DR series 42

DR series 42 BDŽ series 16 CFL 5501 to 5521 MÀV 501 PKP Ty3 / Ty43 SŽD ТЛ (TL)
42 2768 in the Bavarian Railway Museum in Nördlingen
Numbering:	Germany and Austria: 42 001… 2810 42 5000 other countries: see text
Number:	1061
Manufacturer:	Various, see text
Year of construction (s):	1943-1949
Retirement:	DB until 1962 DR until 1969 ÖBB until 1968 for more see text
Type :	1'E h2
Genre :	G 56.17 / G 56.18 *
Gauge :	1435 mm ( standard gauge )
Length over buffers:	23,000 mm
Service mass:	96.6 t / 99.6 t *
Service mass with tender:	155.3 t (with tender 2'2 'T30)
Friction mass:	85.5 t / 88.8 t *
Wheel set mass :	Max. 17.6 t / 18.3 t *
Top speed:	80 km / h
Indexed performance :	1325 kW
Starting tractive effort:	~ 235 kN
Driving wheel diameter:	1400 mm
Impeller diameter front:	850 mm
Number of cylinders:	2
Cylinder diameter:	630 mm
Piston stroke:	660 mm
Boiler overpressure:	16 bar
Number of heating pipes:	143
Number of smoke tubes:	43
Heating pipe length:	4800 mm
Grate area:	4.70 m²
Radiant heating surface:	19.3 m² / 20.9 m² *
Tubular heating surface:	180.24 m²
Superheater area :	75.68 m² / 71.2 m² *
Evaporation heating surface:	199.54 m²
Tender:	2'2 'T 30 or 2'2' T 32
Water supply:	30.0 m³ or 32 m³
Fuel supply:	10 tons of coal
Locomotive brake:	Single-chamber compressed air brake of the Knorr type
Train heating:	steam
* Locomotives 42 (0) 001 and (0) 002 with a Brotan boiler

The class 42 steam locomotives were purchased as the KDL 3 war steam locomotive for the Deutsche Reichsbahn . In contrast to the procurement programs for standard locomotives of the prewar period, their procurement was no longer under the responsibility of the Ministry of Transport, but rather the Ministry of Armaments and Ammunition . They were intended for heavy freight trains that could not be transported economically with the lighter DR class 52 ( KDL 1 ). The number of machines built did not reach that planned by a long way and remained far lower than that of the 52 series. Series production and construction also suffered under the circumstances of the Second World War . Nevertheless, in the post-war period, it was an important pillar in the transportation of freight trains in many countries in Central and Eastern Europe.

The Deutsche Bundesbahn , the Deutsche Reichsbahn , the Austrian Federal Railways and their predecessor organizations in the post-war period continued to run the locomotives as class 42. The other European railway companies renamed the locomotives.

• In Luxembourg the numbers CFL 5501 to 5521 were assigned.
• Hungarian locomotives became the MÀV 501.001 to 005 .
• In Poland , the locomotives that remained there during the war were assigned the designation PKP Ty3-1 to Ty3-3 . In the post-war period, the Polish State Railways took over a KDL 3 series that had begun before the end of the war as the PKP series Ty43 and later transferred this designation to the Ty3 .
• The locomotives that had passed to the Soviet Union were to become the SŽD series TL , but this was only rarely implemented.
• In Bulgaria , the BDŽ series 16 was formed from post-war deliveries of the 42 series .
• Romania had both CFR 150.1201 and CFR 150.1202 in operation.

development

After Austria was annexed to the German Reich in 1938, a heavy freight locomotive became necessary for the Austrian railways. However, the 44 series was not suitable for these routes because of its 20 t axle mass . Therefore a new standard locomotive with the wheel arrangement 1'E, 18 t axle mass and the same output as the class 44 should be procured. The chassis was to be taken over from the 50 series , the boiler from the 44 series. In order to save weight, the design provided for pipes in the long boiler that were 300 mm shorter than in the 44 series and only two cylinders for the engine . This draft was the last in peace execution. It finished by 1940. However, it was no longer realized. When the production of locomotives gradually switched to war locomotives during the Second World War , the responsible Main Committee for Rail Vehicles (HAS) initially limited itself to locomotives of the class 52. In 1942 it became clear that this was not enough. In the east in particular, the Reichsbahn had massive problems coping with the transport volume for military supplies. In addition, the General Directorate of the Eastern Railway (Gedob) requested a more powerful locomotive than the Class 52 for freight traffic in occupied Poland, but the high axle mass of the Class 44 was also a problem for the Polish routes. A draft was also created based on the PKP series Ty37 . Ultimately, the HAS took these two designs as the basis for the series 42 tender . The manufacturers submitted 20 designs to HAS, eleven of which were shortlisted. The plan was to transport 1,600 t of trailer load at a speed of 60 km / h on the plain. 20 km / h should be achieved with the same trailer load on a gradient of 7 ‰. The decision to build KDL 3 was made in the summer of 1943.

