Appendix: questions, doubts, classes that
never were…
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Factory photo of the KFNB No.803 (WrN 4482/1902), later kkStB 27.03, then ÈSD 354.503 and MÁV 331,003. Written off in January 1953. Source: www.commons.wikimedia.org.
ÖNWB
No.345 ‘Kessler’ (WLF
162/1874), then kkStB
171.33, later taken over by ÈSD and
re-numbered 411.031, withdrawn in February 1956. Location and date unknown.
Source: as above.
ÈSD 411.019 (former ÖNWB No.340 ‘Conrad Vorlauf’,
then kkStB
171.20, Sigl
1740/1873) under restoration at Vytopna Jaromìø, Czech Republic. Photo
taken on August 25, 2004.
The same locomotive, photographed on June 3, 2017,
by someone who wishes to be known as Rainerhaufe.
Source: www.commons.wikimedia.org.
KkStB 4732 (ex KEB No.139 ‘Gaisbach’,
Sigl 1062/1871), then re-numbered 47.32.
Taken over in 1938 by DRG and once
again re-numbered 53 7102, it was returned to ÖBB and served as 53.7102 until October 1958. Ebensee,
around 1900. Source: as above.
KEB No.106 ‘Fusch’ (Sigl 652/1868), later kkStB 4707,
then 47.07. Taken over by DRG, it
was re-numbered 53 7101; returned after the war, it remained in service with ÖBB until November 1958. Heizhaus Strasshof, Austria, June 20. 2009.
DBE No.28 (WrN
2265/1876), later kkStB
5320, then 53.20. Taken over by PKP,
it was withdrawn before 1925. Location and date unknown. Source: www.commons.wikimedia.org.
BNB No.63 (Sigl
1212/1871). Later kkStB
53.33, it was taken over by PKP and
withdrawn before 1925. Location and date unknown. Source: as above.
Factory photo of the StEG 2605 (StEG 2827/1900). Later
impressed into kkStB
as 406.05, it was finally taken over by ÈSD, re-numbered 264.203 and written off in April 1937. Source: as above.
KFNB No.292 ‘Granica’ (StEG 719/1865), later kkStB 149.06,
withdrawn in 1926. Location and date unknown. Source: as above.
KFNB No.317 ‘Sokolnitz’ (Sigl 604/1868), later kkStB 149.29,
withdrawn in 1929. Location and date unknown. Source: as above.
Factory photo of the StEG 3610 (StEG 3466/1908), later kkStB 211.10,
then ÈSD 363.10 and finally MÁV 329,509. Withdrawn in December 1961. Source:
as above.
Most probably this photo has given birth to ‘PKP class OKh10’. In fact it depicts
British LMS 3F 7613 (Beardmore 361/1928), taken over by War Department and re-numbered 8, then
lost in France in 1940. Picture taken at the Berlin Tempelhof
depot in 1953 or 1954, shortly before scrapping. Source: www.drehscheibe-online.de.
Another suggested candidate for class OKh10
is GWR class 2301 ‘Dean Goods’,
also via WD and France. This GWR 2516 (Swindon, 1897) was photographed
at the Museum of the Great Western
Railway, Swindon, UK, on June 24.2010.
Yet another voice in the discussion on PKP class OKh10: WD 179 (GWR 2466)
fitted with pannier tanks. Canterbury East, September 1940. Source: Allied Military Locomotives of the Second
World War (see References).
