SB 629 – Wikipedia

SB 629 / kkStB 629 BBÖ 629 / ČSD 354.1 / PKP OKM11 ÖBB 77 / JDŽ 18
Numbering:	SB 629.01–15 kkStB 629.01–25 BBÖ 629.02–25 (with gaps) BBÖ 629.26–80 BBÖ 629.101–115 BBÖ 629,500–504 ČSD 354.101–1236 JDO 18-001-005 PKP OKM11-1–9 ÖBB 77.01–285 (with gaps) DR 77 201–265, 281–285 DR 77 301–349
Number:	SB: 15 kkStB: 25 BBÖ: 10 (from KKStb) BBÖ: 15 (from SB) BBÖ: 60 ČSD: 234 JDO: 5 PKP: 10
Manufacturer:	Steg, Wr. Neustadt, Krauss/Linz
Year of construction (E):	1913–1914, 1917–1918, 1920–1922, 1927–1928
Examination:	ÖBB: 1976
Design type:	2’c1’H2T
Trade distance:	1435 mm
Length over buffer:	13 345 mm
Height:	4650 mm
Fixed wheelbase:	3600 mm
Total cycling stand:	9590 mm
Mass:	80,2/83,8 t
Friction mass:	43,2/45,0 t
Top speed:	90km/h
Freibrad diameter:	1614 mm
Prevail diameter in front:	1034 mm
Back diameter at the back:	1034 mm
Cylinder number:	2
Cylinder diameter:	475 mm
Piston hub:	720 mm
Cesser overpressure:	13Atü
Number of heating pipes:	129
Number of smoke pipes:	21
Rust area:	2,70 m²
Radiation heating area:	12,20 m²
Overwear area:	33,75 m²
Evaporation heating area:	129,65 m²
Water supply:	10,5/12,0 m³

The steam locomotives of the series 629 were passenger locomotives of the Südbahngesellschaft (SB), which also in larger numbers from the K.K. State railways (KKStB), by the Federal Railways in Austria (BBÖ), the ČSD and the PKP.

The origins of the 629 series are located in the 15 locomotives of the Südbahn (629.01–15), which were built between 1913 and 1915. It was intended as the successor to the series 229 and intended for passenger and light speed trains. Various requirements such as meter weight and increase in performance led to the axis sequence 2’C1 ’and the use of a hot vapor drive. This axis sequence was already widespread internationally for towing locomotives, but was only used in Austria in this tender locomotive.

Ernst Prossy was responsible for the construction in close cooperation with the Steg locomotive factory in Vienna. The top speed was set at 85km/h, although 110km/h were easily reached during test drives. Later 90 km/h were approved. The operating stocks were dimensioned for a range of approx. 200 km. The rest of the new type was very appreciated.

The good results prompted Karl Gölsdorf to order locomotives of this design instead of its own construction for the KKStB, which were only adapted to the norms of the state railway in detail. 25 locomotives were delivered between 1917 and 1918, they were provided with the company numbers 629.01–25.
After the First World War, only ten copies of the KKStB series remained, but all Südbahn locomotives in Austria.
At the BBÖ, the locomotives of the Südbahn received the company numbers 629.101–115; The KKStB locomotives kept their numbers, but due to the delivery to the ČSD 15 order numbers were vacant.

Due to the good experiences, the BBÖ had another 30 pieces, which were delivered as 629.26–50 between 1920 and 1921.
In 1926, another 25 pieces were delivered (629.56–80) and 1926/27.
The last five locomotives (629,500–504 with Caprotti valve control) were delivered in 1927/28; After bad experiences, however, they were converted to Lentz valve control.
So there were 85 locomotives in the stock.
In addition, the type was also built in Czechoslovakia after the First World War, where 15 locomotives from the KKStB were remained.
At the successors of the ČSD, around 1941 there were 234 pieces 354.1.
In 1921/22, the PKP obtained ten pieces at Krauss in Linz, which it classified as a series OKM11.

Another need after increasing performance led to the development of the 2’C2’H2T series 729, the later row 78 The ÖBB.