In September 1942, the HAS planned to build 8,000 locomotives. By the start of construction in the summer of 1943, planning was reduced to 3,300 locomotives. They should be supplied by manufacturers of the Community of Großdeutscher Lokomotivfabriken (GGL) as follows :

• Henschel & Sohn : 42 0001-0500
• Berlin mechanical engineering : 42 0501–1000
• Schichau-Werke : 42 1001–1500
• Maschinenfabrik Esslingen : 42 1501–1800
• Borsig : 42 1801-2300
• Wiener Lokomotivfabrik Floridsdorf (WLF): 42 2301–2800
• Krauss-Maffei : 42 2801-3300

This could only be realized at the beginning because, for example, Krauss-Maffei and Borsig were only allowed to repair locomotives since autumn 1943, but were no longer allowed to build new ones. The two companies had to deliver weapons instead. Incidentally, during the war, production of the 42 series was repeatedly relocated. For this reason, it was planned in 1944 that the locomotives would also be built in the two Polish plants affiliated to the GGL, Fablok ( during the war: Oberschlesische Lokomotivwerke Krenau) and Cegielski (during the war: DWM / Posen).

In August 1943 the Deutsche Reichsbahn accepted two prototypes, the 42,0001 and 42,0002. They were built by Henschel. In order to save steel, both locomotives were equipped with a Brotan boiler , which was built by the Wiener Lokomotivwerke in Floridsdorf and delivered to Henschel in Kassel. In the beginning, all locomotives to be built by Henschel were to be equipped in this way. The bad experiences with the 50 3011 and 50 3012, which were also equipped with a Brotan boiler, the lack of testing under the more severe operating conditions during the war, as well as the fact that suitable pipes for the Brotank boiler were no longer available due to the war, prompted the HAS, to use the stud-bolt boiler again in the series version, i.e. the conventional standing boiler with stud bolts between the fire box and the outer wall. Therefore, the other locomotives with Brotankessel were painted, so that Henschel only produced the two prototypes of the 42 series.

However, after the trials towards the end of 1943, it was criticized that the 42 series could not achieve the required increase in performance of 20% compared to the 52 series. After all, during tests with the 42 0002 a possible trailer load of 1,650 tons at 60 km / h was determined, which exceeded the projected values. Nevertheless, changes were initially planned, but no longer implemented. Therefore, the first series locomotive was not delivered until January 1944, the 42 501 with a stud boiler, which was built by BMAG. The Reichsbahn used the three-digit serial number from the first series locomotive if the leading "0" was dispensable. By the end of the war, 844 locomotives were produced, and by 1949 all participating locomotive factories in Germany, Austria and Poland produced a total of 1,061 locomotives.

technology

The strength of the 42 series was its vaporizing boiler, which, however, was also quite prone to damage. The locomotives ran restlessly, which was noticeable from 60 km / h through strong jerking movements. The development of the 42 series was very much influenced by the conditions of the war. However, in contrast to the 52 series, a further use after the " final victory " was planned. Many innovations were also incorporated into the later built class 52 war locomotives, such as the pressure equalization in the cylinders and the reintroduction of the axle bearing adjusting wedges from individual manufacturers.

boiler

The design of the boiler was based on that of the 44 series, but had shorter tubes. In terms of steam development, the Brotan boilers built first outperformed the stud-bolt boilers slightly because of their slightly larger heating surface. The Brotan kettle also had a higher mass, which also slightly improved the pulling force. The locomotives with a Brotank boiler had an axle travel mass of 18 tons for the driving axles, while those with the stud bolt boilers had an axle travel weight of 17.6 tons, which meant that the 18 tons of axle travel weight possible with the chassis were not achieved. Due to the unfavorable arrangement of the stud bolts and the war-related simplified construction, which for example dispensed with articulated studs, the series locomotives on the boiler were sensitive to cracks caused by heat distortion.

The long boiler consisted of two shots. A steam dome and just a sand dome were attached to it under a common panel. The fire box was made of steel. Its dimensions were designed for firing with inferior fuels such as raw brown coal . However, because the superheater was too small due to the war , the boiler consumed more coal than the KDL 1. The smoke chamber was lengthened compared to the 44 series. It was only closed with sash locks. In later series, which were still being built during the war, simple makeshift smoke chamber doors made of sheet metal were attached.

The boiler was fed with two steam jet pumps , which were arranged in the driver's cab at the top of the standing boiler . Their design was modified in the post-war period in accordance with the regulations of the respective railway administration. In some locomotives, a jet pump has been replaced by a piston or turbo feed pump. It was only after the war that some locomotives were also given preheaters . There were two safety valves of the Ackermann type, and in some examples there were also simpler ones of the Pop type, which were replaced in favor of the Ackermann type after the war.

For frost protection, all lines on the boiler were laid under the boiler cladding. In the post-war period, the lines were put back over the cladding.

Frame and chassis

The frame was designed as a bar frame, i.e. with flat and wide frame cheeks. The frame parts were cut out autogenously , but not processed further for reasons of rationalization. A sheet metal frame provided in the design phase, which together with the Brotan boiler should have saved steel, was abandoned due to massive criticism from the factory and workshop service, because the sheet metal frames of the 52 series showed problems with accessibility for maintenance work on the chassis.

