DR series 58.30

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DR series 58.30
58 3047 in Leipzig / Engelsdorf
58 3047 in Leipzig / Engelsdorf
Numbering: 58 3001-58 3056
Number: 56
Manufacturer: Raw Zwickau
Year of construction (s): 1958–1962
Retirement: 1981
Type : 1 'E h3
Genre : G 56.16
Gauge : 1435 mm ( standard gauge )
Length over buffers: 22,080 mm
Height: 4550 mm
Total wheelbase: 8800 mm
Empty mass: 88.0 t
Service mass: 97.2 t
Service mass with tender: 160.5 t (with full stocks)
Friction mass: 83.3 t
Wheel set mass : 16.7 t
Top speed: 70 km / h
Indexed performance : 1188 kW / 1615 PSI
Starting tractive effort: ~ 289 kN
Driving wheel diameter: 1400 mm
Impeller diameter front: 1000 mm
Number of cylinders: 3
Cylinder diameter: 570 mm
Piston stroke: 660 mm
Boiler overpressure: 16 bar
Number of heating pipes: 124
Number of smoke tubes: 38
Heating pipe length: 4700 mm
Grate area: 3.71 m²
Radiant heating surface: 17.9 m²
Tubular heating surface: 154.4 m²
Superheater area : 65.4 m²
Evaporation heating surface: 172.3 m²
Tender: 2'2 'T 28
Water supply: 28 m³
Fuel supply: 10 tons of coal

The DR class 58.30 is a freight locomotive of the Deutsche Reichsbahn in the GDR, which was created as part of the so-called reconstruction program from locomotives of class G 12 (class 58.2-5, 10-21). Between 1958 and 1962, 56 locomotives of various origins (including some former Alsatian locomotives) were converted in the former Reichsbahn repair shop (Raw) in Zwickau .

history

The reason for the partially rebuilding of the G 12 was a lack of efficient freight locomotives with 15 to 18 t axle mass for the low mountain range in the GDR that occurred at the beginning of the 1950s. The actually intended construction of a new type of locomotive derived from the class 42 war locomotive by the locomotive industry of the GDR could not be implemented due to a lack of steel allocation by the State Planning Commission . Instead , a new construction contract for 80 machines from the Czech 556.0 series was awarded to Škoda and was not fulfilled by the contractor. Ultimately, the decision was made to reconstruct the G 12 series machines. Due to the already advanced wear of the G 12, particularly with regard to the boilers, central cylinders and the bolster shafts, there was a need for basic repairs anyway.

In the course of the reconstruction, the machines were given completely new, welded driver's cabs, the newly developed recoil boiler with combustion chamber , mixing preheater systems , new central cylinders in welded construction, Trofimoff slides and smoke deflectors of the so-called Witte type. The built-in Reko boiler 58E is a 50E boiler that was taken over with minor modifications and was installed in the Reko locomotives 50.35 and 52.80 as well as the DR-Neubaulok class 23.10 . Because of the longer boiler, it was necessary to lengthen the bar frame, for this purpose a piece of sheet metal frame was inserted in front. The distance between the wheel set and the first coupled wheel set increased by 300 mm and thus the overall wheelbase of the locomotive from 8500 to 8800 mm. For this reason, among other things, the maximum permissible speed could be increased from 65 km / h to 70 km / h. In addition, a pronounced weak point of the old G 12, namely the complex and wear-prone control drive for the central cylinder, which has been removed from the valve crossheads of the external control, has been eliminated. It was replaced by a counter crank on the left side of the locomotive on the fifth coupling wheel set, which drove the inner rocker via a second rocker rod (on the left side of the locomotive) and a shaft.

After the reconstruction, the 58.30 got a completely new, striking face with its new driver's cab, the high boiler, the steep smoke chamber apron and the two main air tanks above the cylinders. The reconstructed locomotive was more powerful, more economical and faster than its original G 12 engine. The G 12 series consumed 2.72 t of coal per hour when traveling to the boiler limit, the 58.30 consumed only 2.2 t despite the higher output. It was able to haul a tensile load of 2,400 t at 50 km / h on the plain, whereas the original machine (when fired with brown coal) only managed 1,810 t at the same speed. In the lowlands, the Reko-G12 reached the level of performance of the DR series 44 , which also managed 2,400 t at 50 km / h on the flat. On uphill stretches, however, the 44 series was still superior in terms of performance to the 58.30, not least because of the greater friction mass.

