Pm36
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Pre-war photos of Pm36 are quite few. This one of
the Pm36-1 was taken in Chorzów shortly before departure to
…and this one after return and some minor
modifications (source: Fablok archives via SK).
Pm36-2
photographed in
…and after arrival to Kołobrzeg; both photos
taken on
Pm36-2 in the Wolsztyn depot shed,
…and the same machine en face.
Side drawing of the Pm36-1…
…and of the Pm36-2; both drawings from PNP.
On
Pm36-2 sometimes hauls scheduled trains…
…and these two photos by Tomek Drzewiecki (thanks for permission!),
taken in September 2005, show it with a train to
‘Beautiful Three more photos from the ‘Parowozjada 2006’ parade can be found here.
Of course, ‘Beautiful Helena’ participated also in the 2007 parade in
Wolsztyn on April 28...
...when these two pictures were taken.
Needless to say, she was also starring in the
2008 Show.
Pm36-2, location and date unknown. Photo from
my collection.
A very well-known factory photo of the Pm36-1
– I also have one in my collection.
This picture of the Pm36-2 was taken in
Warsaw during the Public Transport Days on September 18, 2011. All railway
fans frowned upon the large round table that commemorated 10 years of PKP
Cargo. Photo by Chris West (thanks for permission!).
Again Pm36-2, this time with the ‘Piernik’
special train, photographed in Toruń on April 14, 2012 by Winicjusz
Drozdowski (thanks for permission!).
Pm36-2 again, this time during its visit in
Warsaw on June 17, 1995. Photo by Marek Niemiec
(from my collection).
Pm36-1 being fitted with the streamlined
fairing; photo taken at the Fablok premises, date unknown. From my collection. |
For
over a hundred years domination of steam in railway transport was
unquestionable. Weak and troublesome electric and diesel locomotives stood no
chance in competing with steam engines, brought almost to perfection after a
century of continuous development. Perhaps first serious threat came in 1933,
when ‘Flying Hamburger’ two-car diesel train began its service between Berlin
and Hamburg, almost 300 km, attaining an amazing average of 124 km/h.
Operation of such trains was costly, but they surely presaged the things to
come. Steam
locomotive manufacturers were obviously decided not to give up and prove that
their machines were able to equal, if not surpass, such achievements. In
Europe this led to appearance of a number of comparatively light and very
fast express locomotives, designed for specific service demands: high speed
with rather light trains, infrequent starts (and thus no need for high
tractive effort) and – last but not least – modern and dynamic silhouette.
British (LNER) class A4, German class 61 and Belgian class 12 are good
examples; it is worth mentioning here that most of these locomotives had
three driven axles, with the notable exception of the Belgian engine, which
was the last 2-2-1 ever built. Many enthusiasts still view these beautiful,
streamlined machines a peak in the development of steam traction. On July 3,
1938, LNER A4 ‘Mallard’ broke the world steam locomotive speed record,
attaining 201 km/h. These
trends were certainly not ignored in Poland and in 1936 an experimental light
express locomotive, designated Pm36, was ordered by the Ministry of Transport
and designed by the Fablok bureau (two alternative offers submitted by
HCP were rejected). Requirements included 140 km/h with a 300-tonne
draft. The 2-3-1 axle arrangement was chosen, for the first time in Poland,
although Pacifics were quite widespread elsewhere – previous Polish
express locos, classes Pu29 and Pt31, had four driven axles. Although many
foreign locomotives of similar performance had four-cylinder compound engines
or three-cylinder singles, the orthodox two-cylinder layout with single
expansion was chosen. Boiler pressure, for the first (and last) time in
Poland, was increased to 18 bar, which called for the use of high-grade
chromium steel. New four-axle tender, designated 32D36, had roller axle
bearings and streamlined fairing which matched that of the engine.
Wind-tunnel tests showed the fairing (which added 2.7 tonnes to the empty
weight) to reduce drag by 48% at top speed. Pm36
was designed and built for ambition and prestige rather than actual demands
from PKP, which in fact had never ordered this engine: there were
almost no railway lines in Poland suitable for 140 km/h, for which the new
machine was designed. But it was certainly in line with current trends.
