Breuer locomotive engine

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Breuer locomotive engine (TZp V / VL) as a shunting vehicle in Bochum-Dahlhausen

The Breuer locomotive engine , or Breuer tractor, is a 1913 from the machine and armatures factory vorm. H. Breuer & Co , Höchst am Main, developed light shunting vehicle with a combustion engine. Between 1914 and 1957, probably more than 1000 pieces of the different types were built and sold at home and abroad. The pulling force of this locomotive was 80 to 500 tons, depending on the type. The Breuer locomotive engine was built under license by various foreign manufacturers.

history

Views of the Breuer TZp I locomotive

The need for an inexpensive alternative to the existing steam locomotives for shunting services in marshalling yards, industrial connections or private connections became noticeable early on. The small wagon turntables often found in industrial plants were unsuitable for locomotives, and the capstan systems available as alternatives were often too cumbersome. The designer H. Breuer had the idea to develop a two-axle small vehicle with an extremely short wheelbase (960 mm), which drives with one axle under the buffer beam of the wagon to be maneuvered, raises it by about 20 cm - 30 cm by mechanics and so, with Provide sufficient friction weight that the car can easily maneuver. He had this idea patented in 1913. Type TZp I was added to the series of product models.

In 1914 he was given the opportunity to demonstrate a test vehicle to the Prussian Minister for Public Works. In the area of ​​the Prussian-Hessian railways , he was not averse to putting it into operation at one or two places if the vehicle was previously made available for a free trial run. The company immediately complied with this and the first sales were made. With a unit price of only 6,000 RM, there was an economical alternative to steam-powered locomotives.

There were few sales until 1920. Only then did the concept prevail and, with the support of various licensees, around 1000 of the TZp I to TZp IV / V locomotives were sold by 1957.

Although the performance was appropriate, these vehicles were not classified in the DR small locomotive performance group I by the Deutsche Reichsbahn due to the lack of route authorization. The situation is different for the customer SBB, where the vehicles, typified as Tm , do the shunting operations in train stations.

Technical concept

The idea behind the Breuer locomotive engine was to turn each car into a railcar itself. In addition, the vehicle had a total length of 1520 mm and a width of 2350 mm and a car body which, including the drive, was only just under 810 mm high. This allowed the vehicle to drive with one axle under the buffer beam of the wagon to be maneuvered. This was then fixed by means of a coupling claw attached in the middle of the locomotive. The coupling claw could be raised by about 200 mm with a hand spindle, which raised the first axle of the freight car. This load increased the frictional weight of the locomotive so much that it was able to move the freight car - or any other object - on the plane with around 80 t of pulling power from a 10 HP combustion engine at a maximum of 5 km / h - 15 km / h .

As a result, the vehicles of type series III to V were equipped with more powerful engines and with normal pulling and pushing devices. With the elimination of the lifting devices, part of Breuer's concept was lost. Due to the short vehicle length, the tractor and carriage to be moved could be placed together on turntables.

The type series

Sketch of the Breuer locomotor type TZp III
Locomotor type TZp III
Sketch of the Breuer locomotor type TZp IV

The numerous catalogs and sample sheets from Breuer name a total of five types. In the total of 40 years of production there were numerous changes and deviations from the nominally five types. Dimensions and equipment have been changed depending on the actual purpose. The same applied to the Breuer motors to be used.

Type TZp I TZp II TZp III TZp IV TZp V / VL
Years of construction 1914
Length (mm) 1900 2140 2870 3080 3360
width (mm) 1520 2180 2900 3000 3000
Height (mm) 500 1440 2315 3230 3384
Wheelbase (mm) 960 1840 2570 2810
Service weight (kg) 1800 2400 3800 5200 5800
Nominal power (PS) 10 28 40 65 80
Max. Pulling force (t) 80 230 350 420 500
Speed ​​(km / h) 5-15 3-15 3-15 3 - 25 3 - 25

The concept of these five types can be divided into three designs, which stand for a production era.

  • Type A, the rolling platforms
It was characterized by a chassis with a flat motor structure with the patented lifting device. Types I and II can be assigned to it. They were hardly ever delivered after 1925.
  • Design B, the platforms with driver's cab
These vehicles, which were delivered from the 1920s, received a driver's cab and were occasionally provided with roofs by users. During the Second World War, there were variants with a wood gasifier. Type III is mainly assigned to this design.
  • Design C, tractors with closed cabs
This design applies to types IV and V.

