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 Later kkStB 4713, then 47.13, withdrawn from BBÖ in 1929.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 KEB No. 106 ‘Fusch’ (Sigl / Wiener Neustadt 652/1868), then kkStB 4707, 47.07, DRG 53 7101, ÖBB 53.7101, withdrawn in November 1958.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.
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 It has to be said that many of these engines were obsolete and weak, so they were withdrawn quite soon, before new designation system came into use.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.