A JOURNEY OF 6,000 KM WITH 1,340 LOCOMOTIVES WEIGHING 200,000 TONNES

Auteur : Clive Lamming

These were the figures for the biggest transport operation of new locomotives in the history of the railways. The French Ministry of the Merchant Navy trusted a global organisation, the United Maritime Authority, to plan the operation.

The vessels "Texas" and "Lakehurst", carriers of tanks and artillery for the American army, each 141 m long and with 8,000 hp, ran the New York-Marseille route: each of them accommodated 38 locomotives and 38 tenders on the vessel's four tracks. In addition, the famous Norwegian vessels of the "Bel" type, such as the "Belpamela" and the "Belpareil", were also used, carrying between 17 and 70 locomotive and tender units. Other vessels such as the Liberty Ships and other large-capacity coal carriers also played a part.

A unique view of the unloading of a 141-R in Cherbourg in 1946, with the " loading derricks " of the ship " Belpareil " carrying the locomotive's hundred or so tonnes. Note that the cabin has its roof "extension" removed and is closed off by a thick sheet of plywood. © IXO Collections SAS - Tous droits réservés. Crédits photo © Collection Trainsconsultant-Lamming

ONLY FOUR FRENCH PORTS WERE UP TO THE CHALLENGE

Destroyed by the war, most French ports could not accommodate the ships. Only Marseille (with 276 locomotives and tenders), Cherbourg (793) and Saint-Nazaire (139) were able to handle the unloading, as they had huge floating cranes capable of lifting 150 to 180 tonnes. The Belgian port of Antwerp was also involved in the unloading, and its locomotives arrived in France running on the networks of the SNCB and SNCF.. Some "Bel"-type vessels were able to dock at Le Havre (90 locomotives and tenders). On 17 November 1945, the 141-R-466 was the first locomotive to operate on French soil from Marseille, draped in the tricolour flag. With a balancing beam in place, the 141-Rs were lifted in one piece. On 1 March 1946, 260 locomotives and their tenders were unloaded. Two years later, the operation was completed. We must not forget that 17 locomotives and their tenders, 141-R-1220 to 1235, plus 141-R-1241, to this day lie at the bottom of the Atlantic in the hull of the "Belpamela", following a very violent storm off Newfoundland. It is said that there are also "a few" in the port of Marseille.

The debarkation of the first 141-R in Marseille, 141-R-466, on 17 November 1945. The locomotive is lavishly decorated. © IXO Collections SAS - Tous droits réservés. Crédits photo © Collection Trainsconsultant-Lamming

View of the 141-R's "deck", taken on the Belpamela when it arrived in Le Havre on 27 November 1946. On the right, fuel tenders. Note the dismantling, although not systematic, of the delicate sheet metal "dome caps", which can suffer during transport and especially when craned. © IXO Collections SAS - Tous droits réservés. Crédits photo © Collection Trainsconsultant-Lamming

THE JOURNEY BETWEEN PORTS AND DEPOTS

All locomotives were registered and assigned to the various regions. They were prepared and completed in the major regional workshops (Épernay, Bischheim, Sotteville-lès-Rouen, etc.) rather than in their depots, which meant that they had to be transported collectively in "locomotive trains" towed by a locomotive that was already in service. It has to be said that the locomotives made their journey with their chimneys closed to prevent sea moisture from penetrating the boiler tubes, while the driver's cabins were closed at the back by a temporary wooden covering.

As a result, they were without the roof extension that protects the steering platform: this extension was to be installed by the large workshops. The connecting rods then had to be fitted, a speedometer and recorder (or 'mouchard') installed, and the external pipes and tubes on the boiler dismantled to allow them to be 'craned' into the ports. All in all, there was a lot of preparation work to be done, and it took several days before the highly anticipated commissioning.

Unloading a 141-R in Antwerp in 1945, with an American military 'crane barge' floating between the vessel 'Vedby' and the quay. © IXO Collections SAS - Tous droits réservés. Crédits photo © Collection Trainsconsultant-Lamming

Antwerp, 1945, on the vessel 'Vedby'. 141-Rs and tenders await unloading. On the left, a lifting beam is placed on a locomotive. © IXO Collections SAS - Tous droits réservés. Crédits photo © Collection Trainsconsultant-Lamming

ELSEWHERE, AT THE SAME TIME

The mid-1930s was the heyday of the German railways.

During the interwar period, the National Socialist government already made motorways their trademark

SPEED, THE SYMBOL OF GERMAN PROGRESS

High-speed diesel railcars like the "Fliegender/Flying Hamburger" reached a speed of 160 km/h and average speed of over 120 km/h between Hamburg and Berlin! They were noticed all over the world at the time. This was not the case with conventional trains, the German engineers were of the opinion that steam traction, with good tracks and lightweight rolling stock, was also capable of reaching high speeds.

In 1934, the Deustche Reichsbahn placed an order with Borsig to produce a type 232, 05 series locomotive, capable of achieving a speed of 175 km/h with a 250-tonne train. It featured an exceptional boiler. The diameter of the drive wheels was a whopping 2,300 mm. Three locomotives were built: 05001, 05002 and 05003.

The superb streamlined 05-001, the first of the 05 series and a masterpiece of the manufacturer Borsig, was tested in June 1935 between Hamburg and Berlin. Saved from destruction during the war, it is now preserved in the Nuremberg museum and was idolised throughout the 1950-1960’s. © IXO Collections SAS - Tous droits réservés. Crédits photo © Collection Trainsconsultant-Lamming

WILL THE 05001 HAVE ANY DESCENDANTS?

Tested in June 1935 between Hamburg and Berlin, the 05001 achieved 200.7 kph with a 205-tonne train, producing 3,137 bhp. But efficiency was very low, as the locomotive and tender assembly consumed almost all the power at 200 kph. This test showed that high speed required a lot of energy. Despite the fact that the Germans had to stop further development, the 05001 was saved from destruction: it is now on display in the Nuremberg Museum.

AN ERA

New passenger buildings were built for the SNCF in the 1950s as part of the post-war repairs, as here at Épône-Mezières. The stationmaster raising his "handlebars" and preparing the whistle for the start of the journey: the driver of the old VH-Renault, dating from 1933, was dreaming of a beautiful, "modern" X-4300/4500 railcar, but it would be 1963 before he would get one. © IXO Collections SAS - Tous droits réservés. Crédits photo © Collection Trainsconsultant-Lamming