The chassis had a Krauss-Helmholtz steering frame at the front . The first and fifth coupling axles could be moved sideways by 25 millimeters. The third coupling axle had a flange that was 15 mm weak. A wheel flange lubrication was not originally available, but could be added later for the first and fifth coupled axles, which was also done in the post-war period. The sliding plates for the axle bearings in the frame were made of Bakelite during the war , which is why they wore out very quickly. Therefore, they have been replaced with cast iron ones. The axle bearing guides are provided with adjusting wedges, which is a deviation from the refinement of war locomotives. The sand downpipes were attached in such a way that the second to fifth set of coupling wheels were sanded when driving forwards and the first to fourth set of coupling wheels when driving backwards. The 42 series had a top speed of 80 km / h forwards and backwards. The diameter of the drive wheels was 1400 millimeters. The running wheels were designed as disc wheels and had a diameter of 850 millimeters.

Brakes

The brakes acted on the coupling axles on one side from the front. The running axle was unbraked. There was a double composite air pump that was attached to the right of the circulation. The steam section above the circulation was housed under a frost protection cover that could be raised in summer. Two main air tanks were installed across the direction of travel above the second and third coupling axles. The auxiliary air reservoir and the brake expansion reservoir were installed on the right under the circulation in front of the driver's cab. At the rear of the frame under the driver's cab, the brake master cylinder was attached on the right-hand side.

Engine

The engine consisted of two outer cylinders that worked on the third coupling axis. A Winterthur pressure equalizer and the oil barriers, which were housed in a protective box, were located above the cylinder block. This was located across the direction of travel above both cylinders. As with the 52 series, the drive and coupling rods are made of rolled sections with the drop-forged heads butt welded to the ends.

Other facilities

As with the 52 series, the driver's cab was completely closed and had no front side windows. In this way, the staff was well protected from the cold in winter, but suffered from the build-up of heat in summer due to insufficient ventilation and the unfavorable arrangement of the jet pumps. Starting in 1944, the locomotives received a flap on the roof that could be completely folded forward instead of simple roof ventilators. The alternator (powered by steam) was mounted on the standing boiler on the left in front of the driver's cab. Their exhaust steam was directed into the chimney.

The original version of the 42 series had two large snow shovels at the front. The front lanterns were not attached to the buffer beams, but raised and offset to the rear on the protective box above the cylinder block. The deviation of the front lantern assembly and the lack of a front apron under the smoke chamber gave the 42 series its characteristic appearance. According to the type description of the Reichsbahn-Zentralamt (quote :), the elevated position of the lamps allowed "... better illumination of the route, even under the conditions of the darkening measures ... ".

With a few exceptions, the 42 series was equipped with smoke deflectors of the Witte type. The prototypes 42 0001 and 0002 had straight, angled sheets in the upper area, the series locomotives had sheets that were evenly curved according to the boiler rounding.

tender

The tender was mostly a type K 2'2 'T 30 tub tender , which was originally called the K 2'2' T 32 . Apart from the bogies, it was identical to those of the class 52. Therefore, the tenders were also swapped between the two locomotive series. The Reichsbahn-Zentralamt described the tender as follows: "... The lightweight bogie tender corresponds to a tank car, the upper half-cylinder of which was cut away and replaced by a coal box ... " It held 10 tons of coal and 32 cubic meters of water. Only a few locomotives that ran in Austria were coupled with a rigid frame tender.

In the design phase of 1942 and 1943, when the Greater German Reich was still expanding the furthest across Europe, cross-country tenders and watercars were also planned for a greater range of trains in arid areas, but no longer built, the corresponding areas of operation in the east were until the end Recaptured by the enemy in 1944. For the same reason, the class 42 was no longer produced as a condensation locomotive , which was planned for 1943.

business

The quantities requested by HAS were built on the responsibility of the manufacturer, who made every effort to meet its specifications. This was at the expense of the quality, which the Reichsbahn could no longer influence. This increased the number of machines that were not ready for use. Nevertheless, in the final phase of the war and also in the post-war period in many countries there was no other option than to repair the still relatively new class 42 locomotives and to remedy the deficiencies of the wartime construction. Parts for the 42 series were also still available in large quantities, so that some manufacturers continued to produce them until 1949. Especially in countries with a pronounced shortage of locomotives after the war, a lot of effort was put into the repair, reconditioning and improvement of the 42 series, so that a satisfactory locomotive was nevertheless produced. In Poland, for example, the Ty43 series was used until 1995.

During the war

During the war, the locomotives mainly drove in the Altreich and Austria. Only a few locomotives made it to the intended area of ​​operation in Poland. Because the areas of operation were far from the contested sections of the front, only one locomotive, the 42 980 near Jerxheim, was lost as a result of the war.

The average daily performance was often less than 200 kilometers per day. Because of the boiler production under war conditions and because of the vulnerable boiler, some locomotives did not even travel 100 kilometers per day. Some only managed their inspection drive and were then turned off inoperable with boiler damage. In some cases the boilers were exchanged, but this was not always documented as intended. In 1945, for example, a locomotive with an illegible number was found and named 42 5000 after the war. Later checks revealed that it was 42 1882, which no longer had its original boiler. The locomotive repairs were also slow due to the war.

In the last years of the World War, individual locomotives were manufactured with mixer preheaters , which were a novelty in Germany for steam locomotives. Although they did not increase performance, they did reduce coal consumption by 10%. One-stage Knorr mixer preheaters and two-stage Heinl preheaters were tested. The aim was to find a suitable design for the mixer preheater.

