Tp16
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The only suggested candidate for PKP
class Tp16 is KkStB class 175. One of two surviving examples, ÈSD 414.404 (ex 175.04, StEG
2416/1894) was photographed at the Jaromeø depot on August 25, 2004.
Another picture of
this engine, taken on June 14, 2008. |
The
very existence of this class with PKP is uncertain and has been
deduced from indirect information. According to some sources, in early 1920s PKP
had four engines with certain technical characteristics (weight and some
boiler details) corresponding to that of KkStB class 175. It is,
however, almost certain that this class designation, even if envisaged for
these locomotives, had in fact never been assigned. Class
175 was a development of earlier and not entirely successful class 75, built
for StEG railways in 1890 (initially designated class Vn, later 43,
re-classed in October 1909 after StEG had been incorporated into KkStB).
Only six 75s were built: all were later taken over by ÈSD (class
414.3) and used mainly for switching and with service trains. In 1894 StEG
introduced improved class Vg (later 44), which differed mainly in redesigned
boiler. Inordinately large grate (intended to burn low-grade coal) was
reduced in area from 4.35 to 3.24 sq.m and total heating surface was
increased from 166.1 to 181.5 sq.m, due to longer drum. Number of flues
remained unchanged, at 236. Boiler pressure was increased from 10 to 12 bar.
All this resulted in overall improvement of boiler performance and tractive
effort while maintaining the ability to burn poor coals, but maximum speed
remained unchanged, at 35 km/h. This was too small a progress to warrant
large-scale production and, although production continued at StEG
until 1900, only nineteen examples were built in three small batches differing
in minor details. In 1909 they were re-classed 175 by KkStB. Just
like their predecessors, all 175s went to ÈSD (class 414.4) and no
mention of their episode with Polish railways has been found in competent
Czech or Austrian sources. It seems possible that a few served very briefly
with PKP immediately after the war and were later handed over to ÈSD
on the basis of international agreements, but – as mentioned above – this is
just a conjecture (such suggestion has been put forward in LP) which
still needs support. During WWII all engines of this type served with Èeskomoravské
Protektorátni Dráhy and thus were not given DRG numbers; last of
them, 414.408 (ex 175.08, StEG 2532/1896) was withdrawn in February
1968. Given
their low number and inconspicuous service, it is somehow surprising that two
engines of this type have survived until today, both in Czech Republic.
414.404 (ex 175.04, StEG 2416/1894) is a property of the National
Technical Museum, Prague, and can be seen at the Jaromeø depot; it had been
one of the last engines of this type in service. 414.407 (ex 175.07, StEG
2531/1896) has been preserved at the Chomutov depot and is intended for a
static display. Main technical data
1) Depending
on production batch. References and acknowledgments
-
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
LP, EZ vol. 2, EDÖ. |
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