Od1
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KPEV
Elberfeld 372 (Henschel
4032/1894). This locomotive was later transferred to Mecklenburgische
Friedrich Franz Eisenbahn and
numbered 186; withdrawn between 1922 and 1924. Location unknown, before 1906.
Source: www.commons.wikimedia.org.
Class 3670
side drawing; source: TB vol.1 (© Lokomotiv-Revue).
KPEV P41 Bauart Erfurt Erfurt
1802 (previously Erfurt 47, Henschel 3356/1891), location and date unknown. Source: Die Lokomotive
August 1921.
Experimental Cassel 131 (Henschel 4853/1898) was reportedly the first locomotive fitted with steam
superheater; it was withdrawn in 1921. Probably a
factory photo; source: Die Lokomotive December 1923. |
In
1891 Prussian state railways KPEV
ordered prototype express and passenger locomotives with the 2-2-0 axle
arrangement, intended to replace older 1-2-0 engines. Their design owed much
to the visit paid by a group of Prussian railway officials and engineers to
the UK and USA. New passenger and express engines had much in common and
differed principally in the diameter of drivers (1730 mm and 1950 mm,
respectively). First three passenger locomotives, Cöln
319 through 321, were derived from earlier Musterblatt III 1a (since 1906
class P32) with compound steam engine. Later referred to as P3 Bauart 2ʹB,
they were built against a somehow specific requirements of Mosel and
Koblenz-Trier railways and remained in use only until 1912. Instead of
further developing this type, it was decided to design a larger and more
powerful locomotive, in both single-expansion and compound versions. The
former materialized as Erfurt 496 and 497 (Henschel 3355/1891 and
3356/1891); in 1906 they were classed P4. Following
service test several modifications were introduced, including drivers
increased in diameter to 1750 mm. This type was standardized as Musterblatt III
1c. Between 1891 and 1892 Henschel built 55 examples, in 1906 classed P41
Bauart Erfurt. The most numerous variant Musterblatt III
1d (later class P41 Bauart Hannover)
was built from 1893 to 1901 by Henschel (325), Hanomag (60), Borsig (25), Schwartzkopff
(eight) and Grafenstaden
(seven). This type featured cylinders increased in diameter from 430 to 460
mm, flues reduced in number from 230 to 219, modified bogie (which resulted
in axle base and overall length increase) and Heusinger
valve gear that replaced obsolete Allan unit. This gives the total of 482 P4s
of all sub-types delivered to KPEV.
Furthermore three locomotives corresponding to the final variant were built
between 1903 and 1910 for Prussian military railways Königlich Preussische Militär-Eisenbahn
and numbered 6, 8 and 9, although reasons for ordering these obsolete engines
with more modern types available are not clear. Nineteen similar locomotives
were built between 1896 and 1902 by Hanomag for Großherzoglich Oldenburgische Staatseisenbahnen;
also classed P41, they were shorter and could be easily identified
by lacking boiler steam dome. In 1904 Lübeck-Büchener Eisenbahn ordered two engines from Henschel, basically similar to Bauart Hannover, but with reduced axle base
due to shorter turntables. Cassel 131 (Henschel 4853/1898) was
experimentally fitted with Schmidt-type steam superheater;
withdrawn in 1921, it was later transferred to the Verkehrs- und Baumuseum in Berlin with boiler
partially cut-out, but has not survived until today. Compound version,
developed in parallel with the single-expansion one, was later classed P42.
It was eventually found superior and built in large numbers. In fact ten
(some sources give five) Bauart Erfurt
locomotives were later converted to compounds and duly re-classed. New
P41s were initially assigned to several regional railway managements
and on occasions worked even light express trains. They were typically
coupled with three-axle 3T12 or 3T15 tenders, sometimes with four-axle
2’2’T16s. Soon, however, they were superseded in main line service by more
powerful P42s and finally by superheated P6s and P8s. In 1920 six
Prussian P41s were transferred to Mecklenburgische Friedrich Franz Eisenbahn,
but all were withdrawn between 1922 and 1924. After WWI and merging German
railways into DRG it was initially
planned to re-number as many as 157 examples, but finally only nine, all of
the Bauart Hannover variety, were re-classed 3670,
the rest being written off before 1925. Last survived probably until 1927.
Remarkably, all nineteen engines from Oldenburg were retained in use and
re-classed 3612. Their service life was slightly longer, the last
ones surviving until 1931. A few locomotives of this type went to Latvia (LDZ class An, together with other
2-2-0s, service numbers An-32 through 34), Lithuania and Yugoslavia, but
little is known about their use there. Polish state railways received 26
engines, of which 21 were classed Od1 in 1926. Assignment of service numbers
to individual examples is not known. They were used mainly on secondary and
suburban lines. As many as fourteen were withdrawn between 1927 and 1936,
five in 1937 and last two in April 1938. Od1-9 (Henschel 4191/1895), withdrawn
in 1937, was captured by the Soviets in 1939; it later fell into German hands
and served with Ostbahn,
but its ultimate fate is not known. No locomotive of this type has been
preserved. Main
technical data
Note: data for Bauart Hannover, in brackets for Bauart Erfurt. Dimensions and weights with the 3T15 tender.
1)
Excluding similar engines built for railway
managements other than KPEV.
2)
Only 21 actually re-classed Od1. References
and acknowledgments
-
Lokomotiv-Archiv Preußen by
Andreas Wagner, Dieter Bäzold, Rainer Zschech and Ralph Lüderitz (Bechtermünz
Verlag, 1996); -
Ingo Hütter’s website www.lokomotive.de/lokomotivgeschichte/datenbank;
-
LP. |
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