Ti12
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ÖBB 54.14, ex KkStB 60.115 (Wiener
Neustadt 4221/1899) is the sole surviving locomotive of his type. Photo
taken at the Heizhaus Strasshof on June 20, 2009.
Another view of this machine; picture taken on the
same occasion. |
In
1895, Wiener Neustadt built the prototype (s/n 3826/1895) of a new
1-3-0 freight locomotive with compound engine, designed by Karl Gölsdorf and
based on earlier Kaiser Ferdinand Nordbahn (KFNB) class VIII –
later KkStB class 260. Compared to the latter, it was shorter, with
axle base reduced by 650 mm, and the boiler was elevated by 300 mm. Lead
Adams idle axle was fitted to improve running qualities, especially on tight
curves: the engine was intended mainly for lines in mountain regions. Maximum
speed was set at 60 km/h. First six examples went to various private
railways, later incorporated into KkStB (Kaiserlich-königliche österreichische Staatsbahnen). Prototype
was initially numbered 6001; numbering then went up to 6099 and next engine
was 16001. In 1905, when KkStB introduced new designation system,
these locomotives were all classed 60 (this number being used for the second
time – ‘old’ class 60 comprised two locomotives built in 1872 and withdrawn
in 1893 and 1895, respectively) and numbered from 60.01 onwards. In order to
match last two digits of old and new service numbers, 6099 became 60.99 and
16001 became 60.101, so that there was no 60.100. Production
continued until 1910, when this engine could be by no means judged modern;
yet it still performed well in mountain regions. Total output amounted to 297
examples. 22 more delivered in 1907, numbered 60.500 through 521, were fitted
with Gölsdorf-Clench steam dryer – they could be easily distinguished by
single steam dome instead of two connected with a horizontal tube and were
slightly lighter. First five were in fact rebuilt from ‘plain’ 60s and
service numbers originally assigned to them (60.194 and 212 through 215) were
later used again. Second 60.194 (WLF 1757/1908) was fitted with
Crawford-type steam dryer and three engines (60.800 through 802) were built
with Pielock-type steam superheater in 1908. All these novelties did not find
widespread use. The above figures sum up to the total of 321 engines for KkStB,
although – for the reason mentioned above – some sources give 322. They were
built by five factories: BMMF (11), Krauss Linz (3), StEG
(146), Wiener Neustadt (103) and WLF (58). Moreover, Südbahn
received further 73 examples from Budapest (9), StEG (25), Wiener
Neustadt (18) and WLF (21). Class 60 was one of the most important
light freight locomotives in Austro-Hungary and served as a basis for several
other types, built both for KkStB and various private railways. Many
60s were brought by the Austro-Hungarian army to the regions which later
became south-eastern Poland, after the retreat of Russian forces in 1915.
Some were destined to remain there until the next world war, albeit with
other service. After
WWI these locomotives shared the fate of other Austro-Hungarian classes.
Austrian state railways BBÖ kept 57 former KkStB engines; 41
went to Czechoslovakia (ÈSD class 334.1), 39 to Italy (FS class
604), twelve to the Kingdom of Serbs, Croatian and Slovenians (SHS, later JŽ
class 131) and four to Romania (original service numbers retained with state
railways CFR). Eight engines were lost in Russia and the fate of one
is unknown – possibly it also went to CFR, but this is not confirmed
by Romanian sources. Südbahn locomotives were divided between Hungary
(21, MÁV class 330), SHS (29) and Italy (23) – FS and JŽ
included them in the above-mentioned classes. Polish
state railways PKP were the largest recipient of these engines. In
all, 159 examples were taken over. Two (former 60.124 and 60.278) had seen
some service with BBÖ and arrived as late as in July 1924. All were
classed Ti12 and given consecutive service numbers. Of these, Ti12-146
through 153 belonged to the second sub-type (60.500), while Ti12-154 and
Ti12-155 represented the third one (60.800). The highest numbers went to
three engines formerly used by private railways Zeltweg-Wolfsberg (one) and
Lwów-Be³¿ec (two), which had also been given consecutive KkStB service
numbers. As it was the case with most Austro-Hungarian types, especially
older ones, all served in southern and south-eastern Poland, their low axle
load being an advantage on tracks of often poor quality. They were, however,
not liked by crews. Seats were judged very uncomfortable and open cab was a
nuisance, especially when running tender first in rainy or snowy weather:
according to some statements, reading boiler gauges in such conditions was
almost impossible! Withdrawals started pretty soon; this type was certainly
obsolescent and compounds were never favored by PKP. According to LP,
as many as 64 engines were written off before 1936 and until December 1938
twenty more followed. In April 1939 all 75 Ti12s still in use were assigned
to the Lwów regional railway management and based in six depots – the largest
numbers in Ko³omyja (23) and Zagórz (19). After
the September campaign DRG took over only ten Ti12s, later numbered 54
031 through 040 – all these numbers were used for the second time. Soviet NKPS
acquired 57 examples plus three more already withdrawn from use. Some were
later converted to the 1524 mm track. Of these, 25 were later captured by
Germans. A few were impressed either into DRG or Ostbahn, but
German railway authorities were certainly not eager to keep these obsolete
engines in service. Some were withdrawn before 1945 and seven transferred
directly to CFR; numbered 130.902 through 907 and 130.921 (again, the
last one is not confirmed by ITFR), they were later returned to NKPS,
as were considered Soviet property. Information on eight Ti12s is lacking.
Most engines in German service ended up in Austria, so all returned to PKP
after the war – fourteen in all – came from ÖBB. I have no information
on their subsequent service, but most probably last were withdrawn in early
1950s. Last Czechoslovakian and Soviet engines of this type were written off
in 1951 and a handful remained with ÖBB and MÁV until early
1960s. The
sole surviving locomotive of this type is ÖBB 54.14 (Wiener
Neustadt 4221/1899). Built for KkStB and delivered as 16015, it
was later re-numbered 60.115 and remained with BBÖ after the war, to become
DRG 54 014 in 1938. One of the last 60s in service, it was withdrawn
in August 1963. Currently it can be seen at the Heizhaus Strasshof. Main technical data
1) 60.500 through 521 were lighter by about 1 500 kg.
2)
Including 73 for Südbahn. References and acknowledgments
-
www.lokomotive.de/lokomotivgeschichte/datenbank
(Ingo Hütter’s database); -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
LP, EZ vol. 2, EDÖ, ITFR; -
Josef Pospichal (private communication). |
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