Ty4
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Ty4-13 in
Side drawing of the BR44 in its original
variant, by M. Kratochvil (source: TB vol.1).
Side drawing of the BR44ÜK with the 2’2’T32 tender
in PKP service by M. Ćwikła (SK
4/2001).
TCDD 56712 (Batignolles
747/1945) at the Çamlik locomotive museum,
44 004, DRG, BMAG
8529/1926. This is an engine from the initial batch. Photo from my
collection.
Two-cylinder competitor: 43 020 (Henchel 21000/1928). Photo from my collection.
44 0093-3, DB, formerly 44 1093 (WLF
9449/1942), photographed with a special train near Gernrode,
Germany, on January 3, 1999. Photo by Volker Jacobi (postcard from my
collection).
This 44 1568 from the DR fleet
(formerly 44 0568, Borsig 15407/1942) was
photographed somewhere in Eastern Germany, probably on May 15, 1966. Photo
from my collection.
DRG 44 382 (Esslingen
4447/1941), photographed somewhere in south-western Germany, summer 1942.
This engine was withdrawn from DB in
September 1960. Photo collection Martin Stertz.
Another BR44 from the DR fleet: 44
9991 (formerly 44 991, Grafenstaden
7814/1942, converted to coal dust firing in 1957 and withdrawn in November
1974), location and date unknown. Photo from my collection.
44 1144, DB, Borsig
15193/1942, location and date unknown. This locomotive survived in service
until March 1974. Postcard from my collection.
This locomotive (Creusot 4764/1945) was ordered
for DRG as 44 1519, but completed
for SNCF and numbered 150X1519.
Later re-numbered 150X3, it was withdrawn in April 1959. Source: www.commons.wikimedia.org.
DRG 44 661 (Borsig
15117/1941) remained with DR after
the war and was sold to ÖGEG in 1992. Lokpark Ampflwang,
August 25, 2016.
044 508-0, DB, Krauss-Maffei 16113/1941, photographed in Essen on May 14,
1977. Twelve days later this engine was withdrawn from use; currently it is
owned by Westerwälder Eisenbahnfreunde. Postcard from my
collection.
DRG 44 002 (Henschel
20458/1926), probably a factory photo. This engine served with DB until March 1965. Source: Die Lokomotive
April 1927.
22,000th locomotive from Henschel was
44 011, built in 1933. Initially designated M02 1004, due to experiments
with higher boiler pressure (‘M’ stood for Mitteldruck, or medium
pressure). Withdrawn from DB in
December 1950. Probably a factory photo; source: Die Lokomotive July 1933.
Two DR
locomotives: 44 0167-5 (ex 44 167, BMAG
10983/1939) and 44 0797-9 (ex 44 797, Fives-Lille 4965/1942), photographed at the Nordhausen
depot in 1980. The former was withdrawn in March 1992 and transferred to Dampflokmuseum Hermeskeil;
the latter was withdrawn in February 1982 and scrapped. Photo by G. Feuereißen
(postcard from my collection).
DR 44 9400 (ex DRG 44 1400, Schichau
3592/1942), Saalfeld, Germany, May 1971. This
locomotive was converted to coal dust firing in 1951 and re-numbered in 1970;
it was withdrawn in October 1973. Photo by Winfried König (from my collection).
DR 044 397-8 (ex DRG
44 397, Henschel
26006/1941), railway museum Prora, July 6, 2019.
This locomotive was withdrawn in 1992.
DR 44 1486 (Schneider
4728/1943) leaves Förthaer
Tunnel with a special freight train; May 7, 1993. Photo by Volker Jacobi (postcard
from my collection).
