Pm36
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Pre-war photos of Pm36 are quite rare. 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. |
For
over a hundred years domination of steam in railway transport was
unquestionable. Weak and troublesome electric and diesel locomotives had no
chance in competition with steam machines, 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 Steam
locomotive manufacturers were, of course, decided not to give up and show
that their machines were able to equal, if not surpass, such achievements. In
Europe this lead 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 (i.e. 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 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 Pm36
was designed and built for ambition and prestige rather than actual demands
from PKP: there were almost no railway lines in First
example, Pm36-1 (s/n 662) was rolled out 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. 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. 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. Pm36-2
was captured by Soviets and later by Germans, but I have found no information
on its wartime service. In 1944 it was evacuated to Pm36
is 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 Main technical data
1)
Without fairing (Pm36-2) 2)
Some sources give 130 km/h. References and acknowledgments
As
it might be expected, references are quite many. Monographic article by Paweł
Terczyński was published in SK vol.6/2001. Very interesting article by
Tadeusz Suchorolski can be found in KMD vol.1/2001. Among Internet
sites, the one maintained by ‘Doctor’ (www.parowozy.best.net)
is very comprehensive. |
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