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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.
The first Class 01 locomotive that went into service was not 01 001, but 01 008, which is preserved today in the Bochum-Dahlhausen Railway Museum. The mass production of Class 01s was somewhat delayed at first because in the 1920s there were neither enough routes with the necessary axle load of 20 tons nor sufficiently large turntables. Not until the beginning of the 1930s did the Class 01 become the predominant express train locomotive of the Deutsche Reichsbahn. By 1938 there were 231 Class 01 locomotives available for the prestigious express train duties. Another 10 four-cylinder Class 02 locomotives (01 111, 01 233–241) were converted to two-cylinder Class 01 models between 1937 to 1942. To accommodate for the many routes with axle load restrictions too low for Class 01 service, in the early 1930s, a third variant was created: the Class 03 designed with a two-cylinder engine and axle load of 18 ton, of which no less than 298 were built. Launched in 1939, the three-cylinder DRG Class 01.10 was a further development of the 01.
A total of five series or batches were delivered, each with minor variations: 01 001–010 (1926), 01 112–076 (1927–28), 01 077–101 (1930–31), 01 102–190 (1934–1936), 01 191–232 (1937–1938).
Even in the 1930s the employment of Class 01s was limited to the relatively few routes that had already been modified to take a 20 ton axle load. From Berlin outwards they were the Anhalt, Lehrte and Hamburg lines. The Berlin City Railway had first to be strengthened by reinforcing the viaduct arches. Up to 1930, the first 90 engines were stationed at the locomotive depots of Essen, Nuremberg, Erfurt P, Berlin Ahb, Hamm, Magdeburg Hbf, Kassel, Hanover, Hamburg Altona, Bebra and Offenburg. From 1931 they were also stabled at Frankfurt (M) 1, Berlin Leb, Braunschweig, Berlin Pog, Schneidemühl, Königsberg, Göttingen P, Paderborn, Dresden Alt, Breslau, Cologne Deutzerfeld, Hof and Halle P.
Originally, the Class 01's top speed was restricted to 120 km/h. In order to raise this to 130 km/h, the diameter of the leading wheels was changed from its original 850 mm to 1,000 mm on locomotives from operating number 01 102 onwards and brake effort was increased by installing double-sided working of the brake shoes on the coupled wheels and by braking the trailing wheels. The air and feed pumps were located in smokebox recesses behind the large Wagner smoke deflectors, which had been fitted from 01 077 onwards. (Earlier models were also refitted with Wagner type deflectors later). This made access to the pumps for maintenance purposes more difficult and later Einheitsloks had their pumps located in the middle of the vehicle on delivery. The Deutsche Bundesbahn converted their engines to the smaller Witte smoke deflectors and moved the pumps to the running board in the centre of the vehicle. The Deutsche Reichsbahn in East Germany shied away from such major changes to the load distribution, so that only minor modifications in appearance can be seen even in their last years.
From the third series (01 077 et seq.) the boilers were delivered with longer smoke tubes and thus a shorter firebox. All engines originally had a central lock for the smokebox door. The first locomotives had gas lighting on delivery; from 01 010 they had electrical lighting and the last few batches were given a third headlight.
The Class 01s were equipped with 2'2 T 30, 2'2' T 32 or 2'2' T 34 tenders. Their coal capacity was 10 tons of stone coal, and the water tank held either 30, 32 or 34 cubic metres of water. The prototype locomotives, 01 001 to 01 010, were supplied with the smaller 2'2 T 30 tenders, because there were not enough large turntables around. Later these tenders were only used if they were absolutely necessary, e.g. in cross-border services with the Netherlands. From the second series (01 012 et seq.) on, the Class 01 was furnished with rivetted 2'2' T 32 tenders. The welded tenders, class 2'2' T 34, appeared only by way of exchange (mainly from brand new Class 44) locomotives. Thereafter they were almost the only ones used during the war years and after the Second World War, because they had a larger water capacity.
Class 01 locomotives remained in service with the Deutsche Bundesbahn until 1973. In the DR, they were still working up to the early 1980s, largely in their original state with large smoke deflectors. They were legendary in their last years for hauling the D-Zug services on the Berlin-Dresden route up to autumn 1977. Only when the large Soviet DR Class 132 diesel locomotives arrived, the Class 01 express train locomotives were finally forced out of scheduled services in the GDR after almost 50 years.
30-1-26. On the eve of the final V set service, Comeng built chopper controlled V set V28 is spotted on the final V set service to Lithgow, this service would be plagued with several delays causing W597 to arrive into Lithgow 40 minutes behind and with car 3 being locked off.
The consist for this service is as follows:
V28
-DJM8114
-DIT9129
-DIT9183
-DJM8111
Porter's Place, Lehi, Utah. Named for Mormon "Avenging Angle" and body guard to Mormon Church founder Joseph Smith, Orrin Porter Rockwell. His moto was "Always shoot first that way they know you are armed."
More delays in the Mothership Storyline...
Have to take the cats around for walkies; they go a little crazy and get excitable if they get stuck inside too long...
(The next mothership chapter started getting huge while I was making the collages for it. Have to either cut it into parts or edit it down. Have some fun shots of Dania’s cats in the meantime!)
Mothership Dania Zarr and her two Necca Dog Alien Xenomorph “Cats.”
