Because it was planned to run the train in shuttle services to a tight time schedule, it was necessary that the engine could run at top speed in both directions. This resulted in a tank locomotive rather than the tender locomotive design otherwise used for long-distance high-speed links. In order to be able to attain the high running performance aimed at, locomotive and coaches were designed to be especially light, albeit the coal and water supplies had still to be sufficient for a one-way trip on the planned route. In building them, component designs from the Deutsche Reichsbahn's standard steam locomotives were used as far as possible but, in quite a number of areas, other components were used. The boiler overpressure was set at the higher level of, whereas those of the standard locos were operated at. Both locomotives were fitted with a streamlined shell. The water tank tapered at the front and gave the engine driver and stoker a good all-round view of the line. The "cover plates" covered the drive completely. In contrast to the first engine, 61 002, which was built later, had a drive with three cylinders and larger supply tanks. To support the latter, the rear carrying bogie was extended to three axles. As a result of the more powerful drive, the punctuality of the train was improved - it had been unsatisfactory with 61 001. In addition the second locomotive had smoke deflectorson top next to the smoke exhaust, which were not fitted to 61 001.
Operation
With its diameter driving wheels the locomotive itself achieved the planned speed of 175 km/h without any difficulty, but when hauling its streamlined train it could only reach 160. Nevertheless, the scheduled service between Dresden and Berlin was successfully delivered, the long route being completed in just 102 minutes, a time that, even today, has still not been beaten on this route despite the use of faster electric locomotives. However it was pushed to complete the short turnaround allowed in Dresden because the locomotive not only had to run around, but also replenish its supplies. When 61 001 was not available or when either scheduled or unscheduled work was being carried out on her, a DRG Class 01 or DRG Class 03 headed the train. But with top speeds of only they could not match that of 61 001 by a long way, however. Not long after construction work had begun on 61 001, its variant, 61 002, was planned and built at the start of 1939. In May the first factory trial runs were carried out and the locomotive was transferred on 12 June 1939 to the locomotive depot at Grunewald. It was probably taken into service at the turn of the year in 1939/40, so it clearly would not have been hauling the streamlined train in regular passenger service, due to the outbreak of the war and the use of the Henschel-Wegmann train for Wehrmacht purposes. After the cessation of the train's operations at the start of 1939, 61 001 was used for heating duties at Bw Berlin-Grunewald. From December 1940 it found itself once again in Dresden-Altstadt on express train services and was given conventional train and buffer equipment in November 1942. Its operations log shows that it only made a few runs however. From 1943 to the war's end, the Reichsbahn repair shop at Braunschweig was responsible for the engine. Between July 1945 and March 1946 it travelled about hauling passenger trains.
Survival post-1945
Locomotive 61 001 found itself in the British Zone at the end of the war and was allocated to BwHannover, but seldom used. In 1947 it had a general inspection and on 23 October 1948 it was stationed in Bebra, where it was in regular service until May 1949. After a break, it again clocked up distances of per month from November 1950. On 2 November 1951 the engine suffered serious damage following an accident in Münster, whereupon it was retired on 14 November 1952 and scrapped in 1957. Locomotive 61 002 remained in Dresden and was employed in passenger train service there. As a one-off it was however always a problem to use it for regular operations. For the Engineering Trials and Development Unit at Halle under Max Baumberg, it was however interesting as an experimental engine for speeds over. It was converted in 1961 by the DR in East Germany in RAW Meiningen to a fast experimental locomotive with a tender and reclassified as 18 201. With a modern boiler, the outer cylinders of H 45 024, a newly welded inner cylinder and the carrying axle of a high pressure locomotive, H 45 024, it reached speeds of up to. In 2002, number 18 201 was totally overhauled in the Meiningen steam engine shop and is now in the possession of the Steam Plus company owned by Christian Goldschagg and Axel Zwingenberger.
