TKh1
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
KPEV Stettin
1741 (Linke-Hofmann
149/1903) represents late production variant; location and date unknown. This
locomotive later became DRG
89 7443 and its withdrawal date is not known. Source: www.commons.wikimedia.org.
TKh-1444 (Orenstein &
Koppel 1444/1905), plinthed at Toruń Kluczyki depot with
fictitious designation TKh1-19; photo taken on
T3 side drawing by H.-D.Hertam (TB vol.2).
TKh1-20 (Orenstein & Koppel
3673/1909) plinthed at the Sucha Beskidzka depot; photo taken on
TKh1-429 (Hagans
430/1900), previously used by a sugar plant, is plinthed at the
Fictitious TKh1-13 is in fact Orenstein &
Koppel 9336/1920, previously
used by a private railway in Germany and later transferred to industry.
Warsaw Railway Museum, May 25, 2005.
The same locomotive, albeit with correct
designation, photographed on July 6, 2023.
GASAG Mariendorf No.1 (Schwartzkopff
3019/1901) on display at the Deutsches Technikmuseum, Berlin;
photo taken on May 16, 2009.
Borsig 5528/1904, built for the Biberach-Oberharmersbach
Railway, is currently owned by EUROVAPOR. Photo taken by R. Jungels near Binzen, date
unknown (postcard from my collection).
Preserved T3 from an industrial railway (false
number 89 7159), Henschel
10037/1910, photographed in Gross-Bieberau in May 1997. Photo by W. Löckel (postcard
from my collection).
Another preserved T3: 89 6009, Humboldt 135/1902, previously Berlin 1808, then 89 7403,
withdrawn in 1930 and later used by private railways, returned to DR in 1950. Photo taken in Potsdam on May 17, 1993,
by someone who wishes to be known as MPW57. Source: www.de.wikipedia.org.
Another picture of the 89 6009: location unknown,
August 1971. Photo by Werner Nagel (from my collection).
An unknown T3, possibly Cöln 1817 (Borsig 4354/1891). Location and date unknown, possibly a
factory photo. From my collection.
Another unknown T3, photographed in Pfungstadt,
Germany, probably about 1914. Photo by Ernst Büchner (www.commons.wikimedia.org).
Between 1900 and 1904, Brandenburgische Städtebahn
obtained thirteen locomotives corresponding to KPEV
T3, built by Hohenzollern. Some
enjoyed surprisingly long service lives. No.5 (1485/1902) was taken over by DR and re-numbered 89 6119 in 1950; it was withdrawn
in September 1965. Photo taken at Neu-Rüdnitz, probably soon after
withdrawal. Source: Die Brandenburgische
Städtebahn
by Walter Menzel (Transpress, 1985).
Another locomotive from this batch, 89 6125 (ex
No.12, Hohenzollern
1709/1904) was sold to industry in 1957 and survived with Natursteinwerk Dubring
until about 1973, as the last of the ex-
Brandenburgische Städtebahn
T3s. This picture was taken in 1972, location
unknown; source: as above.
Former KPEV
Berlin 6146, then DRG 89 7403
(Humboldt 135/1902), was sold to a
private railway in 1931. Taken over by DR
and re-numbered 89 6009, it was withdrawn from line service in 1971 and
preserved. Photographed in Hetzdorf on June 8,
1975, with a special train. Photo from my collection.
T3 derivatives were built for many private
railways. DR 89 6143
(Orenstein & Koppel
4403/1911) was from a batch of ten examples, originally built by this
manufacturer for Oderbruchbahn.
Initially numbered 5 and then 3-22, it was finally written off in February
1967. Location and date unknown; photo from my collection.
No. 25 ‘Thiede’ (Hanomag
7310/1914) was operated by Braunschweigische Landesbahn. On
January 1, 1938, this company was taken over by DRG
and the locomotive was re-numbered 89 7537. It remained with DB and was written off in June 1953. Location and
date unknown. Photo by H. Maey (postcard from my
collection). |
As
early as in 1870s Prussian state railways KPEV
faced a necessity to introduce light universal locomotives with three driven
axles for local trains and switching; existing two-axle machines (later
classed T0, T1 and T2) were no longer sufficient. Such engine was designed by
Henschel on the basis of five locomotives built for Bergisch-Märkische Eisenbahn (BME). With some modifications,
including slightly larger drivers and increased piston stroke, this type was
standardized as Musterblatt III-4e
and accepted for production. Deliveries to KPEV started in 1882 and lasted until 1910, totaling 1345
examples from as many as nineteen manufacturers. Data quoted in various
sources show some discrepancies, probably due to the fact that these engines
were also built for various private operators, later absorbed by KPEV, as well as for industry and export.
