Tw1
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Tw1-90 + 17C1-7 (Borsig
10438/1919) at the Koœcierzyna loco heritage park...
... and the same machine posing alongside Ty2-1401
(Esslingen
4705/1943). Both photos taken in August 2000.
Another picture of Tw1-90, taken on
Side drawing of 5710-35 from TB vol.1 (© Lokomotiv-Revue).
Beautifully preserved TCDD No. 55047 at the
Another Turkish engine: TCDD 55037 at the Çamlik locomotive museum. Photo taken in August 2002 (courtesy
Adrian Raduta).
Another photo from Adrian Raduta (thanks a
lot!): CFR 50.378 (Reºiþa
99/1929, with 50.115 plates in the place of stolen originals) at the Muzeul locomotivelor cu abur in aer liber,
Tw1-140, photographed in
Another picture of TCDD 55037 at the Çamlik museum, taken on |
In
1902 Prussian state railways KPEV (Königlich Preußische Eisenbahnverwaltung)
received first G8 freight locomotives with 0-4-0 axle arrangement, soon
followed by improved class G81. Combined output of these two
classes reached about 6000 examples, which makes them one of the most
numerous European steam locomotive types. These engines, designed by Robert
Garbe and derived from earlier G71 and G72, were
powerful for that time, but axle load of 16.4 tonnes was unacceptable for
many tracks. There was thus a need for a heavy freighter with lower axle
load, but at least equal tractive effort. In 1907 Garbe suggested to marry
frame and motion gear of the T161 tank engine with slightly
modified boiler taken from P8 – one of the most successful passenger
locomotives of early 20th century. New locomotive, designated G10,
had maximum axle load reduced to 14.6 tonnes, but tractive effort increased
from 12.2 to 15.2 tonnes. Production
for KPEV started at Henschel in 1910. During the production run, several
modifications were introduced. Initially 1st and 5th
coupled axles had side play, but running qualities left something to be
desired, so later 5th axle was made fixed and 4th axle
wheel flanges were narrowed. Maximum speed was increased from 50 to 60 km/h.
According to some sources, boiler was also slightly modified (number of flues
is sometimes given as 127), although basically it remained interchangeable
with that of P8. Steam dome was also added later. In all, modifications
increased overall weight by about seven tonnes and maximum axle load to 15.4
tonnes. Until
1924, 2580 examples were built for KPEV
(later for DRG) by eight companies:
Borsig (664), Grafenstaden (10), Hanomag
(452), Henschel (712), Hohenzollern (48), Krupp (287), Orenstein & Koppel (117) and Rheinmetall (290). Furthermore, 35 engines were built by Borsig, Grafenstaden and Henschel
for railways of then-German Alsace and Lorraine. Between 1922 and 1925, Hanomag, Rheinmetall and Schwartzkopff
supplied additional 27 machines to Eisenbahndirektion
des Saargebietes (Saar Basin railways). More orders came from abroad. In
1917, Henschel built twenty
machines for Austro-Hungarian military railways (K.u.k.Hb. – class 680). In 1924, Schwartzkopff supplied twenty examples to Turkey, followed by
five more from Henschel two years
later and eighteen from Swedish Nohab
between 1927 and 1928; these engines supplemented six ex-KPEV G10s supplied during WWI and all were later given TCDD service numbers 55001 through
55049. By far the largest orders came from Romania. CFR (Cãile Ferate Române)
found this type, classed 50.100 (sometimes given as 50.1), particularly
suited for their needs and ordered it in large numbers. 231 brand new
examples from various German manufacturers, supplied in several batches
between 1921 and 1930, were supplemented by 42 second-hand ones from DRG (CFR service numbers 50.253 through 50.294). 520 were built in
Romania by Reºiþa (261,
between 1926 and 1944) and Malaxa (259, between 1928 and 1940). Reºiþa
production includes ten engines with Lentz poppet valves, built in 1936 and
designated 50.1001 through 50.1010. This makes class 50.100 the most numerous
CFR freight locomotive type. Last examples, built by two Romanian
factories from 1938 onwards, had larger boilers and were heavier by about
three tonnes in working order. After WWI, German railways were left with 2358
examples (later DRG class 5710-35); 222 G10s were
distributed among several countries. First engines of this type came
to Poland shortly after the Armistice from Austro-Hungarian military
railways; PKP took over all twenty
examples used by this service. Further 35 were acquired from KPEV between 1921 and 1922 – most of
them (29) had been previously used in UpperSilesia. Thirty examples were
built by Schwartzkopff against
Polish order in 1922. All these locomotives were classed Tw1; ex-KPEV examples were given service
numbers from 1 to 26 and from 47 to 55, former Austro-Hungarian 680s – 27
through 46 and new machines from Germany – 71 through 100. The reason for
this gap in service numbers is that it was intended to give highest numbers
to brand new engines and the exact number of those to be taken over from
Prussian railways was still not known when they were assigned, so a ‘margin’
was provided. Most were coupled with
ex-KPEV 3 T 16,5 three-axle
tenders (PKP class 17C1), but
four-axle 16D1, 16D2 and 17D1 were also used. Tw1s performed particularly
well on weaker tracks, for which more powerful Tr20s, Tr21s and Ty23s were
too heavy, so most of them operated in southern and south-eastern Poland. No
wonder, thus, that in September 1939 the majority (71) fell into Soviet
hands: only nine were captured by Germans and impressed into DRG class 5710-35. The
Soviets found this type particularly useful for their conditions, especially
in newly acquired Western territories, with many comparatively weak tracks,
