TKt2-66 (DRG 93 890,
Hanomag 10129/1922), photographed
T141 side drawing, early version, © Lokomotiv-Revue (source: TB vol.2).
TKt2, late version; side drawing by M.Ćwikła (source: SK vol. 3/2005).
93 585, DR (ex KPEV Altona 8516), Union 2536/1920, photographed somewhere in Germany probably in 1960s. Postcard from my collection.
KPEV ‘Danzig 8505’ (Union 2504/1919), later renumbered 93 512 by DRG. In 1945 this engine became TKt2-47 and was withdrawn in May 1967. Postcard from my collection.
93 526 (Hohenzollern 3949/1919) in DB service, photographed at the Hannover depot in 1967. Postcard from my collection.
Two Class 935-12 engines at the Aachen Hauptbahnhof, August 25, 1961. The first one is 93 1082 (Krupp 688/1923), which was withdrawn in November 1966. Photo by someone who wishes to be known as Brooksbank (source: www.commons.wikimedia.org).
DR 93 1036 (Hagans 1111/1923), photographed in Rothenbach on May 15, 1971. This engine was withdrawn the next October. Photo by Reiner Preuss (from my collection).
Starting from 1914, German railways received 589 class T14 universal tank locomotives for mixed traffic, of which the majority – 547 – went to KPEV. These engines proved very useful in service, but had certain shortcomings; in particular, weight distribution was rather uneven and water box capacity was considered too small. Redesign was undertaken by Union Gießerei of Königsberg, who were the principal supplier of T14s, and new engine emerged in 1918 as T141.
Boiler and steam engine of the T14 remained virtually unchanged. Main differences considered the undercarriage, although diameter of drivers and idlers was not changed. T141 was longer by 0.7 metre, mainly due to larger coal box. Together with an additional water tank under rear frame, this changed the weight distribution rather drastically: while in the T14 front idle axle took the highest load, 17.3 tonnes, in new version rear idle axle was the most loaded one, taking as much as 19.1 tonnes. This was unacceptable for many tracks and certainly did not contribute to good running qualities, especially during reverse running at high speed. According to TB, maximum axle load in the production variant was 17.9 tonnes, which may mean that some corrective measures had been taken. T141 featured lead and rear Bissel trucks; coupled axles were rigidly fixed in the frame, but 2nd and 3rd axles had wheel flanges narrowed by 15 mm, which allowed negotiating curves 140 metres in radius. Earlier production version had three boiler domes; later one featured two round domes and two rectangular sandboxes. Maximum speed, initially set at 65 km/h (as in T14), was increased to 70 km/h after some minor modifications, introduced during major overhauls in the 1930s, but in fact these engines could attain even 80 km/h.
Production of the T141
began shortly before the end of WWI and lasted until 1924. Five more examples
were built in 1927, bringing the grand total to 768 machines, of which 485
were ordered by KPEV and 39 by Königliche Württembergische
Staatsbahn (class T14, service numbers 1441 through 1479). 244 were
ordered by DRG, after all railways of German Lands were merged
into one state enterprise; DRG classed all these engines 935-12.
As with many other German locomotives built in the 1920s, production was
rather dispersed and there were as many as eleven suppliers: BMAG (27),
Of six TKt2s, two were in 1939
taken over by German railways and included into class 953-12. The
remaining four (and TKt1-23) were sent eastwards with evacuation trains and
after September 17 fell into Soviet hands; one was later captured by Germans.
Not a single example returned after the war, but PKP took over 66 ex-DRG
machines; besides, two T14s were erroneously classed TKt2, so this class
numbered 68 examples. Three of them, however, despite being given PKP
numbers, were not restored in service and scrapped in late 1940s or early
1950s. Most of them served with mixed traffic in
After 1954, many locomotives of
this type remained in
Class T141 had some shortcomings, but these engines performed well and some of them served for about sixty years. However, they must have had a sort of bad luck: most probably only one has survived until today, namely 93 526 (Hohenzollern 3949/1918, KPEV Hannover 8550), last in the DB service, which can be seen on static display at the Deutsches Dampflok-Museum in Neuenmarkt-Wirsberg.
Main technical data
1) After WWII – two more were T14s, erroneously classed TKt2.
2) Some sources give 729, which refers to KPEV only.
3) Including one erroneously included into class TKt1.
4) According to TB; many sources give 19.1 T.
5) There are considerable discrepancies among various sources; TB gives 67 900 kg.
References and acknowledgments
- Monograph article by Roman Witkowski (SK vol. 3/2005);
- TB vol. 2, LP;
- www.lokomotive.de (locomotive database by Ingo Hütter).