Series scheme of the kkStB and BBÖ

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The series scheme of the kk Austrian State Railways (kkStB) arose from the need to find a systematic name for locomotives that were already state-owned. The scheme should of course also be applicable to railway companies to be taken over in the future.

Steam locomotives

Serial designation of the kkStB locomotives from 1882 to 1885

Serial designation of the kkStB locomotives from 1882 to 1885
Origin railway Series of locomotives Series of tenders
Empress Elisabeth Railway A I, A II, A III, A IV, B I, B II, B III, V, S I T, T I, T III
Lower Austrian State Railways BS, BS I, S TS, TS I
Crown Prince Rudolf-Bahn AR, AR I, AR II, AR III, AR IV, BR I, BR II, VR TR, TR I
Vorarlberg Railway AV I, AV II, BV I TV
Istrian State Railways BJ II TJ
Dalmatian State Railway BD I TD
Rakowitz – Protivin BP I TP
Arlbergbahn B IV, V II, V III, S II, BF IV T III
Emperor Franz Joseph Railway AF I, AF II, AF III, BF I, BF III TF, TF I
Pilsen – Priesen (–Komotau) AK I, AK II, BK I, BK III TK
Archduke Albrecht Railway BNa II, Na, SNa I TNa
Tarnow – Leluchow BNt I TNt
Dniester railway VNd, BSNd TNd
Galician Transversal Railway AN II, BN II TN
Moravian border railway BM II, BSM TM, TM I
Prague – Dux Railway BU II, BU IV TU, TU I
Dux – Bodenbacher Railway BO I, BO II TO
Local railway Fehring – Fürstenfeld F. -

When the Imperial and Royal Directorate for State Railways was established in 1882 , the first such scheme was created.

Capital letters were placed below the inventory numbers of the locomotives, indicating the purpose of the machine. There were the following main categories:

  • A : Passenger locomotives
  • B : freight locomotives
  • S : secondary locomotives
  • V : Shunting locomotives

An uppercase and a lowercase letter were added as the second and third digits to indicate the locomotive's origin. Differences in design were indicated by following Roman numerals .

Tenders were classified in a similar system. Since tenders were labeled and numbered separately from the locomotives, renumbering was saved when a locomotive was coupled to another tender.

This resulted in the scheme shown in the table from 1882 to 1885.

Serial designation of the kkStB locomotives from 1886 to 1904

The scheme presented above turned out to be not flexible enough for future nationalizations and cumbersome with regard to the inventory numbers. In 1885 Hermann von Littrow therefore developed a new system that was based only on digits. As a result, the locomotive number consisted of three to five digits, with the last two representing the serial number, the digits in front of it formed the "series" (then called series ). There were the following series:

  • 1–9 : express locomotives
  • 10–29 : passenger locomotives
  • 30–68 : Freight locomotives with three coupled axles
  • 69 : cogwheel locomotives (only from 1889)
  • 70–79 : Freight locomotives with four coupled axles
  • 80–89 : Secondary locomotives with two coupled axles
  • 90–99 : secondary locomotives with three coupled axles

The tenders were grouped in

  • 1–9 : tender with two axles
  • 10–29 : Tender with three axles and up to 10 m³ of water
  • 30–49 : Tender with three axles and more than 10 m³ of water

From 1899, the 80 to 82 series were kept free for five-coupled freight locomotives.

For example, the 5610 was a triple-coupled freight locomotive (series 56 with serial number 10).

If a series contained more than 99 locomotives, one made do by using the next higher serial number. So the 7400 was the 100th locomotive of the 73 series. If the next higher serial number was already taken, a ten thousand digit was placed in front. The 19727 was the 126th series 97 locomotive.

Serial designation of the kkStB and BBÖ locomotives from 1905 to 1938

In 1898, Johann Rihosek changed the scheme in such a way that differences in design were identified by a hundred digit preceding the series / row. In 1905, at his suggestion, the serial and serial number were separated by a point.

