Pm2-34, the only surviving example in
Another picture of Pm2-34, taken on
...and yet another, taken on September 19, 2010.
Side drawing of Pm2 – early version (group 1) with German boiler accessories, class T32 tender (PKP class 32D2). Drawing by Krzysztof Wiśniewski, from KMD vol.2/2000…
… and later variant (group 3) with self-acting parking brake, modified lighting and boiler accessories, class T34 tender (PKP class 34D44). Source: as above.
…arising much interest. This machine has the modified boiler with feedwater heater.
03 2204-0 visited Wolsztyn
Original manufacturer’s plate from Pm2-3 (DRG 03 022, Borsig 14403/1931). Photo courtesy Derek Russell-Hill – thanks a lot!
Pm2-1 at the Iława depot, May 1960. Photo from my collection.
Due to fire hazard, 03 2204-0 could not participate in the 2007 Show, but appeared the next year; photo taken on May 3.
Early experiments with streamlining: 03 154 (Borsig 14474/1934). Photo from my collection.
Three more photos from my collection: DR 03 2118-2 (ex 03 118, Henschel 22169/1933, date and location unknown…
…DR 03 2117-4 (ex 03 117, Henschel 22168/1933) – details are also lacking…
…and DR 03 2002-8 (ex 03 002, Borsig 12252/1930), photographed by W.Nitzsche at the Dresden Hbf. in June 1972.
This photo (unfortunately of poor quality) certainly shows a Pm2 – most probably Pm2-21, photographed in 1979 in Bydgoszcz. Photo from my collection.
Most probably this is the same engine: Pm2-21, photographed at the Bydgoszcz Główna depot on June 7, 1979. This locomotive, ex-03 152, was withdrawn in November 1978. Photo by Martin Stertz (from my collection).
A German railwayman poses by the 03 226 (Krupp 1479/1935), probably somewhere in Germany during WWII. This engine later went to DB and was withdrawn in December 1961. Photo from my collection.
DR 03 2207 (Borsig 14580/1935), formerly DRG 03 207, remained in use until December 1983. Location and date unknown (from my collection).
Another locomotive from the DR fleet: 03 001 (Borsig 12251/1930), Döbeln, date unknown. This locomotive has been preserved in Dresden. Postcard from my collection.
DR again: 03 098 (Borsig 14449/1933), photographed in 1968 at the Leipzig West depot. This engine also avoided the cutter’s torch and can now be seen at the Technikmuseum Speyer. Photo by G. Thamm (from my collection).
003 281-3, DB (formerly 03 281), Borsig 14673/1937, withdrawn in December 1971. Postcard from my collection.
03 002 (Borsig 12252/1930), location and date unknown. This engine remained with DR and was later re-numbered 03 2002-8; after a few years spent in the role of a stationary boiler, it was transferred to Prora in 2001 and is currently fitted with a streamlined fairing. Source: Die Lokomotive August 1931.
After merging all railways of former German Lands into Deutsche Reichsbahn Gesellschaft (DRG) in 1920, the obvious problem of rolling stock standardization emerged immediately. Of course, many old machines had to be kept in use, but it was decided that new ones should be built according to common standards. Determination of these standards was not an easy task, however: there were even discrepancies concerning some basic features, like maximum axle load. In order to eliminate such problems, Unification Bureau (Vereinheitlichungsbüro) was set up in 1922, which was destined to have a marked influence on German locomotive design.
Development was rapid and as early as in May 1922 it was decided to increase maximum axle load to 20 tonnes, in accordance with current projects of overall track quality improvement. Thus, first two normalized types were heavy express locomotives: class 01 with two-cylinder single-expansion engine, designed by Borsig, and class 02 with four-cylinder compound engine by Henschel. Apart from steam engines, they had very much in common. Both appeared in 1925 and underwent extensive service trials afterwards.
However, planned track upgrading had to be dramatically slowed down during the Great Crisis and this meant that new machines would be too heavy for many important lines. This brought about a need for a lighter and more universal express locomotive with axle load of about 17.5 tonnes. Design of such machine was based on previous heavier Pacifics and, due to normalization measures introduced earlier, progressed quite fast: decision was taken in March 1929 and prototype, based on the 01 and built also by Borsig, appeared after just sixteen months. New locomotive proved entirely successful and production started soon afterwards, to last until 1937, when 298 examples had been built by Borsig (116), Henschel (66), Krupp (52) and BMAG, former Schwartzkopff (64). Due to modifications introduced in series production, three groups can be distinguished:
- first group (03 001 through 03 122), corresponding to the prototype (from 03 004 onwards, cylinder diameter was reduced from 600 to 570 mm);
- second group (03 123 through 03 162) – different front idlers, brakes on rear idlers (maximum speed increased from 120 to 130 km/h), steel firebox, some items of equipment repositioned;
- third group (03 163 through 03 298) – improved brakes, front idlers of increased diameter, modified coupling between locomotive and tender.
Some of these improvements were retroactively introduced on earlier machines during overhauls. Modifications introduced in groups two and three resulted in a slight increase of axle load, to exceed 18 tonnes. Some sources state that from 03 123 onwards rated power was increased from 1750 to 1950 hp. There were also some experiments, intended to test new concepts. 03 175 had Lentz valve gear (successful, but troublesome in maintenance), 03 194 featured modified smokestack, 03 154 and 03 193 were streamlined. Experiments with streamlining eventually led to class 0310 (in post-war PKP service, Pm3), of which sixty examples were built; this locomotive is described under a separate entry.
03s dominated express trains in
(BMAG 10629/1936, ex 03 273)
has been preserved in
03 001, Borsig 12251/1930 (
- 03 002, Borsig 12252/1930 (Prora),
- 03 098, Borsig 14449/1933 (Speyer),
- 03 131, Henschel 22211/1933 (Deutsche Dampflokmuseum, Neuenmarkt),
- 03 155, Borsig 14475/1934 (Dieringhausen),
- 03 188, BMAG 10329/1935 (Kirchheim/Teck, plinthed),
03 204, Borsig 14577/1936, post-war DR modified variant re-numbered 03 2204-0 and withdrawn in 1979
(initially plinthed in
- 03 243, Borsig 14622/1936 (Meiningen, probably private property),
03 295, Borsig 14692/1937, post-war DR modified variant re-numbered 02 2295-8 (Bayerisches Eisenbahnmuseum, Nördlingen); this engine, based in
Main technical data
1) From 03 163 (Pm2-22 with PKP) – 1000 mm.
2) From 03 123 (Pm2-19 with PKP).
3) Including two never impressed into service (one without PKP service number).
4) From 03 163 (Pm2-22 with PKP).
5) Initially 600 mm in first three machines.
Note: some sources give slightly different heating surfaces, i.e. total heating surface of 202.22 m2 (203.65 m2 from 03 163), superheater surface 70.0 / 72.2 m2, respectively. This may refer to various manufacturers.
References and acknowledgments
- Monographic article by Roman Witkowski (SK vol. 1/2001);
- TB vol.1;
- KMD vol. 2/2000.
- www.lokomotive.de (Ingo Hütter’s locomotive database).