The side effect of shooting film is, by the time the film gets developed and scanned, spring is here
It's Wednesday and that means more World of Color.. or waiting for World of Color in this case. You know how things seem to go so slow when you are anxiously awaiting something exciting... the reflection on the water is a good example of how time slows down.
We were actually heading back when Priscilla exclaimed excitedly that we should stop at the next available spot. This was our fifth night and we had agree upon that we wouldn't stop the car to shoot the aurora if it was weak, so I knew it must be something huge for her to ask me to pull over.
Thankfully, we managed to find an empty jetty to view the amazing show and it was the best display from our trip!
We probably would not have caught this had our car not crashed into the ditch, causing us to wait for an hour in a stranger's cabin for the tractor man to come and save us, and hence delaying our hunt for night. So I guess every cloud has a silver lining!
...taking pics instead of working - grrrr.....lol... (i am working on a mini version of the West Lake House)
wearing: diva-hair; fd-skin; Teefy Olga sweatshirt cream dots; Teefy collar snood; Teefy old rose soft leggings; croire-ombre nails; mandala-watch; shiny things-ballerina flats
Lisp chair, vooner bag
My wife always accused me of being a bit strange because I always saved the best bite for the last on my plate and I’m sort of that way with everything. That may be true of the sunrise that I encountered this past Tuesday on the bayou. I arrived at the park early and was on the bayou long before the sun came up. It looked quite bleak at first with a very heavy cloud cover hanging overhead and only a bit of light peeking through a slot in the clouds off in the distance. I thought about leaving when a very light rain fell, but it stopped and I decided to stick around. Things improved over the next few minutes and it would only get better as time passed. No need to comment on the dark skies photo as it’s merely here for reference purposes.
DSC00953uls
HL8082 - Boeing B-787-9 - Korean Air
at Toronto Lester B. Pearson Airport (YYZ)
c/n 34.811 - built in 2017
Korean Air's new Dreamliner departing YYZ for the first time (with more than 3 hours delay)
I used to mail myself postcards from every location I visited. However, as postcards became less available, I began photographing the room numbers of the places I stayed in.
In 2024, I traveled a total of 176,772 kilometers (109,831 miles) and spent 104 days away from home.
Let’s have some fun calculating my flight time. A typical commercial jet flies at about 500-550 miles per hour (mph). Taking an average speed of 525 mph:
109,831 miles ÷ 525 mph ≈ 209 hours of flight time. That is more than one full week in the air.
This calculation represents just the flying hours and excludes delays, transit times, and travel to and from airports. A significant portion of my life is spent in transit.
My least active travel years were 2020 and 2021 due to the pandemic; nonetheless, I managed to visit five different countries each year.
Queues and budgets for reconstruction may take decades. And even then the verbal histories may be gone as the people surrounding them die and leave no record. This is the far end of the reserve and has not received its due care.
So I usually don’t post my tokens - but why not?
It’s not that I’m trying to hide who made them - I generally try to make it pretty obvious - but incase someone’s broke or you couldn’t figure out - surprise it’s me!
I built a few different ones this years cause I’m an overachiever, and was going to spread them out between BW and BFVA -
The Classic FrogPod - but in ATLAS colour scheme to match my SHIP.
Smash Bros - (wrong) Simon character - for SBC stage guys - apparently most people didn’t think it was funny... but I did.
Chonkey Mech - ... what more can I say? it’s so cute and awesome - for cute and awesome builds and builders
Stuffed Hobbes- goes with the my replica Stuffed Hobbes - originally was going to be my only Token this year... but you know - I like making Tokens :D
Sorry for the delay - I actually got really distracted building for BFVA (cause I didn’t start till after BW) and didn’t finish up all my BW recaps.
GWR Hall No. 6960 'Raveningham Hall' heads for Bridgnorth on the slightly delayed 1045 Kidderminster departure.
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After being held at Rugby for a while, 37884 makes its way into the goods line at Crewe where the loco will run around the 365's and take them into Crewe south yard where they will remain for the foreseeable future.
Severe delays in both diredtions on the District and Circle lines.
Victoria Station, Saturday afternoon.
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┏ Belmein Woven Bag
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This does not run anymore, but I want to watch the figure which this goes to again. But this locomotive may feel humiliated because all the outdoors of Tokyo are smoking cessation.
On October 28, 2014 at Shimbashi Station.
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これはもう走りませんが、再び走る姿を見てみたいと思います。 でも東京の屋外は全て禁煙なので、この機関車は肩身が狭いかもしれません。
2014年10月28日、新橋駅にて。
Immaculate Colas Class 47 No. 47749 'City of Truro' eases into Glasgow Central on 31st May 2017 with the late running 5M11 2039 Polmadie Car M.D. - Glasgow Central Caledonian Sleeper ECS, which will later form the Lowland Sleeper to London Euston. The delay was due to the Class 47 being earlier marooned in Barassie Yard due to a points failure. Copyright Photograph John Whitehouse - all rights reserved
GB Railfreight Class 92, 92043 approaches Acton Bridge at speed with the delayed Caledonian Sleeper Up Highlander (1M16).
The Highlander was late away from Edinburgh due to the Fort William portion being delayed over an hour by fire alarm activations.
The service was 34 Late at this point and eventually arrived into Euston 27 Late per the WTT, but only 14 Late per the GBTT.
The Highlander was faring better than the Lowlander, though - passing through only 14 minutes after 1M11, when the gap should be over an hour. With both of Friday night's Up services also delayed, this meant an unwelcome book-end either side of the weekend.