Category Archives: Railroading History

Locomotive Builder Department: Werdau 1916

More than 30 locomotive laborers, bosses and owners stand and sit proudly before a stoked new engine with various tools and parts displayed in 1916 at a locomotive works in Werdau, Germany.

A wide range of ages are also on display as this firm employed men presumably from the prior century with vast knowledge and experience, in the new century this firm also employed two women.

Each person depicted was probably confident that their job would last a lifetime and history recorded this as fact; steam had a solid 60 plus years left. Skilled labor that could not be outsourced, downsized or outmoded; our contemporary culture cannot grasp the life these men and two women experienced, as members of society they shared in the transport of people and goods by growing (my Wife prefers “building”) these powerful locomotives that lived beyond many in this photograph. A specialist is required to identify the tools and parts, but some stand out including calipers and wrenches (supersized).

In a future post I will be consulting with such a specialist to help identify these parts as well as the most unusual steam loco design. And perhaps I will also be able to uncover another photo of the locomotive in its entirety so stay tuned.

For now we will enjoy the people watching and take note of the clogs.

If anyone has anything to share on this photo please feel free to comment, I will give you credit and add to the description.

DB BR 44 Steam Locomotive: 044 665-8

After WW II the DB acquired 1242 class 44 steam locomotives of a total 1989 locomotives produced from 1926-1949. The attached photographs document the original DRG Class 44’s, a variant was produced for this class during the war, the class 44UK construction was limited and simplified and included but was not limited to the eliminating the smoke deflectors and cab side windows of the original class 44 as a matter of cutting costs. Latter in the 1950’s OBB gave the DB 9 locomotives and the DB gave SNCF 291 for war reparations. According to my calculations a total of 316 were scrapped or destroyed at war’s end. Originally designed for goods trains of 1200 long tons for the hilly Mittelgebirge region. In the late 50’s the DB converted 32 44’s to oil firing, these variants were reclassified as BR 043 for the DB. The class 44 3 cylinder steam locomotive proved its worth and continued in service with the DB until 1977. On October 26, 1977 the last steam locomotive for the DB made its last run: BR 043 903-4.

The operating number proceeded by ‘0’ indicates this photograph was made “on or after” Germany’s reclassification of locomotives in 1968. According to the documentation that came with these photographs this BR 044 665-8 was working on this day in Crailsheim, Baden-Wurttemberg.

Marklin 88973 with operating number 44 1374 (released 2012 – 2014):

Note: buffers painted with warning stripes!

Siding: Marklin has thus far released three Era III BR 44’s: 88971 (operating number 44 494), 88972 (MHI Release with operating number 44 100), and 88973 (operating number 44 1374).

Siding: many excellent Era III freight loads are available for this locomotive including the GI 11 boxcars depicted in these photographs. Marklin’s recent release of weathered GI 11’s can be found in the 10 car set (available individually from Walthers): 82559_1-10. These cars feature beautiful weathering!

Marklin 82559

 

DB BR 39 Steam Locomotive in its year of retirement: 1967

BR 39 for the DB sits idling along the tracks in Esslingen, Germany, it appears to be in very good condition following many years of service owing to excellent maintenance. This locomotive started out as a Prussian P10 of the “Mikado” type 2-8-2 for passenger service. A total of 260 locomotives were built in the years 1922-1927. Built by Borsig the P10 was designed with the squared off Belpaire firebox. Following the merger of the state railroads with Deutsche Reichsbahn the P10 was reclassified as DRG 39. Eventually the DB operated the class 39 who fitted it with Witte smoke deflectors and pairing it with T 34 tenders. By 1967 the DB had 3 BR 39’s in service which were stationed in Stuttgart, in this year “The Star of the Rails” was retired from service.

