OKl11
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The sole surviving 175.817 (ex KkStB
29.22), BMMF 432/1912, photographed at the Heizhaus
Strasshof on June 20, 2009. It’s not easy to take a better
photo…
OKl11 side drawing by M.Ćwikła; source: SK
vol.3/2003. |
Between
1904 and 1918 Austro-Hungarian state railways KkStB (Kaiserlich-königliche österreichische
Staatsbahnen) received 239 very successful class 229 tank locomotives for
passenger and light express trains. They featured 1-3-1 axle arrangement,
were fitted with compound engines and ran on saturated steam. Twenty-five
very similar locomotives were built for other railway managements;
furthermore, seventeen earlier class 129 engines (1-3-0 axle arrangement)
were later rebuilt to this standard. After WWII, class 229 served with PKP
as OKl12 (described under a separate entry). Early
20th century saw the introduction of steam superheating, as a
means to improve engine efficiency and economy. A variant of class 229
running on superheated steam was thus designed and emerged in 1912 as class
29. This designation was used for the second time, after a batch of fifteen
engines built for Kronprinz Rudolfs-Bahn by Sigl between 1868
and 1869 – surviving old engines were duly re-classed 929. Boiler was fitted
with eighteen smoke tubes, high-pressure cylinder was increased in diameter
from 420 to 450 mm and piston valves replaced slide ones. In order to keep
axle load below 14.5 tonnes, water boxes had to be shortened and rear part of
the frame was increased in length by 250 mm. Class 29, however, was not as
successful as its predecessor. Coal and water consumption were lower indeed,
but due to evaporating surface reduced by almost nine percent boiler capacity
was sometimes insufficient. Tractive effort was marginally lower. A batch of
36 examples (three from WLF and 33 from BMMF) was delivered in
1912 and then production shifted back to well-proven 229. After WWI Austrian state railways BBÖ
were left with 26 examples of class 29. After Anschluss all were taken
over by DRG and re-numbered 75 801 through 826. Returned after the
war, they became ÖBB class 175; last survived in service until 1962.
29.18 went to JDŽ and was designated 116-017 (in 1941 it was captured
by Germans and became 75 836). The remaining nine 29s were taken over by PKP;
after 1925 they were classed OKl11. Initially assigned to the Kraków regional
management, in mid-1930 all were transferred to Katowice, to serve with local
passenger trains. In 1939 all OKl11s were captured by Germans and impressed
into DRG service in Austria as 75 827 through 835. Immediately after
the war two were in Hungary and one in the Soviet Union. In 1948 three
returned from Austria; re-numbered OKl11-1 through -3, they were impressed
into PKP service, but one was withdrawn in 1950 and the remaining two
three years later. In 1953 two more followed from Hungary (one from MÁV
and one from GySEV), but, despite being assigned PKP service
numbers OKl11-4 and OKl11-5, they went directly to industry (collieries). One
of them remained in use until 1961. Unfortunately, none has been preserved. Only
one locomotive of this type has survived until today. KkStB 29.22 (BMMF
432/1912), later DRG 75 817, then ÖBB 175.817, withdrawn from
use in 1956, can be seen on static display in Austria at the Heizhaus
Strasshof. Main technical data
1) 1574 mm according to Austrian standards
(medium-degree flange wear). References and acknowledgments
-
Monographic
article by Paweł Terczyński (SK vol. 3/2003); -
EZ, LP, EDÖ; -
www.pospichal.net/lokstatistik
(website by Josef Pospichal); -
http://republika.pl/derela
(website by Michał Derela – information on armored locomotives). |
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