SM42, SP42 and SU42

 

SM42_39

 

Something slightly ‘different’ to begin with: SM42 (number unknown) on the longest stone railway bridge in Poland; Bolesławiec, June 7, 2006.

 

 

SM42_10

 

Slightly derelict SM42-002, photographed at the Ełk depot on June 15,2006.

 

SM42_25

 

Another picture taken in Ełk on the same day: SM42-016.

 

SM42_5

 

SM42-144 leaves the Szczytno station with a passenger train on July 26, 2002.

 

SU42_5

 

Another picture from Szczytno: SU42-503, photographed on September 8, 2005.

 

SM42_sc

 

SM42 side view; drawing by M.Ćwikła from SK vol. 5/2002.

 

SU42_sc

 

‘New’ SU42 side view; drawing by M.Ćwikła from SK vol. 10/2001.

 

 In early 2004, over 80 SM42s were based in Warsaw (where I live). Some can be seen here. A number of SM42s remain in use with ArcelorMittal Warszawa steelworks – check here.

 

SM42_2

 

This Ls800-2667, photographed at the Turoszów station on August 21, 2002, is used by the Turów power plant (cooling towers in the background).

 

SM42_110

 

Another picture of this locomotive (but re-designated SM42-2667), taken at the same location on December 21, 2010.

 

SM42_18

 

Another example from a power plant, this time SM42-2196 from Ostrołęka; October 14, 2005.

 

SM42_6

 

SM42-831, Pilawa, February 2, 2003.

 

SM42_3

 

SM42-765 at the Zawidów station, August 22, 2002.

 

SM42_7

 

SM42-1122, Mława, May 10, 2003.

  

SM42_9

 

This SM42-893, photographed at the Chabówka loco heritage park, is not a heritage loco! Photo taken on April 13, 2004.

 

SM42_26

 

During the 2006 steam locomotive show at the Chabówka depot, SM42-664 provided necessary assistance; July 29, 2006.

 

SM42_72

 

Another SM42 on duty in Chabówka: SM42-270, photographed on November 12, 2008.

 

SM42_4

 

SM42-2015, used by PRKiL track maintenance company; Rogów, November 22, 2006.

  

SM42_11

 

SM42-1109, Iłowo, October 24, 2004.

 

SM42_12

 

SM42-950, Milówka, March 2, 2005.

 

SP42_1

 

SP42-175, Kościerzyna, February 5, 2003.

 

SU42_1

 

SU42-514, Puck, August 6, 2003.

 

SU42_2

 

SU42-524, Hel, August 16, 2003.

 

SM42_44

 

Due to deteriorating track condition, only light diesel locomotives are allowed to enter the Hel promontory. SM42-126...

 

SM42_45

 

...SM42-356 with SU42-514...

 

SU42_10

 

...and SU42-514 alone were photographed at the Hel station on August 23, 2007.

 

SM42_13

 

SM42-514, photographed at the Krotoszyn station on April 13, 2005...

 

SM42_20

 

...SM42-890, photographed at the same location on April 7, 2006...

 

SM42_50

 

...and SM42-862, the same location, January 30, 2008.

 

SM42_64

 

Krotoszyn once again: SM42-861, August 13, 2008.

 

SM42_19

 

SM42-1050, Bolesławiec, March 3, 2006.

 

SM42_21

 

Derelict SM42 (number unknown), photographed at the Ostrołęka depot on April 27, 2006.

 

SP42_2

 

SP42-242, Chojnice, August 15, 2004.

 

SM42_22

 

SM42-336, photographed in Wolsztyn during the Steam Locomotive Gala on April 29, 2006.

 

SM42_59

 

SM42-336 performed the same duties during the 2008 show; photo taken on May 2.

 

SM42_42

 

During the 2007 parade on April 28, SM42-650 was used for switching.

 

SM42_52

 

Another picture of the SM42-650, taken near the Poznań Franowo depot on February 18, 2008...

 

SM42_51

 

...and more photos taken on the same occasion: SM42-423...

 

SM42_53

 

...SM42-1068...

 

SM42_54

 

...SM42-758...

 

SM42_55

 

...and SM42-857.

 

SM42_60

 

Another picture from this location: SM42-1096, May 15, 2008

 

SM42_70

 

…and yet another: SM42-774, October 28, 2008.

 

SU42_4

 

SU42-530, Kudowa Zdrój, May 3, 2005.

 

SM42_28

 

SM42-1077, Kraków Płaszów, September 9, 2006.

 

SP42_3

 

SP42-245, photographed at the Jelenia Góra depot on November 1, 2004.

 

SP42_4

 

Three more pictures from this location, taken on November 29, 2008: SP42-001…

 

SP42_7

 

… SP42-235 in rather poor condition…

 

SM42_71

 

…and SM42-499, displaying new PKP Przewozy Regionalne livery.

