OKi2
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Oki2-27, Jaworzyna Śląska loco depot, August 4, 2004…
…and the same engine after external refurbishment,
photographed on
DRG
74 533 (ex Elberfeld 7724, Borsig
6136/1907), somewhere in
Class 744-13 side drawing, © Lokomotiv-Revue; source: TB vol.2.
A drawing from the LHW
catalogue card shows LBE
No.137 (Linke-Hofmann 2151/1920). This engine later became 74 1316;
after brief service in The Netherlands in 1946 was transferred to DB and written off in 1958. From my collection.
OKi2-27 once again, this time a photo by H. Magoń (postcard from my collection).
74 1230, DR (Borsig
9523/1916), photographed in Wismar in October 1983. Photo by L. Schultz
(postcard from my collection).
Most probably this is Berlin 7779 (Borsig
6129/1907), which survived with DB
as 74 526 until 1957. Location and date unknown, probably a factory
photo. From my collection.
74 1188 (former Berlin 8466, Hohenzollern 3372/1915) at the Berlin Görlitzer
Bahnhof depot on March 2, 1932. After 1945 this
locomotive remained with DR and its
withdrawal rate is unknown. Postcard from my collection.
Another postcard from my collection, the same
location, the same year and ‘next in turn’ engine: 74 1189 (ex Berlin 8467, Hohenzollern
3373/1915). Taken over by PKP, it
became OKi2-42 and remained in service until December 1956.
Heavily retouched photo of the Oki2-9, taken
after a crash in Gdynia on January 19, 1931. This locomotive – former KPEV Kattowitz
7712, Borsig
7925/1911 – was captured by Germans in 1939 and became 74 1335. Returned
after the war and re-numbered Oki2-18, it was withdrawn in April 1955.
Source: National Digital Archives
(used by permission).
Factory photo of the Berlin 8218 (Hohenzollern 2943/1912). This engine
enjoyed a comparatively long life: re-numbered DRG 74 854, it was later taken over by DB and withdrawn in May 1962. Source: Die Lokomotive December 1921.
DR 74 1254 (Grafenstaden
6849/1915) was originally delivered to Reichseisenbahnen Elsaß-Lothringen and numbered 7723. After the war it
was transferred to KPEV and
re-numbered Berlin 8755, then impressed into DRG; withdrawn in May 1965. Berlin-Wuhlheide,
about 1952. Photo from my collection.
74 1230, DR (ex Berlin 8703, Borsig 9523/1916), photographed near Rheinsberg,
date unknown. This engine has been preserved at the Berlin-Schöneweide
depot. Photo by Bodo Schulz (postcard from my collection). |
Between 1903 and 1910, Prussian state railways KPEV received 470 class T11 tank engines for passenger traffic with the 1-3-0 axle arrangement. They were designed by renowned Robert Garbe and served mainly in the Berlin area with the S-Bahn. These locomotives ran on saturated steam and had the tractive effort of 8.6 tonnes. Even before the deliveries of production examples began, a variant with steam superheater had been conceived and first four engines of this type were built by Union-Gießerei of Königsberg in 1902. After some design changes they were ordered in series in 1905 as class T12 – just as their predecessors, mainly for the S-Bahn. First 72 examples were fitted with chamber-type superheater in the smokebox. Later, a 33.4 sq.m Schmidt-type superheater with individual sections located in smoke tubes was introduced and earlier examples were brought up to this standard during overhauls. Externally T12 resembled its predecessor, the main differences being the smokebox larger in diameter than the boiler and slightly shorter waterboxes. Steam pressure remained at 12 bar, but due to larger cylinders (diameter increased from 480 to 540 mm) tractive effort was higher by 0.6 tonne. This engine could haul a 300-tonne draft on a 3‰ grade at 60 km/h; due to the lead Krauss-Helmholtz truck, running qualities were good even at the maximum speed of 80 km/h. Until 1921, KPEV received
974 T12s, of which the majority – possibly about 500 – went to the S-Bahn. Most were built by Borsig,
the rest came from Union, Grafenstaden
and Hohenzollern. During the production run, many minor design
modifications were introduced. At least forty more engines were supplied to other
German railways; some of them differed in certain details. After WWI,
newly-formed DRG took over 899 ex-KPEV engines, which were
classed 744-13 and given service numbers 74 401 through 1300 (with
the exception of 74 544). Further ten, initially based at Saarbrücken
and in 1920 impressed into Saarbahnen, were
taken over by DRG as 74 1301 through 1310 when the Saar region was incorporated into
the German Reich in 1935. Finally, in 1938, DRG took over eleven T12s
built for the Lübeck-Büchener Eisenbahn (LBE) by Linke-Hofmann
in three small batches in 1914, 1920 and 1923. These engines had been given LBE
service numbers 132 through 142 and became DRG 1311 through 1321; the
differed in some details and were longer by 280 mm. Five were streamlined, in
a manner similar to that of three 1-2-1 tank engines built for this line by Henschel
between 1936 and 1937 and numbered 1 through 3. Streamlining was removed in
1948, but tapered coal-boxes were retained. Electrification
of the S-Bahn, which started in 1924 and was
basically completed until 1933, made many engines of this type surplus. They
were moved to secondary local lines or relegated to switching. After WWII
they remained in service with both DB and DR until 1968; some
went to industry. Relatively few T12s were impressed into the PKP service after WWI. Classed OKi2, they numbered just twelve examples, plus six more in Gdańsk; the latter had service numbers OKi2-1Dz through 6Dz, where ‘Dz’ stood for ‘Danzig’. All had been previously assigned to KPEV regional managements (KED) in Danzig (Gdańsk) or Kattowitz (Katowice). They were assigned to the Toruń regional management and remained in use until 1939. After the September campaign all fell into German hands and were absorbed by DRG with new service numbers 74 1322 through 1338 (OKi2-1 was probably not restored in service and its subsequent fate is not known). Of these, thirteen were returned after the war, but PKP received many more engines of this type as a part of war reparations, so post-war class OKi2 numbered as many as 84 examples. All were assigned to the regional management in Poznań and remained in use with local trains and as switchers until early 1970s. Few of them, after withdrawal, went to industry and the last example remained in use at the ZNTK (Railway Stock Repair Works) in Łapy until 1980. This engine (Borsig 9527/1916, KPEV ‘Berlin 8707’, then DRG 74 1234 and finally OKi2-27) was in 1985 transferred to the Railway Museum of Warsaw and later went to the Jaworzyna Śląska depot (now Industry and Railway Museum). Recently externally refurbished, it remains on static display. As far as I know, two more T12s still exist, both in Germany. One, ‘Berlin 8470’ and then 74 1192 (Hohenzollern 3376/1915) is the property of Deutsche Gesellschaft für Eisenbahngeschichte (DGEG) and can be seen at the Bochum-Dahlhausen museum. The other one, ‘Berlin 8703’, then 74 1230 (Borsig 9523/1916), was withdrawn from the DR service in 1969 and preserved as a heritage locomotive. Currently, re-designated 088 745-5, it is based at the Berlin Schöneweide depot and is still in working order, commemorating long service of this class with the S-Bahn. Main technical data
1)
Some sources give 974, which refers to the output
for KPEV only. 2)
After WWII. 3)
Some sources give 105.37 sq.m
or 108.0 sq.m, which may refer to various versions. References
and acknowledgments
-
TB vol.1, LP; -
K (various issues). |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