Eastern zone / German Democratic Republic

A total of eleven class 42 locomotives were in service in the Berlin-Rummelsburg column , which was set up in 1945 after the end of the war and which transported loads of dismantled goods from Berlin to Brest and drove military trains. Five copies were returned to the Reichsbahn in 1949 after the end of the column operations, the rest were transferred to Russia. In autumn 1945 the Deutsche Reichsbahn had only 41 locomotives of this series for freight train service. In 1948, after the approval of SMAD, three unfinished locomotives were transferred from the dismantled Berliner Maschinenbau AG to the Stendal repair shop for further construction. They went into operation until April 1949 as 42 001, 42 002 and 42 003. So these numbers were assigned twice in East and West Germany.

The class 42 pulled heavy and heaviest trains with over 1,700 tons on the Reichsbahn. Here, of course, the damage-sensitive boiler made itself felt with more repair and maintenance work. From the mid-1950s onwards, this was gradually alleviated with improved studs welded in without thread with clearance. The DR class 42 got a smoke chamber with a central lock and an extinguishing protection plate in front of the smoke chamber. The snow shovels have been removed. The driver's cabs were equipped with the driver's cab roof hatches from the late years of construction. Wheel tires and other makeshift pieces of equipment due to the war were converted to the pre-war or peace version. Some of the machines received chimney caps.

In contrast to other freight locomotives, the class 42 was almost never used in front of passenger trains because of its poor running characteristics. There were occasional missions in front of express freight trains , for example the transport of sea fish and tropical fruits from the Baltic Sea region to Berlin. From 1966, the 42 series was replaced by modernized locomotives such as the 50.50 series . The last deployments took place from the Pasewalk depot until 1969 . A redrawing according to the EDP-compatible numbering plan of the Reichsbahn in 1970 was no longer planned.

In 1948/49, the Deutsche Reichsbahn planned a new locomotive with an axle load of 18 tonnes and a 1'E wheel arrangement based on the class 42 war locomotive. The project failed because most of the Reichsbahn directorates gave priority to a locomotive with a 15-tonne axle load, such as the 50 series, which could also be used on branch lines.

Two 42 series built by the WLF in 1947 were bought in 1949 by the GDR Ministry for Foreign and Internal German Trade and handed over to the VEB Chemical Combine Buna as works locomotives . In the mid-1960s, they were replaced by diesel locomotives.

Western zones / Federal Republic

At the end of the war, 654 locomotives remained in the western zones, including the prototypes with a Brotan boiler. In addition, in 1945 there were eight locomotives that the US troops brought from Thuringia to the western zones. By 1946, the Esslingen machine factory had completed 16 locomotives and delivered them to the Reichsbahn-West. The 42 1597 built in Esslingen was confiscated by the American occupation forces in September 1945 and brought to America for research and exhibition purposes together with the steam engine locomotive 19 1001 and the condensation locomotive 52 in 2006. It was on display at Fort Eutis, Virginia for some time and was ultimately scrapped in 1951. The French State Railways gave the 42 in 1886 and 42 in 1900 to the Reichsbahn (West) because they saw no possibility of use. From 1947 onwards, the Reichsbahn (West) planned to improve the stud bolt arrangement and replace a jet pump with a turbo feed pump. Individual locomotives were given mixer preheaters in order to continue the tests started during the war.

The Deutsche Bundesbahn , founded in 1949, announced its official stock of 649 locomotives in 1950. Apart from the railways, they were used everywhere in northern Germany. However, most of the machines were inoperable. To compensate for the class 44 units built by French manufacturers during the war, which were transferred to Germany, the DB gave many unneeded and inoperable class 42 locomotives to France, which were scrapped there. The Federal Railroad had enough units of the 50, 56 and 44 series available for its freight trains. In the 1950s, the funds from the Marshall Plan also put the focus on the development of more modern locomotives. The war locomotives had had their day. When used with the 42 series, the tensile loads did not exceed 1,500 tons. That corresponded to medium-weight freight trains. Due to the susceptibility of the boiler and chassis to damage, the high coal consumption and the boiler crash of the 42 1893 on October 12, 1951 near Cochem, the Federal Railroad wanted to part with the 42 series by 1954. However, the retirement took longer: In 1955 the Federal Railroad still had six machines in operation, and the last locomotive in the post-war fleet was not shut down until March 27, 1956. It was 42 001 with the Brotankessel. The Federal Railroad took over both prototypes built in 1943 and provided them with three-digit serial numbers. They were stationed together with the series 42 locomotives for their entire operating time in Bamberg.

Since the end of the war, 21 locomotives have been operated by the Saarland railways , a foundation of the French occupying forces. Among them was the locomotive, which was subsequently given the number 42 5000. From 1957, when the Saarland joined the state territory of the Federal Republic of Germany , the Deutsche Bundesbahn again took over locomotives of the already decommissioned Class 42 locomotives and only used them in the Saarbrücken area for connecting trains with ore trains and for the shunting service. The last steam locomotive of the class 42 of the Federal Railroad was therefore decommissioned in Saarland on October 10, 1962.

Differentiation from DB class 42.90 or 042

As a test, the DB had two class 52 locomotives equipped with Franco-Crosti preheating boilers . As a result, their mass increased so much that these two machines were added to the 42.90 series , since 50 series numbers were usually used to designate "light steam freight locomotives", whereas "heavy steam freight locomotives" were denoted with 40 series numbers.