The vehicle production

Qsicon Ueberarbeiten.svg The section is not yet complete. Additions are welcome.

It is difficult to determine the exact scope of production at Breuer. The serial numbers themselves do not help here. The last known number is 3095 (a type VL delivered to Kronstadt in Norway). Factory numbers beyond 600 are known from 1924. Between 1914 and 1924 Breuer had hardly delivered more than a handful of tractors, and by no means more than 500, as the company number suggests. It can be assumed that the number ranges were changed with the restructuring of the company. So it comes after the conversion into the Breuer-Werk Aktiengesellschaft Frankfurt a. M.-Höchst 1929 on such a number range change. While the highest number before that was 1268, numbers from 1930 onwards are passed down from 2100. The list closes in 1943 with the number 2220. After the war, the list is continued with the number 3001 and in 1955 reaches the final position with the number 3095.

The deliveries were:

  • between 1914 and 1924 only a few dozen, all of type I, a few of type II
  • between 1924 and 1929 depending on the serial number scheme 670 to 770 of type III, some still of type II
  • from 1929 to 1943 a total of around 120 vehicles with a closed driver's cab of type IV, some still of type III.
  • from 1947 to 1955 another 100 vehicles of the types V and VL

In total, this results in production figures of around 1000 to 1100 vehicles.

The takers

Most of the locomotive engine production was used by a wide variety of private customers and industrial companies. This not only in Germany, but in almost all other European countries and as far as Uruguay and Egypt. Of course, it is more interesting to use it on state railways. The Eutin-Lübeck Railway (ELE) and the District of Oldenburg Railway (KOE ) were among the first railway companies to procure Breuer locomotives . With their nationalization, these are likely to have entered the inventory of the Deutsche Reichsbahn . They themselves procured numerous locomotives for their repair shops and machine offices. Similar to the Austrian Federal Railways (ÖBB) , which repeatedly made purchases for internal shunting.

A completely different situation arose in Denmark and Switzerland, where the respective state railways procured considerable numbers of the types TZp III and TZp IV. Between 1928 and 1931, 18 units of the type IV locomotive were procured by the SBB. At the SBB, they had the serial designation Tm in accordance with the type designations of Swiss locomotives and railcars and were called shunting tractors .

The Danish State Railways initially only procured a Breuer TZp I / II locomotive to test the concept. After this was evidently successful, the DSB procured further vehicles of the types TZp III and TZp IV in a total of 21 vehicles by 1931. During the same period, various Danish private railways procured a locomotive engine of the types TZp I / II, TZp III and TZp IV. The vehicles were used nationwide and withdrawn by the early 1970s.

Licensee

The Breuer locomotive engine was built under license by various manufacturers abroad. On the one hand there was the company Tampella in Finland, which manufactured a total of 39 vehicles between 1929 and 1959. In addition, the Officine di Costamasnaga (OCM) company delivered a total of two Type II tractors, nine Type III and 13 Type IV tractors between 1929 and 1932. After the insolvency of this company, the other licensed buildings were made by Antonio Badoni (ABL) in Lecco . A total of 44 type II shunting tractors (plus ten more advanced type II N / HT machines), six type III, 399 type IV and 95 type V units were built there by 1969. This type V is not identical to the type V developed by Breuer in 1948, but is a further development by Badoni from 1939.

In Denmark from 1931-32 the Pedershaab Maskinfabrik produced seven further developed tractors (tractor 46-52) of type IV for the DSB under license , which had an enlarged driver's cab and were powered by Breuer gasoline engines. During the German occupation in World War II, the vehicles were retrofitted with wood gasifiers due to the fuel shortage.

Universa license construction T 200.1

The Universa company in Prague manufactured two TZp IV locomotives under license in 1931 , which ČSD ran as the T 200 series.

In Austria, the Breuer locomotive engine was built under license by the GEBUS company . The company built a total of seven shunting tractors in 1957, an eighth was not completed until 1975 after Gebus went bankrupt.

Individual evidence

  1. ↑ Locomotor instead of locomotive. In: HP I, Willy Kosak Verlag, 2005, issue 31, page 98 ff
  2. ↑ a b c d e f g Rolf Löttgers: The Breuer tractors. Eisenbahn-Magazin, Issue 4/1991, pp. 41–43.
  3. ↑ Homepage of the Danish State Railways ( http://www.sebtus.de/steckbrief_dsb_breuer.html )

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