DR series 50
| DR / DB series 50 ÖBB series 50 ČSD series 555.1 CFR series 150 PKP series Ty 5 BDŽ series 14 DSB Litra N SNCF 150 Z NS 4900 |
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|---|---|
 50.008 in its original condition in Dresden-Friedrichstadt, 1939
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| Numbering: | 50 001–50 3171 with gaps |
| Number: | 3164 |
| Manufacturer: | various |
| Year of construction (s): | 1939-1948 |
| Retirement: | 1987 |
| Type : | 1'E h2 |
| Genre : | G 56.15 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,940 mm |
| Height: | 4500 mm |
| Fixed wheelbase: | 3300 mm |
| Total wheelbase: | 9200 mm |
| Smallest bef. Radius: | 140 m |
| Empty mass: | 78.6 t |
| Service mass: | 86.9 t |
| Service mass with tender: | 146.4 t (with tender 2'2'T 26 and full stocks) |
| Friction mass: | 75.3 t |
| Wheel set mass : | 15.2 t |
| Top speed: | 80 km / h (forwards and backwards) |
| Indexed performance : | 1625 PSi / 1195 kW |
| Starting tractive effort: | ~ 214 kN |
| Coupling wheel diameter: | 1400 mm |
| Driving wheel diameter: | 1400 mm |
| Impeller diameter front: | 850 mm |
| Control type : | Heusinger with hanging iron |
| Number of cylinders: | 2 |
| Cylinder diameter: | 600 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 16 bar |
| Number of heating pipes: | 113 |
| Number of smoke tubes: | 35 |
| Heating pipe length: | 5200 mm |
| Grate area: | 3.89 m² |
| Radiant heating surface: | 15.9 m² |
| Tubular heating surface: | 161.93 m² |
| Superheater area : | 68.94 m² |
| Evaporation heating surface: | 177.83 m² |
| Tender: | 2'2 'T 26; 2'2 'T 30 |
| Water supply: | 26 m³ / 30 m³ |
| Fuel supply: | 8 t / 10 t (coal) |
| Brake: | one-way air brake with additional brake (K-GP mZ) |
| Train heating: | steam |
The in 1939 built unit - freight locomotives of the 50 series with a leading carrying axle and five coupled axles are among the most successful designs of the German National Railroad .
This series was procured in Germany as part of the preparations for war. By 1948, 3,164 units of the 80 km / h class 50 were built by almost all European locomotive factories - most recently as a transitional war locomotive 50 ÜK . It was operated with various tenders that carried the operating supplies of water and fuel.
At the end of the steam locomotive era , it became a universal type, which thanks to the low axle load could also be used on branch lines with a lighter superstructure . Since there were not enough turntables everywhere in the branch line for machines of this length, the locomotives were designed for a speed of 80 km / h in both directions. A striking feature is therefore a protective wall with windows on the front of the tender (2'2 'T 26).
history
Deutsche Reichsbahn (until 1945)
From 1937, a new standard locomotive was developed to replace the outdated regional rail freight locomotives on branch lines. The first twelve locomotives from Henschel & Sohn were delivered from April to July 1939 . The beginning of the Second World War increased the need for freight locomotives, so that they were built in large numbers. From 1942 a simplified transitional war locomotive was built without smoke deflectors, front apron and second driver's cab side window, partly with disk wheels on the leading axle and an angular sandpit. The transition was fluid, so that different versions can be found.
German Federal Railroad
Despite the war losses, there were still a lot of machines left in 1945. The Deutsche Bundesbahn alone took over 2159 operational locomotives. They were to be found in all federal departments and for a long time formed the backbone of freight traffic with the DR series 44 . They were also used in passenger train traffic. The works in Rheinfelden (1946–48), Esslingen, Henschel / Kassel (1945–1948), Jung / Jungenthal (until 1952), Stahlwerke Braunschweig (until 1948) and the Bremer Vulkan shipyard (1947–1948), as the repair works were largely destroyed in the war. 50 locomotives could not be restored and were therefore taken out of service with immediate effect. Machines that were built in France were also delivered to France. As of July 1, 1950, the Bundesbahn's stock was set at 2144 locomotives.
