Tp15
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JŽ 133-005 is ex-KkStB
73.372 (StEG 3286/1906). Photo was taken at the Lublana railway
museum on June 18, 2009.
KkStB
73.79 (Wiener Neustadt 3169/1887) later became ÖBB 55 5708 and currently is awaiting restoration at Heizhaus
Strasshof; photo taken on June 20, 2009. |
The
most numerous PKP locomotive of Austro-Hungarian origin was class Tp15
– former KkStB class 73. In all, over 230 engines of this type were
taken over after WWI. This certainly gives them a place in the history of
Polish railways, although not a single Tp15 has survived until today. Origin
of this class may be traced back to the year 1884, when the Arlbergbahn
was completed. This important line was characterized by steep gradients, up
to 31‰ – a great challenge in those times. Axle load was not to exceed 14
tonnes, so four coupled axles were considered mandatory from the very
beginning. First contenders, built by Wiener Neustadt (Nos. 501
through 504, later KkStB class 76), Krauss of Munich (Nos. 505
through 509, later KkStB class 78) and WLF (tank engines Nos.
510 and 334, later KkStB class 79) were rejected and in 1885 WLF
proposed a new design, initially classed BF IV and – compared to the earlier
ones – characterized by internal frame. The latter feature allowed for larger
cylinder bore and hence increased tractive effort of 11.2 tonnes, not a mean
achievement for this time, especially with moderate boiler pressure of only
11 bar. This type was finally accepted for production. Until 1909, as many as
453 examples were built by BMMF (37), Krauss Linz (17), StEG
(119), WLF (194) and Wiener Neustadt (86). They were numbered
from 7301 through 7599 and then from 17301 onwards. When new designation
system was introduced in 1905, it was decided that last two digits should
match those of the old numbers. Thus, 7599 was re-numbered 73.299 and 17301
became 73.301; there was no 73.300 and the last engine built was 73.454, so
some sources give 454 as the total number built. The majority went to KkStB,
but smaller numbers were also built for various private railways – all these
engines had also KkStB service numbers. Although
winning large production contracts, 73s were by no means star performers.
With large firebox, no rear idle axle and comparatively short axle base
running qualities left much to be desired and maximum speed, initially set at
40 km/h, was later reduced to a mere 35 km/h. However, these engines were
capable of hauling a 200-tonne draft on a 25‰ gradient at 12 km/h and indeed
were among the most powerful European locomotives with four coupled axles.
They remained the most important freighters in the KkStB service until
class 170, with the tractive effort of 11.6 tonnes and better running
qualities, became available in quantity in early 1900s. There were some minor
differences between individual batches; in particular, 73.149 had the
pressure reduced to 10 bar, while 73.151 and 152 – increased to 12 bar.
Externally 73s could be easily distinguished by a large steam dome and a
saddle-type sandbox immediately behind it. They were usually fitted with
large Rihosek-type spark arresters, typical for many Austrian engines. After
WWI, Austrian state railways BBÖ kept only 44 engines of this type;
after the Anschluss they became DRG class 5557.
Czechoslovakian state railways ÈSD took over 120 examples, classed
414.0 – in 1938 most of them shared the fate of their Austrian kinsmen.
Italian state railways FS obtained 25, classed 424: last were
withdrawn in 1931. 21 were transferred to Romania, where they were impressed
into the CFR service with original numbers; last were withdrawn in
1937. Four went to the Kingdom of Serbs, Croatians and Slovenians (later JŽ
class 133) and seven were lost in Russia. According to some Russian sources,
class designation ChG was provided for captured 73s (ЧГ
in Russian script – Ch stood for ‘chetyrekhosnyi’, or four-axle, and G for
‘Galitsya’, the region where they served), but it is doubtful if it was ever
in fact assigned. In fact, Russian troops captured a number of Austrian
locomotives during the 1914 offensive, but very little is known on their
subsequent fate. According
to LP, Poland took over 233 examples, of which at least 219 were
classed Tp15 and given new service numbers. There are some discrepancies
between various sources. According to www.pospichal.net/lokstatistik,
73.170 (StEG 2301/1893) became Tp15-87 and 73.418 (BMMF
311/1909) went to ÈSD. LP does not confirm the former and
states that the latter went to PKP, but its service number (if
assigned) is not known. Finally, according to EZ, 73.418 became
Tp15-196, which is not consistent with LP, which gives that this PKP
number was assigned to 73.419. Most probably fourteen or fifteen 73s handed
over to Polish authorities were either damaged or in very poor condition, so
they had been withdrawn before PKP designation system was introduced
in mid-1920s. Over ten engines of this type were armored at railway workshops
in Nowy S¹cz and Lwów and used with armored trains during fights with
Ukrainians and Soviets in early 1920s (six KkStB numbers are known).
Later they were returned to PKP and restored in service, with the
exception of 73.367 (StEG 3281/1906), which was most probably
withdrawn from use. Tp15
was considered a sturdy and useful machine of good manufacturing quality, but
soon approached obsolescence. As many as 99 examples were withdrawn from the PKP
service before 1936 and twenty more followed until September 1939.
Immediately before WWII this class was assigned to regional railway
managements in Kraków and Lwów. As with most types of Austro-Hungarian
origin, based at depots in southern and south-eastern Poland, in 1939 most
fell into Soviet hands – 54 in all, plus one already withdrawn. Some were
later re-gauged and used with Polish service numbers, written in Russian
script. Germans captured 35 engines and impressed them into DRG class
5557,58. Further 41 followed after the attack on the Soviet Union:
some remained with Ostbahn and other were given DRG numbers.
Most served in Austria and Czechoslovakia. After
the war, thirteen engines were returned and given new PKP service
numbers. Nine more followed from Austria between 1947 and 1949, plus two from
Czechoslovakia in 1959. In 1953, Tp15-121 was returned by MÁV; this
engine was initially erroneously designated Tp1-98 and later became Tp15-26,
but was written off a few months later. Of fifteen examples that returned
from Germany and Yugoslavia (some as late as in the mid-1950s) only Tp15-209
was re-numbered Tp15-25, but similarly saw little service, if any; the rest
were scrapped without being given new service numbers. Post-war service of
these elderly engines was inconspicuous and comparatively short: last were written
off in 1956. Three
73s have survived until today. JŽ 133-005 (ex KkStB 73.372, StEG
3286/1906) can be seen at the railway museum in Lublana, ÖBB 55.5708
(ex 73.79, Wiener Neustadt 3169/1887) is awaiting restoration at the Heizhaus
Strasshof and ÈSD 414.096 (ex 73.368, StEG 3282/1906) is
plinthed in Èeske Velenice. Main technical data
1) Or
233; only 219 given PKP service numbers. 2) Limit
imposed due to uneasy running. 3) ÈSD
modification: 190 flues, 155.3 sq.m. References and acknowledgments
-
www.lokomotive.de/lokomotivgeschichte/datenbank
(Ingo Hütter’s database); -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
www.derela.republika.pl
(website by Micha³ Derela – information on armored engines); -
LP, EZ vol. 2, EDÖ, ITFR; -
Josef Pospichal (private communication). |
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