PKP series TKt48

PKP series TKt48
Numbering:	TKt48-1… -191
Number:	PKP: 191 works ; locomotives: 18
Manufacturer:	Cegielski , Poznan ; Fablok , Chrzanów
Year of construction (s):	1950-1957
Axis formula :	1'D1 '
Gauge :	1435 mm ( standard gauge )
Length over buffers:	14,200 mm
Height:	4,480 mm
Fixed wheelbase:	1,700 mm
Smallest bef. Radius:	150 m
Empty mass:	78 t
Service mass:	98 t
Friction mass:	67.25 t
Wheel set mass :	16.8 t
Top speed:	80 km / h
Driving wheel diameter:	1,450 mm
Impeller diameter:	850 mm
Control type :	Heusinger
Number of cylinders:	2
Cylinder diameter:	500 mm
Piston stroke:	700 mm
Boiler overpressure:	16 bar
Number of heating pipes:	97
Radiant heating surface:	15.5 m²
Tubular heating surface:	58.5 m²
Superheater area :	49.1 m²
Evaporation heating surface:	123 m²
Water supply:	10 m²
Fuel supply:	6 tons of coal
Brake:	Westinghouse and Knorr

The PKP class TKt48 was a tender steam locomotive of the Polish State Railways (PKP). Originally intended for use in suburban traffic, the locomotives were later mainly used for passenger and freight trains on the low mountain range in southern Poland.

history

The locomotive was designed in the central Polish design office in Poznan from 1948 . The basis of the construction were never implemented plans for a class 83 of the DR , which came from the Linke-Hofmann-Werke in Breslau . In the years 1950–57, over 200 locomotives were supplied by the Polish locomotive factories Cegielski and Fablok , 191 of which were delivered to PKP.

The locomotives proved to be unsuitable for their original application in fast suburban traffic because of their rather low power. Thanks to the relatively high frictional mass, however, the locomotives were ideal for operation on the low mountain range. On the routes in the Giant Mountains and in the foothills of the High Tatras , the locomotives proved themselves as real universal locomotives. In addition, due to the top speed of 80 km / h in both directions of travel, these machines do not have to be turned - a major advantage when they are used on secondary routes.

The locomotives were still in scheduled use in large numbers until the end of the 1980s. It was only when most of the branch lines in Poland were shut down in 1989 that the locomotives were no longer used, and they were retired and scrapped.

The Albanian railway Hekurudha Shqiptare had acquired six locomotives in the late 1950s. The "avullore" were in use until 1986. At first they pulled passenger and freight trains on the Durrës - Peqin line, Albania's first railway line . Later, they were in port Durres and depot Shkozet for maneuvering used by freight wagons.

The following locomotives have been preserved in a museum:

TKt48-191 in the Museum of Vehicles and Railway Technology in Chabówka as an operational museum locomotive
TKt48-188 in Saint-Sulpice ( Switzerland ) as an operational museum locomotive
TKt48-147, TKt48-143 in the Wolsztyn steam plant (currently not operational)
TKt48-177 as a monument locomotive in Nowy Sącz
TKt48-53 as a monument locomotive in Iława
TKt48-18 (as an operational museum locomotive), TKt48–67, TKt48–100, TKt48–173 in Jaworzyna Śląska
TKt48-102 in Jasło
TKt48-58 as a monument locomotive in Jelenia Góra
TKt48-119 as a monument locomotive in Wałbrzych
TKt48-29 as a monument locomotive in Szczecin Główny
TKt48-146 as the club's own (KSK) locomotive in Breslau, intended for operational refurbishment
TKt48 2923-02 as an exhibit in Tirana , Albania

Constructive features

The frame, boiler and superstructure of the locomotive are welded. The frame is designed as a bar frame. The appearance of the driver's cab with the sloping end walls and the short smoke deflectors on the chimney is unusual. Because of this appearance, this machine is sometimes not without controversy, especially among railway (photo) friends.