Many locomotives were Wagner - skirting after the war by such type of Witte replaced. In 735 DB machines, the tender was equipped with a driver's cab, whereby only the coal box volume had to be reduced. Since the Deutsche Bundesbahn had enough freight locomotives, it was able to quickly dispense with the DR class 52 and replace the non-aging class 50 boilers with their boilers. Also the tub tenders of the war locomotives were u. a. continued to be used in the 50 series.
In the 1950s, some class 50 locomotives were used as test vehicles. So 35 machines received boilers with Henschel mixer preheaters instead of surface preheaters and turbo feed pumps, and the 50 1503 was equipped with a Giesl ejector . In 1955, the first machines at the Treysa depot received radio equipment. In 1959, ten locomotives were given a boiler with a smaller grate surface to save coal.
The last 50 series of the DB were decommissioned on February 21, 1977. At that time, all five machines were based in the Duisburg-Wedau depot. The last freight train service was provided by 052 508 on February 17th. The last locomotive of the series was 051 724 when it hauled a special DGEG train together with 044 508 on February 19th .
DB class 50.40
In 1954 one locomotive was converted into a Franco-Crosti locomotive , and due to the positive experience, 30 more machines followed from 1958.
DB series 050, 051, 052 and 053
1452 locomotives were added to the new EDP series scheme. However, 88 of them were already set to z . Since the serial number could only be three digits, the designations 051, 052 and 053 were introduced in addition to the number 050. By including the first digit of the serial number in the series designation, it was possible to ensure that the true identity of each locomotive remained recognizable. The last locomotives at DB were decommissioned in 1977 at the Duisburg -Wedau depot.
The former series 50 was distributed as shown in the table:
| designation | number | of which z-placed |
|---|---|---|
| 050 | 521 | 36 |
| 051 | 413 | 22nd |
| 052 | 450 | 23 |
| 053 | 77 | 7th |
The newly created "quasi" series 052 (with a leading zero, DB after 1968) must not be confused with the "real" series 52 (without a leading zero, DB before 1968, DR before and after 1970, see below). The class 52 (“war locomotive”) was a “refined” version of the class 50, which is sometimes difficult to distinguish for non-specialists due to the close technical relationship.
Since the few remaining locomotives of the class 52 from the Deutsche Bundesbahn had already been retired by 1968, no renaming to class 052 was necessary. This designation was therefore free for the locomotives '50 -2nnn '. A single locomotive of the class 52 came into the possession of the Deutsche Bahn AG via the Deutsche Reichsbahn , meanwhile reconstructed to the DR class 52.80 , and was classified as 052 134. With this exception, a “fifty-two with a leading zero and an attached check digit” is a former “fifty” from the holdings of the Deutsche Bundesbahn.
Deutsche Reichsbahn (after 1945)
The Deutsche Reichsbahn in the GDR had only 350 units of the 50 series left after the war. Since only a small part of the stronger class 44 made it to the east of Germany, the class 52 was the dominant freight locomotive there in many areas .
In addition, 208 units of the 50 series were converted to the 50.35 series . The old locomotives ran mainly in the south. Since the mid-1970s, they were increasingly withdrawn, so that they were absolute rarities in the 1980s. Nevertheless, the last of them ended their active service in 1987 together with the Rekoloks.
In the GDR, the numbering system was changed from 1970 onwards . a. a check digit appended, but the two digits “50” without a leading zero remained unchanged. In the meantime, a number of museum locomotives are again marked with their old pre-war numbers. In the case of specimens from the GDR, however, the “new” number assigned after 1970 is partly retained, which is now historical again.
