Tr5
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Tr5-65 + 17C1-65 (Orenstein & Koppel 8961/1921), photographed at the Wolsztyn
shed on
On
…arising much interest…
…opening the parade, as the oldest engine
participating, …
…and posing by the signal box.
Side drawing of the 562-8 © Lokomotiv-Revue (from TB vol.1).
Another picture of the Tr5-65 at the Wolsztyn
depot...
... and steaming past a group of railway fans;
both these pictures were taken during the Steam Locomotive Parade on A few pictures taken during the 2007 Parade
can be seen here. On
Wolsztyn again: Tr5-65 at the 15th
Steam Locomotive Show,
Tr5-65 as a guest star at ‘Parowozjada 2009’:
Chabówka station, September 5, 2009. |
Prussian
state railways KPEV (Königlich Preußische Eisenbahnverwaltung)
before and during WWI ordered large numbers of freight locomotives with the
0-4-0 axle arrangement. 1205 G71s, 1646 G72s and 200
G9s, built between 1893 and 1917, ran on saturated steam. They were quickly
supplemented by 1054 G8s, first Prussian freighters with steam superheating.
Development of the latter, classed G81, was one of the most
successful and certainly the most numerous Prussian engine: between 1912 and
1921 KPEV received 4934 examples. In
early 1930s DRG still had over 3000
G81s, classed 5525-56,58. Running qualities of these
comparatively new locomotives, with modern and efficient boilers, had already
become unsatisfactory: due to axle arrangement their maximum speed was only
55 km/h. Following the appearance of more powerful types (mainly 1-5-0s) they
were relegated to branch lines, but for such duties axle load of 17.5 tonnes
was too high. Launching a reconstruction program was certainly justified and
in 1934 Borsig proposed fitting
lead Bissel truck. In order to achieve proper weight distribution, side sills
had to be lengthened and strengthened, and boiler shifted forward by 720 mm
and raised by 80 mm. Maximum speed could be increased to 70 km/h; however,
due to lower weight on drivers, this was accompanied by tractive effort
decrease from 14.4 to 13 tonnes. This project was accepted and ten engines
were soon rebuilt by Borsig; as far
as I know, the first one was 55 5373 (ex-KPEV
Stettin 5281, Vulcan 3585/1920).
Further rebuilds were performed by various railway stock repair works and
until 1941 this program involved 691 locomotives, re-classed 562-8;
some of them received their numbers for the second time, after classes G4/5N
and G4/5H (Königlich Bayerische
Staatsbahn), VIIIe (Badische
Staatsbahn) and several more ‘exotic’ classes withdrawn from DRG
in late 1920s and early 1930s. Rebuilt
G81s proved very useful, mainly on local lines with light freight
and mixed traffic. They had sufficient tractive effort at moderate axle load
of 16.2 tonnes; no wonder, thus, that during the war many were transferred to
the East, where weak tracks were commonplace. After the war, DB were left with 367 machines, which
remained in service until 1967; DR
had only 59, last of which were written off two years later. Several examples
went to the USSR as war booty, but their number is difficult to estimate.
Soviets classed most (perhaps all) ex-DRG 56s with two-cylinder single
expansion engines at class TO, but this referred not only to 562-8s.
Last of them were withdrawn from the MPS
(Ministry of Transport) service in 1957. After
the war, PKP received 66
locomotives of this class, initially scattered throughout the country; soon,
however, most of them were transferred to Upper and Lower Silesia, where they
remained until the end of their service. Classed Tr5, they were used mainly
with light freight trains, but also saw some passenger service. Later some
were relegated to switching. Most survived until late 1960s, last were
withdrawn in summer 1972. A few remained in use in the role of stationary
boilers until 1974. By a
strange decree of fate, of this once quite numerous class only one machine
has survived in Europe until today – and it is still operational! Tr5-65 (Orenstein
& Koppel 8961/1921, KPEV
Stettin 5312, then DRG 55 5607,
rebuilt at RAW Schneidemühl in January 1938 and renumbered 56 511),
written off in 1972, was first kept at the Jaworzyna Śląska depot.
Overhauled, or rather reconstructed, in 1994 by ZNTK Piła (now Interlok), it was restored in service as a
heritage locomotive. After a major overhaul in Gniezno between December 2000
and May 2002 it was transferred to the Wolsztyn depot and sometimes hauls
special trains. In fact it is the second machine to bear this DRG service number: first 56 511 (Hartmann
2920/1906, SäSt 764) was written
off in 1926. Main technical data
1) All
rebuilt from G81s – some sources give 688 examples. 2) Some
sources give 51.9 m2 – possibly differences depending on the
manufacturer. References and acknowledgments
-
Monographic
article by Paweł Terczyński (SK vol. 1/1995); -
www.parowozy.best.net
(website by Michał ‘Doctor’ Pawełczyk); -
TB vol.1, AP. |
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