The new series scheme now looked like this:

  • 1–30 : express and passenger locomotives
  • 31–67 : Freight locomotives with three coupled axles
  • 68–69 : cogwheel locomotives
  • 70–79 : Freight locomotives with four coupled axles
  • 80–82 : Freight locomotives with five coupled axles
  • 83–89 : light locomotives with two coupled axles
  • 90–99 : light locomotives with three coupled axles

There were also subsequent changes here. So index numbers were introduced, which were placed in front of the ordinal number. There was

  • 100 : compound engine
  • 300 : Brotan kettle
  • 500 : steam dryer
  • 900 : superheated steam twin

For ordinal numbers with an index number, the numbering began with 00, otherwise with 01.

The following scheme applied to tenders:

  • 1–9 : tender with two axles
  • 10–79 : three-axle tender
  • 80–99 : tender with four axles

Finally, in 1914, four-digit serial numbers were allowed.

This gave the kkStB series scheme its final form. The Southern Railway , which had its own scheme, adopted the kkStB scheme before the First World War . The BBÖ continued it unchanged after 1918 with the addition of the newly developed series.

Finally, it should be noted that the 100.01 , the first steam locomotive with six coupled axles, designed by Karl Gölsdorf , did not fit into the above scheme. However, since the kkStB / BBÖ did not order any further locomotives of the 100 series and the 100.01 was retired in 1928, this discrepancy was only short-lived. The DR classified the six-coupled wü K , which was based on the 100.01, as a class 59 , i.e. as a freight locomotive, while the 100.01 from Gölsdorf was designed as a mountain express locomotive.

Scheme for narrow-gauge steam locomotives

The series designation of narrow-gauge locomotives was carried out, deviating from the scheme presented above, using capital letters, which were derived from the first area of ​​operation of the series. If necessary, lowercase letters were added to indicate the type of boiler or engine. For example, there were the following series:

Compound machines were designated with “ v ” and superheated steam machines with “ h ”. Cogwheel narrow-gauge locomotives were designated with " Z " ( Schneebergbahn ) and " Zz " ( Schafbergbahn ).

Electric locomotives

The designation scheme for electric locomotives was derived from the scheme presented for steam locomotives. In order to be able to differentiate between electric locomotives and steam locomotives, the series designation was defined as four digits, with the thousand digit being defined as “ 1 ” (e.g. steam locomotive 80 - electric locomotive 1080).

Single-axle drive could of course not be taken into account. Therefore, drive axles were equated with coupled axles, whereby no distinction was made between rod drive with group motor and individually driven axles. For example: Steam locomotive series 170 with four coupling axles, electric locomotive Bo'Bo 'as 1170. Or steam locomotive 100 with six coupling axles, electric locomotive (1'C) (C1') "Crocodile" as 1100.

Narrow-gauge electric locomotives were given the capital letter " E " with consecutive serial numbers based on the narrow-gauge steam locomotive scheme.

Differences in design were again marked with index numbers .

The kkStB had only three electrically powered locomotive series, namely the AC series 1060 ( Mittenwaldbahn ) and the direct current series 1083 ( Zartlesdorf - Hohenfurth - Lippnerschwebe ) and 1084 ( Lana-Burgstall - Oberlana ).

Until 1938, the following BBÖ series were classified in the scheme: 1005 , 1029 , 1060 , 1070 , 1070.100 , 1170 , 1170.100 , 1170.200 , 1470 , 1570 , 1670 , 1080 , 1080.100 , 1180 , 1280 , 1082 , 1100 and 1100.100 . Since most of the locomotive series had four or five axles, there was a traffic jam in the 70s and 80s series, which the BBÖ had to end when Austria joined Hitler's Germany.

Internal combustion engine locomotives

Since the kkStB had no combustion locomotives (this is where the development of the railcars began), only the BBÖ locomotives remain to be discussed. The BBÖ used a series scheme in which the series was identified by a four-digit number. For internal combustion engine locomotives, the thousands digit " 2 " was specified. By 1938, the BBÖ had classified locomotives with the following serial numbers: 2020 , 2021 , 2070 , 2040 , 2000 and 2041 . The 40s numbers were used for narrow-gauge vehicles, the 2070 was a locomotive with four driven axles and therefore belongs to the 70s group. The group of 20 apparently formed vehicles with two driven axles. The shunting locomotive 2000 .01 falls completely out of the scheme.