At the time of the changeover to the new IT series scheme in 1968, all locomotives of the 42 and 42.90 series had already been withdrawn from the DB so that the series designation 042 was freely available. Therefore, the class 41 locomotives with main oil firing were given the class designation 042 to distinguish them from those with coal firing (new 041 ) , but this designation has nothing to do with the original class 42.

Austria

The number of locomotives that existed after the war is given as 103 copies. It is certain that the Soviet military administration in Germany (SMAD) claimed 35 machines and that ultimately only 67 copies were available on the Austrian Federal Railways (ÖBB), which was rebuilt in 1947 , of which 16 machines were ready for scrapping or scrap. They were replaced by newly built locomotives from the Wiener Lokfabrik Floridsdorf, which produced 72 of the 42 class until 1949. The other machines of the WLF were not accepted by the ÖBB because the electrification of the railway network had priority and the steam locomotives were seen as dispensable.

After the war, the anti-freeze devices were removed and the tenders converted into cabin tenders. Individual locomotives were also equipped with mixing preheaters on a trial basis. Some examples were temporarily equipped with additional oil firing or even converted to main oil firing because coal for steam locomotives was scarce in Austria.

The war locomotives were mainly used on the Semmering Railway . It was not uncommon for them to run freight trains on this route with a leader locomotive of the same series. If necessary, another forty-two man followed at the end of the train. The ÖBB was very satisfied with the heavy war locomotives. Nevertheless, the ÖBB increasingly decommissioned them due to advancing electrification. In 1955 it handed over 25 machines that were no longer needed to the MÁV (Hungarian State Railways). In 1963 only the 16 machines built after the war were left. In 1968 the last locomotive was deleted from the ÖBB's inventory. But as early as 1966, the 42 2708 was planned as a museum locomotive.

Hungary

In 1945, 38 German class 42 locomotives were honored in Hungary, which were deported by the Russians through Romania between 1948 and 1949.

Trophy locomotives ("T") that were handed over to MÁV by the Soviet Army between 1945 and 48:

12831/1944. Black 42.514-> MÁV 45.04. 1946: Sv ??. ?? .-> SZD TL-514

12832/1944. Black 42.515-> MÁV 45.04. 1946: Sa ??. ?? .-> SZD TL-515

12836/1944. Black 42,519-> MÁV 45.09. 1946: Sv ??. ?? .-> SZD TL-519

12837/1944. Black 42.520-> MÁV 45.09. 1946: Km 48.04 .-> SZD TL-520

13230/1944. Black 42.831-> MÁV 45.07. 1946: C ??. ?? .-> SZD TL-831

13233/1944. Black 42.834-> MÁV 45.07. 1946: Km 48.07 .-> SZD TL-834

13261/1945. Black 42.842-> MÁV 45.04. 1946: Km 48.05 .-> SZD TL-842

13262/1945. Black 42.843-> MÁV 45.05. 1946: Km 48.04 .-> SZD TL-843

13263/1945. Black 42.844-> MÁV 45.07. 1946: Sa ??. ?? .-> SZD TL-844

4892/1944. Tablespoon 42.1511-> MÁV 45.07. 1946: C ??. ?? .-> SZD TL-1511

4893/1944. Tablespoon 42.1512-> MÁV 45.05. 1946: Hn ??. ?? .-> SZD TL-1512

4894/1944. Tablespoon 42.1513-> MÁV 45.07. 1946: Db 48.05 .-> SZD TL-1513

4895/1944. Tablespoon 42.1514-> MÁV 45.07. 1946: Db ??. ?? .-> SZD TL-1514

4896/1944. Tablespoon 42.1515-> MÁV 45.04. 1946: Sv 48.05 .-> SZD TL-1515

4899/1944. Tablespoon 42.1518-> MÁV 45.07. 1946: Sv 48.04 .-> SZD TL-1518

4901/1944. Tablespoon 42.1520-> MÁV 45.06. 1946: Sv 48.05 .-> SZD TL-1520

17097/1944. Pile. 42.2301-> MÁV 45.10. 1946: Db 48.04 .-> SZD TL-2301

17098/1944. Pile. 42.2302-> MÁV 45.06. 1946: Hn ??. ?? .-> SZD TL-2302

17100/1944. Pile. 42.2304-> MÁV 45.06. 1946: Hn 48.07 .-> SZD TL-2304

17101/1944. Pile. 42.2305-> MÁV 45.06. 1946: Hn ??. ?? .-> SZD TL-2305

17103/1944. Pile. 42.2307-> MÁV 45.10. 1946: Sv ??. ?? .-> SZD TL-2307

17104/1944. Pile. 42.2308-> MÁV 45.10. 1946: C ??. ?? .-> SZD TL-2308

17107/1944. Pile. 42.2311-> MÁV 45.60. 1946: Sv 48.05 .-> SZD TL-2311

17449/1944. Pile. 42.2501-> MÁV 45.04. 1946: Hn 48.04 .-> SZD TL-2501

17450/1944. Pile. 42.2502-> MÁV 45.09. 1946: Hn ??. ?? .-> SZD TL-2502

17451/1944. Pile. 42.2503-> MÁV 45.07. 1946: Hn ??. ?? .-> SZD TL-2503

17452/1944. Pile. 42.2504-> MÁV 45.06. 1946: Hn ??. ?? .-> SZD TL-2504

17453/1944. Pile. 42.2505-> MÁV 45.04. 1946: Hn ??. ?? .-> SZD TL-2505

17456/1944. Pile. 42.2508-> MÁV 45.07. 1946: Hn ??. ?? -> CFR 150 1202 S: 74.11.01.