although its narrow firebox must have demanded high-grade coal. All retained
their Polish service numbers, written in Russian script; 27 later fell into
German hands. The fate of five remaining engines is not known. According to
some sources, they were brought by retreating Polish forces to Romania and
impressed into CFR service in 1939. Fortunes
of war brought about further redistribution of these useful machines between
1939 and 1945. Many Soviet examples (captured in Poland and later in Romania)
fell into German hands after Fall
Barbarossa. After 1945, this class shared the fate of other German
locomotives. DB were left with 730
examples, withdrawn until 1970; last of 112 engines serving with DR survived until 1971. Romania
acquired twelve ex-DRG machines
(service numbers 50.901 through 50.912), bringing the grand total in CFR service to 805 examples; some
older sources give slightly different numbers. In October 1945 Romania was
forced to hand over 25 engines of this type to the USSR – most of them were
brand new machines, taken directly from Reºiþa, that had their CFR numbers already assigned, but in fact saw
no service. Other pre- and post-WWII users include: -
France (SNCF
class 050B, different designations with various pre-SNCF private railways), -
Belgium (SNCB
class 90), -
Italy (FS
class 473), -
Yugoslavia (JDŽ
class 35), -
Czechoslovakia (ÈSD:
22 examples purchased in France in 1922 and classed 534.1, in service until
1970, one ex-DRG 57 2740 impressed
in 1945 and designated 535.1500, nine ex-CFR
examples, taken over in 1945 and returned in 1952, no ÈSD service numbers having been assigned), -
Greece (OSE
class Ka), -
The Netherlands (NS
class 48), -
Norway (NSB
class 61a, DRG service numbers
retained), -
Austria (ÖBB
class 657, in service until 1969), -
Luxembourg (CFL
class 52, purchased in Belgium in 1934), -
Syria (CFS
class 050.5), -
Soviet Union (examples from Poland, Romania and
Germany, taken as war booty or from reparations; according to LOZD, they numbered about 900, many
converted to 1524 mm track and later designated class TShCh, or TЩ in
Russian script, withdrawn about mid-1960s). After
WWII, only ten ex-Tw1s came back to Poland, but much more former DRG machines were impressed into PKP service, bringing their total
number to 141. Several more (including three ex-CFR engines) were not impressed into service, but returned to
their former owners or scrapped. Compared to Ty2s (DRG class 52), most numerous post-war freight locomotives in
Poland, Tw1s had lower tractive effort and inferior economy (boiler pressure
of only 12 bar) at almost the same axle load, so most of them were relegated
to switching and secondary duties, serving mainly in northern Poland. Several
were converted to oil firing. Four engines (Tw1-56, -73, -93 and -98) were
leased by military railways in the 1950s – due to low axle load they were
found particularly useful on military sidings. They were returned in late
1950s or early 1960s. A dozen or so, converted to 1524 mm track, served at
transfer stations along Eastern border; all had interchangeable
standard-gauge wheelsets. Most European railways started withdrawing their
former G10s in early 1950s. In Poland their service was longer; on January 1,
1960, PKP still had 116 examples,
but during next twelve years their number dwindled to 37. Few were used by
industrial operators, but were generally considered too weak for heavy
industry establishments, like collieries or steel plants. Last PKP engine, Tw1-90 (Borsig 10438/1919, KPEV Kattowitz 5495, DRG
57 1658), was withdrawn in December 1976. This machine can now be seen at the
Koœcierzyna heritage park and is the only example preserved in Poland. Three
are in Germany: 57 3088 (Rheinmetall
550/1922, KPEV Halle 6011) in
Betzdorf, 57 3297 (Hohenzollern
4401/1923) in Chemnitz and former CFR
50.227 (Rheinmetall 913/1926) at
the Bayerische Eisenbahnmuseum in
Nördlingen; the latter has been given fictitious DRG number 57 3525 and is probably still in working order.
Austrian ÖGEG society has four, all
from CFR: 50.459 (AEG 4414/1930), 50.519 (Malaxa 45/1931), 50.770 (Malaxa 299/1938) and 50.608 (Malaxa 144/1934); the latter is based
in Cluj, Romania, and has retained its original designation, the remaining
have been given fictitious ÖBB
numbers, 657.3549, 657.2519 and 657.2770, respectively. Three engines can be
seen in Turkey. TCDD 55047, built
by Schwartzkopff in 1924, can be
seen at the National Railway Museum in Ankara; 55022 (Borsig 1913, ex KPEV),
recently restored, is on display at the Rahmi
M.Koç museum in Istanbul and 55037 (Schwartzkopff
1922) at the Çamlik Buharli
Lokomotif Muzesi (Çamlik steam locomotive museum). List of surviving
Romanian steam locomotives, available at www.enzia.com,
gives fourteen examples, but two have since been sold to ÖGEG and one has probably been scrapped. Prussian
class G10 has had an unexpectedly rich history, as one of the most widely
used freight steam locomotives in Europe. Its story parallels perhaps only
that of later Kriegsloks, mainly DRG class 52, in fact also designed
for comparatively high tractive effort at moderate axle load. Main technical data
1) Approximate
number; includes 18 engines built in Sweden and 520 in Romania. 2) After
WWII. 3) Refers
to the final production variant with 17C1 tender, typical in PKP service. References and acknowledgments
-
www.parowozy.best.net
(website maintained by ‘Doctor’), -
LP, RR, LOZD, EZ
vol. 3, TB vol. 1, ITFR, -
Polish State Railways as a means of transportation
for the Warsaw Pact armed forces by Zbigniew Tucholski (IHN PAN,
Warsaw, 2009), -
Adrian Raduta (private communication – thanks a
lot!). |
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