Pt1
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Photos of Polish Pt1s are extremely rare. I have
two low-res pictures of engines in the DRG service:
39 072 (Krupp 770/1924)…
… and 39 122 (Hanomag 10335/1924).
Further details are lacking.
39 001, DR, Borsig 10999/1922. This
engine was withdrawn in May 1968. Photo from my collection.
39 230 (MBG 2308/1925) on static display at the Deutsche Dampflokmuseum in Neuenmarkt; photo taken on May 1, 2014.
39 230 again, this time photographed in
Bochum-Dahlhausen on October 5, 1985, by someone
who wishes to be known as MPW57. Source: www.de.wikipedia.org.
11.000th locomotive from Borsig was KPEV Elberfeld 2811, delivered in
1922. Later re-numbered 39 002, it remained in service with DR until October 1979. Source: Die Lokomotive
May 1922.
DRG 39 117 (Hanomag
10330/1924) also served with DR and
was withdrawn in January 1975. Source: Die
Lokomotive June 1926.
Two more pictures from my collection: DR 22 038 (rebuilt 39 008), Borsig
11024/1922, location and date unknown, withdrawn in October 1979…
… and 39 182 (Linke-Hofmann 2920/1924), photographed between Dresden and Plauen in
1950 by Dieter Krause. This locomotive survived in service until December
1972.
DR 22 052 (former DRG
39 249, Borsig
11809/1927), location and date unknown; withdrawn in August 1972. Photo from
my collection. |
Prussian
passenger locomotive P8 appeared in 1906 and despite initial problems, mainly
concerning running qualities, proved extremely successful. Production
continued until 1928 (in fact, last license-built Romanian engines of this
type were delivered from Reşiţa in 1940!) and almost 4,000 examples
were built. P8 was a modern engine, running on superheated steam, capable of
hauling even light express trains. It remained in service in some countries
(including Poland) until early 1980s. After
WWI Prussian state railways KPEV were forced to transfer large number
of engines to several foreign railway managements, as a part of war
reparations. P8s, comparatively new and enjoying a good opinion, were a
desirable booty. In order to make up for this loss, design work on a potential
successor started at Borsig in 1919. Rather than producing an improved
P8 (which was developed by Hanomag into Ok22 for PKP, later to
be built by Fablok), a completely new engine was designed. One has an
impression that it was the designers’ will to change as much as could be
changed – even the basic layout. Axle arrangement was changed from 2-3-0 to
1-4-1, bar frame was used, Belpaire firebox was introduced and three-cylinder
single-expansion steam engine replaced the two-cylinder one, to list only the
fundamental changes. In fact, new engine owed all these features, apart from
the axle arrangement, to the G12 freighter, which appeared in 1917 and itself
was a development of a locomotive designed by Henschel for Turkish
railways. Adaptation of the Belpaire firebox posed some problems, as there
was insufficient space above the drivers, much larger in diameter than in the
G12. This resulted in a complex grate form, with double curves in both
horizontal and vertical directions; maintenance was troublesome and such
layout was never repeated in any engine designed for German railways. Post-war
problems in Germany resulted in comparatively slow development and prototype
was completed by Borsig only in April 1922. New engine was accepted by
KPEV as class P10 and ordered in quantity, but in fact only few
examples had been delivered with Prussian service numbers, as all railways of
German Länden were merged into DRG. Production for DRG
(classed 390-2) lasted until 1927 and totaled 260 engines from Borsig,
Hanomag, Henschel, Linke-Hofmann and MBG Karlsruhe.
They earned themselves a good reputation and often hauled light express
trains, even in mountain areas – at least where their comparatively high axle
load of 19.4 tonnes made it possible. Compared to their predecessors, they
were – apart from the above-mentioned design differences – much more
powerful, but heavier by over forty percent. Increase of boiler pressure from
12 to 14 bar contributed to improved efficiency. P10
and G12 marked a transition between Prussian engines and DRG
normalized types; it should be kept in mind, however, that the former was in
fact not developed further, as it was the case with G12. With general speed
increase in passenger traffic in the 1930s, stress was put on express
engines, but all of them (apart from classes 06 and experimental class 1910,
which both remained at the prototype stage) had three driven axles. Classes
23 and 24, built in small numbers, were much lighter and were basically
intended for local traffic. After
WWII most engines of this type were divided between DB (154) and DR
(88). Few served shortly with SNCF (one), SNCB (one, service
number 67.001) and ÖBB (two), to be transferred to DB in late 1940s. Four engines were either
written off before 1945 or information on them is lacking. The only other
recipient of this class was PKP, which received eleven examples.
Probably due to their comparatively high power, they were considered express
engines and hence classed Pt1, although their diameter of drivers (the same
as in P8, in Poland known as Ok1) qualified them as passenger ones. Two
(Pt1-9, ex 39 174, Linke-Hofmann 2912/1924, and Pt1-11, ex 39 217, Henschel
20272/1924) were written off in 1947. The remaining nine served until 1955,
when they were exchanged with DR for pre-war Polish engines. Transfers
were completed in early 1956. Due to comparatively short service with PKP,
little is known about it and photographs are scarce. Last engines of this type were withdrawn from service with DB in January 1967 and formally written off in July. With DR, their service lasted until 1979. 85 engines from the DR fleet were rebuilt between 1958 and 1961 with new, more typical boilers and feedwater heaters. They were re-designated class 22 and given new service numbers. In 1970 they were re-classed again (class 39, numbers as in class 22 but with first digit ‘1’ added). At least two engines of this type have been preserved in Germany: 39 184 (Linke-Hofmann 2922/1924) at the LHB museum in Salzgitter and 39 230 (MBG 2308/1925) at the Deutsche Dampflokmuseum, Neuenmarkt-Oberfranken.
Main technical data
1)
Including two withdrawn in 1947. List of
vehicles can be found here. References
and acknowledgments
-
Dampflokarchiv Band 1 by Manfred Weisbrod, Hans Müller and Wolfgang Petznick
(Transpress,
1976); -
Ingo Hütter’s locomotive database
(available at www.beitraege.lokomotive.de).
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