Ti12
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ÖBB 54.14, ex kkStB 60.115 (Wiener
Neustadt 4221/1899) is the sole surviving locomotive of his type. Photo
taken at the Heizhaus Strasshof on June 20, 2009.
Another view of this machine; picture taken on the
same occasion.
334.140, ČSD, formerly kkStB 60.520, BMMF
269/1908; withdrawn in 1951. Postcard from my collection.
This picture of an unknown Class 60 (earlier
variant) was published in the Lublin issue of the Gazeta Wyborcza
daily on February 4, 1998. The photo was taken in Lublin, most probably
between 1915 and 1918.
An unknown Class 60 engine, photographed
probably in 1916. Freight cars in front of the locomotive may be indicative
of expected mine hazard. Photo from my collection.
KkStB 60.01 (Wiener Neustadt
3987/1897), location and date unknown. Source: www.de.wikipedia.org.
Side drawing of ČSD class 334.1; source: EZ vol. 2.
KkStB 60.249 (StEG 3422/1907) was
kept by BBÖ and withdrawn in 1937. Factory photo; source: www.commons.wikimedia.org.
DRG 54 027 (StEG
3411/1907), RAW München-Freimann, January 25,
1940. This engine began its life as kkStB 60.237; kept by BBÖ and impressed into DRG
following Anschluss, it later served
with ÖBB as 54.27 and was written off in November
1955. Source: Bundesbahn-Ausbesserungswerk München-Freimann by Anton
Joachimsthaler, 1985.
Ti12-152 (ex 60.513,StEG 3491/1908) with PKP
designation in Russian script, captured by Germans at the Eastern Front.
Later it was re-numbered 54 044. Returned after the war, it became Ti12-10;
withdrawal date is unknown. Source: Lokomotiven ziehen in den Krieg by Hansjürgen Wenzel (Verlag Slezak,
1977).
An unidentified kkStB class 60, location and
date unknown (probably a factory photo). Source: Die Lokomotive June 1904.
KkStB 60.506 (StEG
3394/1907), location and date unknown. This locomotive went to PKP and was re-numbered Ti12-148. In
1939 it was taken by Soviets and impressed into NKPS. Captured by Germans, it became 54 046. After the war
it went to ÖBB and was later
returned to PKP and re-numbered
again, this time becoming Ti12-2. Withdrawal date is unknown. Source: Die Lokomotive
December 1907.
No. 72, k.u.k. Militärbahn
Banjaluka-Dobrlin (Wiener Neustadt 5280/1915), location and date unknown. After the
war this locomotive was taken over by JDŽ and numbered 129-002; withdrawal date is
unknown. Source: www.commons.wikimedia.org.
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In
1895, Wiener Neustadt built the prototype (s/n 3826/1895) of a new
1-3-0 freight locomotive with compound engine, designed by Karl Gölsdorf and based on earlier Kaiser Ferdinand Nordbahn (KFNB) class VIII – later kkStB (kaiserlich-königliche
österreichische Staatsbahnen)
class 260. Compared to the latter, it was shorter, with axle base reduced by
650 mm, and the boiler was elevated by 300 mm. Lead Adams idle axle was
fitted to improve running qualities, especially on tight curves: the engine
was intended mainly for lines in mountain regions. Maximum speed was set at
60 km/h. First six examples went to various private railways, later
incorporated into kkStB. Prototype was
initially numbered 6001; numbering then went up to 6099 and next engine was
16001. In 1905, when kkStB introduced new
designation system, these locomotives were all classed 60 (this number being
used for the second time – ‘old’ class 60 comprised two locomotives built in
1872 and withdrawn in 1893 and 1895, respectively) and numbered from 60.01
onwards. In order to match last two digits of old and new service numbers,
6099 became 60.99 and 16001 became 60.101, so that there was no 60.100. Production
continued until 1910, when this engine could be by no means judged modern;
yet it still performed well in mountain regions. Total output amounted to 297
examples. 22 more delivered in 1907, numbered 60.500 through 521, were fitted
with Gölsdorf-Clench steam dryer – they could be
easily distinguished by single steam dome instead of two connected with a
horizontal tube and were slightly lighter. First five were in fact rebuilt
from ‘plain’ 60s and service numbers originally assigned to them (60.194 and
212 through 215) were later used again. Second 60.194 (WLF 1757/1908)
was fitted with Crawford-type steam dryer and three engines (60.800 through
802) were built with Pielock-type steam superheater in 1908. All these novelties did not find
widespread use. The above figures sum up to the total of 321 engines for kkStB, although – for the reason mentioned above –
some sources give 322. They were built by five factories: BMMF (11), Krauss
Linz (3), StEG (146), Wiener Neustadt
(103) and WLF (58). Moreover, Südbahn
received between 1900 and 1914 further 73 examples from Budapest (9), StEG (25), Wiener Neustadt (18) and WLF
(21). Two additional engines were built in 1915 for k.u.k. Militärbahn Banjaluka-Dobrlin,
former part of the Ottoman Railway taken over after the annexation of Bosnia
and Herzegovina (service numbers 71 and 72) Class 60 was one of the most
important light freight locomotives in Austro-Hungary and served as a basis
for several other types, built both for kkStB
and various private railways. Many 60s were brought by the Austro-Hungarian
army to the regions which later became south-eastern Poland, after the
retreat of Russian forces in 1915. Some were destined to remain there until
the next world war, albeit with other service. After
WWI these locomotives shared the fate of other Austro-Hungarian classes.
