T3A
(Ferrum 47, Ferrum 724)
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422.025 ‘Arcivévoda
Karel’, ÈSD, in the shed at the Czech railway museum, Lužna u
Rakovnika; June 14, 2008.
Another engine from the Czech railway museum
collection: 422.002 (ex kkStB 178.02, Krauss Linz
4430/1900), photographed on the same occasion.
Another picture of 422.002, taken on the same
occasion. |
In
1898 Lokomotivfabrik Krauss & Comp. of Linz an der Donau built two
tank locomotives with the 0-4-0 axle arrangement for the Wiener Neustadt –
Puchberg line of Schneebergbahn (service numbers 21 and 22, serials
3866 and 3867). They ran on saturated steam and featured compound steam engines,
no doubt under the influence of renowned Karl Gölsdorf, who was a keen
advocate of compounds. 1st and 3rd axles were fixed,
while both 2nd and 4th axles had ± 23 mm
side-play, which allowed for negotiating curves 80 m in radius. Service tests
were satisfactory and in 1900 a slightly modified variant was ordered by kkStB
state railways as class 178. Until 1918, kkStB received 213 examples.
Production was resumed in 1922 and until final termination in 1924 further
thirteen followed (178.214 through 226), plus one more originally ordered by Steiermärkische
Landesbahnen (178.232) and one by Wiener Lokalbahn (178.900). The
latter was fitted with a single-expansion steam engine. This
not particularly advanced, but reliable and useful engine was also ordered by
other railways. Eight were built for k.k.priv.Eisenbahn Wien-Aspang
between 1900 and 1920 (this railway merged with Schneebergbahn in
1919), eight for Niederösterreichische Landesbahnen (three in 1912 and
five in 1919, class 104) and two in 1916 for Militärschleppbahn Steinfeld.
After the war all these engines were taken over by newly-formed state
railways BBÖ as 178.295 through 304 and 178.801 through 810. This
gives a total of 248 examples which served with kkStB and/or BBÖ,
although some sources give 227, which refers to those originally ordered by
state railways. Most were built by Krauss Linz (182), other
manufacturers included BMMF (17), StEG (16), Wiener Neustadt
(14) and WLF (19). At least ten more were purchased by various
other private railways. There were several variants; in particular, first 39
examples for kkStB had boiler pressure of 12 bar, while all other had
13 bar. Depending on water capacity (5.2 or 7.5 cu.m), coal capacity (1.9 or
2.5 tonnes) and various minor differences, empty weight ranged from 36 to
38.5 tonnes, which corresponded to 46 – 52 tonnes in working order. Engines
with larger water capacity could be distinguished by longer waterboxes, which
were extended forward by almost one metre, so that their front walls were in
line with smokebox door. In many examples one waterbox (usually the right
one) was shortened to make room for the compressor – it seems that it was
introduced during overhauls, when Hardy vacuum brakes were replaced by more
modern air brakes. Early production 178s had large, Rihosek-type spark
arrester, which was later deleted. After
WWI almost half of 178s owned by kkStB (105 examples) went to
Czechoslovakian state railways ÈSD. Later this company took over nine
more engines after nationalization of several private local railways. All
were classed 422.0; last of them was written off in 1970. BBÖ kept
fifty engines, plus the above-mentioned twenty from other railways; after the
Aschluss they were taken over by DRG (classed 9222-23,
together with those captured later in Czechoslovakia, Poland and Yugoslavia).
Italy had twelve (FS class 893), Yugoslavia seven (JDŽ class
52) and Romania six (CFR
designation unknown). Finally, six ended up it the Soviet Union. According
to stock lists available at www.pospichal.net,
Poland took over 27 engines of this type, of which all but one were classed
TKp11 and assigned service numbers 1 through 26. LP gives a total of
28 engines. Details on one of them (TKp11-27) are lacking, apart from boiler
number, and it seems possible that this is 178.71 (StEG 3535/1908),
which was written off before 1926 – but this is only my conjecture. TKp11-28,
withdrawn in 1937 (WrN 5559/20) does not appear in kkStB stock
lists, so it might be taken over from a private railway. As many other
locomotives of Austrian origin, most TKp11s were operated in southern and
south-eastern Poland, where their low axle load, not exceeding 13 tonnes, and
ability to negotiate tight curves could be best exploited. Two or three were
written off before 1939. After the September campaign, most of them (probably
fourteen) fell into Soviet hands. They retained their original PKP
designations, written in Russian script; according to LOZD vol.1, some
were converted to the 1524 mm track, but exact number is not known. Nine were
captured by Germans and impressed into the DRG service as 92 2202
through 2210. Only three TKp11s were returned after the war. TKp11-4 (Krauss
Linz 5693/1907) and TKp11-25 (Krauss Linz 6869/1914) became
TKp11-1 and TKp11-2, respectively, but their post-war service – as with many
other ex-Austrian types – was very short: both were written off in 1950.
TKp11-12 (StEG 3538/1908) was not given new number and was written off
in 1946. Given
short post-war service of TKp11s and their small number, it is no wonder that
none has been preserved. Fortunately, as many as eleven examples still exist
elsewhere: in Austria (four), Czech Republic (four), Slovakia (two) and
Slovenia (one). They include the last example in the ÈSD service (BMMF
346/1909), which had originally been built for the Nesamyslitz-Markowitz
Lokalbahn and never served with kkStB. Taken over by ÈSD after
nationalization of the local railway in 1938 as 422.905 (later re-numbered
422.0108), it was withdrawn in 1970. Formally owned by Slovakian railways ŽSR
and based in Zvolen, this engine is kept in working order and sometimes runs
with special trains. 422.025 ‘Arcivévoda Karel’ (ex 178.49, BMMF
203/1907) is another operational engine of this type: a property of the Czech
National Technical Museum of Prague, it is based in Lužna u Rakovnika.
Possibly they will be joined by ex-WLB No.72 (Krauss Linz 7327/1919)
from Zwettl, Austria, which has recently undergone a general overhaul
(according to www.dampflok.at completed
in March 2008). This engine currently has a fictitious post-war ÖBB
designation 92.2271, although it never served with state railways; in fact,
92.2271, BBÖ 178.217, was written off in 1968. Main technical data
1) Depending
on variant. 2) Plus
a dozen or so more for various local railways; several variants. 3) One
with on PKP service number, withdrawn before 1926. 4) 1.22
MPa in first 39 examples for kkStB. References and
acknowledgments Description
can be found in EZ vol.2. Information on individual examples and
statistics have been taken from LP, www.pospichal.net
(Josef Pospichal’s website) and www.locomotive.de
(Ingo Hütter’s database). |
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