Where is the missing S160?

So you have 162's boiler. I've just been looking at my picture again and I've just noticed it's got a top feed, and not side mounted clacks, unless I'm seeing things.

 

The sectioned drawing is, as it says, a Vulcan Foundry Liberation type.

 

Are there two types of boiler?

 

I think the Liberation locos were 2-8-2s built to full european load gauge .

 

So, If I get this right, 162's boiler is not true S160 boiler?

Oh BTW. Liberation class were 2-8-0's and British built.

 

What is a "true" S160 boiler? Seems to me that there could have been a few variations over 30 years service.

I wonder who designed the Liberation: its funny how CMEs get all the credit for the work of their team on the main line railways, but less credit goes to the independant builder designers. Rumourpedia claims the Liberation was a development of the WD classes, but superficially it looks as if it were more S160 inspired.

 

When I was in Olesnice I had no other boiler to compare it with, but looking at it all these later, it has a lot of features which make it an odd boiler.

1st: It has top feed.
2nd: the front section of the boiler barrel has the larger rivited joint, where the clacks would be on a standard S160 boiler.
3rd: There are extra riveted mounting brackets under the boiler barrel.

All the other S160's have the standard boiler, so this one seems to be a modded British built Tr202 Liberation boiler!

Now that is a mongrel!

http://www.enuii.org/vulcan_foundry/photographs/locomotives/Publicity/Liberation.pdf

 

Looks interesting, like a hybrid between a WD and S160 2-8-0

 

Yes, you'll have a new class. The "Lib-160" Please don't get confused between WD 2-8-0's and Liberation 2-8-0's they are very different beasts.



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That Vulcan Foundry site looks fascinating. Its got a superb collection of drawings and so on. Here for example. http://www.enuii.org/vulcan_foundry/photographs/pictorial_loco_list.htm

 

it is amazing!

Another photo of a Liberation via that site:

 

Yes, you're right, from other angles there are next to no similarities

 

As PKP had both types, it would seem as though a smoke-box for a Tr203 to Tr202 boiler. Maybe the base of the throat plate and smoke-box distances are the same, ans a tweak at the back end would make the rear mounting fit. But someone went to a lot of effort to add brackets under the barrel to mount it properly.

I wonder if in the 70's they were suffering lots of S160 boilers being scrapped, and they had 30 engines which ere nearly the same boiler-wise, and decided to fit those boilers to the S160's, to keep a fleet of standard locos going.

I think if you were cut off from the rest of the World, behind an Iron Curtain, you use what you have.

 

TR202 LIBERATION

Polish railways took delivery of 30 Liberations (serial numbers 5387 through 5405 and 5440 through 5450, UNRRA numbers 1D31 through 1D49 and 1D84 through 1D94), classed Tr202 – all of them were based in Lower Silesia. First recorded service was in August 1946. Heavy freight traffic remained their principal domain throughout entire service life; according to official test data, their nominal rating was 1580 hp, only slightly lower than that of indigenous Ty45 with five coupled axles. No wonder, thus, that they were very seldom used with passenger trains, contrary to other UNRRA engines, Tr201s and Tr203s. In comparison with the latter types, Tr202 – being heavier by some 11 tonnes – developed in similar conditions over 40 percent more tractive effort, due to larger cylinder bore and higher boiler pressure. In-service modifications of these modern locomotives were few and typical, apart from shifting driver’s post to right in late 1950s. Large central headlight was later removed and live steam Davies-Metcalfe injectors were replaced by typical Metcalfe-Friedmann and Nathan units. Smokestack extensions were also fitted, although some examples received new, longer smokestacks. Copper fireboxes were replaced with steel ones during overhauls in late 1950s.

First engine of this class withdrawn from service was Tr202-29 (s/n 5449/1946), written off in September 1971. Soon, however, excessive wear and tear were revealed, partly due to intensive service with drafts even by one-third heavier than previously envisaged. In particular, engine and tender frame fractures were common. Repairs were considered costly and unjustified, so the last example (Tr202-10, s/n 5396/1946) was withdrawn in December 1976. At least six examples remained in use for several more years as stationary boilers. A British railway museum tried to purchase Tr202-12 (s/n 5398/1946) and Tr202-20 (s/n 5440/1946), which served in that role at a textile industry plant since 1974, but these plans never materialized and both engines were scrapped in 1984. Tr202-28 (s/n 5448/1946) was initially in 1975 intended to be sold to Keighley & Worth Valley Railway, but again British railway enthusiasts failed to obtain a Liberation – the engine returned to service for a few months, then was definitely withdrawn, plinthed in Oleśnica in July 1990 and finally transferred to Jaworzyna Śląska. K&WVR managed to purchase a WD 2-8-0 Austerity (Vulcan Foundry 5200/1945) from Sweden in 1976 instead. Tr202-19 (s/n 5405/1946), having suffered from similar twists of fate, finally found its way to the Chabówka heritage park in 1995. These two examples still exist and most probably are the only surviving Liberations. According to some sources, several Yugoslavian 38s were dumped in Belgrade, but it is most likely that all have been scrapped.