Marklin 88090 DRG’s BR 39

Marklin 88091(Insider) KPEV BR P10

Marklin 88092 DB’s BR 39

Marklin 88093 KPEV BR P10

Marklin 81362 DB BR 39

DR Class 01 Steam Locomotive

The Class 01 Express Steam Locomotive awaits passengers one morning in the summer of 1968. The older design baggage car and “Thunderbox” coaches were still used at this time by the DR at reduced speeds, the 01 was capable of 80mph, this photograph carries an inscription that the locomotive operated at 60 km/hr (37mph) in the Hornbach region. This Ostdeutschland BR 01 is operating accordingly in East Germany, the photograph’s inscription records the location as Hornbach. Operating number plaque indicates this locomotive to be 01 527, it varies in appearance to the DB class 01’s with the appearance of a continuous cover for the dome which gives evidence that this was one of 35 locomotives rebuilt in 1962 by the Reichsbahn Repair shop in Meiningen, the rebuild included Witte smoke deflectors, new cab and boiler positioned higher on the frame of the locomotive. My research does not verify the disposition of this locomotive so presumably it was scrapped, but the class 01’s operated for the DR until 1982, their service displaced with the advent of the diesel ‘Ludmilla’ introduced in the 1970’s. Marklin has not produced the DR version of the class 01 in Z, but maybe it will be a further development of those so far offered for DB: 88010 (Insider) and 88011, we will wait to see if it is included in the ambitious plans at Marklin.

Siding: The Soviet built ‘Ludmilla’ diesel locomotive was introduced to the DR in the 1970’s thus eventually ending the long career of the class 01 locomotives. Marklin’s last version of the Ludmilla in Z was 88134 based on the class 132 prototype from 1982.

Marklin 88134

German BR 01 Express Locomotive: DB’s BR 01 154

The inscription on the verso side of this photograph gives the place and date as “In Nuremberg 1966.” Seven years later this class of locomotive would be retired from service for the DB, this one in 1968. As a side note: Class 01’s continued service until 1982 for the DR. Built starting in 1926 the BR 01 express steam locomotive was in service for many years, this one being BR 01 154 built during the time-frame 1930-31. In 1950-51 this locomotive along with 4 others were rebuilt with Witte smoke deflectors as can be seen in the photograph along with several improvements including Heinl mixer preheater, turbo pump and combustion chambers in the boilers. The rather clear representation of the tender was one of three types T 30, T 32 or T 34 varying by length to fit a particular turntable being used. The class 01 steam locomotive was the first to be considered “standardized” meaning parts with exact specifications could be used to repair this locomotive throughout Germany.

Inside the cab:

Specs for this rebuilt locomotive:

Service Weight: 109.3 long tons/ 122.5 short tons

Adhesive Weight: 59.1 long tons/ 66.1 short tons

Axle Load: 19.7 long tons/ 22 short tons

Power: 2417 hp

Grate Area: 46.4 square feet

Superheater Area: 1022.6 square feet

Resource: DRG Class 01 Wikipedia Page

The uniformed train driver poses next to his locomotive as his fireman peers through a cab window, his briefcase presumably contains his log and maintenance checklist. Standing along the rails of a gantry crane the train driver waits to board the locomotive which is in line to receive coal and water. A few chunks of coal outside the coal bunker suggests it was just loaded along with water as evidenced in the run off near the fill hatch. The train driver was more than the operator of the locomotive, he was responsible for the well being of the passengers and locomotive, following safety and maintenance protocols he was operating a locomotive of such power it could reach speeds upwards of 80 miles an hour. Interpreting signals on the right of way was assured by this well trained individual who could operate a steam train and deliver its passengers in accordance with printed schedules: safe and timely. Physical demands of the job cannot be overstated, this was not an easy way to make a living. When this photograph was made the locomotive and train driver were of similar age, two years later the locomotive would be retired, and the trainman with his specialized skills may have continued operating steam locos in this class for the DB until 1973.

Marklin has produced two BR 01’s in ‘Z’ since 2012: 88010 and 88011. Released in 2012, Marklin 88010 was the Insider Model for that year as BR 001 of the DB with operating number 001 161-9 based on the Era IV prototype. Two years later the 88011 was released based on an Era III prototype with operating number 01 147. Both locomotives represent the new generation of steam locos by Marklin with superb detailing of the operating equipment and side rods.