When the BBÖ was incorporated into the German Reichsbahn in 1938 to the Third Reich, the locomotives received the series designation 77.2 , they were in two groups as 77 201–265 and 77 281-285 classified. ^[first]

When taking over by the ÖBB after the collapse of the Third Reich, the locomotives, some of which had come to different lanes through the war events, received the following numbers:

77.01–10 formerly from KKStB series 629.01–25 (construction years 1917/18)

77.11–40 formerly from BBÖ series 629.26–55 (construction years 1920–1922)

77.242–264 formerly from BBÖ series 629.57–80 (built 1926/27)

77.66–80 formerly from the Südbahn series 629.01–15 (construction years 1913–1915)

77.281–285 formerly from BBÖ series 629,500–504 (built in 1927/28)

The last two positions of the regulatory numbers of the German Reichsbahn were preserved. The newer locomotives (years from 1926) also retained the 200 position at ÖBB due to the constructive differences.

Five machines remained in Yugoslavia after 1945 (JDž series 18 ) and two came to the ČSD (354,1500 and 1501).

The cashiers began in the 1960s, but locomotives in this series remained almost until the end of the steam locomotive operation.

As a museum locomotives, remained in Austria:

The 77.66 of the Austrian Railway Museum, which is contacted as 629.01 (Südbahn) and is looked after by the 1st ÖSEK in the Strasshof railway museum,

The 77,244 of the Lienz railway museum, which is written as 77,250,

as well as the 77.28 of the ÖGANG, which was put back into operation after processing in Cluj (Romania) in 2007.

Other copies remained in the Czech Republic, Slovakia, Slovenia and Liechtenstein.

Preserved steam locomotives of the series [ Edit | Edit the source text ]

In addition to the 15 locomotives in the 629 (354.121–35) locomotives taken over by the KKStB, replica-made replicas were initially made in 1920/21 from the ŠKODA plants in Plzeň (Pilsen), which differed from the original construction type by two dome (354.101, among other things (354.101 –20 and 354.136–45).
In 1941, 234 pieces were used by the ČSD in 1941, in which improvements such as larger cabs, electrical lighting and cast iron stone were introduced instead of cobel smoke.

The last design (354.1220–229) was adapted to a smaller vehicle boundary so that no steam dome connection tube could be installed.
The shortened chimney made wind leaps necessary.

In 1930, ŠKODA built five machines with Lentz valve control and small pipe heavily based on the Austrian model.
However, both changes did not prevail in the ČSD.

After the integration of the Sudetenland to Germany in October 1938, a total of 49 locomotives came to the German Reichsbahn, which there as a series 77.3 were classified. During the Reichsbahnära, the locomotives were also used on the distances of the elderly in Bavaria, Saxony and Silesia. Some of them were even in the express train service. ^[2]

Preserved steam locomotives of the ČSD series [ Edit | Edit the source text ]

Convinced by the good experiences in Austria, the Polish state railway ordered ten pieces in 1922 after a series under Krauss.
The locomotives were as Okm11 Inserted and used in Galicia.

The Südbahngesellschaft initially used the 629 as a replacement for outdated dragging locomotives before high -speed trains on the feeder routes to their mountain railways on Semmering, Tyrol and today’s Slovenia.
The machines, which are popular with the staff, were used after the disintegration of the Habsburg monarchy towards the new east borders, i.e. on the Ostbahn, the Nordbahn, but also on the Wels – Passau and Linz – Summerau routes.
From 1937 they were also on the northwest railway. Apart from these main areas of application, the locomotives could be observed almost anywhere in the Austrian route network.

The last locomotives, including some of the first copies of 1913, were deployed in the Vienna area, where they covered personal trains on the Nordbahn to Bernhardsthal and on the northwest railway to Retz until 1976.

Like Austria, the ČSD used the machines in the passenger train service, but also on short distances before speedy trains.

1. ↑ A. Knipping, H. Schröpfer: Locomotives of the Great-German Reichsbahn. Geramond, Munich 1999, ISBN 3-932785-34-7, pp. 85f.
2. ↑ A. Knipping, H. Schröpfer: Locomotives of the Great-German Reichsbahn. GERAMOND, München 1999, ISBN 3-932785-34-7, S. 195f.
3. ↑ Martin Kalina: 354.1217. In: Rail treasures. March 10, 2018, accessed on September 21, 2022 (Czech).

• Heribert Schröpfer: Triebenagen Austrian railways – steam locomotives BBÖ and ÖBB . alba, Düsseldorf 1989, ISBN 3-87094-110-3.
• Dieter tooth: Obtained steam locomotives in and from Austria . Eigenverlag, 2004, ISBN 3-200-00174-7.
• Johann Blieberger, Josef Pospichal: The KKStB drives, Volume 2: The rows 29 to 760 . bahnmedien.at, 2009, ISBN 978-3-9502648-4-5.