T3A
(Ferrum 47, Ferrum 724)
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TKh-5564 (s/n 5564/1959) plinthed at
This machine (TKh-2942, s/n 2942/1951,
now plinthed at Węgliniec loco depot, was used at Turoszów
lignite mine until 1990; photo taken on
Another picture of TKh-2942, taken on
TKh-4207 (s/n 4207/1955) at Zduńska Wola Karsznice
loco depot; photo taken on
Another picture of this engine, taken on August 13,
2008; note makeshift coal-box extension.
TKh-3140 (s/n 3140/ 1954) from Kętrzyn sugar
plant at Kościerzyna loco depot, August 2000…
… and the same machine, snow-covered,
photographed on
This beautiful TKh49-1 (s/n 5695/1961),
photographed at Chabówka heritage park on
…while this one, photographed on the same occasion,
is displayed as TKh100- 191, while in fact this is the TKh-0145 (s/n
4938/1957).
TKh-5699 (s/n 5699/1961) is shown here plinthed at
Zajączkowo Tczewskie loco depot (
… and given fictitious designation TKh49-11 (photo
taken on
Side drawing, domestic variant (from PNP)…
… and export version for
This TKh-5376 (s/n 5376/1956), once operated
by Chemitex-Anilana chemical works,
was photographed at Łódź Widzew station on
Two interesting photos of Chinese XK13s from
Duncan Cotterills' website (thanks for permission!): XK13 5904 at Baotou Steelworks, April 1988…
… and XK13 114 at Capital Iron & Steel Works,
This TKh 2949 (Fablok 2949/1952) is owned by PSMK
and was photographed at the Skierniewice depot on
The same engine, photographed by the
Skierniewice shed on |
Railway
stock shortages after WWII called for rapid production of virtually all kinds
of locomotives, from heavy freighters to small switchers. The latter were
necessary primarily for industrial establishments; factories which had their
own sidings needed simple and reliable machines designed for hard everyday
service rather than for brilliant performance. Demand for heavier switchers
was fulfilled by German OS (‘Oberschlesien’), built since 1950 as T2D and
commonly known as ‘Śląsk’ ( Design
of such machine was at hand. Between 1927 and 1929, Fablok built six
light tank locomotives with factory designation T1A. These machines, which
showed considerable influence of Austrian designs, were later developed into
T2A, known also as ‘Ferrum 29’. As technical documentation of the latter type
fortunately survived the war, it was quickly decided to build it afterwards,
however with certain changes. In particular, new machines ran on saturated
steam, were slightly lower, lighter by 1200 kg and their power was lower;
diameter of drivers was also slightly reduced. But their tractive effort was
enough to haul heavy drafts (even 1500 tonnes and more), they were simple,
undemanding and reliable, and axle load was only 14.8 tonnes. Combined
output of T1A and T2A had been just ten examples; new machine, with factory
designation T3A (commonly known as ‘Ferrum 47’), went into series production
in 1947 and, until 1961, 477 examples were built by Fablok, although
many sources give 480. This total includes also later variant, known as
‘Ferrum 724’, developed in order to fulfill foreign orders. As early as in
1953, three machines were sold to Romania; in 1959 four went to Hungary.
China bought 82 examples between 1958 and 1960; they were designated class
XK13 and some were fitted with makeshift tenders. Chinese machines had air
brakes, Janney couplers and electric lightning. It should be noted that first
machines for domestic use were fitted with steam brakes and kerosene lights,
in order to facilitate rapid deliveries. In fact, differences between two
basic variants were limited to details and all later examples, not only
export ones, were also built as ‘Ferrum 724’ type. According to Duncan
Cotterill’s very interesting and competent website on Chinese steam power (www.railography.co.uk/tractive-efforts),
last XK13s were reported in service in 1993 and probably three examples have
been preserved at various locations. The
lower you fly, the less you suffer when you’ve fallen down. This proverb (by
the way, Chinese) can easily be applied to this class. Despite obsolescence
of the basic design, they remained in service for quite a long time, just
like many other steam locomotives used by industrial establishments. Their
common designation was TKh (after wheel arrangement), followed by serial
number – a typical practice with industrial operators. This was, however, a
practice rather than a rule and there were some exceptions. Comparatively
many examples have survived until today. Four are preserved in museums or
heritage parks; of these, one machine (Fablok 5695/1961) is in working
order. This machine is designated TKh49-1, but in fact it never served with PKP and was formally entered on the
company rosters only after arriving at Chabówka rolling stock heritage park
in April 1997 – on this occasion, it was also fitted with air brakes and
electric lighting. Previously it was used by the Florian foundry in Świętochłowice as TKh 5695/9 and was one of
the last steam locomotives withdrawn from service. TKh49-1 is in very good
condition and often hauls special trains. For reasons unknown to me, TKh-0145
(Fablok 4938/1957), displayed in Chabówka, has purely fictitious
designation TKh100-191. According to SK,
eleven machines are preserved at railway stations, loco depots and various
industrial establishments. They include TKh-5564, plinthed in Toruń,
designated TKh49, although this engine never served with PKP; similarly, TKh-5699 plinthed in Tczew in 2002 (after
spending a few years at the loco depot in Zajączkowo Tczewskie), is
designated TKh49-11, although it has never had anything to do with PKP. Very comprehensive list,
available at www.holdys.pl/tomi
(currently perhaps most competent reference on preserved Polish locos), gives
eighteen machines that still exist (five are listed as ‘wrecks’). Withdrawal
of T3As from active service was comparatively late and coincided with rapidly
growing nostalgia for steam all over Europe. It is thus perhaps not
surprising that several machines were sold abroad. According to the
above-mentioned Internet source, seven went to various British railways: Spa Valley Railway (2944/1952 and
3135/1953, named ‘Hotspur’ and ‘Spartan’, respectively, are kept operational
and 2871/1951 has been cannibalized), Northampton
& Lamport Railway, (5374/1959 ‘Vanguard’ and 5387/1959
‘Northamptonshire’, both operational), Appleby
Frodingham Railway Preservation Society, Scunthorpe (3138/1953,
operational) and Avon Valley Railway
(4015/1954 – operational). Preserved Locomotives of British Railways
by Peter Fox and Peter Hall (Platform 5, 2002) give slightly different
details: according to this source, as many as nine T3As were sold to British
Railways; 4015/1954 is listed as belonging to North Norfolk Railway,
‘Northamptonshire’s serial number is given as 3112/1952 and 2871/1951 is
listed as belonging to Bridgend Valleys Railway. Two more are listed,
5380/1960 and 5697/1959, for which no data are available. 2943/1952 was sold
to Sweden and is now plinthed in Häggvik. According to older sources two
examples were sold to France, but on these I have no information (this may
refer to the two above-mentioned British engines, but this is just a
conjecture). Main technical data
1) In
later examples (from mid-1950s). 2) Some
sources give 480. References and
acknowledgments Description
can be found in PNP and PPE. And many thanks to Tomisław
Czarnecki, who spotted an error concerning the engine from Kościerzyna in the
earlier issue of this entry! |
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