TR201/203

Poland had a large fleet of Consolidations. First 75 engines (Lima – 34, ALCO – 26, Baldwin – 15) were supplied by UNRRA and classed Tr201; they arrived between January 1946 and February 1947. Further 500 examples (Lima – 189, ALCO – 162, Baldwin – 149), purchased directly from USATC stocks, were designated Tr203 and delivered between September 1946 and August 1947. It is not clear why these otherwise identical machines were not included in the same class; it has to be noted, however, that those supplied by UNRRA were basically brand-new engines, while those from USATC saw some service and almost one-third were unserviceable. These badly needed locomotives were used throughout the country in many roles, often running with passenger trains. They were, however, too weak for heavy drafts, typical for Polish freight traffic, so with mounting supplies of more powerful Ty45s, Ty246s and later Ty51s were shifted to switching and secondary duties.

In Poland S160s were considered modern and efficient engines with good steaming capacity, but their shortcomings, resulting from simplified design, were obvious; in general, British wartime Liberation locomotives, designated Tr202, were viewed superior, particularly due to higher manufacturing quality and high-grade materials used. Running qualities left something to be desired and engines were considered prone to derailing. In PKP service their maximum speed was soon reduced to 65 km/h. In 1956, after numerous fractures of boiler riveted joints had been revealed during overhauls, boiler pressure was reduced to 13 bar. Modifications included fitting Trofimov piston valves, standarized headlights (instead of wartime kerosene ones), cab side doors and several minor changes, improving safety and reliability. One machine was converted into a tank locomotive, with modified boiler used in TKt48; this hybrid, built in 1957 and classed TKr55, was successful, but remained a single prototype, as production of steam locomotives was terminated. Two Ok22 passenger locomotives were reboilered with Tr203 boilers from Lima 8452/1943 (Tr203-167) and ALCO 70964/1943 and designated Ok203 (later Ok55), but despite plans for further conversions the project was abandoned for the same reason. TKr55 and Ok55 shall be described under separate entries.

 

TKr55

After WWII Polish state railways PKP obtained 575 American freight engines of the S-160 Consolidation type, classed Tr201 (supplied by UNRRA – 75 examples) and Tr203 (purchased from USATC stocks – 500 examples). They were among the most important PKP locomotives during the first post-war years and often ran with passenger trains. Their running qualities, however, left something to be desired; they also had several minor shortcomings, resulting mainly from simplified design. In early 1950s these locomotives were shifted to switching or withdrawn and kept in reserve.

Due to modern boiler design and comparatively high efficiency, in 1952 it was decided to marry their boilers with the undercarriages taken from Ok22 passenger engines. This hybrid was classed Ok203 (later Ok55) and two examples were converted between 1952 and 1953. As results were considered satisfactory, plans were eventually drawn to utilize all available Tr201s and Tr203s in such manner. As a ‘by-product’, it was decided to use the S-160 frame and wheelsets to build a tank engine, fitted with a new boiler. Such locomotive would be suitable for local traffic, both freight and passenger, as well as capable to supplant a motley collection of obsolete and inefficient switchers then in use with PKP and industrial operators.

Detailed design was completed in 1955. The prototype was built by ZNTK (Railway Stock Repair Works) of Wrocław in 1957 and designated TKr55-1. Original frame, wheelsets and steam engine were almost unchanged, apart from local frame strengthening; rear coupled axle was given side-play of ±20 mm, in order to allow negotiating curves 120 m in radius. New boiler, of welded construction, was based on that of the TKt48 tank locomotive then in production, but shortened by almost 900 mm, married with the Tr203 superheater and fitted with the rocking grate. Water and coal boxes, as well as the driver’s cab, were also patterned on that of the TKt48. TKr55 turned out as a successful engine, with low fuel consumption and ability to burn low-grade coals. It, however, appeared too late. In 1957 it was decided to terminate the development of steam locomotives in Poland and concentrate on rapid electrification and diesel power. No more TKr55s were thus built. The prototype was used for switching in Kutno until 1972; unfortunately, it has not been preserved.

 

Ok55

American S-160 Consolidation freight locomotives formed an important part of the PKP inventory immediately after WWII. 75 machines of this class, designated Tr201, were supplied by UNRRA and further 500 (Tr203) were purchased from USATC stocks. In view of motive power shortages in this period, their importance cannot be underestimated; they were not, however, trouble-free. Running qualities left quite much to be desired, but boiler design was modern by current European standards and overall boiler efficiency was high. Due to comparatively high failure rate and mounting supplies of heavier freight locomotives, in early 50s they were being shifted to switching or withdrawn and kept in reserve.

