Prototype 174.01 (WLF 1628/1906) in its original form was rather ungainly. This locomotive, rebuilt with standard boiler, later became Tp17-1. Taken over by NKPS and then by DGR (55 5927), it was returned, re-numbered Tp17-5 and written off in February 1952. Factory photo, source: www.commons.wikimedia.org.
Side drawing of class 174 with standard boiler…
…and in the ‘Reko’ version; both pictures from
KkStB 174.513 (WLF 1959/1910), Vienna, date unknown. After 1918 it became Tp17-7. Taken over by DRG and re-numbered 55 1917, it was returned in 1948 and withdrawn in 1952. Source: LAÖ.
In 1906 Wiener Lokomotivfabrik (WLF) of Wien-Floridsdorf built prototype 0-4-0 locomotive, designed by renowned Karl Gölsdorf and intended as a replacement for earlier class 73 in the roles of freighter and heavy switcher. Class 73 was one of the most important and numerous kkStB engines, with 453 examples built by all major Austrian manufacturers. Its successor drew heavily on experience obtained with the earlier type: frame, wheelsets, motion gear and steam engine remained almost unchanged. New locomotive was ordered in quantity as class 174. It remained in production until 1914, but total output was moderate, amounting only to 44 examples in four versions:
- two examples with Brotan-type boiler (174.01 and 02);
- eighteen examples with standard boiler (174.03 through 20);
- eleven examples with Brotan-type boiler and Gölsdorf-Clench steam dryer (174.500 through 510);
- thirteen examples with standard boiler and steam dryer (174.511 through 523).
The majority of production locomotives were built by WLF (38); StEG and Wiener Neustadt delivered three examples each and BMMF two. In service Brotan-type boilers were found troublesome and were successively replaced by standard ones. Similarly, steam dryer was often removed, as it was found to be of little use. ‘Reko’ engines were fitted with single steam dome, while older ones fitted with standard boilers had two domes connected with large horizontal tube, typical for many Austrian designs.
After the war these comparatively new locomotives, appreciated by footplate crews for reliability, were divided between Austria, Czechoslovakia and Poland. BBÖ kept thirteen engines which retained their service numbers; after Anschluss all were taken over by DRG and classed 5559, with service numbers 55 5901 through 5913 assigned for the second time. Last were withdrawn in 1960. ČSD received twelve examples, later classed 414.2. All survived the war and the last one, 414.205, former 174.503 (WLF 1767/1908) was withdrawn after over sixty years in service, in May 1969. PKP were given nineteen 174s, which were classed Tp17 in 1925. One (Tp17-18, ex 174.19, WLF 2239/1914) was written off before 1939, probably as a result of an accident. In September 1939 DRG took over thirteen Tp17s, re-numbered 55 5914 through 5926. The rest fell into Soviet hands, but were not re-gauged and later became German war booty, were impressed into DRG and numbered 55 5927 through 5931.
After the war, thirteen Tp17s were returned, but one saw no service and was immediately scrapped. Ten were given new service numbers, Tp17-1 through 9 and Tp17-11. Number Tp17-10 was probably intended for one of two locomotives that returned from Yugoslavia in 1949 (pre-war Tp17-2 and Tp17-10, JDŽ 133-018 and 019), but neither was eventually restored in service. One example remained in Austria and two in Czechoslovakia; ultimate fate of Tp17-6 and Tp17-16 is not known. Contrary to their Austrian and Czechoslovakian kinsmen, all Tp17s saw little post-war use and last were probably withdrawn in early 1950s. Not a single example of this type has survived until today.
Main technical data*)
*) Note: all data for locomotives with standard boilers.
1) Without steam dryer and ‘Reko’ / with steam dryer.
2) Steam dryer; 51.6 sq.m in 174.22 and 174.23.
References and acknowledgments
- www.pospichal.net/lokstatistik (website by Josef Pospichal);
- www.lokomotive.de/lokomotivgeschichte/datenbank (Ingo Hütter’s database);
- TK vol. 3, LP, EZ vol. 2, LAÖ.