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N No t pots. Nico shop with noL? A sk monlh rent FREE! Froe J f - rom. C am eo Mobile ites. G roat It lor horso looders. C Coll S Tho cost Is Or emai! C a ll 20B-SS HAY SS65 por ton. D[ o c m n b e r Idatio Wednesday. Private P arty oni each additio M erchandise only. The project was carried out by Steyr. The suspension of the RSO remained unchanged, but the front driver's compartment was replaced with a low, lightly armoured superstructure.
The result was a lightweight, cheap to produce, and highly mobile infantry anti-tank weapon. Although the vehicle was intended for use by the infantry anti-tank units, all pre-production vehicles were issued to armoured units Panzer Jager Abteilungen and , and 18th Panzergrenadier Division , due to the urgent need for replacements.
Their low speed and light armour inevitably resulted in problems for these units trying to cooperate with those in other fighting vehicles. The German Army Group South, where the units issued for combat testing, declared the vehicle useful, and large-scale production was quickly authorised.
While the first vehicles were rolled out from the production line, Steyr started testing an improved version that incorporated a wider chassis and tracks; these changes improved cross-country performance and lowered the center of gravity, an issue in a vehicle of such a high ground clearance.
None of the improved version ever reached the front. In October , Steyr was ordered by the Ministry of Munitions to cease production of any type of tracked vehicles. By then a new up-gunned version of the widened chassis had been designed and was planned to enter production in ; it had a more powerful and less noisy V8 petrol engine to carry the 88mm PaK 43 L71 gun, by far the most powerful anti-tank weapon of its era designated Pz.
It is doubtful if any had been constructed by the end of the war. From Wikipedia, the free encyclopedia. This article needs additional citations for verification. Please help improve this article by adding citations to reliable sources.
Unsourced material may be challenged and removed. June Learn how and when to remove this template message. From the middle of the s they were retired in large numbers, so that in the s they were real rarities. Nevertheless, the last ones ended their active duties in together with the rebuilds Rekoloks.
Some of the original locomotives are preserved, including 50 and 50 The engine should however be able to be repaired with the aid of donations.
After the Second World War many examples of Class 50 engines were left in the other European states and some were used until the end of the steam traction era. Because the Deutsche Bundesbahn had sufficient goods train locomotives, they could quickly phase out the DRB Class 52 engines, so that the ageing boilers on the Class 50s could be replaced by those of the Class 52s. Even the trough tender of the Kriegslokomotiven was used by the 50s amongst others. In the s, several Class 50 locomotives served as trials engines.
Thus 35 machines were given a boiler with mixer preheater and turbo feed pumps. Number 50 was experimentally equipped with a Giesl ejector.
In ten locomotives were given a boiler with smaller grate area in order to try to reduce the consumption of coal. This included a second preheater boiler underneath the actual locomotive boiler itself. After the smoke gases had flowed through the main boiler, they were turned around and passed through the preheater boiler. They escaped into the atmosphere through a side chimney along with the exhaust steam.
The feed water was initially heated in a surface or mixer preheater, then in the preheater boiler before entering the main boiler. Ih this way the heat energy of the combustion gases could be better utilised and fuel consumption reduced.
In , 30 more engines were given Franco-Crosti smoke gas preheaters. These locos were redesignated as 50 to 50 Number 50 was given oil firing. It was deployed in Münsterland and in the Rhineland. The locomotives were retired by The conversion to Diesel and Electric locos led Italy and Germany both to abandon development of the Franco Crosti smoke pre-heater.
At the end of the s, it was thought that a suitable boiler material had been found, in the form of St 47 K-Mo steel, that would allow boiler pressure to be increased to 20 bar without significantly raising the total weight of the boiler. The newly developed steel had a higher strength than the type of steel St 34 used hitherto, but its disadvantage was that it had considerably worse conductivity.
In the harsh everyday work of steam locomotives the material became very quickly fatigued, so that boilers made of the new steel had to be replaced after only a few years. The Class 50, too, was given such a boiler to begin with. Even though its condition was less critical than with other classes, it urgently needed replacing by the end of the s.
As a result, the DR in East Germany had the 50E replacement boiler developed on the basis of the new boilers equipping the Class This was later used on the rebuilds the so-called Rekoloks , which saw the conversion of Class 23 engines, as well as conversions of the Class 52s into Between and , Class 50 locomotives were given such a boiler, along with a mixer preheater, a larger radiative heating area and improved suction draught, which also raised its performance.
Many engines were also equipped with Giesl ejectors. These Reko locomotives were allocated to sub-class