DR series 52.80

from Wikipedia, the free encyclopedia
DR series 52.80
Rekolok 52 8075 in your Eisenach home office
Rekolok 52 8075 in your Eisenach home office
Numbering: 52 8001-8200
Number: 200
Manufacturer: Raw Stendal
Year of construction (s): 1960-1967
Retirement: partly in use until 1990
Axis formula : 1'E
Type : 1'E h2
Genre : G 56.15
Gauge : 1435 mm ( standard gauge )
Length over buffers: 22,975 mm
Total wheelbase: 9200 mm
Wheelbase with tender: 19,000 mm
Smallest bef. Radius: 100 m
Empty mass: 80.0 t
Service mass: 89.7 t
Service mass with tender: 148.4 t (with tender 2'2'T 30 and full stocks)
Friction mass: 79.6 t
Wheel set mass : 15.9 t
Top speed: 80/50 km / h
Indexed performance : 1177 kW / 1600 PSi
Starting tractive effort: ≈ 214 kN
Driving wheel diameter: 1400 mm
Impeller diameter front: 850 mm
Control type : Heusinger
Cylinder diameter: 600 mm
Piston stroke: 660 mm
Boiler : 50E
Boiler overpressure: 16 bar
Number of heating pipes: 124
Number of smoke tubes: 38
Heating pipe length: 4700 mm
Grate area: 3.71 m³
Radiant heating surface: 17.9 m²
Tubular heating surface: 154.5 m²
Superheater area : 65.4 m²
Evaporation heating surface: 172.3 m²
Tender: 2'2'T 30
Service weight of the tender: 45.2 t
Water supply: 30 m³
Fuel supply: 10 tons of coal
Brake: one-way air brake with additional brake (K-GP mZ)
Train heating: steam

The Rekoloks of the class 52.80 emerged from 1960 on the Deutsche Reichsbahn from the fundamentally revised war locomotive of the class 52 . This modernization of the locomotive, called reconstruction, extended to almost all components and assemblies of the machine, with a few exceptions.

history

The reconstruction should not be confused with the general overhaul of a number of locomotives, which was also carried out in the Reichsbahnausbesserungswerk (Raw) Stendal from 1959 , in which only the war-related "refinements" had to be dismantled and largely worn components or assemblies that were too weakly dimensioned due to the war had to be replaced. During the general overhaul, mostly standing boilers and steering racks were replaced. In addition, the general repaired locomotives received mixing preheaters. The locomotives kept their original serial number. Regardless of their original number, the Reko locomotives were classified in sub-series 52.80.

For economic reasons, the general repair program was scaled back and the reconstruction of the 52 series began in the early summer of 1960 in Raw Stendal. On the one hand, the long boilers on some machines were also badly damaged, and on the other hand this resulted in advantages in terms of maintenance. 200 locomotives were given to 1967 originally for the series 50.35 constructed combustion chamber boiler type 50E. The adjustment work was carried out exclusively on the frame. As a result, the Recoke boilers remained freely exchangeable. Only machines with sheet metal frames were reconstructed. Other distinctive features of the Rekolok were new welded cylinders, an IfS / DR type preheater and, due to the new boiler, new cab front walls with oval windows. The planned complete replacement of the driver's cabs and the coupling with new tenders did not materialize because there was no capacity for it. The worn out tub tenders 2'2'T30 were mostly fitted with newly built tubs.

Further reconstruction measures concerned the installation of axle bearing wedges and the renewal of the Krauss-Helmholtz steering frame . Contrary to often expressed, contrary opinions, the slides were not replaced or rebuilt as part of the reconstruction. The 52.80 retained its control piston valve with pressure equalizers of the Winterthur design and thus also its poor idling properties . It was not until the 1980s that Trofimoff / Meiningen type pressure compensation piston valves and cylinder safety valves were installed in some locomotives in the Meiningen raw material . With this conversion, the idling of the machines improved enormously, which in turn was noticeable in the savings in lubricants and fuel.

A total of 290 class 52 locomotives were equipped with the Giesl ejector developed by Adolph Giesl-Gieslingen , an induced draft system and boiler pipe throttling (delivery period 1966/1967). Because the Reichsbahn underestimated the remaining useful life of its steam locomotives due to the start of dieselization, they chose a simplified version with a shorter service life. Before the locomotives were in the Z position, they were usually dismantled again due to wear and tear due to the end of their economic useful life and replaced by Stevenson blowpipe systems, because the DR no longer considered it economical to replace the worn ejectors due to the foreseeable end of steam traction. The ejector originally supplied in 1960 and originally intended for the class 44, which was installed in an express locomotive 01.5 in 1963 (but did not bring the expected increase in efficiency), is still in use in the express locomotive 02 0201 (em. 18 201) in 2020.

Whereabouts

More than half of the formerly 200 reconstructed locomotives (see class 52.80 in the list of steam locomotives available in Germany ) are still available from different owners in different conditions. In August 2007 ten operational copies were known.

The 52 8055 was rebuilt in 1998 by the Swiss steam locomotive and machine factory DLM AG as the basis for modern steam technology and has been in operation ever since.

literature

  • Michael Reimer, Dirk Endisch: Class 52.80 - The reconstructed war locomotive , GeraMond, ISBN 3765471011

Web links

Commons : DR Class 52.80  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ a b Josef Otto Slezak : The Giesl Ejector / The Giesl Ejector . In: International Archive for Locomotive History . tape 7 . Verlag Slezak, Vienna 1967, p. 17th f., 28 .
  2. ^ Adolph Giesl-Gieslingen : Anatomy of the steam locomotive . Slezak Verlag, Vienna.
  3. ↑ Roger M. Waller: The modernization of the steam locomotive 52 8055 . In: Eisenbahn-Revue International , issue 7/2004, ISSN  1421-2811 , pp. 301–305.