88010

88011

Both locomotives look virtually alike, the distinguishing feature is the operating numbers.

Siding: a short ton is 2000 pounds and commonly called a ‘ton’ in the United States whereas a long ton is 12% larger, it is referred to also as ‘Imperial Ton.”

Siding: In 1968 Germany reclassified their locomotives, steam locomotives at this time were given an extra ‘0’ thus the Marklin 88010 is a BR 001.

 

Faller Z 282704: Bahnhof Huinghausen

A new building kit for 2016 was Faller’s 282704. The prototype for this station kit was built in 1915, it features a Mansard roof and timber goods shed with covered loading dock. Today the station serves as Sauerland Local Railway Museum.

The building kit is a combination of materials including laser cut real wood and cardstock. It is a very good kit of an interesting historic railway architecture. The challenges for this kit are the complexity of assembling the main building with its various roof surfaces. Faller kits feature window masks to add realism when lit, the window details in this kit are limited diffusion materials. All in all a very good kit for those with experience assembling laser cut buildings in Z.

All sorts of interesting detailing can be applied including shipping products that can be stacked on the dock and ready for the next train.

Lighting buildings these days has progressed to a great extent with the advent of LED, and Woodlands Scenics offers the solution with their Just Plug Lighting System. Before LED’s only a very bright and hot light bulb would illuminate the masking material of Faller buildings. Now with LED’s it is solved with bright LED’s that can be dimmed according to your preference. Add the long life (10,000 hours) and reasonable pricing lighting buildings in Z is now possible.

 

Photographic Gray Paint Scheme and Mini-Club

Marklin 88091

We are probably all familiar with builders’ photographs of steam engines depicted in black and white photographs and some of us may have had the rare opportunity to buy one. Usually large and well produced photographs depicting a recently built locomotive captioned with all the technical specs and dates of production accompanying such photographs. The commissioned photographers were charged with producing a record in crisp detail for the builders’ record as well as publicize locomotives built in their shops. Although the age of steam has passed these photographs help us understand and research the locomotives that were built a 100 years ago, and the incredible achievements and innovations that were made. The photographic record is just part of the research tools available to manufacturers of model trains, but Marklin has treated this part of railroading history as an integral part of Mini-Club’s offerings including locomotive prototypes modeled in “Photo Gray” as they would have been seen for the first time.

Marklin 88981

Photo gray or works gray is a particularly interesting paint scheme, it seems to coincide with the middle gray zone between highlight and shadow referred in photographic literature as 18% reflectance of the visible world. This being a speculation of mine, my research does not point to an exact paint formula that measures its reflectance, but I would place the reflectance of locomotive photo gray roughly as middle gray if one starts with black on one side and white on the other. Why is this important? It was important from the standpoint of recording as much detail as possible through reduced tones within the range of “low contrast” without dark and light tones. Lighting is also a factor with this discussion, and the photographer’s choice between overcast skies or sunny days would have been overcast skies thereby keeping the tonality of these photographs on the flat contrast range. Isolating the locomotive in the composition was also a consideration with few seen near train sheds and yards, manipulating the photographic negative could have achieved this effect as well. For a follow-up post I will be recreating builders’ photographs of two mini-club class 52 locomotives, one with photo gray paint scheme and the other painted black. Photo ready locomtives were not dressed in photo gray paint scheme for long, after the photographs were made they were painted in most cases in engine black which was chosen to minimize the appearance and dirt and grime thereby making the photo gray paint scheme a primer coat for the eventual top coat.

Marklin Z steam locomotives in photo gray: 88040 (“Franco Crosti”) – BR 42.90 DB Insider 2003, 88091 – BR P 10 KPEV Insider 2003, 88832 – BR 52 DRG Insider 1997, 88836 – BR 52 DRG, 88841 – BR 50 DRG, 88981 – class G 8.1 KPEV MHI Insider 1998.

Created for photographs, the photo gray paint scheme adorned the first examples of prototypes with some offered in mini-club.