Steam railcar

Steam railcars were given a single-digit serial number at the kkStB . In contrast to locomotives, the ordinal number was three-digit, with index digits being used again . The only narrow-gauge steam railcar had the designation 1 / s.001 .

The BBÖ marked steam railcars with the prefix DT and the series number (there were only DT 1 and DT 2 ).

Electric railcars

The kkStB arranged their electric railcars according to the number of driven axles in their scheme. There was the group with two driven axles with the series 20.0 , 21.0 , 22.0 and 23.0 and the group with four driven axles with the series 40.0 , 41 / s.0 and 42 / s.0 , the last two being narrow-gauge vehicles. The serial numbers were three digits.

The BBÖ put an " ET " in front of the serial number of their electric multiple units. The ET 10 and ET 11 series had two driven axles, the ET 30 series had four.

Internal combustion engine railcars

The kkStB only had one internal combustion engine, the 19.001 . As you can see, the serial number was three-digit.

The BBÖ put a " VT " in front of the serial number of their internal combustion engine railcars. The row number was two-digit, differences in design were indicated by a hundred. Otherwise the assignment of the series number did not follow any apparent system.

Use by other companies

The kkStB series scheme was continued to be used by numerous railway administrations. Before 1918, the Südbahngesellschaft used the same series scheme for those series that were also part of the kkStB until the respective nationalization in Austria and Hungary ( Danube-Save-Adria-Bahn ).

After 1918, some railway administrations in successor states continued to use the series scheme at times:

  • The Czechoslovak State Railways until a new numbering scheme was introduced
  • The railways of the SHS state until the introduction of a new numbering scheme
  • The Austrian Federal Railways until 1938 (incorporated into the Deutsche Reichsbahn )
  • The Styrian state railways have never renamed their steam locomotives and have therefore been using the kkStB and BBÖ series scheme for the still existing steam locomotives of the U, Bh and Kh series.
  • The Salzkammergutbahn , founded in 2006, calls its old steam locomotives again with the Z series - but without a point and therefore only indirectly in the kkStB / BBÖ series scheme
  • The Pinzgauer Lokalbahn, which was transferred to the State of Salzburg by the ÖBB in 2008, also uses the classic designation for its two steam locomotives of the Mh and Uh series.
  • The Graz-Köflacher Eisenbahn consistently used the original kkStB numbers for their series 30 locomotives , in some cases also additional designations (e.g. Sulm 2).

literature

  • Johann Stockklausner: Steam operation in old Austria 1837–1918 . Slezak-Verlag, Vienna 1979, ISBN 3-900134-41-3 .
  • Heribert Schröpfer: traction vehicles of Austrian railways - steam locomotives BBÖ and ÖBB . alba, Düsseldorf 1989, ISBN 3-87094-110-3 .
  • Richard Rotter, Helmut Petrovitsch: Locomotives of Austrian Railways - Electric Locomotives and Railcars . alba, Düsseldorf 1990, ISBN 3-87094-132-4 .
  • Erich Doleschal, Heinz Gerl, Helmut Petrovitsch, Wilhelm Saliger: traction vehicles of Austrian railways - diesel locomotives and diesel multiple units . alba, Düsseldorf 1993, ISBN 3-87094-150-2 .
  • Johann Blieberger, Josef Pospichal: the kkStB traction vehicles, Volume 1: Rows 1 to 228 . bahnmedien.at, 2008, ISBN 978-3-9502648-0-7 .
  • Johann Blieberger, Josef Pospichal: the kkStB traction vehicles, Volume 2: Rows 29 to 760 . bahnmedien.at, 2009, ISBN 978-3-9502648-4-5 .
  • Johann Blieberger, Josef Pospichal: the kkStB traction vehicles. Volume 3: The series 61 to 380. bahnmedien.at, 2010, ISBN 978-3-9502648-6-9 .