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43-594: The society was founded in 1976 and was originally called the Interessengemeinschaft 41 018. e.V. ('41 018 Interest Group') as the DRG Class 41 steam locomotive, no. 41 018, was purchased. This steam engine is registered as a technological monument in the state of Bavaria , Germany. The society has 11 members who are joint owners of the locomotives and who have succeeded in keeping and operating locomotive 41 018 for more than 30 years. The steam engine

86-582: A 2-8-0 wheel configuration. Continued adherence to this instruction would in the end have given the new engine no significant advantage over the Prussian goods train locomotives which were to be withdrawn. The Reichsbahn Central Office Engineering Works (RZM) eventually agreed to this proposal; the BMAG was tasked to develop the proposed design and produce two prototypes . In January 1937 the two prototype locomotives, 41 001 and 41 002, were delivered to

129-574: A comprehensive programme of journeys on the Deutsche Bahn 's railway network. The DR too had difficulties with boilers made of St 47 K steel. The reduction of boiler overpressure from 20 to 16 bar had certainly slowed their susceptibility to damage, but could not prevent it entirely. Of the 112 locomotives recorded in the DR fleet in 1955, only 12 had already been equipped with a '1943 Type' replacement boiler and were therefore safe. Problems with

172-486: A great number of locomotives were fitted with poppet valves, but they were common in steam cars and lorries, for example virtually all Sentinel lorries, locomotives and railcars used poppet valves. A very late British design, the SR Leader class , used sleeve valves adapted from internal combustion engines, but this class was not a success. In stationary steam engines , traction engines and marine engine practice,

215-608: A long time, both in terms of distance and time. Special steam trains are hauled by 41 018 in cooperation with other organisations. DRG Class 41 The German Class 41 steam locomotives were standard goods train engines ( Einheitslokomotiven ) operated by the Deutsche Reichsbahn (DRB) and built from 1937 to 1941. In the search for a new, fast, goods train locomotive, the Deutsche Reichsbahn-Gesellschaft (DRG) in 1934

258-617: A museum loco, now reclassified to Class 41 (the pre-1968 designation). The former DB locomotives, 41 105 and 41 241, have been preserved as representatives of their class by Stoom Stichting Nederland in the Netherlands . Number 41 018, an operational loco owned by the Munich Steam Locomotive Company , is stabled at the Augsburg Railway Park and 41 113 is exhibited in

301-508: A new general inspection service. The Meiningen repair shed refurbished a total of 23 locomotives of this class between 1980 and 1983. But by the end of September 1984, Oebisfelde shed withdrew the 41s and transferred its locomotives to Güsten shed. Göschwitz station, a satellite of Saalfeld shed was the next to send its 41s to the storage sidings in November 1986, and at the beginning of May 1988, Staßfurt (Bw Güsten ) parted company with

344-409: Is achieved by keeping the inlet valve open throughout the power stroke (thus having full boiler pressure, minus transmission losses, against the piston throughout the stroke) while peak efficiency is achieved by only having the inlet valve open for a short time and then letting the steam expand in the cylinder (expansive working). The point at which steam stops being admitted to the cylinder is known as

387-534: Is also known that some engines were running with 2 ′ 2 T 30 tenders. The advent of war increasingly stifled the purchase of fast goods train locomotives until, in January 1941, the existing orders were cancelled completely. On 2 June 1941, MF Esslingen delivered the last Class 41 locomotive, no. 41 352, to the DRB. With that a total of 366 engines of this class had been built in just under four years. After

430-450: Is complicated. Instead, a system of eccentrics , cranks and levers is generally used to control a D slide valve or piston valve from the motion. Generally, two simple harmonic motions with different fixed phase angles are added in varying proportions to provide an output motion that is variable in phase and amplitude. A variety of such mechanisms have been devised over the years, with varying success. Both slide and piston valves have

473-469: Is homed at the Augsburg Railway Park where the necessary work is also carried out. The following locomotives are owned by the DGM and stored at the Augsburg Railway Park : No. 042 018-2 was bought, because she was the best of the 29 surviving Class 41s , having only had an L2/H2.8 overhaul in 1975. She had completed just die 66,000 kilometer since her overhaul and could therefore continue to be worked for