BR 52: Marklin’s 8 versions in Z

German steam locomotive BR 52 for Deutsche Reichsbahn (DR) is the “Kriegslok” or war time locomotive. Germany intended to build 15,000 of these locos during wartime, but only 7000 were actually produced in car shops across Occupied Europe. The 2-10-0 wheel arrangement comprising small wheels allowed for heavy freight haulage on lightweight tracks. After the war the class 52 which was never intended as a long lasting locomotive design thrived in service in many countries after World War II, it is still claimed to be in service today (74 years as of 2016). The design of the locomotive included several operational as well as economic build characteristics including the fully enclosed cab which allowed a level of comfort in cold weather climates most notably for Germany’s incursion into Russia during the war, tenders that recycled exhaust steam back into water, and water tanks built frame-less to cut costs. The original BR 52 included smoke deflectors, but versions also existed without the deflectors as can be seen in Marklin’s mini-club versions.

BR 52 specs: wheel arrangement- 2-10-0, designer and builder- Hauptausschuss Schienenfahrzeuge, 1942 (1st one of approximately 7000 built), 2 cylinders/232 psi (boiler pressure)/ 55 inch wheel diameter, maximum speed 50 mph.

Marklin translated the BR 52 locomotive into 8 versions for Z including examples from Germany, France and Austria with examples from Era II-IV.

Marklin’s 8 versions include: 8883 (1996-1998) BR 052 DB, 88830 (2015) BR 52 DB, 88831 (1997-2003) BR 52 DB, 88832 (Insider-1997) BR 52 DRG, 88833 (1998) Serie 150 Y SNCF, 88834 (1999) BR 52 OBB Epoch III, 88835 (Insider-1999) BR 52 DB Epoch III, and 88836 (2001-2008) BR 52 DRG Epoch III.

88833: Serie 150 Y SNCF 88833_2

88834: BR 52 OBB  88834_2

88836: BR 52 DRG 88836_2

Siding: under repair notes see 5 pole motor upgrade for 88833 + 88834

Swiss Locomotive Numbering System

Some complexity exists with the classification and numbering of Swiss Railway locomotives which is not limited to separate systems in place to classify railcars and locos thus duplicated classifications exist for the two types of motive power. A discussion of Swiss railway classification is in order as a basis to further discuss their numbering system.

Swiss classification includes the use of letters to denote type of loco and motive power. Marklin’s 8850 is one example of a class Ae 6/6 loco with destination signs for “Zurich”. According to the Swiss classification system the capital ‘A’ is given for locos that reach maximum speed of 85 to 110 km/hr. Small case letter ‘e’ is given for electric locos. And 6/6 is Co-Co wheel arrangement. A Swiss railcar has not been produced in ‘Z’ by Marklin, but one such example would be the EMU Bhe 4/6 11 from depot Monte Generoso. ‘B’ stands for 2nd class accomodations, ‘h’ stands for rack fitted, ‘e’ stands for electric powered, with wheel arrangement 4/6 (1B-B1).

Classification prefix letters for locos is as follows: R– max. speed in excess of 110 km/hr A– max. speed 85-110 km/hr B– max speed 70-80 km/hr C– max speed 60-65 km/hr D– max speed 45-55 km/hr E– shunting G– narrow gauge, H– rack fitted, O– open wagon, T– tractor, and X– departmental vehicle

Classification prefix letters for railcars and multi-units: A– 1st class accommodations, B– 2nd class accommodations, D– baggage compartment, S– saloon, Z– postal compartment

Classification suffix letters applied to all motive power: a– battery powered, e– electric powered, em– electro-diesel, h– rack fitted, m– diesel or gas powered, r– restaurant, rot– rotary snowplow, t– self-propelled department vehicle such as crane or snowplow

Note: to differentiate between classes with similar classifications numeals are used for example Re 4/4′, Re 4/4”

Also note: newly classified locos incorporate a three digit number thereby replacing the fractional numbers, but the classification letters are maintained in the new method.