Ex-DR
44 661 (Borsig
15117/1941), purchased by Austrian ÖGEG in July 1992; the
locomotive in the rear is ÖBB 52.1198 (DWM 612/1943). Hieflau,
Austria, May 29, 1993. Photo by M. Voellinger
(postcard from my collection). |
In
early1920s the most powerful freight locomotives in the DRG (Deutsche Reichsbahn
Gesellschaft) service were ex-Prussian
three-cylinder G12s, re-classed 5010-12. In fact, class G12 had
set a pattern for a Decapod which was
to dominate freight traffic in Germany (and large part of Europe) until the
end of steam era. These excellent engines, of which about 1,500 had been
built, had a tractive effort of 18.2 tonnes and
their maximum speed was 65 km/h. Both these figures soon were found
insufficient and plans were laid down for faster and even more powerful
freighters. While
both railway authorities and locomotive manufacturers agreed that the 1-5-0
axle arrangement should be retained, first tentative design studies included
two-, three- and four-cylinder machines. Four-cylinder compound was finally
rejected due to complexity and it was decided to purchase single-expansion
engines, ten two-cylinder BR43s and ten three-cylinder BR44s being ordered
for service evaluation. BR44s were supplied in 1926 by Henschel (44 001 through
003), Schwartzkopff
(44 004 through 009) and Esslingen
(44 010); two-cylinder engines followed in 1927 from Henschel (43 001 through
005) and Schwartzkopff
(43 006 through 010). First results were inconclusive. With almost the
same rated power, economy of the three-cylinder engine was found poorer than
expected and in fact BR44 was slightly better only at the highest indicated
power, above 1500 hp. Ease of manufacture and maintenance favored BR43 and 25
more examples were supplied by Henschel (18)
and Schwartzkopff
(7) in 1927 and 1928. Service experience was, however, not entirely
satisfactory (failure rate turned out to be rather high) and no more orders
followed: three-cylinder freighter finally emerged as a winner. In
1933, Henschel
built 44 011 and 44 012 which differed considerably from their
predecessors: these were in fact experimental machines with boiler pressure
increased to 25 bar and four-cylinder compound engines. Despite high power
(about 25% higher than in first examples) and very good economy these
locomotives suffered from maintenance problems and further experiments were
abandoned. Production engines, built from 1937 onwards, initially by Henschel, Schwartzkopff
and Krupp, differed substantially
from the first ten examples. Copper firebox was replaced by a steel one,
boiler pressure was increased from 14 to 16 bar, cylinder diameter was
reduced from 600 to 550 mm, Riggenbach
counter-pressure brake was deleted and large, Wagner-type smoke lifters were
fitted. First 53 examples were considered an interim variant (Zwischenausführung).
From 44 066 onwards, several modification were introduced; in
particular, grate area was slightly reduced and third cylinder valve
actuation mechanism was modified. This variant remained in production until
late 1942. In
1940, Polish Fablok company of Chrzanów
(renamed Oberschlesische Lokomotivwerke
AG, Werk Krenau)
undertook production of this locomotive, eventually supplying 145 examples
until 1943. However, until 1941 production rate remained quite low. After the
attack on the Soviet Union and resulting rationalization of locomotive
procurements it increased considerably, but it was decided to transfer BR44
production entirely to French factories. Last German-built examples were
delivered in 1943. Five French companies (Creusot, Fives-Lille, Batignolles, Cail and SACM aka Graffenstaden) delivered 693
BR44s until 1946; of these 226, completed after termination of hostilities,
went directly to SNCF as class 150X. During the production course,
from 44 786 (Fives-Lille
4954/1942) onwards, basic design was gradually simplified. In particular,
smoke lifters were deleted and driver’s cab was modified. Later variants were
referred to as BR44ÜK (Übergangs-Kriegslok,
or interim wartime locomotive). They featured simplified components and more
crude machining; externally they could be distinguished by removed smoke
lifters and front cab windows. Last ten examples were assembled for DR
at the former Borsig
plant in Hennigsdorf from sub-assemblies delivered
in December 1944 by Danish company A/S Frichs Maskinfabrik og Kedelsmedie of Århus. They were initially numbered 44 1231 through
1240, serial numbers 326 through 335, but finally delivered with LEW (Lokomotivbau-Elektrotechnische Werke,
which took over the Hennigsdorf plant))
serials only in 1949, bringing the grand total to 1989 machines. After
the war, Deutsche Bundesbahn
were left with 1242 examples. Contrary to many other Kriegsloks, notably BR52, they
were kept in service for quite a long time, surviving until the end of steam
era in Western Germany in 1977. Five machines (all representing the standard
pre-war version) were fitted with new, welded boilers, coal feeders (removed
between 1964 and 1968) and rocking grates. Five more received new boilers and
feedwater heaters. In 1955, 44 475 (Henschel
26084/1941) became the first DB steam locomotive to be converted to
oil firing. 31 more followed and these engines, re-designated class 043, were
in fact the strongest German steam locos in service and one of the last to be
withdrawn. In Eastern Germany, DR had 335 examples, but experienced
some problems with fuel. Despite comparatively large grate, BR44 was
demanding as far as coal quality was concerned, and DDR had very limited resources
of high-grade coals. Solution was sought in coal dust firing systems and in
November 1951, 44 506 (Krauss-Maffei 16111/1941) was suitably modified. This
