TKw3-7838 (Grafenstaden 7838/1943), Rozbark colliery, date unknown. Photo by Tadeusz Suchorolski (collection of Mariusz Furtek and Jacek Chiżyński via www.wrphoto.eu). Photographs of class TKw3 locomotives are extremely rare.
The sole surviving SäStB class XI HT engine: 94 2105 (Hartmann 4561/1923), photographed at the Eisenbahnmuseum Schwarzenberg on June 2, 2001. Photo by geme (source: www.commons.wikimedia.org).
The same source and the same engine, date unknown (possibly 1988). Note feedwater heater between smokestack and first boiler dome, which was fitted to some XI HTs.
Factory photo of the SäStB 2033 (Hartmann 3665/1913), later 94 2021. After WWII this locomotive was taken over by Czechoslovakian railways and re-designated 516.0500; it remained in use until July 1956. TKw3-1 belonged to the same production batch. Source: Lokomotiv-Archiv Sachsen 2 (see References).
No. 3, Bergwerk-Verein Zabrze O/S (Hartmann 2951/1905), later TKw3-223. Factory leaflet from my collection.
Side drawing of the SäStB XI HT Baujahr 1913; source – Lokomotiv-Archiv Sachsen 2 (see References).
Side drawing of late production XI HT with extended coal box and external feedwater heater; source – www.de.wikipedia.org.
The story of tank locomotives classed TKw3 is somewhat complex, as they belonged to three distinct types.
Between 1908 and 1923 Sächsische Maschinenfabrik of Chemnitz, known as Hartmann, built 163 class XI HT superheated freight tank locomotives for the Royal Saxon State Railways (SäStB). First batch, delivered between 1908 and 1909, comprised eighteen examples, numbered 1521 through 1538 and in 1916 re-numbered 2001 through 2018. It was followed in 1910 by ten engines, numbered 1675 through 1684 (later 2019 through 2028), which were lighter by 3.2 tonnes and featured shortened boilers and cylinders reduced in diameter from 620 to 590 mm. These measures had been introduced in order to reduce axle load. Production of the original heavier version was re-commenced in 1913, but with numerous modifications: length increased from 12 080 mm to 12 390 mm, modified water boxes and maximum speed increased from 45 to 60 km/h. These locomotives were numbered from 2029 onwards. In 1915, starting from No. 2037, overall length was again increased to 12 560 mm, due to enlarged coal box. Last nine examples, built in 1923, were not assigned SäStB service numbers, due to merging of all German state railways into DRG. Two class XI HT locomotives were lost during the war and thirteen went to France as a part of war reparations (two of them returned in 1941). The rest were impressed into DRG and classed 9419 (lighter variant, withdrawn between 1932 and 1934), and 9420-21 (heavier variant, irrespective of version). The latter class, apart from a few examples that were taken over by Austrian, Czechoslovakian and Polish railways, later served only with DR. A few survived into 1970s and the last one, 94 2105 (originally SäStB 2129, Hartmann 4561/1923) was withdrawn in October 1978; this locomotive has been preserved and can be seen at the Eisenbahnmuseum Schwarzenberg.
One class XI HT locomotive (94 2019, ex SäStB 2013, Hartmann 3663/1913) was impressed into PKP in 1945 and designated TKw3-1. I have no information on its subsequent service, which was presumably not very long, and ultimate fate.
Apart from class XI HT, Hartmann built also a few 0-5-0 tank engines, ordered by Bergwerk-Verein Zabrze O/S and operated by various collieries. Three (service numbers 1, 2 and 3) were delivered in 1905; No. 7 followed in 1913. They were smaller and lighter than XI HT and ran on saturated steam. After WWII all were taken over by Polish mining industry. They were re-numbered TKw3-221 (Pokój colliery), TKw3-222 (assignment unknown), TKw3-223 (Andaluzja colliery) and TKw3-227 (Kleofas colliery, scrapped in May 1970), the last digit corresponding to the original service number. Detailed information on their service is lacking and none has been preserved.
Finally, in 1943 Grafenstaden (SACM) delivered eight 0-5-0 tank locomotives for Oberschlesische Hydrierwerke AG, to be used at the large synthetic petrol factory built in Blechhammer (today Blachownia) and numbered 11 through 18. After the war No. 15 was taken over by VEB Kombinat Espenhain in Eastern Germany and was later used as a stationary boiler at the Leipzig-Engelsdorf depot. No. 12 was transferred to an unidentified Polish industrial plant; details are lacking. Ultimate fate of No. 16 is unknown; it seems possible that it was destroyed at the factory premises, which were heavily bombed by USAAF in late 1944. The remaining five locomotives were initially taken over by PKP and numbered TKw3-2 through 6. They were assigned to the Katowice regional management and later, possibly between 1949 and 1951, transferred to collieries. Again, very little is known about their service. TKw3-4 (re-numbered TKw3-7839, Grafenstaden 7839/1943) was withdrawn in June 1962 and scrapped. TKw3-6 (re-numbered TKw3-7843, Grafenstaden 7843/1943) survived in service until 1972. A derelict TKw3 (number unknown) was photographed at the Sośnica colliery in 1980 – this photo can be seen at www.cyfrowa.stacjamuzeum.pl. According to www.wrphoto.eu, TKw3-8378 (ex TKw3-3, Grafenstaden 7838/1943) underwent major repair at the ZNTK Bydgoszcz repair establishment (present-day Pesa) and was withdrawn in late 1970s or early 1980s – possibly the above-mentioned photo is of this particular engine. I have not managed to find technical data of this type, so any hint is most welcome. No example has been preserved.
Main technical data – TKw3-1*)
*) These data correspond to SäStB class XI HT Baujahr 1913.
1) Entire SäStB class XI HT.
2) Some latter fitted with Westinghouse air brakes.
Main technical data – former Bergwerk-Verein Zabrze O/S engines
1) No information on possible production for other operators.
References and acknowledgments
- Lokomotiv-Archiv Sachsen 2 by Fritz Näbrich, Günter Meyer and Reiner Preuß (Transpress, 1984);
- www.parowozy.net (website by Michał ‘Doctor’ Pawełczyk);
- Ingo Hütter (private communication – many thanks!).