Railways in Greece suffered almost a holocaust near the end of the WWII when German occupation troops withdrew. Only 15 from the pre-war 220 locomotives of SEK had been left, 10 road locomotives and 5 switchers.
Repairs started soon after the liberation and the steam locomotive stock was reinforced with rolling stock delivered by UNRRA. This contained 20 switchers of the S100 model of USATC, a side-tank locomotive of the 0-60t class, with a short wheelbase of 3m approx., very well suited for small yards and harbor dockyards. S100 was of a simple assembling, although robust and trust-worthy. The lack of leading or tail wheels, normally resulting to less stability at high speed, was no significant problem for the S100, because in shunting works adherence, not speed is of importance. Instead, all weight of the S100 was on the driving wheels for better tractive effort.
Construction order was placed in 1942 to three manufactories, Davenport Locomotive Works (Iowa), H. K. Porter, Inc (Pittsburgh) and Vulcan Iron Works (Wilkes-Barre). A total of 382 engines were produced that in 1944 were forwarded to England and after the invasion were distributed to all Europe, North Africa and Middle and Far East.
In 1946 20 of them were delivered to Greece and were classified by SEK as Δα series (Δα51-70), nicknamed as “Deltakia”. They were assigned to shunting work till the end of the steam era.
Today eight “Deltakia” survive in various conditions.
Six are in Thessaloniki Yard : Porter Δα53, Voulcan Δα55 and Δα60, Davenport Δα57, Δα59 and Δα61.
One, Davenport Δα63 is in Thessaloniki Museum.
One last, Voulcan Δα65 rests in Tithorea Shed.
Repairs started soon after the liberation and the steam locomotive stock was reinforced with rolling stock delivered by UNRRA. This contained 20 switchers of the S100 model of USATC, a side-tank locomotive of the 0-60t class, with a short wheelbase of 3m approx., very well suited for small yards and harbor dockyards. S100 was of a simple assembling, although robust and trust-worthy. The lack of leading or tail wheels, normally resulting to less stability at high speed, was no significant problem for the S100, because in shunting works adherence, not speed is of importance. Instead, all weight of the S100 was on the driving wheels for better tractive effort.
Construction order was placed in 1942 to three manufactories, Davenport Locomotive Works (Iowa), H. K. Porter, Inc (Pittsburgh) and Vulcan Iron Works (Wilkes-Barre). A total of 382 engines were produced that in 1944 were forwarded to England and after the invasion were distributed to all Europe, North Africa and Middle and Far East.
In 1946 20 of them were delivered to Greece and were classified by SEK as Δα series (Δα51-70), nicknamed as “Deltakia”. They were assigned to shunting work till the end of the steam era.
Today eight “Deltakia” survive in various conditions.
Six are in Thessaloniki Yard : Porter Δα53, Voulcan Δα55 and Δα60, Davenport Δα57, Δα59 and Δα61.
One, Davenport Δα63 is in Thessaloniki Museum.
One last, Voulcan Δα65 rests in Tithorea Shed.
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