Th19
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KkStB 4732, former
KEB No. 139 ‘Gaisbach’ (Sigl / Wiener
Neustadt 1062/1871), Ebensee, date unknown. This locomotive was one of the
last 47s in service: kept by BBÖ, it
was later impressed into DRG as
53 7202. Returned after the war, it was written off in October 1958. Source: www.commons.wikimedia.org.
KEB No. 102 ‘Basel’ (Sigl / Wiener
Neustadt 622/1868), location and
date unknown. Later kkStB 4713, then 47.13, withdrawn from BBÖ in 1929. Source: LAÖ.
Ninety years in service!
KEB No. 106 ‘Fusch’ (Sigl / Wiener
Neustadt 652/1868), then kkStB 4707, 47.07, DRG 53 7101, ÖBB 53.7101, withdrawn in November 1958. Heizhaus Strasshof,
June 20, 2009.
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According
to some sources, PKP class
designation Th19 was intended for kkStB class 47, one of many types of 0-3-0 freight
locomotives originally built for various private railways. As for some other
similar types, there is no confirmation and available data are sometimes
contradictory. Reliable assignment of all Polish designations Th11 through
Th24 is still lacking. It has to be said that many of these engines were
obsolete and weak, so they were withdrawn quite soon, before new designation
system came into use. In such cases, assignments were only formal. KkStB
class 47 locomotives were originally ordered by Kaiserin Elisabeth-Bahn (KEB), a private railway which commenced operation in 1858 and was
nationalized in 1884. Its principal line connected Vienna with Salzburg, with
a branch line to Passau. The most numerous locomotive type was class IV, of
which 61 were built between 1867 and 1878 by three manufacturers. The
majority came from Sigl
(both Wien and Wiener Neustadt establishments – the latter became an
independent public company in 1875); StEG contributed just three examples. Moreover, in 1884 Krauss Linz built further eight
engines that went directly to kkStB. Locomotives from individual manufacturers and batches
differed in many details, particularly that of boilers (number of flues from
152 to 188, distance between tube walls from 4 105 to 4 183 mm,
grate area from 1.50 to 1.85 sq.m, pressure
increased from 9 to 10 bar in later production examples). During their
service some were re-boilered; three engines were
later fitted with Brotan-type boilers. All featured
outer frame and Stephenson or Allan valve gear. With kkStB these locomotives were
initially classed B II, later they were re-numbered 4701 through 4769 and in
1905 47.01 through 69. All but last eight examples had individual names. Compared
to many other locomotives from private railways, class 47 proved quite
long-lived. Only two were written off before 1918. After the war the majority
of them – fifty – were kept by BBÖ.
Ten went to Italian state railways FS
(class 222, withdrawn between 1924 and 1928) and three to the railways of the
Kingdom of Serbs, Croatians and Slovenians (withdrawn in 1930). PKP initially took over seven
examples, but three were handed back to BBÖ
in November 1919. The remaining four were withdrawn before 1924, so if class
designation Th19 was intended for them, it was never actually assigned. Most
Austrian 47s were written off before 1930, but some had much longer lives.
Three examples survived long enough to be taken over by DRG in 1938 and given service numbers 53 7101 through 7103. After
the war they were returned. Two were withdrawn in October 1958 and one (Sigl / Wiener Neustadt 652/1868, KEB No. 106 ‘Fusch’,
then 74.17, 53 7101 and finally ÖBB
53.7101), which remained in use for one more month, has been preserved. This
locomotive, which service life has spanned over nine decades, can today be
seen at the Heizhaus Strasshof. Main technical data
Note: boiler data and weights for the standardized ‘1899
boiler’.
References
and acknowledgments
-
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
LP,
KT vol. 2, LAÖ. |
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