Prussian G 4.2

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G 4.2 (Prussia)
DR series 53.0
FS 272
Prussian G 4.2
Prussian G 4.2
Numbering: DR 53 001-025,
53 7001, 7002
Number: 780
Manufacturer: Henschel
Year of construction (s): 1882-1903
Retirement: 1930
Type : C n2v
Length over buffers: 15,362 mm
Service mass: 41.2 t
Friction mass: 41.2 t
Wheel set mass : 14.8 t
Top speed: 55 km / h
Driving wheel diameter: 1,340 mm
Control type : Allan
Number of cylinders: 2
HD cylinder diameter: 460 mm
LP cylinder diameter: 650 mm
Piston stroke: 630 mm
Boiler overpressure: 12 bar
Grate area: 1.53 m²
Evaporation heating surface: 116.00 m²
Tender: pr 3 T 10.5 / 12
Water supply: 10.5 / 12.0 m³

The class G 4.2 was a further development of the freight train locomotives of the classes G 3 and G 4.1 by the Henschel company for the Prussian State Railways in composite design .


In 1882 the first two test locomotives were built by Henschel. At the beginning there were still the typical approach problems for the composite construction. Only when these were resolved did series production begin in 1885 by all of the larger Prussian locomotive factories. Series production lasted until 1899, but in 1903 a delivery was made for the East Prussian Southern Railway . A total of around 780 locomotives of this type were delivered to Prussian railways. Due to the composite design , the G 4.2 were more economical and more powerful than the twin machines. The G 4.2 was used in freight train service on longer routes.

After the end of the First World War , six G 4.2s (as 272.005-010) came to the Italian State Railways (FS) as reparations . The Polish State Railways also received locomotives of this type and named them Th3.

The Deutsche Reichsbahn relocated a G 4.2 to the Schwerin Directorate in 1920, where it was given the Mecklenburg railway number 406. In the redesignation plan of 1923, 296 locomotives as 53 001-295 and 53 451 (Schwerin Directorate) were planned for redesign. In 1925 locomotives 53 001-024 were still left. The 53 025 was a former G 4.2 of the Reichseisenbahnen in Alsace-Lorraine . By 1930 all vehicles had been taken out of service. With the incorporation of the Braunschweigische Landeseisenbahn into the Reichsbahn on January 1, 1938, four G 4.2s were again added to the Reichsbahn's inventory as 53 7001 - 7004 . These vehicles originally came from the Prussian State Railways and had been purchased by the Braunschweigische Landeseisenbahn in 1922. During the Second World War , six G 4.2s from Poland entered the Reichsbahn's inventory as 53 7701 - 7706 .

The vehicles were a Schlepptender equipped the type pr 3 10.5 T 3 or T pr 12th

Other railways also had the G 4.2 built:

G 4.2 on the Mecklenburg Friedrich-Franz Railway

The increased freight traffic made it necessary to purchase new locomotives at the turn of the century. The Grand Ducal Mecklenburgische Friedrich-Franz-Eisenbahn therefore acquired five locomotives of the Prussian class G 4.2 between 1901 and 1905. The locomotives were given the track numbers 401 to 405 and were classified in class X. The first four machines were supplied by Henschel and the fifth by Linke. In 1920 the Deutsche Reichsbahn ordered an earlier Prussian locomotive to be assigned to the Mecklenburg vehicle fleet. This machine, built in 1895, had the number Berlin 3801 and was given the Mecklenburg railway number 406. In the provisional redesignation plan from 1923, the locomotives were listed as 53 401 to 405 and 53 451. However, they were all retired by 1925.

All locomotives originally delivered to the Friedrich-Franz-Eisenbahn corresponded to the design delivered to the Prussian State Railways from 1898 with the steam dome located on the third boiler section.

G 4.2 at the Marburger Kreisbahn

G 4.2 as Marburger Kreisbahn 3 III in Marburg Süd Krbf station (1926)

A locomotive of this type came to the Marburger Kreisbahn . The locomotive, which was built in 1892 at the Schichau works with the factory number 614, had come to KED Halle (Saale) in 1895 and had the designation Erfurt 1315 and from 1901 KED 1014 , was acquired by the Marburger Kreisbahn on favorable terms.

A tender with a capacity of 10 m³ had to be bought for the locomotive. It had some different technical data, such as the high pressure cylinder diameter 480 mm and the low pressure cylinder diameter 680 mm, the drive wheel diameter 1,200 mm and the wheelbase 3,400 mm. With the new tender, the length over the buffers was 15,362 mm. The locomotive had an internal Allan control with flat slides .

After major repairs, the locomotive with the designation 3 III went into operation at the end of 1914 . The locomotive was the company's only locomotive with a tender and soon became the problem child of the circuit. Since there was no turntable on the route , the locomotive had to drive backwards from Dreihausen . The staff was exposed to the weather through the open rear wall.

Initially the locomotive only had a handbrake on the tender, which led to problems with heavy trains and almost empty tenders. Although the locomotive was fitted with a rear cab wall after the First World War and was fitted with a Westinghouse brake , it remained unpopular with the staff. The ascent onto the locomotive was very narrow and there were difficulties when starting up because the Schichau type starting device was unreliable.

After a modification, the locomotive continued to work unreliably, so that the staff referred to it as a stubborn goat . It happened that the approach was uncontrolled. In 1926 it was still a compound locomotive with a large low-pressure cylinder. It may have been converted into a two-cylinder locomotive.

It was taken out of service in 1934, in the same year it was sold to a company in Marburg for scrapping and scrapped at Marburg Südbahnhof station.


  • Andreas Wagner: Locomotive Archive Prussia 2 - Freight Locomotives . transpress, Berlin 1990, ISBN 3-344-00471-9 .
  • Herbert Rauter, Manfred Weisbrod: Prussia Report Volume No. 5; Hermann Merker Verlag Fürstenfeldbruck 1992; ISBN 3-922404-22-7
  • Hans-Joachim Kirsche, Hermann Lohr, Georg Thielmann: Lokomotiv-Archiv Mecklenburg / Oldenburg . transpress, Berlin 1989, ISBN 3-344-00326-7 .

Individual evidence

  1. a b c Egbert Nolte: The Marburger Kreisbahn . Kenning Verlag, Nordhorn 1999, ISBN 3-933613-14-0 , pp. 62 .