OKl2-6, loco depot in Jaworzyna Śląska, August 4, 2004…
…another view of the same machine, photo taken on
…and yet another picture, taken on the same occasion.
Things are improving: OKl2-6 is no longer posing
like she did before, but its condition has greatly improved. Photo taken on
Side drawing of the DR class 64 by K.-E. Hertam (TB vol.2)
Ex-DB 64 305, owned by Nene Valley Railway and awaiting overhaul. Wansford, UK, July 23, 2005.
Two photos from my collection, albeit of rather poor quality: 64 035 (Krupp 964/1928)…
…and 64 109 (Jung 4064/1928). Details are lacking, but both look like factory photos.
64 295, DB (Esslingen 4249/1934), photographed at the Waidhaus station on July 19, 1975. Photo by E.Böhnlein (from my collection).
64 295 (Esslingen 4249/1934) in post-war DB livery; Deutsche Dampflokmuseum, Neuenmarkt, May 1, 2014.
64 035 (Krupp 964/1928), location and date unknown. This locomotive survived in the DR service until 1972. Photo from my collection.
64 235 (Orenstein & Koppel 12381/1932), later DB 064 235-5, withdrawn in 1971. Location and date unknown. Photo from my collection.
Last OKl2 in the PKP service, OKl2-20 (Krupp 1288/1933), photographed at the Malbork depot in 1973, probably shortly before withdrawal. Photo by Tadeusz Suchorolski (from my collection).
After WWI, German railways (newly-formed Deutsche Reichsbahn-Gesellschaft, or DRG) faced a difficult problem of locomotives and rolling stock unification. The Locomotive Commission, formed in 1921, was entrusted the complex task of replacing diverse mixture of types inherited from individual lands’ railways with new family of modern machines, to serve throughout the entire state.
Among other classes, it was soon decided that a
light tank locomotive for local traffic, with axle load about 15 tons, was
First eight machines were built by Henschel in
1927 and production continued until the end of 1940 to reach 520 examples. By
German standards this was not a particularly great number; it is thus somehow
surprising that these locomotives were built by as many as fifteen factories.
This was intended to keep the German locomotive industry busy, but in the end
did not prevent some of these companies from going bankrupt, especially
between 1929 and 1931. Thus, class 64 was built by AEG (6), Borsig
64 proved very successful and found widespread use. It was suitable not only
for local traffic, but also for light trains on main lines. After WWII most
of them remained in
WWII Poland took over thirty-seven examples, plus one handed over by Soviets.
They were designated OKl2 and all were given PKP serial numbers. Some sources claim, however, that one of
these machines (namely OKl2-1) was in fact a Hungarian class 342 – at least
this is what has been deduced from boiler serial number! This question still
remains to be solved. Just like in pre-war
- Great Britain (Krupp 1308/1934, former DB 64 305, purchased in 1973 by Severn Valley Railway, in 1985 sold to Nene Valley Railway, now awaiting overhaul),
- the Netherlands (Jung 7006/1937, former DB 64 415, now operational with Veluwsche Stoomtrein Maatschappij of Beekbergen),
- Switzerland (Jung 9268/1940, former 64 518, withdrawn in 1972 and sold to Verein Historische Eisenbahn Emmental, now awaiting overhaul)
- Belgium (Henschel 22178/1933, withdrawn in 1970 and later sold to Chemin de Fer à Vapeur des 3 Vallées, Mariembourg-Treignes).
Main technical data
1) From 1928 tests
2) 12 400 to 12 500 mm depending on manufacturer and example
3) Possibly OKl2-1 was in fact MÁV class 342
References and acknowledgments
- Monographic article by Roman Witkowski (SK vol. 6/2000);
- Ingo Hütter’s locomotive database (available at www.beitraege.lokomotive.de).