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DRG
75 501 (Hartmann
3836/1915), photographed at Neuenmarkt on July 30, 1996.
Side drawing of class 755 from TB vol.2.
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In
1911, state railways of Saxony Sächsische Staatsbahn (SäSt) introduced class XIV HT
passenger tank locomotive, intended mainly for suburban service. Until 1917,
95 examples were built by Sächsische
Maschinenfabrik vorm. Richard Hartmann AG of Chemnitz;
further eleven followed in 1921, bringing the grand total to 106. XIV HT was
a modern machine with moderate axle load of 16.5 tonnes, running on
superheated steam and fitted with Belpaire firebox. Front and rear Adams
idle axles were perhaps not an ideal solution for a passenger machine with
drivers almost 1600 mm in diameter, but they were considered satisfactory for
design maximum speed of only 75 km/h.
Prototype
(s/n 3472/1911) and next seven examples were initially given service numbers 1343
through 1350, but later they were renumbered and the entire batch was given
numbers from 1801 to 1906 inclusive. Several modifications were introduced
during production, so that four distinct variants can be distinguished. Later
versions (from No.1816, s/n 3617/1912 onwards) can be easily identified by
sloping upper front water box panels. Last 51 examples (from No.1856, s/n
3925/1917 onwards) had enlarged coal and water boxes; coal capacity increased
from 2.5 to 2.8 tonnes and water capacity – from 8 to 9 cu.m. These machines
had their conical, pointed smoke-box doors replaced by more typical slightly
convex ones.
After
WWI, four machines went to Belgium and
eight to France as
a part of war reparations. 83 engines remained in Germany and
were impressed into DRG as class 755.
Polish railways received eleven examples, classed OKl101. Together with other
tank engines of various types, they were used mainly with suburban trains;
their basic characteristics were similar to that of indigenous OKl27,
designed for the same duties (in fact, it had initially been planned to base
the OKl27 design on the Saxon engine!). All of these comparatively modern and
useful machines survived until 1939. According to available data, five
(OKl101-2, 3, 6, 7 and 11) were taken over by the Germans and given service
numbers 75 506 through 76 510, but it is possible that some of them
first fell into Soviet hands and were regained only after Fall Barbarossa. This was certainly
the case with further two, OKl101-4 (ex No.1813, 3583/1912) and OKl101-5 (ex
No.1822, 3623/1912), impressed into DRG
as 75 589 and 75 590, respectively. It seems quite possible that
all remaining OKl101s fell into Soviet hands, but this is just my conjecture.
The highest DRG number,
75 591, was assigned to ex No.1868 (3937/1917, later ETAT 32-916), captured in France.
Most
engines of this type after WWII remained in Eastern
Germany: 89 examples went to DR, last two (75 573 and 75 574) surviving in service until 1970.
At least four later went to industry. DB
did not use these locomotives. According to available sources, Poland
regained just three machines, but the only one on which I have some
information is the above-mentioned OKl101-4. Service of these untypical
engines was probably quite short and none was preserved. According to EZ, three locomotives served with ÈSD as class 355.1. Ex-PKP OKl101-6 (No.1839, DRG 75 509, 3640/1913) was
impressed as 355.1501 and DRG
75 545 (No.1844, 3829/1915) was probably given no ÈSD number; both were withdrawn in 1956. Details on the third
engine, apart from its service number 355.1500, are completely lacking. Two examples
have survived until today, both in Germany. SäSt No.1806 (3477/1911), DRG 75 515, the last one in DR service, after withdrawal in 1977
went to Verkehrsmuseum Dresden and
later was plinthed in Karl-Marx-Stadt (now Chemnitz), its birthplace. This
machine is now preserved at Verein
Sächsisches Eisenbahnmuseum (SEM)
in Chemnitz-Hilbersdorf. SäSt
No.1851 (3836/1915), DRG
75 501, withdrawn in 1967, was transferred to Deutsche Dampflokmuseum, Neuenmarkt/Oberfranken, in December 1977
and restored to operational status.
Main technical data
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No.
|
Parameter
|
Unit
|
Value
|
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1.
|
Years
of manufacture
|
-
|
1911 – 1921
|
|
2.
|
Total
built / used in Poland
|
-
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106 / 11
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3.
|
Tender
class
|
-
|
-
|
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4.
|
Axle
arrangement
|
-
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1-3-1
|
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5.
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Design maximum
speed
|
km/h
|
75
|
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6.
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Cylinder
bore
|
mm
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2 X 550
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7.
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Piston
stroke
|
mm
|
600
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8.
|
Engine
rating
|
kW/hp
|
728 / 990
|
|
9.
|
Tractive
effort
|
kG
|
|
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10.
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Boiler
pressure
|
MPa
|
1.22
|
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11.
|
Grate
dimensions
|
m X m
|
2.30 m2
|
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12.
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Firebox
heating surface
|
m2
|
11.8
|
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13.
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Distance
between tube plates
|
mm
|
4 000
|
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14.
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Number
of flue tubes
|
-
|
132
|
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15.
|
Heating
surface of flue tubes
|
m2
|
|
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16.
|
Number
of smoke tubes
|
-
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24
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17.
|
Heating
surface of smoke tubes
|
m2
|
|
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18.
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Evaporating
surface, total
|
m2
|
123.92
|
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19.
|
Superheater
heating surface
|
m2
|
35.86
|
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20.
|
Diameter
of drivers
|
mm
|
1 590
|
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21.
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Diameter
of idlers front/rear
|
mm
|
1 065 / 1
065
|
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22.
|
Total
weight, empty
|
kg
|
64 2001)
|
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23.
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Total
weight, working order
|
kg
|
82 2001)
|
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24.
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Weight
on drivers, working order
|
kg
|
49 5001)
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25.
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Weight
with tender, empty
|
kg
|
-
|
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26.
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Weight
with tender, working order
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kg
|
-
|
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27.
|
Maximum
axle load
|
T
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16.5
|
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28.
|
Axle
base (with tender)
|
mm
|
8 700
|
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29.
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Overall
length (with tender)
|
mm
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12 415
|
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30.
|
Brake
type
|
-
|
Westinghouse
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References and acknowledgments
Information
on this class was taken mainly from Lokomotiv-Archiv Sächsen
2 by F.Näbrich, G.Meyer and R.Preuss, Transpress, Berlin,
1984, and TB vol.2. Information on
individual examples has been taken from the impressive Ingo Hütter’s
locomotive database (available at www.lokomotive.de).
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