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516-477: Is that one of the components of the motion is affected by the rise and fall of the locomotive on its springs. This probably explains why radial gears were largely superseded by Walschaerts-type gears in railway practice but continued to be used in traction and marine engines. These enable a 3-cylinder or 4-cylinder locomotive to be built with only two sets of valve gear. The best known is Gresley conjugated valve gear , used on 3-cylinder locomotives. Walschaerts gear

559-550: Is usually used for the two outside cylinders. Two levers connected to the outside cylinder valve rods drive the valve for the inside cylinder. Harold Holcroft devised a different method for conjugating valve gear by linking the middle cylinder to the combination lever assembly of an outside cylinder, creating the Holcroft valve gear derivative. On a 4-cylinder locomotive the arrangement is simpler. The valve gear may be inside or outside and only short rocking-shafts are needed to link

602-478: The cutoff , and the optimal position for this varies depending on the work being done and the tradeoff desired between power and efficiency. Steam engines are fitted with regulators ( throttles in US parlance) to vary the restriction on steam flow, but controlling the power via the cutoff setting is generally preferable since it makes for more efficient use of boiler steam. A further benefit may be obtained by admitting

645-693: The Czechoslovakian State Railways (CSD) after 1945. Number 41 034 as well as other locomotives (41 076, 41 082 and 41 312) from locomotive convoys ( reparations ) were left in the territory of the Soviet State Railway ( SZD ) and later transferred to the PKP. The fate of other locomotives is unknown. As a result of the employment of the two prototype locomotives at Schneidemühl (present-day Piła) locomotive shed in heading express cattle trains to Berlin,

688-775: The Second World War , 216 engines went into the Deutsche Bundesbahn fleet and 122 were left in the hands of the DR in East Germany . There is evidence that, in addition, 22 locomotives were left in the former Reichsbahn railway division of Breslau in Poland and later incorporated into the Polish State Railways (PKP) as Ot 1-1 to Ot 1-19. Number 41 153 was listed on the books of

731-519: The St 47 K boilers, however, increased massively. Repair welding did not produce the desired effect, but made the material even more brittle and the danger of cracks developing and boiler explosions was greater than before. And it was not just the Class 41 that was affected. Classes 03 , 03.10 and 50 , with boilers made of non-aging St 47 K , were also prone to damage. As a result of increasing difficulties

774-430: The cylinder and allow exhaust steam to escape, respectively, at the correct points in the cycle. It can also serve as a reversing gear . It is sometimes referred to as the "motion". In the simple case, this can be a relatively simple task as in the internal combustion engine in which the valves always open and close at the same points. This is not the ideal arrangement for a steam engine, though, because greatest power

817-517: The equalising beams . This was supposed to enable the locomotive to be more versatile in its use. Little or no use was made of this flexibility however. The Deutsche Bundesbahn and East German DR later left the bolts in the 18 t setting. The locomotives were, with the exception of the prototypes, coupled to 2 ′ 2 ′  T 34 tenders . The prototypes, 41 001 and 41 002, had 2 ′ 2 ′  T 32 tenders on delivery. From their use of 20-metre (65 ft 7 in) turntables , it

860-574: The list of preserved steam locomotives in Germany Currently the locomotives listed below have been preserved such that they are able to be displayed. Three are operational. A further 8 Rekolokomotiven are in varying states of repair. See the list of preserved steam locomotives in Germany Valve gear The valve gear of a steam engine is the mechanism that operates the inlet and exhaust valves to admit steam into

903-447: The 20- bar (290  psi ) boiler made of St 47 K steel , which aged and embrittled rapidly, soon caused major problems. As early as 1941, the DRB decreed a reduction of the permissible operating pressure to 16 bars (232 psi). In this way the wear and tear on the boiler could at least be slowed. The axle load of the locomotive could be switched between 18 t and 20 t by inserting bolts into different sockets in

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946-456: The Class 41 was not given a separate sub-class to distinguish Reko from non- Reko locomotives. Class 41 Rekoloks could be seen in regular train service until 1988. The second oil crisis in 1979/80, and its effect on the GDR 's economy, granted quite a number of Class 41 engines a short return to operational duties. Even several locomotives earmarked for scrapping were refurbished and were given