DR series 50.35
At the Deutsche Reichsbahn in the GDR, 208 locomotives were converted to the 50.35 series. As a result of the conversion, the locomotives received, among other things, new, more powerful boilers with a mixer preheater . The reason for the conversion was that boilers made of non-aging steel St 47 had to be replaced anyway.
On March 31, 1988, the last 50.35 (at the same time the last of the DR) received an L7 examination in the Meiningen raw material . The DR's last scheduled regular-gauge steam train was also driven by a class 50.35 locomotive. A number of class 50.35 locomotives were later used as heating locomotives and have therefore been preserved; some are still operational in 2013.
DR series 50.50
The 72 class 50.35 locomotives that had been converted to oil firing were designated class 50.50. According to the general rules, they were given the new designation 50.00 when the EDP number was introduced. Noticeable differences were the oil tanks of the tenders, which were significantly longer than the coal boxes of the rust-fired locomotives, and the lack of metal sheets underneath the smoke chambers in many oil locomotives, as no extinguishing is required. The higher stress on the oil locomotives resulted in higher wear. Because the pressure compensating piston valves of the Karl Schulz design were prone to failure due to the higher superheated steam temperatures, they were exchanged on some machines for control piston valves with Winterthur pressure compensators obtained from decommissioned machines of the 52 series. These remained undisguised.
The cause of the sudden shutdown of all the locomotives still in existence at the beginning of the 1980s, however, were the oil price increases and the possibility of further processing the bunker oil D used for locomotive firing and refining it further.
DR series 50.40
Since the Deutsche Reichsbahn needed not only modern passenger locomotives but also other freight locomotives with 15 t axle mass, the class 23.10 passenger locomotive and the class 50.40 freight locomotive were developed in parallel , as in the prewar period , so that many assemblies were interchangeable. As with all new DR locomotives, the display and operating devices of the train driver have been combined in one desk.
The chassis largely corresponded to that of the standard locomotive. According to the "new building principles" set up by Friedrich Witte during the war, welded and low-mass sheet metal frames were used instead of the bar frames. These sheet metal frames, however, proved to be not as stiff and robust as the bar frames of the standard locomotives.
The boilers were new constructions based on modern building principles with a combustion chamber and mixing preheater. In terms of performance, they roughly corresponded to the standard boilers, but they were somewhat more economical in consumption. The locomotives were coupled with new type 2'2 'T 28 tenders. Despite the experience with the standard locomotives of the class 50, the tender protection wall was dispensed with, and the new locomotives were therefore only approved for a reverse speed of 50 km / h.
88 machines, designated 50 4001 to 50 4088, were delivered between 1956 and 1960. The 50 4088 was the last standard gauge steam locomotive that was built for a German state railway. Since the sheet metal frame soon proved to be the weakest element, the machines were withdrawn from train service by 1980 and continued to be used as heating locomotives .
Other countries
After the Second World War, numerous copies remained in other European countries and were also used there until the end of the steam traction, for example with the PKP (Ty 5), the ČSD (555.1), the ÖBB , the BDŽ (class 14 ), the NMBS / SNCB (rows 26 and 27), the NS (six pieces, row 4900 until 1947) or the GKB (three pieces, the 50.685 used until at least 1975). The ČSD sold 20 of its locomotives in 1959 to the BDŽ.
The Romanian state railway CFR had 282 locomotives built as class 150 between 1947 and 1959.
DSB N (III)
In 1951 the Danish State Railways (DSB) bought twelve locomotives of this type from Belgium. Ten of these locomotives were classified as DSB N (III) 201–210 . Two machines served as spare parts dispensers. These locomotives were used in freight traffic on Jutland and Funen and were among the last decommissioned steam locomotives of the DSB in May 1970.
Constructive features
landing gear
The frame was designed as a bar frame. The running axle and the first coupling axle formed a Krauss-Helmholtz steering frame . The first and fifth axles were laterally displaceable.