17567/1945. Pile. 42.2564-> MÁV 45.05. 1946: Hn ??. ?? .-> SZD TL-2564

17571/1945. Pile. 42.2568-> MÁV 45.05. 1946: Hn 48.07 .-> SZD TL-2568

17574/1945. Pile. 42.2571-> MÁV 45.07. 1946: Db ??. ?? .-> SZD TL-2571

17576/1945. Pile. 42.2573-> MÁV 45.06. 1946: Db 48.05 .-> SZD TL-2573

17577/1945. Pile. 42.2574-> MÁV 45.07. 1946: Db ??. ?? .-> SZD TL-2574

17578/1945. Pile. 42.2575-> MÁV 45.07. 1946: Hn ??. ?? .-> SZD TL-2575

17579/1945. Pile. 42.2576-> MÁV 45.07. 1946: Hn ??. ?? .-> SZD TL-2576

17581/1945. Pile. 42.2578-> MÁV 45. ??. 1946: Db ??. ?? .-> SZD TL-2578

In 1957 the company NIKEX Külker acquired 25 BR 42 machines from the ÖBB in Bohmann, Vienna, for the scrapping of the iron works Ózd and Diósgyőr. Five of the machines that were commissioned in December 1958 with 501.001-005 tracks were highlighted.

MAV BR42 locomotives:

17465/1944. Pile. 42.2517 1958.12.05. MÁV 501,001 Selejtezve: 1969. IV. 2.

17594/1946. Pile. 42.2711 1958.12.05. MÁV 501,002 Selejtezve: 1971. II. 23.

17598/1946. Pile. 42.2715 1958.12.05. MÁV 501,003 Selejtezve: 1970. XI. 9.

17600/1947. Pile. 42.2717 1958.12.05. MÁV 501,004 Selejtezve: 1971. II. 23.

17588/1946. Pile. 42.2705 1959.02.14. MÁV 501,005 Selejtezve: 1970. XI. 9.

Luxembourg

In the post-war turmoil, the 42 1503 came to the Grand Duchy of Luxembourg. The Luxembourg State Railroad (CFL), newly founded after the war , bought 20 locomotives that were newly built after the war from the Wiener Lokfabriken and referred to them as CFL 5501-5521. The locomotives took over the heavy freight transport with coal and ore trains and ran into Belgium and France. They also occasionally ran heavy passenger trains. In 1964 all locomotives were retired, only the CFL 5519 remained.

Soviet Union

A total of 19 locomotives were transferred from the Soviet occupation zone to Russia. The German models of the 42 series that remained in Hungary were also transferred to the Soviet Union in 1945, as were 35 machines from Austria. However, the German locomotives in Russia represented a type of splinter, with which mainly works railways were equipped. The few locomotives that the Soviet Railway (SZD) nevertheless put into operation were converted to the Russian broad gauge of 1524 millimeters and were given the unscrewable sheet metal smoke chamber door typical of Russian locomotives, which only had a small maintenance hatch. The German numbers were retained until 1952, but a hyphen was added between the series and serial numbers. From 1952, the Soviet Ministry of Transport ordered the re-designation to the TL series with retention of the German serial number. However, this was implemented in very few locomotives. It is generally believed that the former Class 42 was decommissioned by the mid-1950s.

Romania

After 1945 the 42 2507, 2508 and 2510 came to the Romanian State Railways (CFR) and were redrawn from 1948 to 150.1201 to 1203. Until 1965 they pulled heavy freight trains on schedule. After that, they were only used sporadically until they were taken out of service and scrapped at an unspecified time. The locomotives had an additional oil firing at the CFR. The 150.1201 was retired in 1987, the 150.1202 and 150.1203 as early as 1974.

Bulgaria

The Wiener Lokomotivfabrik Floridsdorf (WLF) had class 42 locomotives on the company premises until the beginning of the 1950s without a buyer in sight. So she approached the Bulgarian State Railway (BDŽ) and offered the locomotives for sale. It was encouraging for the WLF that even before this time the BD® locomotives had been put into operation according to German standard construction principles and were considered an important customer of the German locomotive industry until the Second World War. After lengthy negotiations, the BDŽ acquired these steam locomotives, a total of 33 pieces. The last of the locomotives built in 1949 was delivered to Bulgaria on October 14, 1952.

The locomotives were redesignated as the BDŽ series 16 and were initially in operation without any changes. From 1955 they were provided with a rail clearer designed as a cow catcher . The chimneys were given a rear collar and spark arrester attachments. A trough-shaped fire protection plate and, on some machines, a guardrail were attached to the boiler circuit.

The locomotives were convincing right from the start. The Bulgarian State Railways used them to drive heavy freight trains on steeply sloping routes with tight curves. They were stationed in the Russe and Gorna Orjachowiza depots . By 1985 all 33 locomotives were still in service. They were gradually phased out by 1990. Several locomotives were sold to Austria and Germany for museum purposes.