However, because of its extensive modernization, the 58.30 was also the most expensive locomotive in the entire reconstruction program. The reconstruction costs, including the new- build tender, which cost 95,000 marks, totaled around 434,000 marks (for comparison: a new class 50.40 locomotive had a calculation price of 466,000 marks).

Since the delivery of new tenders was not possible to the necessary extent for various reasons and the original tenders pr 3 T 20 / sä 3 T 21 could not be used for reasons of driving safety, there was a long period of tenders for this series. So the beginning was 58.30 with almost all available forms four-axle Tender coupled. There are photographs from operations with the large standard tender 2'2'T 34, the Prussian 2'2'T 31.5, and the tub tender 2'2'T 30.

The greater capacity created with the reconstruction was gratefully accepted and used in the company. However, it also turned out that the engine and the frame, which were largely from the original machine, were not designed for such high continuous load that the machines required an above-average amount of maintenance. As early as 1976, therefore, only leakage repairs (damage group L5) were basically allowed to be carried out on the machines.

The rebuilt locomotives were mainly in Saxony and Thuringia , including the railway depots Aue , Döbeln , Dresden -Friedrichstadt, Gera , Gotha and Saalfeld , home. The last copies were stationed in Glauchau . On February 12, 1981, 58 3028 and 58 3032 were parked in the Glauchau depot, thus ending the official use of the class 58.30 steam locomotives.

Two locomotives (of Prussian origin) have been preserved as non-operational examples for posterity. The 58 3047, reconstructed in 1961 from 58 1955 (ERFURT 5672), ( LHB Breslau 1920), is today looked after by the community of interest of the same name in Glauchau and the Association of Saxon Railway Friends in Schwarzenberg accommodates and maintains the 58 1725 (KÖLN 5617), ( Hannoversche Maschinenbau AG Hannover 1920) made 58 3049. The former museum locomotive is coupled to a new 2'2'T 28 tender, the latter to a 2'2'T 32 converted tender of the Prussian P 10 type .

literature

  • Dirk Endisch: transpress vehicle portrait : Series 58.30 . Transpress Verlag, Stuttgart 2003, ISBN 3-613-71210-5 .
  • Michael Frick: The reconstruction of the G12 technology and history of the BR 58.30. Self published in 1987.
  • Hans Wiegard: Reconditioned and rebuilt steam locomotives from DR. GeraMond Verlag, ISBN 3-7654-7103-8 .
  • R. Heinrich, H. Schnabel: The series 58.30, the history of the "Reko-G12". EK-Verlag, Freiburg 1999, ISBN 3-88255-158-5 .
  • Michael Reimer: Series 58. transpress Verlag, 2002, ISBN 3-613-71171-0 .
  • Gerhard Dambacher: Class 58. Weltbild Verlag, Augsburg 2003, DNB 971355444 .

Individual evidence

  1. ↑ Dirk Endisch: transpress vehicle portrait : Series 58.30 . Transpress Verlag, Stuttgart 2003, ISBN 3-613-71210-5 , p. 20 f.
  2. ↑ Dirk Endisch: transpress vehicle portrait : Series 58.30 . Transpress Verlag, Stuttgart 2003, ISBN 3-613-71210-5 , p. 22 f.
  3. ↑ Dirk Endisch: transpress vehicle portrait : Series 58.30 . Transpress Verlag, Stuttgart 2003, ISBN 3-613-71210-5 , p. 242 ff.
  4. ↑ Dirk Endisch: transpress vehicle portrait : Series 58.30 . Transpress Verlag, Stuttgart 2003, ISBN 3-613-71210-5 , p. 37 ff.
  5. ↑ Dirk Endisch: transpress vehicle portrait : Series 58.30 . Transpress Verlag, Stuttgart 2003, ISBN 3-613-71210-5 , p. 31.
  6. ↑ Dirk Endisch: transpress vehicle portrait : Series 58.30 . Transpress Verlag, Stuttgart 2003, ISBN 3-613-71210-5 , p. 74 ff.

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