989-486: The DR had to withdraw over 300 locomotives from service in 1956 which abruptly led to an enormous shortage of engines. The urgent call for action which then resulted led at last to the development and subsequent ordering of a new boiler (later called the 39E ) that, with a few minor alterations, was also usable on locomotive classe 03, 03.10 and 39. Because the delivery of the new boilers kept being delayed, 21 Class 41 locomotives were simply fitted with replacement boilers to

1032-465: The DRG, who subsequently tested them thoroughly and bought them. The prototypes soon proved themselves, with their power, performance and quiet riding qualities, as well as their exceptional acceleration. In developing the Class 41, the principle of having standard locomotives ( Einheitsloks ) demonstrated the financial advantages of standardization. For example, the construction costs of the engine, through

1075-563: The Technical Museum at Sinsheim . The Osnabrück Steam Engine Friends are working hard to restore 41 052 to operational status, after it had stood for a long time as a monument at Osnabrück -Schinkel. Number 41 096 is preserved as operational loco at Klein-Mahner. Number 41 360 is operated by the Dampflok-Tradition Oberhausen e.V. Since the end of ban on steam locomotives, she has provided

1118-407: The course of the rebuild, the brakes on the front carrying axle were removed. The 39E Reko boiler fitted to the engines is a combustion chamber boiler and can generate 15 tons of steam per hour, thanks to the improved ratio of radiative to tube heating area. This is considerably higher than, for example, the new DB boiler which generates only 13.3 tons of steam per hour. Fitted with this boiler,

1161-455: The driver's cab, the front windows of which were equipped with demisting equipment. For the larger and heavier VMP 15-20 compounded mixer pump ( Verbundmischpumpe ) a new pump mount had to be built. This and the new mixer preheater apparatus required a different arrangement for the main air reservoir. The outside cylinders with a diameter of just 520 mm (20 in), originally designed for boiler pressures of 20 bar, were retained however. In

1204-425: The engine was able to exceed the performance requirements that it originally had for the 20 bar boilers, in spite of its small cylinders. The engines rebuilt in this way are classified as Rekolokomotiven . Following their conversion, the DR gave all Class 41 locomotives the extra digit 1 under their 1970 renumbering scheme, so that e.g. number 41 122 became number 41 1122-5. In contrast to other classes,

1247-653: The engines were unflatteringly christened Ochsenlok ( Oxen loco ). Because the boiler of these engines suffered from metal fatigue, they began to be repaired in the 1950s. Between 1957 and 1961, 107 vehicles were fitted with fully welded boilers, like those installed on the Class 03.10 . In addition the front part of the frame and the running plate were changed. Forty examples were converted to oil-firing with heavy oil. From 1968, these were designated as Class 042. The last Class 042 steam locomotives were retired in 1977 at Rheine locomotive shed. The photograph (right) shows one as

1290-400: The exhaust stroke. Early release wastes some energy in the steam, and early closure also wastes energy in compressing an otherwise unnecessarily large quantity of steam. Another effect of early cutoff is that the valve is moving quite slowly at the cutoff point, and this creates a constriction point causes the steam to enter the cylinder at less than full boiler pressure (called 'wire drawing' of

1333-501: The last Class 41 locomotive, 41 1231, in regular service in the DR. The Class 41 was the most versatile steam locomotive in the DR's engine fleet and hauled high-profile express and fast trains, as well as goods and passenger services. Number 41 1185 was a DR heritage locomotive, now in the ownership of the Nuremberg Transport Museum . A further 8 Rekolokomotiven are in varying states of repair. See

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1376-429: The limitation that intake and exhaust events are fixed in relation to each other and cannot be independently optimised. Lap is provided on steam edges of the valve, so that although the valve stroke reduces as cutoff is advanced, the valve is always fully opened to exhaust. However, as cutoff is shortened, the exhaust events also advance. The exhaust release point occurs earlier in the power stroke and compression earlier in

1419-462: The motion comes from a crank or eccentric. The other component comes from a separate source, usually the crosshead . Two eccentrics joined by a curved or straight link. A simple arrangement which works well at low speed. At high speed, a Walschaerts-type gear is said to give better steam distribution and higher efficiency. Both components of the motion come from a single crank or eccentric. A problem with this arrangement (when applied to locomotives)

