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TKh4b-9, photographed at the Konin Marantów
briquetting plant on February
27, 2004.
Further two pictures, taken on this occasion;
boiler domes fairing has been removed and probably replaced by a makeshift
steam collector cover. The other engine is the TKi3b-48.
Yet another picture of
the TKh4b-9, showing steam engine and motion gear.
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Demand for fireless engines in Poland
appeared in late 1940s and resulted from rapid expansion of chemical
industry, with inherent fire and explosion hazard problems. There were no
diesel locomotives suitable for works transport (and in fact they appeared in
substantial numbers only in 1960s), so fireless steam locomotives, simple and
undemanding, were in those times an ideal solution.
A handful of fireless locomotives
were purchased in Germany in late 1940s and early 1950s, but basically, until
the appearance of purpose-built type 1U, needs were satisfied by conversions
of old freight machines. These included class Tp4, ex-Prussian class G81
(DRG 5525-56), one of
the most numerous ones in the PKP
service (described under a separate entry). After WWI, Poland
acquired 412 G81s and further fifty identical machines were built
in Germany
against Polish orders in 1921. Few returned after WWII, but again PKP acquired a number of German
engines, so post-war class Tp4 numbered 302 examples. They survived in the PKP service until 1972 and with
industrial operators, mainly sand railways, until early 1980s.
In 1951, ZNTK (Railway Stock Repair
Establishment) of Wrocław
undertook manufacture of steam containers for fireless locomotives. Initially
they were of entirely riveted construction, later welding was introduced. It
was decided to mount these on frames from withdrawn ‘normal’ steam
locomotives. Class TKi3 (ex-Prussian T93) was found most suitable,
as only minor frame and undercarriage modifications were necessary. Tp4,
which was also available in some numbers, proved more troublesome. In order
to provide proper position of the steam container with respect to cylinders,
fourth axle was removed and frame was substantially shortened. This resulted
in a layout with three coupled axles, so designation was changed to TKh4b,
small ‘b’ standing for ‘bezogniowy’, or fireless. Axle load increased to 18
tonnes – quite much for many tracks at industrial establishments. No axle had
any side-play, so maximum speed had to be reduced to 20 km/h – for works transport
this was, however, sufficient. Of course, ‘new’ engine worked on saturated
steam and was fitted with steam brakes, actuated by a single cylinder. Boiler
domes were covered with a long fairing, extending forwards and down, which
was sometimes removed in service to facilitate easier maintenance.
First eight TKh4bs were delivered
in 1953; four followed in 1954, fourteen in 1955 and two in 1956, when
purpose-designed 1U made its appearance. This makes a total of 28 engines;
all had consecutive numbers, TKh4b-1 through 28, although went to various
users. Most were delivered to coking plants, steelworks and chemical plants.
Their service, although not particularly eventful, was in some cases
surprisingly long. At least six survived until late 1980s and one, TKh4b-9,
remained operational at the Konin Marantów lignite briquetting plant probably
until 1998. When this plant was closed down, it was intended to preserve this
unique locomotive – the only surviving TKh4b – which was in good condition.
Unfortunately, despite being recognized as an object of historical value, it
was scrapped in August 2004. In my humble opinion, it was a crime.
Main technical data
|
No.
|
Parameter
|
Unit
|
Value
|
|
1.
|
Years
of manufacture
|
-
|
1953 – 19561)
|
|
2.
|
Total
built / used in Poland
|
-
|
28 / 28
|
|
3.
|
Tender
class
|
-
|
-
|
|
4.
|
Axle
arrangement
|
-
|
0-3-0
|
|
5.
|
Design
maximum speed
|
km/h
|
20
|
|
6.
|
Cylinder bore
|
mm
|
2 X 600
|
|
7.
|
Piston
stroke
|
mm
|
660
|
|
8.
|
Engine
rating
|
kW/hp
|
257 / 350
|
|
9.
|
Tractive
effort
|
kG
|
9 700
|
|
10.
|
Boiler
pressure
|
MPa
|
1.22
|
|
11.
|
Grate dimensions
|
m X m
|
-
|
|
12.
|
Firebox
heating surface
|
m2
|
-
|
|
13.
|
Distance
between tube plates
|
mm
|
-
|
|
14.
|
Number
of flue tubes
|
-
|
-
|
|
15.
|
Heating
surface of flue tubes
|
m2
|
-
|
|
16.
|
Number
of smoke tubes
|
-
|
-
|
|
17.
|
Heating
surface of smoke tubes
|
m2
|
-
|
|
18.
|
Evaporating
surface, total
|
m2
|
-
|
|
19.
|
Superheater
heating surface
|
m2
|
-
|
|
20.
|
Diameter
of drivers
|
mm
|
1350
|
|
21.
|
Diameter
of idlers front/rear
|
mm
|
-
|
|
22.
|
Total
weight, empty
|
kg
|
|
|
23.
|
Total
weight, working order
|
kg
|
54 000
|
|
24.
|
Weight
on drivers, working order
|
kg
|
54 000
|
|
25.
|
Weight
with tender, empty
|
kg
|
-
|
|
26.
|
Weight
with tender, working order
|
kg
|
-
|
|
27.
|
Maximum
axle load
|
T
|
18.0
|
|
28.
|
Axle
base (with tender)
|
mm
|
3 150
|
|
29.
|
Overall
length (with tender)
|
mm
|
10 150
|
|
30.
|
Brake
type
|
-
|
steam
|
1) Reconstruction.
References and acknowledgments
Most
information has been taken from a
monographic article by Tomasz Roszak in SK vol. 7/2003.
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