RUDI VELIKONJA FOTO BLOG: PARNA LOKOMOTIVA 33-110 ZIMSKA PRAVLICA -WINTER FAIRYTALE & IN JŽ 25-035 POSTOJNA

PARNA LOKOMOTIVA 25-035-POSTOJNA

Normalnotirna parna lokomotiva FS 740.121 na železniški postaji v Postojni.

Dolžina 19,9 m, parni tlak: 12 bar, premer pogonskih koles: 1370 mm, masa: 116,6 t, moč: 720 kW, max. hitrost: 65 km/h.

Lokomotivo je leta 1914 izdelala italijanska tovarna Officine Mechaniche Napoli pod tovarniško št. 563. Skupno je bilo izdelanih 470 primerkov te serije, ki velja za enega najboljših italijanskih strojev. Med obema svetovnima vojnama (ko je Italija okupirala zahodno Slovenijo) so lokomotive te serije vozile tudi na progah med Trstom, Postojno in Reko ter po Istri. Po 2. sv. vojni so JŽ eno teh lokomotiv vključile v svoj vozni park in ji dodelile številko JŽ 25-035. Ta lokomotiva je leta 1982 bila pridobljena z izmenjavo iz Italije in razstavljena na postojnski postaji. Takrat so ji dodelili neveljavno številko JŽ 740.121, ki jo je še vedno moč videti na levem boku.

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PARNA LOKOMOTIVA 33110 ŠTANJEL

sedaj park vojaške zgodovine PIVKA

Normalnotirna parna lokomotiva SŽ 33-110 (prej DRB 52 4936) na železniški postaji Štanjel,

Dolžina: 22975 mm, moč: 1200 kW, teža: 95 t, najvišja hitrost: 80 km/h.

Lokomotivo je leta 1943 izdelala tovarna MBA v Berlinu, tov. št. 14006. To vrsto lokomotive so zasnovali leta 1942 za vleko vseh vrst vlakov v vojnih razmerah. Zato je bila zasnova preprosta in pričakovana življenjska doba kratka. Kljub temu so se na slovenskih glavnih progah uporabljale vse do leta 1978, ko je bila parna vleka ukinjena. Njena sestra SŽ 33-037 še danes vleče muzejske vlake.

Helios poskrbel za funkcionalno in trajno zaščito

Prenova protikorozijske zaščite lokomotive je predstavljala zanimiv strokovni izziv. Že v samem začetku se je vodstvo Parka skupaj z Železniškim muzejem Slovenskih železnic odločilo, da se lokomotive ne restavrira v originalno stanje z uporabo materialov, ki bi bili čim bolj podobni prvotno vgrajenim, temveč je izbiro materialov prepustilo strokovnjakom Heliosa z usmeritvijo, naj bo zaščita funkcionalna in trajna. Odprto pa je ostalo vprašanje izgleda. Predvidevalo se je, da je bila lokomotiva v originalu temno siva z le najnujnejšimi oznakami v beli barvi, ne pa, kot si nas večina predstavlja parne lokomotive, črna z rdečimi in belimi okrasnimi obrobami.

Muzejskega eksponata pa ni mogoče obnoviti le na podlagi predpostavk. Zato smo na lokomotivi in tenderju odvzeli vrsto sond nanesenih premazov in jih s pomočjo mikroskopije analizirali v Heliosovem Fizikalno analitskem laboratoriju. Pokazalo se je, da je bila na vsaj nekaj delih lokomotive prisotna originalna barva, temno siv pokrivni premaz v niansi RAL 7021, na lokomotivi nanesen na oksidno rdeč temelj, na tenderju pa na temelj v niansi RAL 9007, ki je bila razvita pred drugo svetovno vojno specifično za protikorozijski program nemških železnic. Iz analize je očitna tudi zgodovina obnov lokomotive, ob samem remontu so na obstoječe premaze nanesli po sloj temelja in pokrivnega premaza, tako da se je na mestih nabralo tudi za centimeter premazov.

STEAM LOCOMOTIVE 25-035 POSTOJNA

Normal gauge steam locomotive (FS 740.121) at the train station in Postojna, Slovenia.

Length: 19.9 m, steam pressure: 12 bar, diameter of driven wheels: 1370 mm, mass: 116.6 t, power: 720 kW, max. speed: 65 km/h.

The locomotive was produced by Officine Mechaniche Napoli (Italy) in 1914, serial nr. 563. In total, 470 locomotives of this series were produced and are believed to be one of the best Italian made machines. Between both world wars (when western Slovenia was a part of Italy) these locomotives were in use on sections between Trieste, Postojna and Rijeka and in Istria. After the WW2 one of the locomotives was incorporated into the Yugoslav Railways' rolling stock and assigned the number JŽ 25-035. This locomotive was acquired (exchange) from Italy in 1982 and exhibited at the Postojna train station. It was assigned the invalid Yugoslav number JŽ 740.121 which can still be seen on its left side.

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STEAM LOCOMOTIVE 33-110 eks ŠTANJEL(STHANJEL)

now is in park of militar history PIVKA

Normal gauge steam locomotive SŽ 31-110 (formerly DRB 52 4936) at the train station of Štanjel, Slovenia, actually located between Štanjel and Kobdilj.

Length: 22975 mm, power: 1200 kW, weight: 95 t, max. speed: 80 km/h.

The locomotive was produced in 1943 by MBA in Berlin, serial nr. 14006. This class of locomotives was designed in 1942 to pull all kind of trains in war conditions, therefore the design was simplistic and short lifetime was expected. Nevertheless it was in use use on Slovenian main tracks all until 1978 when the steam traction was abandoned in slovenia. Its "sister" SŽ 33-037 still pulls museum trains.

Helios(factory of colors DOMŽALE-SLO)., ensures functional and lasting protection

The restoration of the locomotive’s corrosion protection was an interesting professional challenge. From the very beginning, the management of the Park together with the Railway Museum of the Slovenian Railways decided that the locomotive should not be restored to its original state by using materials as close to the original as possible; rather, the choice of materials was left to the Helios experts, with the aim of ensuring functional and durable protection. The question of design however, remained open. It was assumed that originally, the locomotive was dark grey with only the most essential markings in while, and not black with red and white decorative borders, as most of us envisage.

Of course, a museum exhibit cannot be restored solely on the basis of assumptions. Consequently, we took a series of probes of applied coatings on the locomotive and tender, and analysed them using microscopy in the Helios Physical Analytical Laboratory. It turned out that the original paint was present in at least some parts of the locomotive: dark grey coating in the shade RAL 7021 and an oxide red base. On the tender, there was a base in the shade RAL 9007, which was developed before WWII specifically for the German Railways’ anti-corrosion programme. The history of the locomotive’s restoration is also evident from the analysis. During the overhaul, they applied a layer of base and cover coating on the existing coatings, so that in places coatings a few centimetres thick accumulated.