At the same time, PKP had considerable number of Ok1 (Prussian P8) and Ok22 (its direct derivative) passenger locomotives, characterized by excellent running qualities, but obsolete and not entirely satisfactory boiler design, as well as low steam pressure of only 12 bar. In particular, Ok22 engines were comparatively new, but their efficiency was rather low by current standards. As shortages of passenger locomotives were particularly acute, and a few wrecked Ok22s were at hand, a decision was taken to marry an Ok22 undercarriage with a Tr203 boiler and thus obtain a ‘new’ engine that would combine good running qualities with a modern and efficient boiler.

Between 1952 and 1953, ZNTK (Railway Stock Repair Works) of Piła installed the boiler taken from the Tr203-167 (Lima 8452/1943) on the frame of a wrecked Ok22. 22D23 tender, usually coupled with Ok22s, was soon supplanted by 32D2 (ex-German 2’2’T31,5) with much larger water-box. The resultant hybrid was designated Ok203-1 and underwent tests between August 15 and December 30, 1953. First results were not entirely satisfactory, as steam production was found insufficient. After smoke stack lengthening by 200 mm and some minor modification of the smoke-box a considerable improvement was achieved. According to the official report from tests (of which I have a copy), maximum tractive effort was 12.8 tonnes and the engine proved capable of hauling a 2490-tonne draft at 48 km/h. The second example, Ok203-2, with boiler taken from ALCO 70964/1943, followed in 1955. Some sources claim that these two frames had previously belonged to Ok22-35 and Ok22-45, actually written off a few years later, but this question in fact remains open, as there were some wrecked Ok22s that had no service numbers allocated after WWII and were left for cannibalization. Old boilers were later fitted to Ok22-57 and Ok22-67. It should be also said that the Ok203 designation just reflected the origin of these machines and did not comply with relevant PKP standards.

Most radical concepts envisaged similar utilization of all available Tr201s and Tr203s, but in such case comparatively new undercarriages and tenders of American locomotives would find no use and probably end up as scrap after only a few years’ service. It was thus decided to convert Tr203 undercarriages into universal tank locomotives, designated TKr55, while their boilers and tenders would find their use in modified passenger locomotives, now more appropriately designated Ok55. In order to test this concept, an order was placed in ZNTK (Railway Stock Repair Works) of Wrocław in October 1958 for one machine, namely Ok55-3 (Ok203-1 and Ok203-2 had been re-designated Ok55-1 and Ok55-2, respectively). In fact this was a new locomotive that utilized neither Ok22 frame and wheelsets nor Tr203 boiler. There were substantial modifications; among them, welding was widely introduced instead of riveting. In particular, boiler was of entirely welded construction and featured also increased number of smoke tubes, new superheater and air heater in the smoke-box, easily seen in front view and very characteristic for this particular engine. Wide introduction of roller bearings was another noteworthy feature, and external frame of the lead truck was a novelty in Polish locomotive design. The machine was fitted with a modified 25D203 tender of American origin, re-designated 30D55.

After brief and entirely successful tests, Ok55-3 was accepted by PKP in May 1959. Operational experience was encouraging and it was planned to build further machines, utilizing modernized Tr203 boilers. These plans, however, never materialized. Both HCP and Fablok had already said definite farewell to steam locomotives, while repair works had no capabilities to start large-scale production. Thus Ok55-3 was in fact the very last steam locomotive built for PKP (although it was neither the last one accepted by this service nor the last one built in Poland!). This engine after its first major repair re-appeared in 1965 in a form much different from the original one. In particular, it featured an Ok22 undercarriage and driver’s cab and the characteristic air heater was missing. The reasons for these changes are not clear; frame fatigue has been pointed out as the possible main reason. Anyway, all three Ok55s had now much in common with Ok22s (except for boilers) and in October 1970 were impressed into this class, becoming Ok22-89, 90 and 91. They were written off between 1976 and 1978, which means that their service was quite short. Unfortunately, all three were scrapped.

 

There's two liberations in Poland, one at Jaworzyna Slaska and one at Chabowka. The Chabowka example I believe was at Olsenica at the time tr203-162 was there.

That example has a badly damaged fireboxand so requires a new one and was subject to an overhaul plan just recently by the local government as part of the package (if it ever gets through bureaucracy) to take Chabowka off PKPs books.

 

Could this be the boiler? It looks shorter. but is that just the smokebox, and a trick of the eye?

 

Hi ADB968008.

Olesnice restored a Tr202-19 in the late 80's, and it used to be plinthed at the station.



By 1993 it had been removed from the station, and was parked at the front of the works, near 162, and an ex heating boiler Ty51.



The Tr202 stayed there until 1996, when it was moved to Chabowka.



And add a wheel to a Tr203 and you get a Super monster Ty246



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