Poland

One of the areas originally intended for the 42 series was occupied Poland, but only a few locomotives got there during the war. From 1944 the Polish companies Cegielski (HCP) and Fablok were also supposed to deliver the class 42 for the Reichsbahn. An order for 150 locomotives went to Fablok in 1944. At HCP, production of the 42 series was no longer started until the end of the war. Production began before 1945, but no more deliveries were made to the Deutsche Reichsbahn.

After the German withdrawal, locomotives 42 1426, 42 1427 and 42 1504 stayed in Poland. They were initially taken over by the Polskie Koleje Państwowe (Polish State Railways - PKP) as the Ty3 series. Later, the PKP put 124 locomotives from the series that had been started into service, which were built by Fablok and HCP. They were referred to as the Ty43 series and were originally identical to the German KDL 3. Ultimately, all 129 steam locomotives manufactured according to German plans for the 42 series were classified as Ty43 in the 1950s.

The PKP equipped the Ty43 with the larger PKP headlights. The locomotives received chimney tops, smoke chamber doors made of sheet metal and other non-suction steam jet pumps of the Metcalfe or Nathan type, snow shovels and extinguishing guards under the smoke chamber door. The cab equipment was also changed. The alternator moved to the boiler circuit. Their exhaust steam was not directed into the vent, but led upwards along the boiler in a separate pipe. The equipment in the driver's cab was also modified to harmonize it with the other steam locomotives in Poland. The bottoms of the tub tenders have been reinforced. Individual locomotives were given a mechanical grate feed for firing.

From 1954 the PKP 129 Ty43 was in operation. Initially, they were stationed in the depots Bialograd , Chełm , Piła (Schneidemühl), Poznań, Sędziszów , Słupsk (Stolp), Szczecinek and Wągrowiec (Wongrowitz, Eichenbrück). For example, as recently as 1970, freight train service on the Poznań – Warszawa (Warsaw) line was an essential area of ​​application for the Ty43. The PKP also regularly ran passenger trains with the Ty43. It was not until the 1970s that the Polish State Railways took steam locomotives out of service as part of the electrification of their main lines. The Ty43 was brought together in the depot Gniezno (Gnesen). 25 locomotives were still stationed there in the early 1990s. The last locomotives were taken out of service in 1995. In 1990 the Ty43-126, ex 42 1426, was refurbished to work. Today it bears the designation Ty3-2 and belongs to PKP-Cargo.

Preserved locomotives

42 1504 in the Technik Museum Speyer

Preserved class 42 locomotives are listed below by country.

Germany

Side view of 42 2768 in the Bavarian Railway Museum

None of the locomotives of the two German state railroad administrations survived. However, in Germany there are:

• Technik-Museum Speyer : The 42 1504 is shown there in the version of the Deutsche Reichsbahn. It was built in 1944 by the Esslingen machine factory and remained in Poland after the Second World War. There it was first referred to as Ty3-3, later as Ty43-127. After being retired, the PKP sold it to the museum.
• Bavarian Railway Museum (BEM): It acquired the locomotive 16.16 from the Bulgarian State Railways, converted it to the version of the Deutsche Reichsbahn and gave it the originally planned number 42 2768. The locomotive came from the post-war series of the Wiener Lokomotivfabrik (WLF).
• Hermeskeil Steam Locomotive Museum : Also from the post-war series of the (WLF) comes 42 2754, which ran on the Bulgarian State Railways as 16.15. First the Austrian Society for Railway History (see below) bought the locomotive and later passed it on to the Hermeskeil Steam Locomotive Museum.

Austria

• Strasshof Railway Museum : As early as 1966, at the end of the service life of the 42 series, the ÖBB decided that the 42 2708 would be preserved as a museum. From 1968 to 1977 it was owned by the Vienna Technical Museum . It has been the property of the Republic of Austria since 1977 and is on permanent loan from the 1st ÖSEK, the First Austrian Road and Railway Club and is in the Heizhof , the Strasshof Railway Museum. (As of December 2018)
• Austrian Society for Railway History (ÖGEG): At the Ampflwang location there is a locomotive built by the WLF as 42.2750, which was in operation in Bulgaria on 16.19.

Luxembourg

CFL 5519 with a special train in Trier

Play media file

Film of the CFL 5519 with a special train on the Tharandt steep ramp

The locomotive 5519 of the CFL, built by the WLF, was to be given the number 42 2718 by the DR according to the original plans , but it was sold directly to the CFL from the factory. After being taken out of service in 1964, it was placed in the Bettembourg public park as a memorial. On the initiative of the 5519 asbl association, the now rotten locomotive was recovered in 1987 and restored to a museum in the CFL workshop.

Due to the turning point in Germany in 1991, it was possible to have the locomotive in the Meiningen steam locomotive works reconditioned. The project was carried out from August to December 1991 and also included some test drives in front of special trains in the Thuringian region. The locomotive officially went into operation on May 16, 1992 at a ceremony. An examination of the boiler in 2001 showed that it could only be repaired at considerable expense. It was therefore decided to replace the previously riveted boiler with a fully welded one. This boiler was built in 2001 and 2002 at DLW Meiningen.

The association 5519 asbl has been organizing steam train journeys with the CFL 5519, primarily in Luxembourg, since the restart. Thanks to the technical approval for the federal railway network operated by Deutsche Bahn AG, destinations in Germany are also offered again and again. In addition, the locomotive and its permanent staff are rented out to befriended museum railway associations in Germany, who can use it to complete their special trips without having to have their own machine. After another main inspection in Meiningen, the machine has been operational since November 2019 until the next main inspection is due.