Austrian state railways BBÖ kept 57 former kkStB
engines; 41 went to Czechoslovakia (ČSD class 334.1), 39 to Italy (FS
class 604), twelve to the Kingdom of Serbs, Croatian and Slovenians (SHS,
later JDŽ class 131) and four to Romania (original service numbers
retained with state railways CFR). Eight engines were lost in Russia
and the fate of one is unknown – possibly it also went to CFR, but
this is not confirmed by Romanian sources. Südbahn
locomotives were divided between Hungary (21, MÁV class 330), SHS (29)
and Italy (23) – FS and JDŽ included them in the
above-mentioned classes. Two engines from the k.u.k. Militärbahn Banjaluka-Dobrlin
finally became JDŽ 129-001 and
129-002. Polish
state railways PKP were the largest recipient of these engines. In
all, 159 examples were taken over. Two (former 60.124 and 60.278) had seen
some service with BBÖ and arrived as late as in July 1924. All were
classed Ti12 and given consecutive service numbers. Of these, Ti12-146
through 153 belonged to the second sub-type (60.500), while Ti12-154 and
Ti12-155 represented the third one (60.800). The highest numbers went to four
engines formerly used by private railways Zeltweg-Wolfsberg
(two) and Lwów-Bełżec (also two), which had also
been given consecutive kkStB service
numbers. As it was the case with most Austro-Hungarian types, especially
older ones, all served in southern and south-eastern Poland, their low axle
load being an advantage on tracks of often poor quality. They were, however,
not liked by crews. Seats were judged very uncomfortable and open cab was a
nuisance, especially when running tender first in rainy or snowy weather:
according to some statements, reading boiler gauges in such conditions was
almost impossible! Withdrawals started pretty soon; this type was certainly
obsolescent and compounds were never favored by PKP. According to LP,
as many as 64 engines were written off before 1936 and until December 1938
twenty more followed. In April 1939 all 75 Ti12s still in use were assigned
to the Lwów regional railway management and based
in six depots – the largest numbers in Kołomyja
(23) and Zagórz (19). After
the September campaign DRG took over only ten Ti12s, later numbered 54
031 through 040 – all these numbers were used for the second time. Soviet NKPS
acquired 61 examples; some were later converted to the 1524 mm track. Of
these, seventeen were later captured by Germans and impressed either into DRG
or Ostbahn, but German railway authorities
were certainly not eager to keep these obsolete engines in service. Some were
withdrawn before 1945 and seven transferred directly to CFR; numbered
130.902 through 907 and 130.921 (again, the last one is not confirmed by ITFR),
they were later returned to NKPS, as were considered Soviet property.
Information on eight Ti12s is lacking. Most engines in German service ended
up in Austria, so all that returned to PKP after the war – fourteen in
all – came from ÖBB. Between November 1948 and January 1949 they were
taken over by the Soviets and handed over to PKP in a few days. I have no information on their subsequent
service, but most probably last were withdrawn in early 1950s.
Czechoslovakian 334.113 (former 60.111, Wiener
Neustadt 4217/1899), taken over by MÁV
and later transferred to PKP, was
not given any PKP service number
and returned to ČSD in March 1948. Last
Czechoslovakian and Soviet engines of this type were written off in 1951 and
a handful remained with ÖBB and MÁV until early 1960s. The
sole surviving locomotive of this type is ÖBB 54.14 (Wiener
Neustadt 4221/1899). Built for kkStB and
delivered as 16015, it was later re-numbered 60.115 and remained with BBÖ
after the war, to become DRG 54 014 in 1938. One of the last 60s in
service, it was withdrawn in August 1963. Currently it can be seen at the Heizhaus Strasshof. Main technical data
1) With class 156 tender;
60.500 through 521 were lighter by about 1 500 kg.
2) For
kkStB, Südbahn and k.u.k. Militärbahn Banjaluka-Dobrlin. List of vehicles can be
found here. References
and acknowledgments
-
www.beitraege.lokomotive.de
(Ingo Hütter’s locomotive database); -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
LP, EZ vol. 2, EDÖ,
ITFR; -
Josef Pospichal (private communication). |
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