Pm3
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Pm3-5, erroneously designated Pm3-3 (Borsig 14926/1940) can be seen at the
Another picture taken on the same occasion…
… and yet another, showing tender details (after
restoration; in PKP service
tender streamlining was partially removed).
Side drawing of the 0310 in its original
version, with ‘smaller’ streamlined cowling…
… and of Pm3 in PKP service, mid-1950s. Both drawings by M.Ćwikła from SK vol. 8/2001
Beautiful German Reko 03 1010 during steam locomotives parade in Berlin on August
21, 2005 (courtesy Tomek Drzewiecki, who happened to be in the right place at
the right time).
Pm3-2, Toruń Główny depot, August 1961. Photo
from my collection. |
Some
measures aimed at drag reduction were employed in locomotive design as early
as in the beginning of the 20th century – good example is provided
by Swedish class F of 1914, with conical smokebox door and V-shaped front cab
wall, despite maximum speed of a mere 100 km/h. Such features may be
attributed to aesthetic rather than aerodynamic considerations, but partial
or full streamlining was another thing. Streamlined locomotives epitomized
speed and power in late 1930s and were ordered by many railway authorities,
often just from ambition (Polish Pm36 might be recalled here). In fact, full
streamlining was shown to considerably reduce drag, mainly at highest speeds;
weight increase and complicated maintenance were inevitable penalties. German
locomotive industry could not ignore such trends. Streamlining was used not
only with record-breaking class 05 machines with 2300 mm drivers, but also
class 60 1-2-1 passenger tender engines with maximum speed of 120 km/h (which
gave them somehow awkward appearance). Most numerous and thus most important
German streamlined engines were, however, those classed 0110 and
0310 – both derived from ‘normal’ express locomotives. Experiments
with streamlining 03s began in 1935 with 03 154 and 03 193, but class 0310,
designed by Borsig, differed from its ancestor in having a
three-cylinder single-expansion steam engine instead of a two-cylinder one.
Tractive effort increase was marginal (from 11.1 to 11.4 tonnes), but three
cylinders assured smoother running at high speed and reduced snaking. Boiler
was almost identical, differing mainly in having 85 flues instead of 84, with
corresponding small increase of evaporating surface. Prototypes, 03 1001 and
03 1002, were built by Borsig (serials 14711 and 14712) and delivered
in late 1939. They differed in streamlining: 03 1001 had full cowling, while
in 03 1002 cowling was slightly reduced, leaving drivers partly exposed.
Tests were satisfactory and orders for 140 locomotives were placed with Borsig, Krupp and Krauss-Maffei.
Had the war not broken out, these modern and fast machines would have
probably become the symbol of DRG
express trains; contrary to many record-breakers, often built in single
examples and scarifying everything for speed, they were well-balanced and
soundly designed engines. War soon caused initial orders to be cut down to
sixty examples, built by Borsig (03
1001 through 1022), Krupp (03 1043
through 1060) and Krauss-Maffei (03
1073 through 1092), all remaining orders being cancelled. Last seven machines
were delivered in early 1941. Full streamlining – as in 03 1001 – was fitted
only to first seventeen locomotives built by Krauss-Maffei, the rest had large cutouts partly exposing
drivers, as in 03 1002. During
the war there was a small, but persisting need for express passenger traffic
and class 0310 remained in extensive use. In 1941, maximum speed
was reduced from 150 to 140 km/h. As ease of maintenance took priority, lower
parts of cowlings were removed during overhauls, leaving drivers, outer
cylinders and running gear exposed. Most machines of this type were evacuated
to Germany, but some fell into Soviet hands. Of these, nine were handed over
to Polish authorities and re-numbered Pm3-1 to Pm3-9. First eight were
restored in service, while broken-up Pm3-9 (ex 03 1047, Krupp 2104/1940) was never repaired, written off in 1956 and left
for cannibalization. Moreover, in 1948, wrecked 03 1092 (Krauss-Maffei 15844/1940), damaged beyond repair by a direct bomb
hit in Poznań in 1944, was formally entered in PKP rosters, only to be written off in 1948 and scrapped. Eight
serviceable locomotives, initially based in Poznań, were later moved to
Iława, Bydgoszcz, Olsztyn and Toruń. They were used mainly on the
Warsaw-Gdynia line, later also on other lines in north-eastern Poland. As few
express engines were available immediately after the war, their service was
very intensive. Pm3, nicknamed ‘Rekin’ (Shark), was a demanding machine, but
crews praised running qualities and speed – despite poor condition of tracks,
130 km/h was often attained. As only eight examples remained in use, no
dedicated modernization program was launched and in-service modifications
were few. All Polish machines had ‘wartime’ streamlining, but folding tender
upper covers were removed and trucks were left exposed. As with many German Einheitslokomotiven, problems with
premature ageing of St47K steel, used for boilers, were soon encountered, but
no reconstruction was considered justified. Withdrawal from service began in
1965 and, after a brief use as stationary boilers, seven examples were
written off in 1967. The last one, Pm3-3 (ex 03 1005, Borsig 14916/1940), survived until May 1968. After
the war, DB were left with 26
examples and DR with 19. All
machines operated by DB had their
streamlining removed and, between 1957 and 1961, were fitted with new welded
boilers. Last of them were withdrawn in 1966. DR also reboilered 16 of their 0310s with welded
boilers in 1959; later all but one of them were converted to oil firing.
Streamlining was removed. All German Reko
engines were fitted with small, Witte-type smoke deflectors. They
survived in service until 1980. The remaining five machines were used in the
USSR, being classed TS (TC in Russian script), together with ex-DRG 03s. German service numbers were
retained. Their service was short; last of them, TS-1018, was written off in
April 1955. In fact the Soviets captured two machines more, but 03 1053 (NKPS designation T03.1053) was passed
over to PKP in and 03 1006
(TS-1006) followed in 1953; they became Pm3-8 and Pm3-6, respectively. Only
three locomotives of this type still exist. It was intended to transfer Pm3-3
to the Railway Museum in Warsaw, but this machine had been scrapped before
final decision was taken, so the choice instead fell on Pm3-5 (ex-DRG 03 1015, Borsig 14926/1940). Bureaucracy, however, left its trace and this
machine still bears plates with the erroneous Pm3-3 service number. In
Germany, 03 1010 (in DR service
renumbered 03 0010-3, Borsig
14921/1940), is owned by DB and
kept operational. 03 1090 (Krauss-Maffei
15842/1940, then DR 03 0090-5),
plinthed in Stralsund in 1985, was transformed to Schwerin in 2001 and is
owned by Mecklenburgische
Eisenbahnfreunde Schwerin e.V. Both are, however, Reko versions without streamlining, externally much different
from the original variant. The only other remaining member of the magnificent
family of DRG streamlined engines
is 05 001, preserved at the DB
Museum in Nuremberg. Main technical data
1)
Includes one machine damaged beyond repair and not
included in rosters and one machine not restored in service. References and acknowledgments
Comprehensive
account of this class history and design can be found in the monographic
article by Tomasz Roszak in SK vol.8/2001. Concise description of
class 0310 can be found in TB vol.1. Information on
individual examples has been taken from the impressive Ingo Hütter’s
locomotive database (available at www.lokomotive.de). |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