In 1906 they were classed T3. This class, however, included also ex-BME engines, as well as 52 examples of
more powerful Musterblatt III-4p,
five earlier engines built by Henschel
in 1881 for Main-Weser Eisenbahn
(serial numbers 1235 through 1239) and five other similar locomotives. State
railways of Mecklenburg and Oldenburg ordered 68 and 15 examples, respectively.
A grand total of 1550 is quoted in most sources. Production of this type in
small numbers for various private railways continued after the war: the last
example built was Henschel
20345/1924, ordered by Italian Ferrovia
Alta Valtellina. T3s
were conventional and straightforward two-cylinder locomotives running on
saturated steam. Given the long production period and many manufacturers,
some diversity was inevitable. In KPEV
service alone, three basic variants were distinguished, differing in certain
details. First machines had no steam dome and were fitted with hand brakes.
Later, domes of various sizes and shapes were introduced and mechanical
Haberlein or steam brakes were fitted (many examples were subsequently
retrofitted with Westinghouse brakes). Coal and water capacities were also
increased, although all variants had coal boxes located in front of the
driver’s cab. Overall length was increased by almost 200 mm and weight rose
accordingly, but axle load remained moderate, not exceeding 12 tonnes. Grate
area was increased from 1.2 to 1.35 sq.m in later production examples.
Archaic Allan-Trick valve gear was retained through the entire production
period. These
light and small locomotives certainly were not star performers, but proved
very tough and reliable and their service life was in many cases surprisingly
long. They were also very versatile and initially were often used with light
local trains, hauling drafts of three or four cars. With cylinder bore of
only 350 mm their rated power was moderate, but due to small drivers tractive
effort was satisfactory. After the speed of local trains in Prussia was
increased from 40 to 50 km/h, they gradually disappeared from line service,
but for switching their performance remained adequate. After
WWI, German railways took over 511 ex-KPEV
machines, plus 49 from various other operators; they were designated class 8970-75.
Despite obsolescence, they still numbered about 250 in 1930 and some even
survived WWII. Details on T3 service outside Germany are scarce. Several
sources mention that they served in France, but these were possibly
locomotives previously used in Alsace and Lorraine, which remained there,
probably with industrial operators, after WWI; last were withdrawn in 1958.
Similarly, twenty examples were purchased by various Italian private railways
(not FS), last of them being withdrawn in early 1970s. According to www.pl.wikipedia.org, twenty examples
were built for China. Information on their service in Greece has not been
confirmed by competent Greek sources. After WWII, one example briefly served
with ČSD (classed 312.8, sometimes
written 312.8II to avoid confusion with former Czechoslovakian
class 312.8 – ex-KkStB class 36,
withdrawn in 1927); it was used only for auxiliary duties until written off
in 1947. Compared
to other German types, only a handful of T3s were taken over by Polish
railways after WWI – it seems quite possible that their obsolescence made
them not a very desirable booty. A total of 33 examples, classed TKh1, is
given by most recent sources. LP lists 26 engines (including two in
Gdańsk, designated TKh1-1Dz and TKh1-2Dz), and seven more with various local
private railways. A few were used by industrial establishments, but details
are lacking; apart from the above, LP lists seven engines with no data
on service or assignment. With PKP TKh1s served on local lines, mainly
in northern and eastern Poland; eight were withdrawn before 1939. After the
September campaign, fifteen TKh1s were captured by Germans. All but one were
impressed into the DRG service and numbered 89 7542 through 7555; of
these, seven (89 7544, 89 7546, and 89 7552 through 7555) were from local
railways. TKh1-7562 was not given a DRG number and was written off in
1940. Soviets captured seven engines, plus three that had been previously
withdrawn from the PKP service. Five of them later fell into German
hands; four served with Ostbahn with their original numbers and
TKh1-22 became 89 7556, although this number was assigned only formally. The
fate of three PKP engines is unknown. After WWII only eight returned,
including one from DR which was not restored in service. Post-war
class TKh1 incorporated also a dozen or so machines from various local German
railways, often slightly differing from the basic T3 design in some details.
