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. 55 669 (Henschel 7419/1905),
photographed in Potsdam on May 17, 1993, by someone who wishes to be known as
MPW57. Source: www.de.wikipedia.org.
Ex-PKP
Tp1-54 (formerly KPEV Breslau 4441,
BMAG 3560/1905) in DRG service, but still with Polish
service numbers, photographed in Kocmyrzów in
January 1940 with an improvised snow-plough. This locomotive was later
re-numbered 55 144 and withdrawn from DR in January 1954. Source: National
Digital Archives (used by permission).
DR 55 669 (former KPEV Saarbrücken
4438, Henschel
7419/1905), location and date unknown. Withdrawn in 1964, this locomotive has
been preserved at the Verkehrsmuseum Dresden. Photo from my collection.
An unidentified G71, derailed near
Kędzierzyn (then Kandrzin)
during the 3rd Silesian Uprising, May 1921. Source: National Digital Archives (used by
permission). |
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, 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 Henschel in 1916 (factory
numbers 14113 through 14147) for Austrian military railways kukHB and
classed 274. Following
the Armistice and Versailles Treaty, over 500 examples were distributed among
several countries, including Belgium (SNCB/NMBS
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-ČSD engines, acquired following the
Munich Treaty in 1938, were not impressed into DRG. Most of them served in the occupied Czech territories with ČMD (Českomoravské
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 ČSD; 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. Most probably last two engines of this type survived in service
until December 30, 1966: Tp1-33 (Vulcan
2332/1907, ex-KPEV Köln 4556, DRG 55 421) and Tp1-86 (BMAG 4343/1909, pre-war Tp1-102, ex-KPEV Breslau 4482, DRG 55 397). At least eleven went
to various industrial operators, mainly railway track maintenance
establishments. Tp1-18 (Linke-Hofmann 260/1904
ex-KPEV Magdeburg 4417, DRG 55 274), withdrawn in
November 1966, was 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, are 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. List of vehicles can be found here. References
and acknowledgments
-
www.beitraege.lokomotive.de
(Ingo Hütter’s locomotive database); -
TB vol. 1, EZ. |
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