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| Prussian T 11 DRG Class 74.0–3 PKP Class OKi1 État-Belge Type 95 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Prussian Class T 11 were passenger tank locomotives produced between 1903 and 1910 in the service of the Prussian state railways for duties on the Berlin Stadtbahn.
Between 1903 and 1910, 470 engines of this type were procured for the Prussian Railways from four manufacturers. Like the superheated locomotive, the Prussian T 12, the T 11 evolved from the T 9.3 in order to replace the older, four-coupled tank engines on the Berlin Stadtbahn and suburban route in other cities. Construction of the T 11 was ceased in 1910 in favour of the more economical T 12.
The locomotives were employed together with the T 12s especially on the Berlin Stadtbahn until its electrification in 1926–1933; as a result they had direction plates (Richtungsschilder) on their smokebox and coal tanks. But they were also used in suburban services for other cities such as Frankfurt, Hamburg and Altona.
At the end of World War I, 56 locomotives were transferred to the new Polish state where that became PKP class OKi1, [1] and were numbered OKi1-1 to OKi1-52 and OKi1-1Dz to OKi-4Dz (the locomotives with the 'Dz' suffix were nominally owned by the Free City of Danzig). [2] In addition 25 locomotives were surrendered as reparations to France; two went to the Administration des chemins de fer d'Alsace et de Lorraine (AL) as 7300 and 7301, [3] while the other 23 went to the Chemins de fer de Paris, Lyon et Mediterrannee (PLM) as 5752 to 5774 (5774 was renumbered 5751 about 1920); in the PLM's 1924 renumbering scheme they became 130.BT.1 to 130.BT.23. [4] Another 23 locomotives were transferred to Belgian State Railways, where they were classified as the type 95 . [5]
In 1923, 16 engines were fitted with a superheater, but they retained their existing running numbers.
In 1925, the Deutsche Reichsbahn took over the 358 remaining locomotives as DRG Class 74.0–3, allocating them the numbers 74 001 to 74 358. [1]
During World War II, the 54 surviving Polish OKi1 locomotives were divided up between the DRB (48 locomotives) and the Soviet Railways (6); the DRB renumbered their locomotives 74 011 to 74 269, re-using the numbers of withdrawn locomotives. An additional four were acquired from the Soviets in 1944; they became 74 273 to 74 332. [2] The Germans also borrowed the seven remaining ex-PLM locomotives from the SNCF. [6]
At the end of World War II, there were still 120 examples of these engines in service in Germany, 65 with the Deutsche Bundesbahn and 55 with the Deutsche Reichsbahn (GDR) in East Germany. The majority of T 11s were retired by 1950 in the west and the 1960s in the east; [1] but two engines (74 231 and 74 240) continued to work the Erfurt Industrial Railway until 1974 and 1973 respectively. [7]
Two locomotives have been preserved:
All four axles of the locomotives – even the carrying axles – were more or less equally loaded with a hefty 16 tonnes. The carrying axle was linked to the first coupled axle via a Krauss-Helmholtz bogie. The axles were located in a plate frame, inside which a well tank was rivetted.
The first units had piston valves, the later ones slide valves. The riveted boiler barrel comprised two boiler shells and the smokebox was also rivetted. At the back of the boiler was the copper firebox. Two vacuum Dampfstrahlpumpen served as feed pumps.
For the brakes, there was, next to the smokebox a single-stage air pump, and in front of the carrying axle were one or two air reservoirs.
The Lübeck-Büchen Railway also placed nine T 11s in service between 1906 and 1908; they had been built by Linke-Hofmann [10]
The four engines taken over by Deutsche Reichsbahn in 1938, with numbers 74 361 to 74 364, were however not the Prussian T 11 — they were withdrawn from service between 1923 and 1929 [10] — but the LBE's own special designs (LBE T10) based that were more like the Prussian T 9.3 and which had been built in 1911/1912 by Linke-Hofmann in a batch of five. [10] The drive resembled that of the T 11, apart from the smaller coupled wheels with a 1,400 mm diameter, whilst the boiler was smaller too. The last of these engines was not retired until 1951.
The Prussian Class P 8 of the Prussian state railways was a 4-6-0 steam locomotive built from 1906 to 1923 by the Berliner Maschinenbau and twelve other German factories. The design was created by Robert Garbe. It was intended as a successor to the Prussian P 6, which was regarded as unsatisfactory.
The Prussian G 8.1 was steam locomotive operated by the Prussian state railways. It was a heavier, stronger development of the G 8 and was initially referred to as a 'strengthened standard class'.
Between 1934 and 1941 the Deutsche Reichsbahn (DRG) converted a total of 691 former Prussian-built Class 55.25–56 steam locomotives; the result was the DRG Class 56.2–8. The carrying axle enabled higher speeds and the engine could even be used as a passenger train locomotive. In addition the average axle load was lower, so that these locomotives could also be used on branch lines. The conversion entailed moving the boiler forward and raising it somewhat. The vehicles were given operating numbers between 56 201 and 56 891, although the numbering was not continuous.
The first steam locomotives of the Baden Class VI c were delivered in 1914 by the Maschinenbau-Gesellschaft Karlsruhe for service in southwestern Germany with the Grand Duchy of Baden State Railway.
