Tp1
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Tp1-18 (ex-DRG
55 503, Schwartzkopff
4066/1908) plinthed in Tarnowskie Góry; photo taken on
Another photo of the sole surviving Tp1, taken
on
Side view of the G71 (drawing by
M.Kratochvil, source: TB vol.1).
Tp1-64, location unknown, June 1960. Photo
from my collection. |
Freight
locomotives with three driven axles remained the mainstay of Prussian KPEV (Königlich Preußische Eisenbahnverwaltung) fleet almost until the
end of the 19th century: over 3000 engines with the 0-3-0 axle
arrangement (classes G3 and G4 with several sub-variants) were delivered
between 1881 and 1907. However, their tractive effort of 8.2 to 9 tonnes soon
became insufficient. Classes G51 through G55, which
remained in production until 1910 and featured the 1-3-0 axle arrangement,
offered better running qualities rather than more power. Obviously engines
with four driven axles were necessary and such need had been recognized much
earlier. First 0-4-0 freighter appeared in early 1890s and was accepted as
class G71. New
freighter was substantially heavier and more powerful than its 0-3-0
predecessors, but axle load remained virtually unchanged, below 15 tonnes.
Basically, it followed typical Prussian design practice, with low-pitched
boiler and narrow firebox between rear drivers – KPEV did not have to burn low-grade coal. Cylinder bore was
increased to 520 mm and diameter of drivers was reduced from 1350 to 1200 mm;
in fact, new machine was designed for high tractive effort rather than speed.
In order to negotiate tight curves, 2nd axle had side-play of 7 mm
and 4th axle – of 10 mm, while 3rd driven axle had
wheel flanges narrowed by 5 mm. G71 featured somehow old-fashioned
Allan valve gear, single-expansion engine and steam brakes. Three-axle 3T12
tenders were typically used, although later some locomotives ran with larger
3T16,5 tenders. New locomotive could haul a 1400-tonne draft at 40 km/h and a
600-tonne draft on the 5‰ slope at 30 km/h. Maximum speed was initially set
at 45 km/h, later increased to 50 km/h. G71
was entirely successful and was ordered by KPEV in large numbers. Between 1893 and 1909 these engines were
supplied from six factories (Hanomag,
Henschel, Linke-Hofmann, Schichau,
Schwartzkopff and Vulcan). Despite the appearance of more powerful and heavier 0-4-0s – in
particular G81, which for the first time featured steam
superheating – G71s proved very useful and versatile on weaker
tracks, which was very valuable during the war. Thus, in 1916, production of
this type was re-commenced and – apart from the above-mentioned – new engines
were delivered by Borsig, Hartmann, Hohenzollern, Jung and Orenstein & Koppel, bringing the
grand total to 1205 examples until 1917, when production was finally stopped.
Further 48 were built for other railways. This included three for Lübeck-Büchener Eisenbahn (Schwartzkopff 2594 through 2596/1898)
and 35 engines, differing only in minor details, built by Hanomag in 1917 for Austrian military
railways (kukHB class 274). Following
the Armistice and Versailles Treaty, over 500 examples were distributed among
several countries, including Belgium (SNCB
class 71), France (SNCF class
040B), Lithuania (LG class P7.1)
and Latvia (LVD class Sn).
