German Steam Locomotive Tenders, An almost bewildering topic

The 2’2’ T 26 is an all-welded standard tender widely used by the DRG. It was used on the BR 50, BR 23 DRG, and the BR 50⁴⁰. Courtesy – Eisenbahn Journal , I/97

by Kurt H. Miska

Editor’s Note – This article adds to the earlier one on tenders. “Steam Locos Have a Tender Behind,” ETE EXPRESS No. 87. Since helping Errol with the initial article, I bought the book “Die Dampflokomotive,” a classic 900-page book dealing with every aspect of steam locomotive technology. The book contains much basic information on tenders.

There are steam locomotives that do not require tenders, coal or water. Well, yes, some water but certainly no coal or a means of transporting it. Those, of course, are what in German is called a Dampfspeicherlok, or steam storage locomotive. These specialized machines can be the topic of another article but, for the moment, let’s talk a little about tenders. Specifically, I’m going to deal with separate tenders not the coal bunkers that are integral with tank locomotives.

Basically, tenders go back to the infant days of railroading. The well-known “Adler” that traveled from Nürnberg to Fürth already featured a tender to carry the coal needed by the famous locomotive. This tender was a very simple two-axle affair. By the end of the 19^th century and the German Länderbahnen were in full swing and using an almost bewildering assortment of locomotives, both tank and tender engines.

In general terms the smaller tenders carried three tons of coal and 7 m³ (1,848 gal) of water while the largest tenders had room for 10 tons of coal and 38 m³ (10,036 gal) of water. (One cubic meter equals 264.12 gallons.) The structure of a tender is very straightforward consisting primarily of simple steel angle irons and T-sections. The water is contained in a riveted and more recently welded structure made of 6 mm (0.236 in.) sheet steel. The top closure of the water tank also serves as the bottom of the coal bunker. The opening for the water must not be more 2,750 mm (9.0 ft) above the top surface of the rail in order to accommodate the water supply. The largest tenders used on Standard locomotives (Einheitslokomotiven) have their main water opening 3,000 mm (9.84 ft) above the tops of the rails but these tenders must have an auxiliary water inlet no higher than 2,850 mm (9.35 ft) above rail surface. It should be self evident that the water must be kept clean and reasonably free of extraneous matter.

The floor of the coal bunker is sloped progressively so that the coal slides easily to a location where the fireman can handle it. On each side of the coal opening are compartments to store tools, oil cans and clothing for the train crew.

Storage of long tools used to handle jobs insides the firebox present a problem. Generally, these are stored next to the coal bunker and on top of the tender. It is in the taking the long, heavy tools down and into the cab that posed problems. One of these problems was if another train happened to be on the next track. Another obvious and much more life threatening problem was on tracks with catenary. The fireman was provided with asbestos gloves to handle these long, awkward implements.

The coal bunkers of streamlined tenders were covered with two telescoping covers which, when retracted, opened the entire bunker for the loading of coal. The fireman on streamlined locomotives was not allowed to climb on top of the tender to move coal while the engine was in motion

Coupling the tender to the locomotive is no simple matter. To begin with, there is a massive steel coupling link that measures 46.8 in. (1,190 mm). It is generally made from an abrasion resistant manganese steel. There are also two auxiliary coupling links, one on each side of the main link. The distance between locomotive and tender is adjustable. Of the standard locomotives, the shortest Lok-to-tender spacing is 4 in. (100 mm) on the BR 38^10-40 types and the greatest is 8.75 in. (222 mm) on the BR 38^2-3. There is a massive leafspring with bumpers between the engine and tender which act to equalize forces between the two when negotiating turns.

Tender Designations

Let's take a look at German tender nomenclature. We have all seen such designations as 3 T 16 and 2’2’ T 26. The first digit(s) – 3 or 2’2’ indicate the number of axles. The ‘prime’ after the numeral 2  means a pivoting truck with two axle. In this case a four-axle tender with two two-axle pivoting trucks. The capital letter T means tender. The last number indicates the amount of water in the tender in terms of cubic meters. Oddly enough, the German designation system does not consider the amount of coal the tender can hold. Sometimes the designation is followed by a suffix such as KON, KAB, ÜK, Kst. These are, respectively, condensing tender, cabin tender, interim war time tender and powdered coal tender.

A last word

As extensive as the accompanying chart is, it should not be taken as gospel. Contrary to what Märklin, Fleischmann and Roco modelers may be concerned about when it comes to tenders, they should keep in mind that just about anything goes – any tender with any Lok.

Coupling the tender to the locomotive is not simple eye and hook arrangement as in model railroading. The callouts tell the whole story in a nutshell.

1 – Main coupling link

2 – Emergency coupling link

3 – Main coupling link pivot

4 – Emergency coupling link

5 - Buffer

6 – Buffer guide

7 – Buffer spring

8 – Wick lubricator

9 – Oil pipe

Tenders for German Steam Locomotives

Tenders for the BR 42, BR 44, BR 50 and BR 52

These 1'E freight locomotives were essential to move freight from the late 1930s to the 1980s. They served the DRG, DR and DB and some of them still serve railroads outside of Germany. From the chart it is obvious that many different tenders were designed, built and put into service. Just about any combination of locomotive and tender was used. In addition many tenders were modified by the many locomotive servicing facilities.

1 - Standard tender. 

2 - Design only; never built.

3 - Standard for BR 52.

4 - Experimental high capacity tub tender.

5 - Kabinentender - cabin tender. Used for train crews.

6 - For new BR 50⁴⁰ of the DR.

7 - For powdered coal.

Sources

"Die Dampflokomotive," Transpress Reprint of 2nd printing done in 1965. ISBN 3-344-70791-4.

 "Die Lokomotiven der Baureihe 52 – Geschichte, Einsatz und Verbleib," Michael Reimer, Lokrundschau Verlag, ISBN 3 931647 03 X, 1996.

 "Loco Profile 18 – German Austerity 2-10-0," Brian Reed, Profile Publications Ltd, October 1971.

 “Steam Locos Have a Tender Behind,” Errol A. Kubicki and Kurt H. Miska, ETE EXPRESS, No. 87, p. 11.

 “Dampflok-Report,” No. 3 – Baureihen 41 – 52, Horst J. Obermayer, Manfred Weisbrod, ISBN 3-922404-88-X, 1995