ÖNWB No.193 ‘Hans Gasser’ (WLF 31/1872), later kkStB 151.55, then ÈSD 312.239 and finally MÁV 351,011, withdrawn in June 1954. Location and date unknown. Source: www.commons.wikimedia.org. |
Despite
the progress in railway-related research in Poland, many unanswered
questions, unresolved doubts and blanks still remain. This refers mainly to
locomotives of Austro-Hungarian origin, of which many were withdrawn early,
before new designation system came into use. This Appendix provides a concise
summary of ‘obscure’ classes: -
those with unknown Polish class assignment, -
those with no Polish class assignment and no
reliable information on service in Poland, -
those which most probably never existed. Hopefully
these blanks will be filled one day. Of course, any information is most
welcome. KkStB class
27 (ÈSD class 354.5, MÁV class 331) Between
1902 and 1903 Wiener Neustadt built
eleven passenger locomotives for Kaiser
Ferdinands-Nordbahn (KFNB), classed IIIc and numbered 801
through 811. They were delivered in two batches, numbering seven and four
examples, respectively, and differing mainly in boiler details. These engines
featured 2-3-0 axle arrangement, ran on saturated steam and had maximum speed
of 80 km/h. With the nationalization of KFNB
in October 1906, all were taken over by state railways kkStB; in 1909 they were classed
27. According to some sources, after WWI some – or all – of them were initially
intended for Poland (class Ok11?); however, all were finally taken over by
Czechoslovakian state railways ÈSD
and classed 354.5. With the exception of 354.507 (ex 27.07), which was
written off in November 1933, all survived until WWII and were transferred to
Hungarian State Railways MÁV (class
331). After the war one example was taken over by Yugoslavian state railways JDŽ and one ended up in the Soviet
Union. Three remained with MÁV and
were written off in 1953. The rest (five examples) were initially taken over
by PKP. It is, however, doubtful if
they saw any service. Most probably no Polish numbers were assigned or even
earmarked for them. In March 1948 all were returned to ÈSD, but none was restored in service. All were written off in
1949. Not a single example has been preserved. References and acknowledgments -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
EZ
vol. 2. KkStB class 171 (ÈSD
class 411.0) As
far as I know, there were four encounters of Polish railways with kkStB class 171
freight locomotives. Despite this, information on its service in Poland is
virtually nonexistent. In
1873 Sigl
(Wiener Neustadt works) delivered twenty freight locomotives with 0-4-0 axle
arrangement to k.k. privilegierte
Österreichische Nordwestbahn
(ÖNWB), classed VIIa. ÖNWB were apparently satisfied with them, so
more orders followed. Fourteen examples were delivered by WLF in 1874 (class VIIb),
ten by Esslingen in 1882 (class VIIc), five by Wiener
Neustadt in 1883 (class VIId) and five by WLF in 1883 (class VIIe).
Further eight were built by WLF
for Lemberg-Czernowitz-Jassy Eisenbahn (LCJE) between 1877 and 1878. The above-mentioned batches differed in
minor details. LCJE was
nationalized in 1889 and ÖNWB
followed in 1908. All 62 locomotives were taken over by state railways kkStB and
re-numbered 171.01 through 20 (ÖNWB
class VIIa), 171.21 through 28 (LCJE) and 171.29 through 62 (ÖNWB classes VIIb,
c, d and e). After WWI 171.53 (ex ÖNWB 365, Wiener Neustadt
2770/1883) was taken over by PKP.
It was withdrawn before 1925. It is not known whether any class designation
was earmarked for it and information on service is lacking. The remaining 61
examples went to Czechoslovakian state railways ÈSD. Two were written off in 1924 and the rest were classed 411.0
and numbered 411.001 through 059 in 1925. According to Austrian and Czech
sources, five examples (411.020 through 024, all originally built for LCJE) were sold to PKP in March 1933. This is rather
surprising: almost sixty-years old and totally obsolete locomotives were of
little value, if any. No information on their subsequent fate is available.
411.002 (ex 171.02, Sigl
1722/1873) and 411.036 (ex 171.28, WLF
167/1874) fell into Polish hands after annexation of Zaolzie
(part of Upper Silesia) in November 1938. In 1939 the former was impressed
into Ostbahn
and the latter into DRG, but in
March 1940 both were transferred to Hungarian state railways MÁV and numbered 459,109 and 459,110,
respectively. After the war both were returned to PKP, but most probably saw no service. Finally, 411.052 (ex
171.55, Wiener Neustadt 2772/1883)
and 411.053 (ex 171.56, Wiener Neustadt
2773/1883) were taken over by MÁV
directly from ÈSD in November 1939
and transferred to PKP in 1945.
