T3A
(Ferrum 47, Ferrum 724)
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TKh-5564 (Fablok
5564/1959) plinthed at
This machine (TKh-2942, Fablok 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 (Fablok 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 (Fablok 3140/
1954) from the Kętrzyn sugar
plant at the Kościerzyna loco depot,
August 2000…
… and the same machine, snow-covered,
photographed on
This beautiful TKh49-1 (Fablok
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 (Fablok
4938/1957).
TKh-5699 (Fablok 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 (Fablok 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
TKh 2191 (Fablok 2191/1950), location
and date unknown; photo by J.Weselik (postcard from my collection). This
engine has been plinthed at the Railway Stock Repair Works in Łapy,
but its future is not clear, as the company went bankrupt in July 2009.
Three excellent pictures of Hungarian T3As
that had been purchased for Ózdi Kohászati Üzemek (Ózd Iron Works):
No. 58 (Fablok 5394/1959)…
…No. 59 (Fablok 5393/1959)…
…and No. 60 (Fablok 5395/1959). All
pictures were taken in 1991 by Attila Kirchner – many thanks for the
permission! |
Motive
power 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 major industrial establishments; factories which had
their own sidings needed simple and reliable engines designed for hard
everyday service rather than for brilliant performance. Demand for heavier
switchers was fulfilled by German OS (‘Oberschlesien’), built by Fablok since
1950 as T2D and commonly known as ‘Śląsk’ (Silesia). This 66-tonne
locomotive, with the tractive effort of 12.7 tonnes and axle load of 16.5
tonnes, was too heavy and powerful for many operators, so lighter switcher
was also needed. 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. There are,
in fact, some discrepancies between various sources as far as the total
output is concerned; numbers from 437 to 480 are given. 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 three (some sources incorrectly give four) went to Hungary, purchased
for the Ózdi Kohászati Üzemek (Ózd Iron Works); one was
withdrawn in 1987 and the remaining two followed in 1991. Hungarian engines
were unofficially nicknamed ‘Gomulka’, after the first secretary of the Polish
communist party then in office. China bought probably 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. Given the fact that reliable sources
give 378 examples built for domestic operators, this leaves two examples;
possibly they went to Northern Korea (either directly or via China), as one
source reports export also to this country, but confirmation is lacking. 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. At least
three were still used by a foundry in Ozimek in mid-1990s; it was intended to
keep them in operation until boiler certificate has expired – for one of them
it meant 2000, but further information is lacking. Common designation of
these engines 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 (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 ‘Karel’ – reported operational in late 2010). 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
-
PNP and PPE; -
Tomisław Czarnecki (private communication – many
thanks for spotting an error concerning the engine from Kościerzyna in the
earlier issue of this entry!); -
Attila Kirchner (private communication – many thanks
for the photos and factory list!). |
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