The Alsace-Lorraine Class G 8.1 was a superheated, goods train, steam locomotive with four driving axles, and was based on the Prussian G 8.1. There were no design differences between the two. The Imperial Railways in Alsace-Lorraine received a total of 137 G 8.1 engines between 1913 and 1919, of which eleven were built by Henschel and the rest by the Grafenstaden. They were numbered 5151 to 5278.
The Prussian T 13 was a series of tank locomotives built in large numbers for the various German state railways, notably the Prussian state railways, and the Deutsche Reichsbahn during the early part of the 20th century.
The Prussian G 12.1 was a German steam locomotive built for the Prussian state railways during the First World War and was the largest Prussian freight locomotive with a 2-10-0 wheel arrangement. It had three cylinders, the two outer ones driving the third axle and the inner one the second axle.
After the Second World War, the Deutsche Reichsbahn in East Germany had a requirement for powerful goods train locomotives with a 15-18 tonne axle load for routes in the Mittelgebirge, the mountainous areas in the south of the country. As a result, the DR Class 58.30 emerged, as part of the so-called 'reconstruction programme', based on rebuilds of the former Prussian G 12 locomotives. Between 1958 and 1962, 56 locomotives, originally from various state railways were converted at the former repair shop, RAW Zwickau.
The Prussian Class P 6s were passenger locomotives operated by the Prussian state railways with a leading axle and three coupled axles.
The Saxon Class XIV T locomotives were six-coupled tank engines operated by the Royal Saxon State Railways for mixed duties on main and branch lines. In 1925, the Deutsche Reichsbahn grouped them into their DRG Class 75.5.
The Prussian state railways grouped a variety of different types of passenger tank locomotive into its Prussian Class T 5. Several examples of the sub-classes T 5.1 and T 5.2 transferred into the Deutsche Reichsbahn as DRG Classes 71.0 and 72.0.
The Prussian Class T 10s were tank locomotives operated by the Prussian state railways. They were procured for duties between Frankfurt and Wiesbaden between 1909 and 1912. This 41-kilometre (25 mi) long route between the two termini was to be worked without turning the locomotive. Because the engine tended to derail, in practice it was turned whenever possible. On these engines, supplied by Borsig, the boiler from the Prussian P 6 and the running gear and drive from the Prussian P 8 were used. The boiler had to be positioned further forward than was usual on other locomotives in order to even out the distribution of weight, because the design omitted any trailing wheels. The first trial runs took place on 30 June 1909.
The Prussian T 14s were German, 2-8-2T, goods train, tank locomotives operated by the Prussian state railways and the Imperial Railways in Alsace-Lorraine. They were later incorporated by the Deutsche Reichsbahn into their renumbering plan as Class 93.0–4.
The Mecklenburg Class G 3 was an early German steam locomotive operated by the Grand Duchy of Mecklenburg Friedrich-Franz Railway. Formerly the Class IX it was a copy of the Prussian G 3.
The Prussian Class G 5.1 steam engines were the first 2-6-0 goods locomotives in Europe. They were developed for the Prussian state railways from the Class G 4 and a total of no less than 264 units of this class were placed in service in Prussia between 1892 and 1902. The twin-cylinder G 5.1 had been designed to raise the speed of goods trains on main lines. In addition, more powerful engines were needed for the increasingly heavy train loads. The locomotives, which were equipped with a compressed air brake, were used in charge of fast goods trains (Eilgüterzugdienst) and also passenger trains due to their impressive top speed of 65 km/h. The G 5.1 was fitted with inside Allan valve gear and the carrying wheels were of the Adams axle design. The engines were coupled with tenders of Class pr 3 T 12. In Prussian service they were renumbered in 1905 into the 4001–4150 range.
The Prussian G 7.3 was a class of 2-8-0 locomotives of the Prussian state railways. The third class of the G 7 series, they were intended to power heavy goods trains on steep inclines, on which the permissible axle load was not yet that high. This affected for example, the Paderborn–Holzminden and Betzdorf–Siegen routes.
The Prussian G 7.2 was a class of 0-8-0 tender compound locomotives of the Prussian state railways. In the 1925 renumbering plan of Deutsche Reichsbahn, the former Prussian locomotives produced from 1895 to 1911 were given the class designation 55.7–13; while the locomotives of former Mecklenburgische Friedrich-Franz-Eisenbahn (MFFE) locomotives were classified as 55.57.
The Prussian G 5.3 was a class of 2-6-0 goods locomotives. They were the two-cylinder-simple version of the compound G 5.4. As with many Prussian locomotive design, simple and compound versions of the same type built. The G 5.3, like the G 5.4, differed from the G 5.1 and G 5.2 as it had a shorter wheelbase and a higher-pitched boiler. The Krauss-Helmholtz bogie was intended to improve the driving characteristics, especially at higher speeds. Production of the G 5.3 was from 1903 until 1906, and 206 units were built.
The Prussian G 5.2 was a class of two-cylinder compound goods locomotive introduced in 1895. As with many Prussian locomotive design, simple and compound versions of the same type were built – in this case the G 5.2 was the two-cylinder compound version of the simple G 5.1. The compound locomotives were more economical and more powerful than the simple locomotives; they were more suitable for long stretches with few stops. The newly introduced air brakes made it possible to use the G 5.2 on passenger trains, which the Prussian State Railways often did.
The Prussian G 4.2 was a class of compound 0-6-0 goods locomotive of the Prussian State Railways. It was a compound version of the G 3 and G 4.1 types by Henschel.
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