Similarly, no information on their possible service is available. All four
above-mentioned locomotives were handed over to ÈSD in March 1948. Last locomotive of this
type in service was 411.054 (ex 171.57, Wiener Neustadt 2774/1883),
written off in November 1962. 411.019 (ex ÖNWB 340 ‘Conrad Vorlauf’,
then 171.20, Sigl 1740/1873), sold to
industry in 1955, has been preserved at the railway museum Výtopna Jaromìø in Czech Republic. Currently it is
undergoing restoration. 411.019 is the oldest preserved Czech locomotive. References and acknowledgments -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
EZ
vol. 3. KkStB class 47 Between
1867 and 1877 k.k. privilegierte
Kaiserin Elisabeth-Bahn
(KEB) took delivery of 61 freight locomotives with the 0-3-0 axle
arrangement, classed IV. Three of them were built by StEG and three by Wiener Neustadt; the rest came from Sigl. All were
given individual names. KEB was
nationalized in 1884, so next eight engines of this type, ordered from Krauss Linz, were supplied directly to
kkStB and
numbered 282 through 289. In 1885 all 69 examples were numbered 4701 through
4769; in 1902 they were re-numbered 47.01 through 69. Between 1885 and 1901
they were re-boilered with four distinct boiler
varieties, including one of the Brotan type. 47.65
was written off in 1904 and 47.43 followed in 1915. After the war the
majority of the remaining 67 examples were kept by Austrian state railways BBÖ. Ten were taken over by Italian
state railways FS; classed 222,
they were withdrawn between 1923 and 1928. Three went to the railways of the
Kingdom of Serbs, Croatians and Slovenians (SHS) and remained in service
until 1930. PKP took over five
examples, but 47.49 was returned to BBÖ
in November 1919. The remaining four were withdrawn before 1924 and no
information on their service is available. Class designation earmarked for
them is not known. Only
three locomotives of this type remained in the BBÖ service until 1938. After Anschluss
they were impressed into DRG and
numbered 53 7101 through 53 7103. Returned after the war and impressed into
Austrian state railways ÖBB, they
retained their DRG numbers, but
written in the Austrian manner: 53.7101 through 7103. All were written off in
1958. Former KEB 106 ‘Fusch’ (then kkStB 4717, later 47.17, DRG 53 7101, ÖBB
53.7101) has been preserved. Initially plinthed in
Linz, it was later transferred to Heizhaus Strasshof. References and acknowledgments -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
KT
vol. 2. KkStB class 53 Class
53 of Austro-Hungarian state railways kkStB in fact comprised two sub-classes differing mainly
in boiler details. Both were freighters with the 0-3-0 axle arrangement.
First 26 examples were originally built for k.k. privilegierte
Dux-Bodenbacher Eisenbahn (DBE)
between 1872 and 1882 by Sigl (seventeen), Wiener
Neustadt (six) and StEG
(three). They featured two types of boilers, with 177 or 181 flues and steam
pressure of 9 bar. Maximum speed was 45 km/h. They were numbered 9 through
34. Following nationalization of DBE
in 1892 all were impressed into kkStB as 5301 through 5326, later re-numbered 53.01
through 26. Similar locomotives for k.k. privilegierte
Böhmische Nordbahn (BNB) enjoyed an extremely long
production run. First ten examples were delivered between 1871 and 1873 by Sigl.
Deliveries from Wiener Neustadt –
23 examples in all – commenced in 1875 and last two examples were delivered
in 1901, when this type was completely obsolete. BNB was nationalized in 1908; all 33 engines were taken over by kkStB and
numbered 53.31 through 63 (numbers 53.27 through 30 were not used). This
sub-class featured two types of boilers, both with 191 flues, later variant
being fitted with larger grate. Steam pressure was 10 or 12 bar. One example,
53.44, was experimentally fitted with Brotan boiler
with 199 flues. Maximum speed was 50 km/h. After the war 53.55 was taken over by Italian
state railways FS and numbered
218.001; it was withdrawn in November 1923. The rest were divided between
Czechoslovakia and Poland. ÈSD took
over twenty examples of the first variety (class 314.0) and fifteen of the second
one (class 323.1). Some were written off before WWII and last remained in
service until 1952. PKP received
six and seventeen engines of the first and second varieties, respectively.
