Tp110

Y.536, built in Kolomna in 1914 for the Moskovsko-Kazanskaya railway (factory type 144); engines for the VVZhD differed externally mainly in slightly larger drivers. Source: LOZD vol.1.

Side view of the Tp110 by B.Pokrpoiński (source: SK vol.2/1995).

In 1914 the Warsaw-Vienna Railway (Varshavo-Vyenskaya Zheleznaya Doroga, VVZhD or BBЖД in Russian script) ordered 27 freight locomotives with the 0-4-0 axle arrangement, steam superheating and single-expansion engines from Sormovskiy Zavod. Contrary to most Russian lines, VVZhD had both 1435 and 1524 mm tracks; the main line from Warsaw to Granica (today Sosnowiec Maczki) had ‘European’ gauge. Locomotives were initially ordered in Germany and Austria, later only from domestic manufacturers. VVZhD also had an indigenous designation system, so new engines entered service as class Ch_s^WP (Ч_c^ВП), although they had nothing to do with ‘standardized’ class Ch. In this designation, ‘Ch’ stood for ‘chetiyrekhosnyi’, or four-axle, while ‘s’, ‘W’ and ‘P’ indicated the manufacturer, the railway and steam superheating, respectively. New locomotives have been derived from class Ү (‘izhitza’, from old Cyrillic alphabet, in 1918 this rarely used letter was replaced by И), built in Kolomna and Bryansk in two variants between 1908 and 1918. By Russian standards this was a minor class, numbering 56 examples in all. Compared to the earlier engine, they had larger drivers (1300 mm instead of 1220), slightly increased steam pressure (from 12 to 12.5 bar) and boiler heating surface increased by a few percent. Maximum speed was set at 55 km/h. They were the most powerful four-axle engines, built in Russia before WWI.

New engines were numbered 601 through 627. Their service with VVZhD was very short: on withdrawal from Poland in 1915, Russians took them eastwards. 25 were converted to the 1524 mm track and remained in the NKPS (after 1946, MPS – Soviet ministry of transport) service. Most served with the Moskovsko-Kazanskaya railway. Due to their similarity to class Ү, they were re-classed Ү^C in 1923 and re-numbered 557 through 581. Last were withdrawn in late 1950s and none has survived until today.

Although the Riga treaty of 1921 stipulated that all VVZhD engines should be handed over to Polish authorities, only one was in fact returned. Very little is known on this particular example, apart from the fact that it was assigned service number Tp110-1. Its serial number has not been identified. Most probable this engine, after evacuation, had remained in western part of Russia rather than being transferred further eastwards, like most of this class. According to LP, it was still in the PKP rosters in 1931, but disappeared before 1936.

Main technical data

No.	Parameter	Unit	Value
1.	Years of manufacture	-	1914
2.	Total built / used in Poland	-	27^1) / 1
3.	Tender class	-	23D1
4.	Axle arrangement	-	0-4-0
5.	Design maximum speed	km/h	55
6.	Cylinder bore	mm	2 X 575
7.	Piston stroke	mm	650
8.	Engine rating	kW/hp
9.	Tractive effort	kG	13 600
10.	Boiler pressure	MPa	1.27
11.	Grate dimensions	m X m	3.32 m^2
12.	Firebox heating surface	m^2
13.	Distance between tube plates	mm
14.	Number of flue tubes	-	170
15.	Heating surface of flue tubes	m^2
16.	Number of smoke tubes	-	24
17.	Heating surface of smoke tubes	m^2
18.	Evaporating surface, total	m^2	179.0
19.	Superheater heating surface	m^2	43.1
20.	Diameter of drivers	mm	1300
21.	Diameter of idlers front/rear	mm	- / -
22.	Total weight, empty	kg
23.	Total weight, working order	kg	64 400
24.	Weight on drivers, working order	kg	64 400
25.	Weight with tender, empty	kg
26.	Weight with tender, working order	kg	117 200
27.	Maximum axle load	T	16.1
28.	Axle base (with tender)	mm	13 950
29.	Overall length (with tender)	mm	18 550
30.	Brake type	-	steam, Westinghouse

1) Excluding other variants of the class Y.

References and acknowledgments

Historical information has been taken mainly from LOZD vol.1.