The reference for locomotives and railcars
Imperial-Royal State Railways class 329
Hungarian State Railways series IIIt No. 3751 to 3815, Hungarian State Railways class 323, Polish State Railways Ol11, Czechoslovak State Railways class 354.6, Italian State Railway class 687 and Yugoslav Railway classes 107 and 108
Austria-Hungary | 1907 | 160 produced
Die Lokomotive, June 1907

The kkStB network included many routes on which both passenger and express trains could not travel faster than 70 or 75 km/h due to the topographical conditions. When the four-coupled engines were no longer sufficient for these services, it was necessary to switch to a six-coupled engine. At that time, the 4-6-0 wheel arrangement was popular in other countries, but it didn't offer much space for a large firebox between the coupled wheels. Since a trailing axle was needed due to the low-energy coal in Austria, the class 110 for faster trains had been introduced as early as 1905 with a 2-6-2 wheel arrangement. So Gölsdorf also developed the class 329 with this wheel arrangement, but a driver diameter of only 1,614 mm.

The running gear was taken over almost unchanged from the tank locomotive of the class 229. This had a two-cylinder compound engine and had already been introduced in 1904 for passenger trains. Since the water and coal reserves on the locomotive were no longer available, a significantly larger boiler could be used. This was placed high in order to be able to arrange an even larger firebox above the last coupled axle and the trailing axle. Instead of a Schmidt superheater, a Clench-Gölsdorf type steam dryer was used.

Schematic drawing with dimensions
Schematic drawing with dimensions
Die Lokomotive, June 1907

The kkStB had 93 pieces built, which came from all the important factories in Austria. Although they reached up to 110 km/h in test drives, they were approved for 80 km/h. A speed of between 42 and 45 km/h was reached with a train load of 313 tonnes on a one percent steep, winding incline, which corresponds to an output of 950 to 1,000 hp. Alternatively, express freight trains of up to 750 tons and conventional freight trains of up to 1,150 tonnes could be transported on gentle gradients.

In addition to the kkStB, the k.u.k. Military railway Banjaluka-Dobrlin bought two pieces and the MÁV a total of 65 pieces. Although MÁV had its own factory, all engines were built in the same factories that kkStB engines came from. The Hungarian engines had the Westinghouse air brakes, while the Austrian had a vacuum brake.

After the First World War only 20 locomotives ended up with the BBÖ. The PKP had received 21 pieces and called them Ol11. After the Second World War, the PKP received another 14 of the BBÖ locomotives, which the Reichsbahn had relocated to Kraków as class 351 and were therefore in Poland after the end of the war. A total of 38 units came to Czechoslovakia to the CSD, which classified them as class 354.1. They were gradually all converted into superheated steam simples and were also given electric lighting and air brakes. The last of them were in service until 1968.

ManufacturerFloridsdorf, Wiener Neustadt, StEG, BMMF
Axle config2-6-2 (Prairie) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length52 ft 3 3/8 in
Wheelbase26 ft 4 1/8 in
Fixed wheelbase13 ft 1 1/2 in
Empty weight119,490 lbs
Service weight131,616 lbs
Adhesive weight94,799 lbs
Total weight212,084 lbs
Axle load31,747 lbs
Water capacity3,751 us gal
Fuel capacity15,432 lbs (coal)
Power sourcesteam
Estimated power1,341 hp (1,000 kW)
Optimal speed47 mph
Top speed50 mph
Starting effort18,170 lbf
with start valve21,804 lbf
Power Plant
Driver diameter63.5 in
Boiler pressure218 psi
Expansion typecompound
Cylinderstwo, HP: 17 11/16 x 28 3/8 in
and LP: 27 3/16 x 28 3/8 in
Grate area32.3 sq ft
Firebox area152.8 sq ft
Tube heating area1,158.2 sq ft
Evaporative heating area1,311 sq ft
Superheater area488.7 sq ft
Total heating area1,799.7 sq ft
Calculated Values
steam locomotive
Karl Gölsdorf
last changed: 09/2022

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