Numbering 23 examples in all, this class was quite numerous compared to many
other ‘Austrians’. However, all were written off before 1925 and it is not
known what class designation was earmarked for them. No locomotive of this
type has been preserved. References and acknowledgments -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
EZ
vol. 2; -
KT
vol. 2. KkStB class 406 (ÈSD
class 264.2) Austro-Hungarian k. k. privilegierte
österreichische Staatseisenbahn-Gesellschaft (StEG – a private
railway, despite its name) was founded in 1854. In 1855 the company purchased
the oldest Austrian locomotive works, founded in 1839, which since then were
named k.k. landesbefugte Maschinen-Fabrik in Wien der privilegirten
österreichisch-ungarischen Staats-Eisenbahn-Gesellschaft; instead of this rather lengthy name,
they were commonly known as StEG. Between
1900 and 1902 the railway took delivery of sixteen express locomotives (class
26, service numbers 2601 through 2616) with the 2-2-0 axle arrangement,
intended mainly for the Vienna-Budapest line. They featured 2100 mm drivers,
ran on saturated steam and were generally similar to kkStB
classes 6 (PKP Pd12) and 106 (PKP Pd13). The railway was
nationalized in 1909 and all these locomotives were impressed into kkStB as class 406. After the war all were taken
over by Czechoslovakian state railways ÈSD. 406.04 was written off in
1922 and 406.01 in 1924. The rest were classed 264.2 in 1925. All but two
were written off before WWII. In 1939, following the annexation of certain
territories of Czechoslovakia by Hungary, 264.202 (ex 406.03, StEG 2825/1900) and 264.206 (ex 406.08, StEG 2830/1900) were taken over by MÁV and
re-numbered 227,001 and 227,002, respectively. The latter was withdrawn in
1953. 227,001 was impressed into DRG in November 1944, but no service
number was assigned. In 1945 this locomotive was in turn taken over by PKP,
but no information on its service (if any) is available and its ultimate fate
is unknown. No example of this type has been preserved. References and acknowledgments -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
EZ
vol. 2. KkStB class 149 (ÈSD
class 311.3) The most numerous class of locomotives operated
by Austro-Hungarian Kaiser Ferdinands-Nordbahn (KFNB) was class IX (since 1881 class Vc). Between 1865 and 1870 77 examples were delivered
from StEG (nine) and Sigl
(68), in two variants: IXa (later Vc1, 25) and IXb (later Vc2, 52 examples). The latter type differed
mainly in boiler details, had higher boiler pressure and was slightly shorter
and lighter. Oddly enough, both these variants were built in parallel. These
were freight engines with the 0-3-0 axle arrangement, with outer frames and
1266 mm drivers. All had individual names. One example was withdrawn in 1907
and another one in 1909. The remaining 75 engines were impressed into kkStB following the nationalization of KFNB
in 1909 and classed 149. Seven
examples were written off until the end of WWI. After the war these already
obsolete locomotives were divided between Austria, Czechoslovakia and Poland.
Austrian state railways BBÖ kept 23
examples; last were withdrawn in 1929. Czechoslovakian state railways ÈSD took over 34 engines. Seven had
been withdrawn before new designation system was introduced in 1925; the rest
were classed 311.3. The last example, 311.22 (ex 149.62, Sigl 731/1869) was withdrawn
from Slovakian railways SŽ in 1940.
PKP took over two examples of the
Vc1 variety and eight of the other. All were written off before 1924 and it
is not known whether any new designation was earmarked for them. No
locomotive of this type has been preserved. References and acknowledgments -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
EZ
vol. 3. KkStB
class 211 (ÈSD class 363.0, MÁV class 329) Among
last locomotives purchased by Austro-Hungarian k. k. privilegierte österreichische
Staatseisenbahn-Gesellschaft (StEG) were ten
express engines with the 2-3-0 axle arrangement, built at the railway’s works
in 1908. They ran on superheated steam and featured 1800 mm drivers. Their
maximum speed was 90 km/h. They were classed 36 and numbered 3601 through
3610. StEG
was nationalized in 1909 and all these engines were impressed into state
railways kkStB
as 211.01 through 10. After the war they were taken over by Czechoslovakian
state railways ÈSD as class 363.0.
Following disintegration of Czechoslovakia between 1938 and 1939 and
annexation of some of its territory by Hungary, they changed hands once again
and were impressed into state railways MÁV
as 329,501 through 510. After WWII five locomotives of this type remained in
Hungary, the last one being withdrawn in April 1963. Three returned to
Czechoslovakia and were withdrawn between 1949 and 1952. Ultimate fate of the
329,501 is unknown. A single example (StEG 3463/1908, kkStB 211.07, ÈSD
363.07, MÁV 329,509) was impressed
into PKP. It was not given any
Polish service number and it is doubtful if it saw any service at all. It was
returned to Czechoslovakia in March 1948 and written off in April 1957. No
locomotive of this type has been preserved. References and acknowledgments -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
EZ
vol. 2. PKP class OKh10 Some
Internet sources mention of the existence of PKP class OKh10. Supposedly this class comprised just one engine
of British origin, captured by German troops in France, which somehow made
its way to Poland. Evidence is provided by a photo of an abandoned three-axle
tank locomotive evidently of British origin, with rather blurred markings.
This is one of eight examples of London
Midland and Scottish Railway (LMS)
Fowler class 3F engines, taken over by War
Department (WD) in March 1940,
numbered 8 through 15 and sent to France. This class was a numerous one, 422
being built by seven British manufacturers between 1924 and 1931. They
featured the 0-3-0 axle arrangement, ran on saturated steam and were commonly
referred to as ‘Jinty’. Of those selected by WD, all but one were from a batch
supplied by William Beardmore & Co.
in 1928. According to R. Tourret (see References),
Nos. 8, 13 and 15 were destroyed by British forces retreating from Dunkirk.