1462-490: The old design by January 1959. Even the Meiningen repair shop made a complete copy of the old boiler for 41 075. Other damaged boilers were fully repaired and many parts replaced. Regardless of that, DR engineers worked on a "reconstruction programme for the recovery of the steam locomotive fleet". This envisaged, amongst other things, the modernisation of 102 Class 41 locomotives. The German term used for reconstruction

1505-459: The prototype locomotives, corner valve pressure compensators were omitted from the production locos and Nicolai pressure compensating tubular valves (later Karl Schultz valves ) were used to give a better ride when running light. On the valve gear , the normal lifting link ( Hängeeisen ) replaced the Kuhn slides of the prototypes which were expensive to manufacture. As with Classes 03, 45 and 50,

1548-599: The shortcomings of valves and valve gears were among the factors that lead to compound expansion . In stationary engines trip valves were also extensively used. Valve gear was a fertile field of invention, with probably several hundred variations devised over the years. However, only a small number of these saw any widespread use. They can be divided into those that drove the standard reciprocating valves (whether piston valves or slide valves), those used with poppet valves, and stationary engine trip gears used with semi-rotary Corliss valves or drop valves . One component of

1591-418: The steam to the cylinder slightly before front or back dead centre . This advanced admission (also known as lead steam ) assists in cushioning the inertia of the motion at high speed. In the internal combustion engine, this task is performed by cams on a camshaft driving poppet valves , but this arrangement is not commonly used with steam engines, partly because achieving variable engine timing using cams

1634-410: The steam, named after the process of making metal wire by drawing it through a hole), another wasteful thermodynamic effect visible on an indicator diagram . These inefficiencies drove the widespread experimentation in poppet valve gears for locomotives. Intake and exhaust poppet valves could be moved and controlled independently of each other, allowing for better control of the cycle. In the end, not

1677-651: The then transport minister, Erwin Kramer (1902–1979), to get started on the Reko programme. From 1959 onwards, 80 Class 41 locomotives were to be given the new 39E Reko boilers in the Zwickau and Karl Marx Stadt Reichsbahn repair shops ( Reichsbahnausbesserungswerke or RAW ). As part of the rebuild, IfS/DR mixer preheaters, pressure-compensating piston valves ( Trofimoff valves ) and new Stühren ash pans were installed. The wider outer firebox needed new front walls to

1720-626: The use of components from the simultaneously developed Class 03 , 06 and 45 engines, was under 10,000 Reichsmarks . From October 1938, the first full-scale production Class 41 locomotives were ordered by the now renamed (since February 1937) Deutsche Reichsbahn (DRB). All the well-known locomotive manufacturers in Germany participated in the building of the locomotives, including BMAG , Borsig , Maschinenfabrik Esslingen , Henschel & Sohn , Arnold Jung Lokomotivfabrik , Krauss-Maffei , Krupp , Orenstein & Koppel and Schichau . Unlike

1763-582: The valves on the inside and outside cylinders. Large stationary engines often used an advanced form of valve gear developed by George Henry Corliss, usually called Corliss valve gear . This gear used separate valves for inlet and exhaust so that the inlet cut-off could be controlled precisely. The use of separate valves and port passages for steam admission and exhaust significantly also reduced losses associated with cylinder condensation and re-evaporation. These features resulted in much improved efficiency. A locomotive's direction of travel and cut-off are set from

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1806-407: Was Rekonstrucktion or Reko for short, hence the subsequent designation of the locomotives as Rekolokomotiven or Rekoloks . Demarcation disputes, disagreements over the detail of the reconstruction programme and the continued non-delivery of the Reko boiler, delayed the start of work still further. Only the explosion of 03 1046's St47K boiler in 1958 at Wünsdorf led to pressure from

1849-472: Was attracted by the proposal from the Berliner Maschinenbau (BMAG, formerly Louis Schwartzkopff ) for a 2-8-2 (1 ′ D1 ′ h2) engine. The design, produced by Friedrich Wilhelm Eckhardt (1892–1961), differed from the DRG's original requirement for a 2-8-0 (1 ′ D) engine, because the required performance with an 18-ton axle load was easier to generate on a 2-8-2 engine rather than one with

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