Pd13
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DRG 13 102 was formerly kkStB
106.15 (WLF 1153/1898).
Withdrawn from line service in 1941, this engine ended up as a stationary
boiler. Returned to Austria after the war, it remained in this role until
October 1957. Photo by H. Maey (postcard from my collection).
KkStB 10621 (Wiener Neustadt
4176/1899), location and date unknown, but before 1905 (otherwise would have
been 106.21). This locomotive served with BBÖ
and after Anschluss became 13 103. Returned after the war, it was
withdrawn in April 1949. Source: www.pl.wikipedia.org.
Pd13-6, ex kkStB 106.75 (WLF 1435/1901) in the Ostbahn service, but still with Polish
number plates. Location and date unknown. Later re-numbered 13 101, it
was transferred to Austria; returned in 1948, it saw no service with PKP. Photo by Franz Kraus (source: www.pospichal.net/lokstatistik).
KkStB
10621 (later 106.21, WLF
1156/1898), location and date unknown. Taken over by ČSD,
it became 264.113, but was withdrawn very soon, in April 1925. Source: Die Lokomotive July
1904.
ČSD 264.141 (ex kkStB 10696, later 106.96, Wiener Neustadt 4467/1902), Rakovnik,
Czechoslovakia, January 14, 1939. Withdrawn in August 1949. Photo by Karel Koubek (source: www.commons.wikimedia.org).
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Austro-Hungarian
(KkStB) class 6 express locomotives, designed by renowned Karl
Gölsdorf and built in series between 1894 and 1898 by StEG, WLF
and Wiener Neustadt, were replaced on production lines by an improved
version, also running on saturated steam and featuring compound engine.
Compared to the original variant, it had a modified and lighter frame, which
improved weight distribution, so that lead truck could be fitted with brakes.
Maximum axle load remained almost unchanged, below 14.5 tonnes. Boiler had
slightly enlarged grate and firebox and low-pressure cylinder was increased
in diameter from 740 to 760 mm. New locomotive was shorter by a few
centimeters, but overall silhouette was almost unchanged, with two steam
domes connected by a large horizontal tube, typical for many Austrian
engines. Production
was started at StEG, WLF and Wiener Neustadt; until
1902, these manufacturers built 19, 24 and 56 examples, respectively – 99 in
all. Initially numbered 10601 through 10699, in 1905 they were classed 106
and re-numbered 106.01 through 99. Between 1898 and 1903 further 27 examples
were delivered to Südbahn by StEG (nineteen), WLF
(three) and Budapest (five). Engines built by individual manufacturers
differed only in minor details. Typically they ran with class 56 tenders,
just like their predecessors. Class 106 was considered a successful light
express locomotive, especially suitable for weak tracks. It was supplanted by
class 206, which retained its frame, wheelsets and running gear, but featured
new boiler – albeit it also ran on saturated steam and had a compound engine,
which was already becoming obsolete. After
WWI, the majority of KkStB 106s went to Czechoslovakia – 45 examples
in all, of which 43 were later classed 264.1 by ČSD (two were written
off before new designation system was introduced). 25 of them survived in
service until the Munich treaty and were divided between the Protectorate and
Slovakia; the last of them was withdrawn in 1950. Austrian state railways BBÖ
retained 42 examples, of which only seventeen remained in use until Anschluss,
to be taken over by DRG and numbered 13 001 through 017. Two engines
(106.62 and 106.88) perished in Russia in 1914, 106.86 went to Yugoslavia
(later JDŽ 104-001) and 106.87 to Italy (FS 554.001, withdrawn
and scrapped in 1923). Südbahn engines were divided between Hungary (MÁV
class 224, last withdrawn in 1953) and JDŽ (class 104, withdrawn in
the 1930s). Polish
state railways received eight 106s, which initially retained their original
service numbers. In 1925 they were classed Pd13 and numbered consecutively.
Their first assignments were regional railway managements in Kraków and
Stanisławów; like most ex-Austrian locomotives, they remained in southern and
south-eastern Poland throughout their entire service with PKP. They
typically ran with light passenger trains. Pd13-1 through Pd13-5 were
withdrawn before 1939 and the remaining three fell into Soviet hands. NKPS
was not particularly eager to re-gauge them and evacuate eastwards, so all
became German booty in 1941. Once again re-numbered, this time 13 101 through
103 (all numbers being assigned for the second time), they were impressed
into Ostbahn and assigned to the Lwów (Lemberg) regional management.
Later all were transferred to Austria and returned to Poland in 1948. Two
(former Pd13-6 and Pd13-8) were erroneously included into class Pd4 – of
German origin! – and numbered Pd4-13 and Pd4-12, respectively; they were
withdrawn in early 1950s. Pre-war Pd13-7 became Pd13-1, but was not restored
in service. No locomotive of this type has survived until today. Main technical data
1)
StEG-built engines. 2)
WLF-built engines. 3)
Wiener Neustadt-built
engines. 4)
Wiener Neustadt-built
engines with the earliest variant of class 56 tenders. List of vehicles can be found here.
References
and acknowledgments
- www.lokomotive.de/lokomotivgeschichte/datenbank
(Ingo Hütter’s database); - TK
vol. 1, EZ vol. 1, ISRSL. |
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