Since 1989 all locos on the SBB Railways produced in that year and subsequent years follow the current numbering system, all locos before 1989 were not renumbered unless a major overhaul occurred with a specific loco. Museum locos maintain their original number. Three sets of numbers are indicated on 1989 to the present locomotives in Switzerland, this system follows this numbering scheme: First digit: 0– steam loco or historic railcar, 1– meter gauge loco, 2– tractor, 3– electric loco with 3 powered axles, 4– electric loco with 4 powered axles, 5– electric railcar, 6– electric loco with 6 powered axles, 7– departmental self-propelled vehicle excluding locos, 8– diesel loco, 9– electric shunting loco. Second digit: 0– express railcars, 1-6– sub class index (bogie electric locos), type of electric loco, number of powered axles of a diesel loco, 7-8– not used, 9– not used generally except for rigid frame electric locos. Third digit: 2-4– two, three, four voltage loco or railcar, 5-8– owned by private railway. Fourth thru Sixth digits are the running numbers followed by the final number which is the ‘computer check digit’.

The computer check digit is used to verify the correct digits were used for classification and numbering. For the Swiss locomotive the last digit is the computer check digit which corresponds to the result of a simple calculation of class and running numbers: multiply each digit of the class and running numbers alternately by 1 and 2, add up the result and subtract from the next larger whole ’10’ number. For example: Swiss class 460 033-4 is verified in the following manner- 4×1, 6×2, 0x1, 0x2, 3×1, 3×2= 4+1+2+0+0+3+6=16. Thus 20-16=4!

Reference material: Swiss Railways, published by Platform 5, written by David Haydock, Peter Fox and Brain Garvin.

 

Austrian Locomotive Numbering System

The current Austrian locomotive numbering system has been in place since 1985. In brief the numbering for each locomotive can be determined by reviewing 3 charts for each digit followed in some cases by a computer check digit.

1st Digit – Traction Code: 0-steam locos, 1-electric locos, 2- diesel locos, 3- steam railcars, 4- electric multiple unit, 5- diesel multiple unit, 6- driving trailers, 7- intermediate trailers, 8- (NA), 9- tenders

2nd Digit – Origin Code: 0-5- Austrian and German standard, 6-8- pre-DRB, 9- foreign types. For electrics: 0-7- AC, 8- AC/DC, 9- DC. Note: 1 is added to the second digit to represent developments of a type thus a Class 1116 is a further development of Class 1016.

3rd and 4th Digit – Utilization Code:  Steam Locomotives – 01-39- passenger tender, 40-59- freight tender, 60-79- passenger tank, 80-96- freight tank, 97- rack fitted, and 98-99- narrow gauge. Diesel Locomotives – 01-19- express over 2000hp, 20-39- heavy freight over 2000hp, 40-59- mixed traffic 1000-2000hp, 60-64- “B” wheel arrangement under 1000hp, 65-69- “C” wheel arrangement under 1000hp, “D” wheel arrangement under 1000hp, 80-89- self propelled snowplough, 90-99- narrow gauge. Electric Locomotives – 01-19- express, 20-39- heavy freight, 40-59- mixed freight, 60-69- shunting loco, 70-89- older types, 90-99- narrow gauge. Railcars – 01-19 express, 20-59- local, 60-79- baggage, 80-89- light railbus, 90-99- narrow gauge.

A Computer Check Digit is used to double check that all digits are correct, this final digit in the locomotive number is not always displayed on the loco. To verify the class and running number digits are multiplied alternately by 2 and 1. The resulting digits are added together and deducted from the next whole 10 number thus revealing the correct “check digit”.

Example: for the OBB electric shunting loco #1063 028 the check number is thus calculated: 1×2, 0x1, 6×2, 3×1, 0x2, 2×1, 8×2= 2+0+1+2+3+0+2+1+6=17. 20-17=3 thus the full number for this OBB loco is 1063 028-3.

My guide to understanding European train classifications is the excellent series under the title European Handbooks. This highly recommended series of books on various European railways is indispensable.

Reference material: Austrian Railways, published by Platform 5, written by Roland Beier and Brian Garvin.