conversion was basically successful and 21 engines followed (they were
coupled with modified 2’2’T31.5Kst tenders), but service experience, due to
dust accumulation and frequent flashbacks from the firebox, was somehow
unsatisfactory and these locomotives survived in service only until 1975. As
with DB, 44 195 (Krupp 2017/1940)
became in 1959 the first DR steam loco converted to oil firing. Until
1967, a total of 94 examples were similarly converted, some receiving
entirely new boilers, but in early 1980s, due to substantial increase of oil
prices, 58 of them were re-converted to coal. In 1970 DR locomotives were re-classed 44 0 (oil firing), 44 1 and 44 2
(coal firing) and 44 9 (coal dust firing), their service numbers being
changed accordingly. Last 44s in the DR service survived until 1987,
some remaining in use for a few more years as stationary boilers. BR44s
were also used in several other countries. In France, SNCF found this
type particularly useful for heavy freight trains and, apart from a number of
engines taken as war booty, acquired the above-mentioned 226 examples from
French factories. On the other hand, the Soviets found BR44 too complex and
demanding in maintenance, so only eight served briefly with MPS. Four
were later handed over to Romanian railways CFR, re-numbered 150.1301 through 1304 and converted to oil
firing. Of eight machines taken over by ČSD in Czechoslovakia, four
were handed over to Poland in 1945; the rest probably saw no service and were
scrapped in late 1950s, without any class designation assigned. In 1955, 48
French machines, made redundant by electrification of many principal lines,
were sold to Turkey, when they were given TCDD service numbers 56701
through 56748. They remained in service until late 1970s and hauled even
heavy passenger trains. Apart
from France, Poland was the largest foreign user of this type. This is hardly
surprising, as heavy freight traffic was typical for PKP even before
the war. In all, Polish authorities took over 141 BR44s. In 1946, 126 were
classed Ty4. One of them (Ty4-39, ex 44 688, WLF 9275/1941) was
badly damaged and finally scrapped in 1954. Later six more machines were
included and numbered Ty4-127 through 132, but of these only two were
actually restored in service, the remaining four being formally written off
in 1948. Eight more were scrapped in 1946 without being given PKP
service numbers, due to poor condition; some were cannibalized for spares.
44 153 (Schichau
3339/1938), although formally taken over by PKP, was requisitioned in 1946 prior to re-numbering by Soviet
military transport authorities. It was reportedly handed over to DR in October 1949. Of 132 BR44s which
were given PKP service numbers, as many as 42 had been built by Fablok. Until the arrival of first ‘Trumans’ (class Ty246) from the USA in March 1948, Ty4
was the most powerful locomotive in the PKP service and these engines
operated mainly on the Coal Trunk Line between Upper Silesia and Gdynia on
the Baltic coast. Superseded by Ty246s and later also by indigenous Ty51s,
they disappeared from this line, but soldiered on elsewhere. Later many were
used as heavy switchers, often with smaller tenders. Repairs of these engines
were complex and time-consuming, as their three-cylinder layout made them
untypical and suitable maintenance facilities were scarce. Availability rate
was thus, at least initially, quite low. Modifications
were rather few and included normalized fittings and various items of
equipment. Some examples were fitted with circulation tubes and rocking
grates. Large, Wagner-type smoke lifters, typical for early examples (and for
many other German Einheitslokomotiven)
were usually removed; on the other hand, many Ty4s were fitted with small,
narrow Witte-type smoke lifters. As with DB and DR, there were
also conversions to oil firing. First experiments were successful and over sixty
engines were converted between 1964 and 1965. In service, they outlived their
coal-fired kinsmen, but not for long. Withdrawals started in 1970 and went on
quite fast: on January 1, 1977, only sixteen Ty4s remained in the PKP
rosters and the last of these, Ty4-17 (Borsig 15047/1941, ex DRG
44 366) was written off in December. Eight Ty4s were sold to industrial
establishments, to serve as stationary boilers, and continued in this
inglorious role until early 1990s, but none was preserved. Last examples were
scrapped in 1993, despite many protests from Polish railway fans.
Fortunately, if they want to see a BR44, they don’t have to go too far: as
many as 51 examples have been preserved in Germany, plus two in Austria (ÖGEG,
Ampflwang) and one in The Netherlands (Veluwsche Stoomtrein Maatschappij, Beekbergen).
Keener travelers may also add Turkey: TCDD 56712 (Batignolles 747/1945, ordered
as 44 1832, then SNCF 150X82) has been preserved at the Çamlık Buharlı Lokomotif Müzesi. Main technical data
1)
Data in brackets refer to the variant with higher
steam pressure (from 44 013 onward, built from 1937) 2)
With 30D43 tender 3)
From 44 066 onward grate area reduced from 4.70 to
4.55 m2 (width 1.51 m) 4)
Including four not restored in service; additional
nine were never given PKP service
numbers. 5)
44 005 attained 1620 hp
during tests. List of
vehicles can be found here. References
and acknowledgments
-
Monographic article by Roman Witkowski
and Paweł Terczyński (SK vol. 4/2001); - TB vol.1, PNPP; -
www.beitraege.lokomotive.de
(Ingo Hütter’s locomotive database); -
http://www-personals.umich.edu/~khmiska
(website by Kurt H. Miska – unfortunately no longer
active); - Ty4. Niemiecki ‘słoń’ w służbie PKP (Ty4. German ‘Elephant’ in the PKP Service)
by Roman Garbacik and Konrad Garbacik (Eurosprinter,
2021). |
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