 

SM42_73

 

New PKP Przewozy Regionalne livery is also demonstrated by this SM42-304, photographed in Tarnowskie Góry on September 1, 2008. Photo by Ryszard Rusak (thanks for permission!).

 

SM42_24

 

SM42-2149 from the Pol-Miedź Trans fleet, Lubin Górniczy, June 9, 2006.

 

SU42_3

 

SU42-516, Jaworzyna Śląska station, August 4, 2004...

 

SU42_6

 

…and the same example, photographed at the Kamieniec Ząbkowicki depot on May 4, 2006

 

SU42_7

 

...together with SU42-528...

 

SU42_8

 

...and SU42-540.

 

SU42_9

 

Derelict SU42-128, Legnica depot, June 9, 2006. Lack of the fairing aft of the driver’s cab is clearly visible.

 

SP42_5

 

SP42-208, Opole, October 4, 2006.

 

SM42_29

 

SM42-1038, Gliwice, October 6, 2006.

 

SM42_41

 

SM42-847, photographed at the Rybnik depot on April 10, 2007.

 

SM42_43

 

SM42-735, Ełk depot, August 14, 2007.

 

SM42_46

 

Two locomotives photographed at the Gdynia Grabówek depot on August 23, 2007: SM42-943...

 

SP42_6

 

...and SP42-161, the latter probably withdrawn.

 

SM42_56

 

One of very few photographs of the EPA42-001, taken at the Warszawa Odolany depot, probably in 1996. Photo by Maciej Stępień (thanks for permission!).

 

SM42_58

 

SM42-2251 from the Maczki Bór sand mine, photographed in Czempiń on May 2, 2008.

 

SM42_61

 

Two SM42s photographed at the Nysa station on June 14, 2008: SM42-109...

 

SM42_62

 

...and SM42-1146.

 

SM42_65

 

Two SM42s, photographed in Korsze on September 9, 2008: SM42-1122...

 

SM42_66

 

…and SM42-254.

 

SM42_67

 

This engine belongs to the Konin lignite mine; note dual designation (Ls800/SM42-1657). Photo taken at the Kleczew depot on September 16, 2008.

 

SM42_79

 

SM42-2130 from the PCC Rail fleet, photographed at the Sosnowiec Jęzor depot on November 27, 2009.

 

SM42_80

 

SM42-1026, Racibórz station, April 27, 2009.

 

SM42_81

 

SM42-073, Wrocław Sołtysowice, June 3, 2009.

 

SM42_82

 

Back in Wrocław: SM42-411 from Majkoltrans company, photographed at the Psie Pole station on August 7, 2009.

 

SM42_83

 

Korsze again, August 15, 2009: SM42-722 in new PKP Cargo livery…

 

SU42_11

 

…together with two SU42s: SU42-503…

 

SU42_12

 

…and SU42-526, the latter displaying new PKP Przewozy Regionalne livery.

 

SM42_84

 

Chabówka again: SM42-750 was the ‘service loco’ during ‘Parowozjada 2009’. Photo taken on September 6, 2009.

 

SM42_87

 

SM42-473, PKP Cargo, approaches the Wrocław Psie Pole station; February 17, 2010.

 

SM42_89

 

SM42-385, PKP Cargo, photographed with a track maintenance draft at the Warszawa Wawer station on March 4, 2010.

 

SM42_90

 

SM42-621, photographed in Zduńska Wola Karsznice on April 6, 2010.

 

SM42_109

 

Another picture from this location: SM42-510, October 6, 2010.

 

 

SM42_92

 

SM42-459, PKP Cargo, Krotoszyn station, May 19, 2010.

 

SM42_96

 

This SM42-592 (Fablok 8631/1973) is used by the PNI track maintenance company; photo taken near the Warszawa Zachodnia station on September 19, 2010.

 

SM42_97

 

Two SM42s used by Kłodawa Salt Mine: SM42-2135 (Fablok 8401/1972)…

 

SM42_98

 

…and SM42-2577 (Fablok 10335/1983). Both pictures taken during our visit with Chris West on September 20, 2010. Many thanks to everyone involved for the ride!

 

SM42_99

 

Two more SM42s, photographed at the Kłodawa station on the same day: SM42-2037, Pol-Miedź Trans (Fablok  8107/1970)…

 

SM42_100

 

…and SM42-2190 from the Lotos Kolej fleet, but still in old PKP-type livery. More pictures of SM42s from this company can be found here.

 

 

SM42_108

 

Another Pol-Miedź Trans locomotive: SM42-2162, photographed in Bolesławiec on October 6, 2010.