Last engines of this type (TKh1-10, TKh1-11 and TKh1-19), based in Toruń,
were withdrawn from PKP service
between 1966 and 1967. It seems possible that those used by industrial
operators remained in use for a few years longer. Three TKh1s still exist,
namely: -
TKh1-20 (Orenstein & Koppel 3673/1909,
pre-war TKh1-3763, then DRG 89
7555), in 1951 sold to a sugar plant, plinthed at Sucha Beskidzka loco depot
in 1986 and transferred to Czerwieńsk in 2014; -
Orenstein & Koppel
1444/1905 (ex-KPEV Osten 6158, then
DRG 89 7491) – this engine is plinthed at Toruń Kluczyki loco depot
and designated TKh1-19, although it was used by a sugar plant as TKh3-1444;
original TKh1-19 had been scrapped; -
TKh1-429 (Hagans 430/1900, ex-KPEV Breslau 1963, then Breslau 6177),
plinthed at the Rybnik depot (this machine was temporarily given DRG designation 89 7474 in 1923, but
later went to industry and in 1925 this designation was allocated to a
different engine – many thanks to Ingo Hütter for information). Unfortunately,
the oldest surviving example in Poland (Henschel 1949/1885, designated
TKh 5), kept at the Odolany depot in Warsaw and later transferred to
Krzeszowice, was scrapped by thieves (!) in mid-2000s. This engine was used
by the Janikowo sugar plant and
never served with PKP. Collection
of the Warsaw Railway Museum includes TKh1-13; this designation is, however,
fictitious. In fact this locomotive (Orenstein
& Koppel 9336/1920) is former Kleinbahn
Weidenau-Deuz No.5, sold in 1942 to an unknown industrial establishment
in Upper Silesia and in 1955 transferred to a paper mill in Włocławek. Some
earlier sources state that this is pre-war TKh1-18 or TKh1-11, which is
incorrect. The reason for fitting it with fictitious plates and PKP logo is not known. Two
similar engines built for Liegnitz-Rawitscher
Eisenbahn by Vulcan and taken
over by PKP in mid-1930s were
classed TKh4; a few originally built for private operators and impressed into
PKP after 1945 were included, together
with other 0-3-0s, into class TKh100. I
have information on seven T3s preserved in Germany: -
Esslingen
2985/1898 (ex Braunschweigische Landeseisenbahn
‘Rhueden 13’, DRG 89 7531): Süddeutsches Eisenbahnmuseum, Heilbronn -
Henschel
5224/1899 (ex Kassel 1774, DRG 89
7296): Brandenburgische Museum für
Klein- und Privatbahnen, Gramzow; -
Humboldt
32/1899 (ex Elberfeld 1744, later sold to industry): Lübeck, private
property, fictitious designation 89 7077; -
Schwartzkopff
3019/1901 (ex GASAG Mariendorf
No.1): Deutsche Technikmuseum,
Berlin; -
Humboldt
135/1902 (ex Berlin 1808, DRG 89
7403, later sold to a private railway): owned by DB, with post-war DR
designation 89 6009; -
Hagans
499/1904 (ex Hannover 1854, DRG 89
7462): BSW Gruppe, Koblenz. -
Henschel
10037/1910 (ex Eisenindustrie Menden
und Schwerte): DGEG collection,
Neustadt, fictitious designation 89 7159. Another
German locomotive, Borsig 5528/1904 (EUROVAPOR No.30, ex
Biberach-Oberharmersbach railway No.20, represents a very similar version,
built for private railways. At least three examples are preserved in Italy:
two are plinthed, while the third (formerly Ferrovia Valle Sessero No.2),
based in Turin, is probably still operational. One more locomotive of this
type can be seen in The Netherlands: Hannover 1702 (Union 844/1896) is
in working order, based at Museum
Buurtspoorweg in Haaksbergen. This list is probably not complete; one
source estimates that forty to fifty T3s have survived until today, but this
number possibly includes 0-3-0 tank engines of other types. Main technical data
1)
Some sources give 1878 – 1906; production for various
private operators possibly continued until 1924. A total of 1345 examples,
given in some sources, refers to Germany only. 2)
After WWII. 3)
Some sources give 60.8 m2 4)
Some sources give 32 000 kg – higher value refers to
variants with increased coal and water capacities 5)
Some sources give 8 780 mm – see above. 6)
See above. 7)
Some sources give 22 or 24; refers to PKP only. 8)
Depending on variant; in PKP service Westinghouse brakes were fitted. References and
acknowledgments - TB
vol. 2, EZ vol. 1, LP, AP; - Ingo
Hütter (private communication); - www.utecht.de/bahn (website by Jürgen
Utecht); - Nick
Clarke (private communication). |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