The rest fell into German hands and were operated by SNCF in occupied France as class 030TW; after the war they were
returned to British Railways. Some
sources, however, maintain that only two engines were actually destroyed
(probably dumped into the sea). No. 8 (LMS
7613, Beardmore 361/1928) was
reportedly kept by Wehrmacht and
later taken over by DR in Eastern
Germany. The photo shows this locomotive at the Berlin Tempelhof
depot between 1953 and 1954. It was later scrapped. The inscription
‘Wehrmacht’ can be easily seen, together with the numeral 8. So why a PKP class? ‘OKH’ abbreviation is
visible, together with ‘10’. The fact is, however, that this is not a class
designation, but refers to Oberkommando des Heeres (Supreme
Command of Land Forces). Website www.drehscheibe-online.de
makes it clear: ‘OKH bedeutet wohl
Oberkommando des Heeres
und hat nichts mit dem polnischen Bezeichnungssystem zu tun’. Some
documents suggest, however, that PKP
class OKh10 did exist (many thanks to Piotr Staszewski!).
Moreover, it was reportedly of British origin. A probable candidate is
another WD locomotive used in
Europe during the war, namely Great
Western Railway (GWR) class 2301
‘Dean Goods’. Between 1883 and 1899 railway’s works of Swindon
built 260 engines of this type, featuring the 0-3-0 axle arrangement and
running on saturated steam. Some of them were used by British forces in
France between 1917 and 1919. Despite their age, WD found them very useful and in late 1939 and early 1940
requisitioned 100 examples. Further eight were taken over in October 1940.
They were re-numbered 93 through 200. Ten were converted into tank engines by
fitting pannier tanks and condensing gear. 79 were sent to France between
October 1939 and April 1940. Little is known about their service there.
Probably 56 examples that fell into German hands were transferred to SNCF in occupied France and classed
030W. After the war 26 examples were sent to China under UNRRA auspices; they were re-classed XK3. WD 188 (ex GWR 2435),
captured by Germans following evacuation of British forces, was for some time
used by Wehrmacht in Austria.
Captured by Soviet forces, it saw some service and was subsequently scrapped.
This might be a candidate for ‘Polish’ OKh10. The problem is that this
particular engine was not fitted with pannier tanks, while Polish designation
indicates a tank locomotive. This question requires further study; a plain
error in hand-written documents cannot be excluded. References and acknowledgments -
Allied
Military Locomotives of the Second World War by R. Tourret (Tourret Publishing,
1995); -
Piotr Staszewski and Chris
West (private communication). KkStB
class 151 (ÈSD class 312.2, MÁV class 351) K.k. privilegierte
Österreichische Nordwestbahn
(ÖNWB), founded in 1868, operated many important lines in Lower
Austria, Moravia and Bohemia. Between 1871 and 1872 this company purchased 58
three-axle (0-3-0) freight locomotives from Hanomag (twenty, class Vb), Schwartzkopff (twelve, class Vc)
and WLF (two batches – sixteen
class Vd, including the very first locomotive built
by WLF, and ten class Ve). Individual batches differed in details. These
locomotives featured outer frames and single-expansion steam engines. All had
individual names. Following nationalization of ÖNWB in 1909 all but three examples (already
written off) were taken over by Austro-Hungarian state railways kkStB and
numbered 151.01 through 151.55. Eight examples were withdrawn between 1910
and 1918. After the war the rest were taken over by Czechoslovakian
state railways ÈSD. Of these, 39
were classed 312.2 in 1925, the rest being withdrawn before new designation
system came into use. Several were converted into stationary boilers. Most
were written off before 1938. Following
disintegration of Czechoslovakia, eleven examples were taken over by
Hungarian state railways MÁV and
classed 351. Three of them, impressed into DRG in November 1944, were taken over by PKP in 1945. These were 351,005 (ex ÈSD 312.201, kkStB 151.01, Hanomag 504/1871), 351,007 (ex ÈSD 312.218, kkStB 151.25, Schwartzkopff 208/1871) and 351,002 (ex ÈSD 312.221, kkStB 151.28, Schwartzkopff
211/1871). These totally obsolete locomotives most probably saw no service
and were scrapped. No Polish service numbers were assigned to them. Not a
single example of this type has been preserved. References and acknowledgments -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
EZ
vol. 2. |