Furthermore, it basically offered an alternative for old, light express
machines, e.g. Pk1, Pk2 and Pk3, built before 1915, of which PKP had
52 examples, not to mention even older and weaker classes Pd1 through Pd5
with two driven axles, which numbered over 200. It could also supplant passenger
locomotives, mainly Ok1s and Ok22s, with lighter express trains. Compared to
standard Polish express locomotive, class Pt31, it was lighter by almost 11
tonnes and slightly shorter, but its tractive effort was lower by over 21%. First
example, Pm36-1 (s/n 662) was outshopped in March 1937 and, after preliminary
tests, sent to Paris, to be displayed at the XIIIth International Exhibition
of Art and Engineering, where it was awarded the Gold Medal (although,
frankly speaking, in the field of steam locomotives it had to compete only
with two robust Soviet machines, FD and IS). Service tests began only after
its return and revealed some shortcomings, including uneasy running at higher
speed; modification of coupling between engine and tender eradicated this
problem. It is not clear if design speed of 140 km/h was ever achieved
(although there are reports of attaining 142 km/h with a 400-tonne draft).
Pm36-2 (s/n 663) was, for comparison, built without streamlined fairing,
supplanted by large, Wagner-type smoke lifters, remaining those of Pt31. Its
tender, with the same designation, had slightly larger capacity. Initially
Pm36-2 was fitted with a Chapelon-type double exhaust stack, which was later
found to offer no significant advantages and replaced by a typical single
one. Pm36
was not ordered by PKP and the question whether it could have been
built in quantity shall remain open. Most sources claim that both examples
were used by PKP before WWII, but no traces in rosters have been found
and most probably they were used only for service tests, including hauling
the ‘Nord-Express’ between Kutno and Zbąszyń. Footplate crews were not
enthusiastic: firing was judged troublesome and tiring, due to comparatively
long distance between coal pile in the tender and grate. According to some
sources, coal feeder was probably intended for possible production machines.
In 1939, Pm36-1 was captured by Germans, impressed into DRG service
and operated (with streamlined fairing removed) with fast trains. DRG
service number 18 601 was, however, assigned only in 1944. After a serious
boiler failure in 1941 or 1942 it was fitted with Riggenbach counter-pressure
brake and used by LVA Grünewald test establishment for various
experiments. Many sources claim that it was finally scrapped. According to
some Russian sources, however, it was later impressed into SZD service
and scrapped in 1952. Perhaps another mystery to be solved. Pm36-2
was captured by Soviets and later by Germans, but I have found no information
on its wartime service. DRG service number 18 602 was in fact never
assigned. In 1944 it was evacuated to Austria, in 1947 returned to Poland and
was impressed into PKP service as Pm36-1. Withdrawn in June 1970, it
was transferred to the Railway Museum in Warsaw. In 1995, however, it was
restored in service with its original number Pm36-2. Overhauled by InterLok
company of Piła with financial support of British steam enthusiasts and
christened ‘Beautiful Helena’ (after Ms. Helena Jones, who substantially
contributed to its restoration), it was
widely used with both scheduled and special trains. In 2003 it set the
national speed record for steam locomotives, attaining 130 km/h – most
probably, never to be beaten. Wolsztyn-based Pm36-2 is well-known among steam
fans and even those not particularly interested in railways and locomotives
will often claim that they have heard about it. Internet surfers will easily
find many traces of its activity; two photos, taken by Tomek Drzewiecki
(thanks for permission!), can be seen here. After boiler ticket expiry Pm36-2
was withdrawn in April 2012 and its current status is given as ‘awaiting
repair’. With recent decision of PKP Cargo, which is still the formal
owner of the engine, to suspend scheduled steam at the Wolsztyn depot, it is
not sure if the ‘Beautiful Helena’ will steam again, which is expected to
involve considerable expediture. Pm36 is, in a way, a controversial machine. Some claim that it was a product of profound ambition, which ignored actual demands; the other will argue that it is the best steam locomotive ever built in Poland (which is not the case). From the technical point of view it compared well with foreign counterparts; aesthetically it was certainly excellent, if not perfect. Its contribution to the development and history of steam traction in Poland was marginal; but, by a strange decree of fate, it is certainly the most famous Polish locomotive. Main technical data
1)
Without fairing (Pm36-2) 2)
Some sources give 130 km/h. References
and acknowledgments
-
Monographic article by Paweł Terczyński (SK
vol. 6/2001); -
Article
by Tadeusz Suchorolski (KMD vol. 1/2001); -
www.parowozy.best.net
(website by Michał ‘Doctor’ Pawełczyk); -
PNPP, LP. |
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