Tr104

 

 

KukHB 370.005 (Linke-Hofmann 1093/1914), the last one from the first batch originally ordered by SDŽ. This locomotive later became Tr104-5 and ended up as an industrial engine in the USSR. Location and date unknown, possibly a factory photo. Source: LAÖ. 

 

 

 

 

 

 

 

 

 

In 1914 state railways of Serbia (Srpske Državne Železnice – SDŽ) ordered five 1-4-0 freight locomotives from Linke-Hofmann Werke of Breslau. They were assigned factory numbers 1089 through 1093 and SDŽ service numbers 7001 through 7005; however, war broke out before any could be delivered. The order was taken over by Austro-Hungarian military railways (kaiserlich und königliche Heeresbahn – kukHB), which, due to shortage of indigenous manufacturing capabilities, purchased locomotives mainly in Germany. Classed 370, they were followed by two more batches: ten in 1916 (370.006 through 015, factory numbers 1377 through 1386) and sixteen in 1917 (370.016 through 031, factory numbers 1526 through 1536). This gives the total of 31 examples. Class 370 engines were quite modern for their time, featuring steam superheating and comparatively large grate for low-grade coal combustion. Axle load was moderate, at 14.3 tonnes. Compared with kkStB class 270, which had the same axle arrangement, similar characteristics and only slightly higher tractive effort, they were longer by over one metre and featured large distances between driven axles (2400 mm, with 1330 mm drivers), with fourth driven axle shifted far aft and located below the cab. This gave them somehow peculiar, if not very pleasing, appearance.

After the war it was intended to keep 370.005 through 008, 370.015 and 370.017 in Austria, but eventually all locomotives of this type were handed over to PKP. They were classed Tr104 and remained in south-eastern Poland. Six examples, including all from the first production batch, were withdrawn from use in March 1938. Seven more followed in January 1939 and not a single engine remained in service until September. None was, however, scrapped and all Tr104s fell into Soviet hands. They were undoubtedly regarded quite useful, as all were re-gauged and restored in service. Fifteen went to industry; sixteen were impressed into NKPS and later transferred to NKTS (Narodniy Kommisariat Transportnovo Stroitelstva – People’s Commissariat for Transportation Construction), for use by railway construction enterprises. Nothing is known about their subsequent fate.

Although SDŽ never accepted a single locomotive from their original order, this type finally found its way to Serbia. Between 1922 and 1923 railways of the Kingdom of Serbs, Croatians and Slovenians (SHS) purchased 100 examples from five German manufacturers: Linke-Hofmann (40), Vulcan (20), Henschel (fifteen), Hohenzollern (fifteen) and Humboldt (ten). During post-war recession such orders, although small, were certainly very valuable for German factories. Numbered 7001 through 7100, they were later taken over by newly-created state railways of Yugoslavia and classed 26. During WWII they saw service with state railways of Bulgaria (nineteen, class 24) and Italy (five).  


 

Main technical data

 

No.

Parameter

Unit

Value

1.

Years of manufacture

-

1916 – 1917

2.

Total built / used in Poland

-

31 / 311)

3.

Tender class

-

21D104

4.

Axle arrangement

-

1-4-0

5.

Design maximum speed

km/h

60

6.

Cylinder bore

mm

2 X 600

7.

Piston stroke

mm

630

8.

Engine rating

kW/hp

480 / 660

9.

Tractive effort

kG

12 000

10.

Boiler pressure

MPa

1.22

11.

Grate dimensions

m X m

3.62 m2

12.

Firebox heating surface

m2

13.

Distance between tube plates

mm

14.

Number of flue tubes

-

15.

Heating surface of flue tubes

m2

16.

Number of smoke tubes

-

17.

Heating surface of smoke tubes

m2

18.

Evaporating surface, total

m2

140.3

19.

Superheater heating surface

m2

53.4

20.

Diameter of drivers

mm

1330

21.

Diameter of idlers front/rear

mm

 / -

22.

Total weight, empty

kg

23.

Total weight, working order

kg

68 500

24.

Weight on drivers, working order

kg

56 700

25.

Weight with tender, empty

kg

26.

Weight with tender, working order

kg

116 500

27.

Maximum axle load

T

14.3

28.

Axle base (with tender)

mm

17 4822)

29.

Overall length (with tender)

mm

20 422

30.

Brake type

-

Hardy / steam

 

1)      Excluding post-war production for SHS.

2)      Some sources give 16 613 mm.

 

References and acknowledgments

 

-       www.pospichal.net/lokstatistik (website by Josef Pospichal);

-       Charakterystyka parowozów (Steam Locomotive Characteristics) by A. Czeczott (Ministry of Transport, 1927).

-       LP.