Deutsche Bundesbahn / Deutsches Bahn 4-6-2 Locomotives in Germany

Class BR 03.10 Umbau (Locobase 5795)

Data from Christian Lindecke ([], visited 28 Dec 2003), supplemented by [], last accessed 13 May 2011.

As noted in Locobase 4206, the 1939 express locomotive design suffered badly from boiler deterioration by the mid-1950s.

Lindecke notes that both Germanies undertook rebuilding programs. This is West Germany's version, in which the boiler's superheat ratio jumped at the cost of a relatively minor increase in axle loadings and total weights. After their reconstruction, the class operated in Hagen Westfalen until 1966.

Class BR 10 (Locobase 2463)

Data from [], last accessed 13 May 2011. See also [] . One of the very last steam express passenger locomotive designs to be produced in any country, the emphasis was on maintainability and simplicity. I-section frames were welded to the cast-steel cylinder block and to frame cross members. Roller bearings and a two-piece crank axle contributed to a smooth, efficient ride. The class was planned to roll on 2,000 mm drivers (78 1/2"), but later requirements for a 140-km/hr speed (87 mph ) induced the builder to use 2,200-mm diameter (86.6-in) drivers.

According to DBTrains, both were oil-burners: "...the 10 001 had a system which made use of an airstream through the firebed to get higher efficiency of lower grade burning materials. With this system the material burns faster so the gas produced by the fire get hotter than with normal burning. The 10 002 was completely oil firing, and had not such system as the 10 001." The two different fuel supplies meant each trailed a different tender design.

As delivered, the pair were true express passenger engines, their high axle loadings and his speed requirements limiting them to only certain routes. They were also semi-streamline, the cylinders being masked by a buxom casing. The by-then ubiquitous smoke-lifters and red running gear marked them as typical Bundesbahn engines.

Service entry came in 1958. But steam was on the way out and only two were built. After several years of operation on trains not truly suited to their greyhound qualities, their drivers needed repairs. Electric-train service had supplanted the BR 10s and the 10 002 was retired in January 1967, although it would be used to heat passenger trains until 1972. 10 001 left a year later and was preserved.

NB: Calculated using the tubes' internal (fire side) diameter, evaporative heating surface area came to 216.4 sq m (2,329 sq ft).