PKP series OKz32
| PKP series OKz32 DR series 95 3 |
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|---|---|
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| Numbering: | PKP OKz32-1 - OKz32-25
DR 95 301-318 |
| Number: | 25th |
| Manufacturer: | Cegielski |
| Year of construction (s): | 1933-1936 |
| Retirement: | 1971-1974 |
| Type : | 1'E1'h2t |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 15,320 mm |
| Height: | 4,620 |
| Total wheelbase: | 11,700 mm |
| Empty mass: | 95.8 t |
| Service mass: | 118.4 t |
| Top speed: | 75 km / h |
| Indexed performance : | 1,875 PSi |
| Driving wheel diameter: | 1,450 mm |
| Impeller diameter front: | 860 mm |
| Rear wheel diameter: | 860 mm |
| Cylinder diameter: | 630 mm |
| Piston stroke: | 700 mm |
| Boiler overpressure: | 15 bar |
| Grate area: | 3.8 m² |
| Superheater area : | 66.0 m² |
| Evaporation heating surface: | 184.1 m² |
| Water supply: | 10 m³ |
| Fuel supply: | 6 tons of coal |
The PKP series OKz32 was a passenger train - tank locomotive of the Polish State Railways (PKP). The 25 units of the series were built between 1933 and 1936 and taken out of service by 1974.
history
Construction and use until 1945
On the PKP's mountain routes to the well-known winter sports and health resorts of Zakopane and Krynica , the formerly Prussian locomotives of the now TKt1 and TKt2 series gradually proved to be inadequate due to the growing demand in the 1920s. In addition, both series were available in relatively small numbers.
In 1932, the PKP commissioned the Cegielski locomotive factory in Posen to develop a heavy tank locomotive suitable for the steep routes in the foothills of the High Tatras and the Beskids . The design was based on the heavy goods train locomotive of the PKP series Ty23 , which had been procured since 1923 , but was modified in various points, including by doing without the Belpaire standing boiler used on the Ty23 . Like all PKP new builds, the OKz32 was designed as a superheated steam two-cylinder locomotive, the cylinder block was identical to the PKP Pt31 series . In order to ensure the necessary cornering, the first and last coupling axles could be laterally shifted by 25 mm, the middle coupling axle had reduced wheel flanges. With 17 t coupling axle pressure, it could not be used on all routes in Galicia , which in many cases were only developed for the maximum 14.5 t axle load permitted in Austrian times.
The first locomotive, delivered at the end of 1933, was extensively tested on the intended routes. Compared to the previous locomotives, it was almost half an hour faster on the almost 150 km long route from Krakow to Zakopane. From 1934 to 1936, Cegielski delivered a further 24 locomotives to PKP, which were used by the workshops in Kraków and Nowy Sącz before the express and passenger trains, which were particularly heavy during the holiday season, on the routes to Zakopane and Krynica. The locomotives were able to cope well with the services intended for them. They quickly became popular and the Polish railroad workers called them "Okazetka". In the German-speaking area they were nicknamed "Tatrabulle".
After the attack on Poland , the Deutsche Reichsbahn added the PKP locomotives it found to its numbering plan. 17 of the OKz32 class remained in the German-occupied part of Poland, which the Reichsbahn designated as class 95.3 and assigned to the Eastern Railway . Of the eight locomotives that were driven with clearing trains by the PKP to Eastern Galicia in 1939 and were in Soviet-occupied Eastern Poland, the Eastern Railway added one locomotive as 95 318 to its inventory after the attack on the Soviet Union , another one was not redrawn. The remaining six had been brought further east by the SŽD and did not come under German control. The Ostbahn continued to use what is now the 95.3 series on its previous main lines, only in 1941 a few copies were briefly used in Tomaszów Mazowiecki .
Use after 1945
At the end of the war, the PKP found only eight locomotives. Until 1949 she received four more from Austria , Czechoslovakia and the Soviet occupation zone , but one of the two returnees from Czechoslovakia was no longer in operation. Five locomotives were found in a damaged condition on routes of what was later to be the Deutsche Bundesbahn, spread across the whole of what would later become federal territory in Ottbergen , Neuenmarkt-Wirsberg , Schweinfurt , Göttingen and Schönwald . They were no longer put into operation there and were scrapped from December 1951. Most of the other locomotives remained in the Soviet Union, which they designated as ОК З 32 after the gauge change .
The eleven locomotives that remained in Poland were called OKz32 again, but were given new series numbers. The PKP used them again on their main route to Zakopane in the High Tatras. Due to the reduced number, the PKP concentrated the series on the route to Zakopane . Nowy Sącz remained a repair shop for the OKz32. The locomotives received new steel fire boxes and narrow smoke deflectors attached to the boiler . Until the early 1970s they again hauled express and passenger trains to Zakopane. In the 1950s the stationing changed from Krakow to Sucha Beskidzka . Since then, the OKz32 have only been used on the last, particularly steep section of the route to Zakopane. Between Krakow and Sucha, other series took over the service before the increasing number of trains.
The further increase in the number of trains led the OKz32 to intensive operations and high mileage in the reduced area of operation, some locomotives drove up to 90,000 km per year. This gradually affected the condition. The Okz32-7 was the first to be taken out of service in 1971 due to boiler damage, and more the following year due to cracks in the frame. In autumn 1974 the last copies were taken out of service. For a short time diesel locomotives replaced the OKz32, until 1975 the overhead line reached Zakopane and electric locomotives took over the trains.
The OKz32-2 (originally OKz32-5) initially went to the Warsaw Railway Museum as a museum locomotive . In the 1990s it was refurbished and is now stationed in the Museum of Vehicles and Railway Technology in Chabówka . From there it is regularly used in front of the tourist trains on the Chabówka – Kasina Wielka route.
See also
literature
- Hansjürgen Wenzel: Class 95.3: The "Tatrabulle" . In: Railway courier . tape 5/1986 , ISSN 0170-5288 , p. 24-28 .
- Andreas Knipping, Ingo Hütter, Hansjürgen Wenzel: Locomotives "Home to the Reich" . EK-Verlag, Freiburg 2009, ISBN 978-3-88255-131-0 , p. 460-461 .
- Helmut Griebl, Ms. Schadow: Directory of German locomotives 1923-1965 . Verlag Josef Otto Slezak, 2nd edition, Vienna 1967, p. 122 .
Web links
Individual evidence
- ↑ Page of the Museum of Vehicles and Railway Technology in Chabówka ( Memento of the original from October 17, 2013 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed November 9, 2013).