Due to the prohibition and the dismantling of the national Luxembourg train control system Memor II + on January 1, 2020, the locomotive will have to be equipped with a vehicle equipment of the European train control system ETCS in order to be allowed to run on the Luxembourg rail network. So far nothing is publicly known about the completion of this equipment. Until such equipment is available, all journeys on the Luxembourg rail network will have to be carried out with a leader locomotive.

Poland

Lettering on the driver's cab of the Ty43-17

PKP-Cargo still own three Ty43 series locomotives today. The Ty3-2, formerly Ty43-126 or 42 1427, built by Schichau in 1944 with the serial number 4448, is currently (as of mid-2011) a non-operational museum locomotive. In the course of its refurbishment as an exhibit in 1990 it was given its first Polish name again and was in use at the Wolsztyn depot until October 2002. The Ty3-2 is currently parked in Leszno. The Ty43-92 and 123 are not operational in the Wolsztyn depot. Another locomotive, the Ty43-17, is in the Warsaw Railway Museum .

literature

• Hans Wiegard, Manfred Weisbrod: EJ special edition 3/99 The BR 42 A war locomotive . Flag , ISSN  0720-051X .
• Alfred B. Gottwaldt: German War Locomotives 1939–1945 . transpress, ISBN 3-344-71032-X .
• Manfred Weisbrod, Hans Müller, Wolfgang Petznick: German Locomotive Archive: Steam Locomotives 2 (Classes 41-59) . transpress, Berlin 1994, ISBN 3-344-70840-6 .
• Horst J. Obermayer: Steam locomotives. Control track . In: German Railways . Weltbild Verlag, Augsburg 1995, ISBN 3-89350-819-8 , p. 98 .

Web links

Commons : DRB Series 42  - Collection of pictures, videos and audio files

• The Luxembourg CFL 5519 website of the operator
• Website with pictures of the Ty43
• modellbau-wiki: The DR series 42 in a model

Individual evidence

1. ↑ Hans Wiegard, Manfred Weisbrod: The BR 42 A war locomotive . In: EJ special edition . tape III / 99 , 1999, p. 6-11 .
2. ↑ ^{a b c d} EJ special edition III / 99, pp. 23–24.
3. ↑ EJ special edition III / 99, p. 32.
4. ↑ ^{a b c d e f} EJ special edition III / 99, pp. 32–41.
5. ↑ ^{a b c d e f} EJ special edition III / 99, printed description of the Reichsbahn-Zentralamt , pp. 36–40.
6. ↑ EJ special edition III / 99, p. 31.
7. ^ EJ special edition III / 99, p. 19 drafts of cross-country tenders and water wagons for the class 42 .
8. ↑ ^{a b c d} Description of the Ty43 on the German website of the Wolsztyn railway depot. Retrieved January 20, 2010 . 
9. ^ Alfred B. Gottwald: German War Locomotives 1939–45 . Franck, Stuttgart 1973, ISBN 3-440-04044-5 . P. 66.
10. ↑ ^{a b c} EJ special edition III / 99, pp. 42–43.
11. ↑ ^{a b c d e} EJ special edition III / 99, pp. 46–57.
12. ↑ EJ special edition III / 99, box: Chemische Werke Buna , p. 57.
13. ↑ ^{a b c} EJ special edition III / 99, pp. 58–73.
14. ↑ ^{a b c} EJ special edition III / 99, pp. 74–77.
15. ↑ EJ special edition III / 99, p. 82.
16. ↑ ^{a b} 5519 - The life story of a steam locomotive. Retrieved July 11, 2020 . 
17. ↑ ^{a b c d} EJ special edition III / 99, p. 80.
18. ↑ http://www.pospichal.net/lokstatistik/11420-bb42.htm
19. ↑ ^{a b c d} EJ special edition III / 99, pp. 78–79.
20. ↑ See 42 1504 in the Technik-Museum Speyer .
21. ↑ Class 42 on the website of the Hermeskeil Steam Locomotive Museum. (No longer available online.) Archived from the original on July 18, 2011 ; accessed on January 31, 2010 .  
22. ↑ Vehicle portrait WLF 17591. Retrieved on July 11, 2020 .  
23. ↑ OStB 42.2708. Retrieved on July 11, 2020 (portrait of OStB 42 2708 on the website of the Strasshof Railway Museum (Heizhof)).  
24. ^ Austrian Society for Railway History. (No longer available online.) Archived from the original on May 29, 2009 ; Retrieved January 15, 2010 .  
25. ↑ 5519 association sans but lucratif - News. Retrieved July 11, 2020 (March 2020 news). 
26. ↑ Looking for a home for historic locomotives: "1604 Classics" sees Schifflinger rolling mills as an ideal railway museum. Retrieved on July 11, 2020 (information on the European train control system ETCS at the end of the article). 
27. ↑ 55 years ago, farewell to the steam locomotive era in Luxembourg, part 1. (pdf) Retrieved on July 11, 2020 (pages 18-19). 
28. ↑ 55 years ago, farewell to the steam locomotive era in Luxembourg, part 2 and over. (pdf) Retrieved July 11, 2020 (pages 20-21).