Preserved old-style locomotives
After the end of the steam locomotive in Germany, some so-called old-style locomotives have been preserved, including the 50 622 and 50 849. The 50 622 was refurbished in 1985 in the Offenburg Federal Railway Repair Shop and stationed as an operational locomotive in the Nuremberg 1 Federal Railway Depot. On the evening of October 17, 2005, it was badly damaged in a major fire in the locomotive shed. In 2013 it was restored to rollable condition with donations from the Meiningen steam locomotive works and then exhibited in the visitor halls of the Nuremberg Transport Museum. 50 849 belongs to the Nuremberg Transport Museum and is on loan from the Glauchau Railway Association. It has Wagner smoke deflectors. 50 in 2740 is owned by the Ulm Railway Society and was on the Albtal- and Murgtalbahn used. This machine is currently shut down because the deadline has expired and is waiting for a new general inspection. The only operational old 50s of the former Deutsche Bundesbahn with number 50 2988 owned by the steam locomotive friends Schwarzwald-Baar eV was regularly used on the Wutach Valley Railway in front of museum trains until 2013 . During the 2017 driving season, it was occasionally used again as an operating reserve in the event of failure of the regular BB262 locomotive or in the event of multiple train operations for the historic tourist trains of the newly renamed Blumberg railway company. 50 3075 is preserved in the Bochum Railway Museum. The locomotive 50 2652 is in Kaiserslautern and is erected there as a memorial. Locomotive 50 001 is located in the German Museum of Technology in Berlin and is on display there. Locomotive 50 685 was visually restored to its original condition and is exhibited in the Technik-Museum Speyer after its time at the HEF Historische Eisenbahn Frankfurt . Locomotive 50 3014 is an ÜK locomotive with a four-domed boiler and was coupled to a new type 2'2'T28 tender at the end of its service life. This comes from new DR locomotives of the 23.10 or 50.40 series. It was restored to the condition of the original locomotive with a 2'2'T26 tender and large Wagner smoke deflectors. The locomotive is in the Hermeskeil Steam Locomotive Museum and is not operational.
Postage stamps
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The 50 series also made it onto the special stamps of the Deutsche Bundespost : Among the motifs of the 1975 youth stamp from the Deutsche Bundespost Berlin (“steam locomotives”) was the 50 001, with its classic Wagner smoke deflectors.
literature
- Jürgen U. Ebel, Hansjürgen Wenzel: The series 50, Vol. 1 and 2. EK Verlag, Freiburg 2007, ISBN 3-88255-545-9
- Dirk Endisch: Series 50.35 and 50.50 - The coal and oil-fired Reko 50s from DR. Verlag Dirk Endisch, Leonberg 2007, ISBN 3-936893-44-6
- Ludwig Rotthowe: One last attempt. Remembering the 50.40 of the DB. In: LOK MAGAZINE . No. 260 / Volume 42/2003. GeraNova Zeitschriftenverlag GmbH, Munich, ISSN 0458-1822 , pp. 56–63.
- Klaus-J. Vetter: The great manual of German locomotives . Bruckmann Special, Munich 2002, ISBN 3-7654-3764-6
Web links
- Information on the surviving class 50 locomotives on the "Railway Museum Vehicles" website
Individual evidence
- ↑ a b c EK-Verlag GmbH: Series 50 design variations in West and East. 1st edition. Freiburg im Breisgau 2019, ISBN 978-3-8446-7025-7 .
- ↑ Grand finale in: Lok Magazin 7/2007, p. 32 ff.
- ↑ Turntable Online (accessed January 21, 2017).
- ↑ DSB N (III) 201 - 210. jernbanen.dk, accessed on March 2, 2017 (Danish).
- ↑ Leisure tips: Rebenbummler: The special guest - badische-zeitung.de ( Memento from September 24, 2015 in the Internet Archive )
- ↑ 50 001. Retrieved March 4, 2019 .
- ↑ 50 685. Retrieved March 4, 2019 .