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Tkt48-177, plinthed in front of the station buildings at Nowy Sacz. Photo Mariusz Rzepkowski, via Wikipedia Commons.
I occasionally get enquiries from readers who are interested in buying a Polish steam locomotive. There are still a couple of hundred steam locomotives in Poland which are either plinthed at various remote country locations or mouldering in obscure sidings. In principle, what could be more worthy, than giving one of these locomotives a new lease of life. In practice, the path of locomotive acquisition and restoration can be very tortuous, particularly for someone who is not Polish.
First of all, if you do find a locomotive owner who is willing to sell you are likely to come up head-to-head with with a Polish society were also trying to acquire the same engine. If it comes to a bidding war, a ‘foreigner’ is likely to have more resources available that a Polish preservation society, but do you really want to start your railway preservation venture in Poland having antagonised the very people whose help you may need to progress your project.
Secondly, Poles are all too aware that the average income in Great Britain is some five times that in Poland. So you are likely to find yourself being charged more for many services such as transport or secure storage than a Polish owner.
Thirdly, those locomotives that are likely to come up for sale, have in all probability been stripped of so many parts that their restoration would be a long and very expensive process.
Tkp “Slask” at Labedy Steelworks. Special event organised for British railfans, September 2007. Video by Rembek.
In my view there is a better option than trying to acquire outright ownership a Polish steam locomotive. It is to join forces with an existing owner and help to provide the resources which will make possible the restoration of the locomotive within a reasonable timescale. The result could could be a win-win for both sides. The new investor is not faced with bills for acquisition, transport or secure storage. Any money immediately available can be spent on restoration. Of course, for such an arrangement to work well a clear partnership agreement properly executed according to Polish law is essential.
“Las” 0-6-0T on the Bieszczady Railway. Photo BTWT.
How might such an agreement work? Let’s look at a number of examples. A Polish society owns a Tkt48. It only needs some £20,000 spent on it to be restored to working order. The society are busy with a large number of other projects and the Tkt48 is not a high priority. The locomotive would be available to any individual or group willing to adopt the locomotive for a particular length of time. Meanwhile another Society would be happy to lease the locomotive – once it is restored – to haul regular freight trains on a municipally owned branch line.
Take another example. An Englishman owns a Tkp ‘Slask’ 0-8-0T. He’s busy with a number of other projects in central Europe. He is looking for an individual or group to invest in the restoration of the locomotive to running order and in return for the investment is willing to give the investor a 50% share in the locomotive.
Final case. A Polish group owns a 750 mm gauge 0-6-0T ‘Las’. The group has its hands more than full working on a large collection of standard gauge rolling stock. The locomotive could easily be restored to working order. The owning Society would like a number of incoming investors to form a subgroup working as full members of the parent organisation. The locomotive’s new minders could take the loco to work on other narrow gauge lines as a roaming ‘ambassador’ for the parent organisation.
The above examples are not hypothetical, but are examples of real loc