Czechoslovakia acquired 32 examples, classed 413.0 (together with ex-KPEV G72s, which differed
mainly in having compound steam engines); some of them were left by the
German army and the rest were purchased from American stocks. Italian state
railways FS acquired 17 examples from the same source and impressed
them into class 421, together with G72s and one ex-kukHB
274 (the latter was written off in 1923). Most were withdrawn in the 1930s
and only a handful (about ten of both types) survived until WWII (many thanks
to Giuseppe Signorello for information!). Prussian railways were left with
660 examples, later impressed into DRG
as class 550-6. Many were withdrawn in late 1920s and early 1930s,
but thirteen more (55 661 through 673) from the Saar railways followed
in 1935, and further three from LBE
in 1938. Ex-ÈSD engines, acquired
following the Munich Treaty in 1938, were not impressed into DRG. Most of them served in the
occupied Czech territories with ÈMD
(Èeskomoravské protektorátni dráhy); twelve went to Slovakia and
fifteen to Hungary (MÀV
class 431 – some of them went to PKP
after the war). Poland
received a comparatively large number of these locomotives, namely 143. All
but one were impressed into the PKP
service as class Tp1; no Polish designation is known for Breslau 4460 (Schichau
1592/1907), so this engine had possibly been written off before new
designation system was introduced. Most served in southern and south-western
Poland, where their low axle load was an advantage. According to www.derela.republika.pl, a Prussian G71
(number unknown), with makeshift partial armor, was used by Polish troops
during the 3rd Silesian Uprising in 1921. Five Tp1s were withdrawn
from PKP in late 1930s. According to LP, after the
September campaign 66 Tp1s fell into German hands; all were classed 550-6
and given service numbers after those withdrawn before the war. Some of them
(probably nineteen) were converted to the 1524 mm track and served mainly at
the transfer stations along the pre-war Polish-Soviet border. 51 were taken
by the Soviets, but most of them (42) later fell into German hands. Five went
to Hungary with evacuation trains and were later impressed into MÁV
service as 431,016 through 020 – two were returned after the war. Tp1-133 (Schwartzkopff
6008/1916, KPEV Posen 4688) was evacuated to Lithuania and, after brief
service as LG 351, fell into Soviet hands. The fate of fourteen
examples in unknown. After
the war, over 100 locomotives of this type were returned to PKP, but only 99 were impressed into
service and given new numbers. Most of them, however, were not pre-war PKP engines; some came from Austria,
Czechoslovakia, Hungary, Soviet Union or Yugoslavia. 21 ex-PKP Tp1s were taken over by ÈSD; due to higher maximum speed, they
were initially classed 423.1, but in fact only six were given new
designations (423.1500 through 1505; later they were re-classed and
re-designated 413.096 through 101). The rest were returned to PKP or scrapped in early 1950s; two
went to Yugoslavia (JDŽ class 114,
later included in class 23 together with a number of various other engines, as
23-046 and 23-047). A number of ex-Polish Tp1s (probably nine) were returned
by DR as late as in 1955 and 1956,
only to be written off without even being given new service numbers. Other
‘new’ post-war users included Hungarian GySEV
(Györ-Sopron-Ebenfurth railway), Austrian ÖBB
(class 655) and CFL of Luxembourg
(class 45), but none used these elderly engines for more than a couple of
years. Post-war
service of these obsolete locomotives with PKP was not particularly eventful. Most were withdrawn in the 1950s
and scrapped; only few survived until mid-1960s, most of them as switchers.
As far as I know, the last one in service was Tp1-62 (ex 55 503, Schwartzkopff 4066/1908), written off
in January 1966. A few went to various industrial operators, mainly railway
track maintenance establishments. Tp1-18 (ex-KPEV Magdeburg 4417, then DRG
55 274, Linke-Hofmann 260/1904)
has been plinthed in Tarnowskie Góry as the only surviving PKP engine of this type. It is worth
mentioning here that after WWII one G71 (Henschel 14045/1916, ex-KPEV
Essen 5881) was erroneously designated Tp106-10; as far as I know, this was
never corrected. It
should be noted that after WWI Polish railways acquired also 26 ex-kukHB class 274 engines. They were
classed Tp106 and, due to certain differences, shall be described under a
separate entry. After
WWII, a number of these elderly engines remained in use in Germany, both with
DB (until 1957) and DR (until 1966). 55 669 (Henschel 7419/1905) has been preserved
at the Verkehrsmuseum in Dresden; this
engine, which served with KPEV as
Saarbrücken 4438, then with Saar railways as 4426 and finally with DRG, remained with DR after WWII and was withdrawn in
1964. Thus, from this once numerous and important class, only two examples
have survived until today. Main technical data
1)
Some sources give 149.4 m2
2) Initially
set at 45 km/h 3) After
WWII References and acknowledgments
-
Ingo Hütter’s website www.lokomotive.de/lokomotivgeschichte/datenbank;
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TB vol.1, EZ |
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