air pipes. The trailer cars had rounded ends and sloping roofs. The bogies were of the Görlitz III type, the wheelsets ran on roller bearings. Instead of the usual brake blocks the coaches were given disc brakes, that acted directly on the wheel discs. Operation Exhibition of the vehicles The Henschel-Wegmann train was initially displayed at the Great Exhibition celebrating the centenary of the German Railways from 14 July to 13 October 1935 in Nuremberg and then went to the Kassel shop for further work. On 29 November the vehicles were once again in Nuremberg for the centenary parade, where they hosted a visit to the driver's cab by Hitler. Not until these propaganda events had taken place could the engineers test its performance. Trial runs On the Berlin-Hamburg railway it reached its record speed of 185 km/h. At this speed serious juddering occurred due to the imbalance caused by the twin-cylinder configuration. The locomotive reached its scheduled cruising speed of 160 km/h within six minutes. By 14 May 1936 the engine had completed almost 21,000 km of trial runs. Scheduled Service As the summer timetable of 1936 came into force, the Henschel-Wegmann train worked the Berlin-Dresden line with two pairs of trains per day. The fastest service took one hour and 40 minutes to cover the distance and broke the previous record by 28 minutes; a record which stands to the present day (2018). In the official calculations the Reichsbahn only measured its speed between Berlin and Dresden Neustadt, thus ignoring the last kilometres to Dresden Hauptbahnhof. Thus the average speed of the train could be advertised as 111,2 km/h. The short turn-around time in Dresden between the D 54 and D 57 services was clearly quite tight. As it turned out, the locomotive not only had to run around the train, but also to replenish its supplies. Fortunately it did not have to be turned. This problem with the turn-around time was corrected by the Reichsbahn in the winter timetable of 1936. When locomotive 61 001 or its coaches were not available an engine of DRG Class 01 or DRG Class 03 was used. With their top speeds of 130 and 140 km/h, however they were no match for the 61 001. Passengers only had to pay an express train supplement, not the higher long-distance (FD) supplementary fare, as in the express multiple units. End of the Train