Ol11
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Factory photo of the 329.01 (WLF 1652/1907). After the war this locomotive became ČSD
354.650 and was withdrawn in 1965. Source: www.de.wikipedia.org.
Hungarian IIIt 3782
(StEG
3579/1909), later 323,032, remained in the MÁV service until 1962. Source: www.hu.wikipedia.org.
An unknown Ol11, photographed in Sucha (now Sucha Beskidzka) in 1920s or 1930s. Photo by Jan Kawecki
(courtesy Michał Kawecki).
Side drawing of class 329; source: Triebfahrzeuge österreichischer
Eisenbahnen: Dampflokomotiven
BBÖ und ÖBB (see References).
DRG 35 110 was former kkStB and BBÖ
329.33 (Wiener Neustadt 4902/1909).
After WWII it was taken over by PKP
and served until 1956 as Ol11-2; later it was transferred to ZNTK Łapy
repair works and served as a stationary boiler. Location and date unknown.
Source: Lokomotiven ziehen in den
Krieg by Hansjürgen Wenzel (Verlag Slezak, 1977).
K.u.k. Militärbahn Banja Luka-Dobrlin No. 62 (Wiener Neustadt
4874/1908), location and date unknown (before 1913). Later transferred to Bosnisch- herzegowinische
Landesbahnen, it served in Yugoslavia with JDŽ
as 108-002 until February 1948. Source: www.de.wikipedia.org. |
The
1-3-1 axle arrangement, known as Prairie,
was very popular in the USA and Europe. Austro-Hungarian railways were no
exception. Between 1904 and 1917 state railways kkStB (kaiserlich-königliche
Staatsbahnen) took delivery of 239 class 229 tender locomotives, which played an
important role in passenger traffic. They featured compound steam engine, ran
on saturated steam and were fitted with Gölsdorf-Clench
steam dryer. In order to develop an engine more suitable for long-distance
service, Karl Gölsdorf designed a tender locomotive
based on class 229. Frame and wheelsets were almost unchanged, apart from
increasing the distance between pony truck and first drivers by 30 mm.
Prototype was built in 1907 by WLF (aka Floridsdorf,
s/n 1652) and this type was ordered in quantity by both kkStB
(class 329) and Hungarian state railways MÁV (class IIIt, later re-classed 323).
Production continued until 1909 at WLF
(14 examples for kkStB
and 18 for MÁV), Wiener Neustadt (20 and 18), StEG (32 and
18) and BMMF (aka PČM, 27 and 11). In all, 93 examples
went to kkStB
and 65 to MÁV. Furthermore, in 1908
Wiener Neustadt built two engines
of this type for k.u.k. Militärbahn Banjaluka-Dobrlin, former part of the Ottoman Railway
taken over after the annexation of Bosnia and Herzegovina (service numbers 61
and 62). This gives the grand total of 150 examples. Gölsdorf-Clench
steam dryer was later removed, due to problems with tightness. Class 329 was
supplanted by its development with steam superheating. Classed 429, this
locomotive remained in production until 1918, 386 examples being built in
both compound and single-expansion variants. The latter also served with PKP as class Ol12. After
the war these comparatively new locomotives were divided between several
railway managements. Austrian state railways BBÖ kept twenty 329s; six were written off in 1937 and fourteen
taken over by DRG and classed 351.
MÁV were left with 26 examples.
Czechoslovakian state railways ČSD
took over 38 Austrian locomotives, of which 35 were later classed 354.6 and
numbered 354.650 through 684. Between 1926 and 1931 all 38 engines were
rebuilt with steam superheaters and single-expansion engines. They were given
new service numbers, 354.601 through 638. Romanian railways CFR took over 35 MÁV engines, their class designation 323 and service numbers being
retained. Most were withdrawn between 1937 and 1940, but 323.11 (WLF 1822/1908) remained in use until
1960. Railways of the Kingdom of Serbs, Croatians and Slovenians (SHS)
received four locomotives from kkStB, four from MÁV
(later JDŽ class 107) and two from
the Banjaluka-Doberlin military railway (class
108). Italian state railways took over seven Austrian engines, classed 687,
which remained in use until 1938. Three locomotives (329.74, 329.77 and
329.82) perished in Russia; they were reportedly used by short-lived
Ukrainian railways, but no details are available. Polish
state railways PKP obtained 21
Austrian 329s, in 1926 classed Ol11. They were operated mainly in southern
and south-eastern Poland and all survived until WWII. In 1939 fifteen became
German war booty, joining their ex-BBÖ
kinsmen in the DRG service as
35 115 through 129. Six fell into Soviet hands, but were not re-gauged
and in 1941 were taken over by Germans. Four were impressed into DRG as 35 130 through 133, Ol11-7
was written off in 1941 and Ol11-10 served with Ostbahn with its original
Polish service number. After the war PKP
took back seven pre-war Ol11s plus four ex-BBÖ engines, numbered Ol11-1 through 11. They remained in use
until mid-1950s. The last one, Ol11-2 (ex kkStB 329.33. later DRG 35 110, Wiener Neustadt 4902/1909) was withdrawn in 1956 and for a couple
more years served as a stationary boiler at the ZNTK Łapy rolling stock repair works.
Pre-war Ol11-9 was also returned, but not restored in service and written off
in 1950. Between 1955 and 1956 two Ol11s were returned by ČSD (they had been given service
numbers 354.6501 and 354.6502) and four by DR. Due to poor condition and obsolescence they were scrapped
without being given new service numbers. Not a single locomotive of this type
has survived until today. Main technical data
1) Plus 45.4 sq.m of steam
dryer. With steam dryer removed, heating surface of flue tubes was increased
to 153.7 sq.m. List of vehicles can be found here.
References
and acknowledgments
- KT, EZ, LP, ITFR; -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
Triebfahrzeuge österreichischer Eisenbahnen: Dampflokomotiven
BBÖ und ÖBB by Heribert Schröpfer (Alba,
2002). |
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