchberg to Hof. The section from Hof to Neuenmarkt now forms part of the Saxon-Franconian trunk line.
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