T1D /
TKp30
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Preserved Henschel 25657/1946 was originally built
for the Farge-Vegesack railway. Sold to the Bremen-Thedighausen railway in 1965 and then to Rinteln-Stadthagen railway in 1967, it was finally
transferred to the railway museum in Darmstadt-Kranichstein
and displays the livery of its last operator. Photo taken by Hugh Llewelyn on
June 4, 2011 (source: www.commons.wikimedia.org).
Side drawing of TKp30 from PNPP.
Another preserved ELNA 6: BMAG
9963/1930, originally built for Hersfelder Kreisbahn, sold to Eschweiler Bergwerksverein in 1951 and
transferred to Dampfbahn Fränkische Schweiz
of Ebermannstadt in 1989. Photographed at their
premises on June 23, 2018, by someone who wants to be known as Rainerhaufe (source: www.commons.wikimedia.org). |
After
WWI the Liegnitz-Rawitscher Eisenbahn standard-gauge private railway, opened in
1898, was divided in two by newly-created border. Liegnitz
remained in Germany and the other terminal station, Koppelstädt,
became Kobylin. Polish section of this railway,
between Rawicz and Kobylin
(33 km), was not incorporated into the PKP state railways, but
remained in private hands and was operated by the Rawicz-based
Polskie Przedsiębiorstwo
Kolejowe (Polish Railway Enterprise). In
1929 two new tank locomotives were ordered from the First Locomotive
Factory in Poland of Chrzanów (Fablok). These had factory designation T1D
(sometimes written as T-1-D) and were not an indigenous design, but a variant
of German ELNA 6 type. ELNA
stood for Engere Lokomotiv-Normenausschuß,
a committee set up in Germany in the 1920s to develop a family of locomotives
for branch lines and private railways, so that a measure of standardization
could be achieved. In all, six basic ELNA
types were developed, each in two versions running on saturated and
superheated steam, respectively. Of these, ELNA 6 was the heaviest and most
powerful, and turned out to be the most prolific one: standardized as KDL4 (Kriegsdampflokomotive, or wartime steam
locomotive) during WWII, it was built by several German railway stock
manufacturers: BMAG (two), Hanomag (five),
Henschel
(24), Hohenzollern (four), Krauss and later Krauss-Maffei (eight), Orenstein & Koppel (one) and Vulcan (one) – 46 examples in all.
Several orders were cancelled. In 1944 seventy KDL4s were ordered from French
Schneider company, but only 67 were
completed and all went directly to SNCF
as class 040TX. Last two (some sources give three) engines of this type were
assembled by Henschel
from spares in 1946. New
engines from Fablok were delivered in 1930
and assigned service numbers 183 (s/n 348/1930) and 184 (s/n 349/1930). They
were straightforward, but robust and powerful for their size machines,
running on superheated steam, with 0-4-0 axle arrangement and 1100 mm
drivers, developing tractive effort of 9.75 tonnes.
Maximum speed was set at 40 km/h. When the Rawicz-Kobylin
line was purchased by PKP in 1935, Nos. 183 and 184 became TKp30-1 and
TKp30-2, respectively. Taken over by DRG in 1939, they were
re-designated once again and became 92 2601 and 92 2602. After WWII both
engines remained in Western Germany with DB and were written off in
December 1951. Some older Polish sources state that they were returned to PKP, which is incorrect. Similarly,
some sources give that two ELNA 6 locomotives were used by PKP for a
short time after WWII and later went to industry; most probably this is not
true. According to Internet sources, at least three ELNA 6 engines have been
preserved in Germany: BMAG 9963/1930 (Ebermannstadt),
Krauss-Maffei 15721/1930 (Kassel) and Henschel 25657/1946 (Darmstadt). Main technical data
1) 1) Fablok production for PPK only. List of vehicles can be found here. References and
acknowledgments -
PNPP, LP; -
ELNA-Dampflokomotiven by H. – M. Koenner (E.
Kirpal, Essen 1977). |
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