 

SU42_13

 

Two pictures by Norbert Tkaczyk (thanks for permission): SU42-516 (ex SP42-236, Fablok 9901/1978), Tułowice Niemodlińskie, October 14, 2007…

 

SU42_14

 

…and SU42-504 (ex SP42-055, Fablok 8757/1973), Polanica Zdrój, October 19, 2008. SU42s have already been replaced with railcars in this region.

 

SM42_111

 

Two SM42s from the PKP Cargo fleet, photographed in Zduńska Wola Karsznice on March 26, 2011: SM42-381 (Fablok 8121/1971)…

 

SM42_112

 

…and SM42-875 (Fablok 9557/1976).

 

SM42_114

 

This SM42-2292 is owned by PRK Kraków track maintenance company; photo taken at the Lubin Górniczy station on May 13, 2011.

 

SM42_115

 

Zduńska Wola Karsznice again: STK-owned SM42-2427 with a draft of tank cars. June 17, 2011.

 

SM42_118

 

SM42-381, PKP Cargo, Skierniewice, September 21, 2011.

 

SM42_119

 

SM42-528, PKP Cargo, maneuvering at the Sochaczew station; October 4, 2011.

 

SM42_120

 

This SM42-1153 is operated by PNI track maintenance company; Tomaszów Mazowiecki, October 19, 2011.

 

SM42_122

 

SM42-969, PKP Cargo, photographed in Sosnowiec on December 19, 2008 – clearly a rainy day. Photo by Michał Korfel (from my collection).

 

SM42_123

 

SM42-289, also PKP Cargo, location and date unknown. Author – as above.

 

SM42_129

 

SM42-1107 working a short freight train near Ogorzelec in June 1998. Photo by Henryk Magoń (postcard from my collection).

 

SM42_130

 

This storage track used to be occupied by ET42s: SM42-1156, photographed in Zduńska Wola Karsznice on December 21, 2011.

 

SM42_132

 

Another visit to the same location: a SM42-2467, operated by Hagans Logistics and advertising the Cargomaster software package. February 29, 2012.

 

SM42_133

 

Two locomotives from the DB Schenker Rail Polska fleet: SM42-2032…

 

SM42_134

 

…and SM42-2249, both photographed at the Sosnowiec Jęzor depot on April 10, 2012.

 

SM42_135

 

This SM42-204 is operated by Przewozy Regionalne; photo taken at the Skarżysko Kamienna station on April 14, 2012.

 

SM42_136

 

Back to Zduńska Wola Karsznice: SM42-100, April 25, 2012...

 

SM42_137

 

...SM42-861, two days later...

 

SM42_138

 

…and SM42-1112, photographed on the same day; all are operated by PKP Cargo.

 

SM42_140

 

SM42-2600, Lotos Kolej, Koluszki station, June 27, 2012.

 

SM42_141

 

Another picture from this location: SM42-741, PKP Cargo, July 25, 2012.

 

SM42_142

 

Ls800-9364, Orion Kolej, photographed in Rokiciny on September 12, 2012.

 

SM42_143

 

SM42-2167 from the same operator, photographed a few hours later in Długołęka.

 

SM42_144

 

Another private operator: SM42-2500, SKPL, photographed at the same location two days later.

 

SM42_145

 

Four SM42s from the PKP Cargo fleet, photographed in Zduńska Wola Karsznice: SM42-692, September 14, 2012…

 

SM42_146

 

…SM42-149, December 9, 2012…

 

SM42_147

 

…SM42-452, photographed on the same day…

 

SM42_149

 

…and SM42-911, photographed on March 1, 2013.

 

SM42_150

 

SM42-419, Bydgoszcz Główna station, March 9, 2013.

 

SM42_151

 

This SM42-2384 is operated by PGE Elektrownia Turów power plant and was photographed at the Turoszów station on May 24, 2013.

 

SM42_152

 

SM42-935, PKP Cargo, was photographed in Zduńska Wola Karsznice on the next day.

 

SM42_158

 

SM42-093, photographed exactly at the same location on June 7, 2013.

 

SM42_153

 

Three pictures of Moroccan DG200s, taken by Bogdan Waga in Casablancaon June 9, 2001 (from my collection): DG 209...

 

SM42_154

 

…DG 213…

 

SM42_155

 

.and DG 226.

 

SM42_156

 

SM42-156, photographed in Bochnia, date unknown. Photo from my collection.

 

SM42_160

 

SM42-778, Gdynia, 2003. Photo from my collection.

 

SM42_161

 

SM42-735, somewhere in Poland, date unknown. Photo from my collection.

 

SM42_162

 

SM42-451, Koluszki, August 19, 2013.

 

SM42_163

 

SM42-433, photographed in Suwałki in 2002. Photo from my collection.

 

SM42_164

 

SM42-958 at the Rybnik station, January 29, 2008. Photo by Rafał Roskosz (from my collection).

 

SM42_165

 

SM42-1017, photographed on the same occasion.

 

SP42_8

 

SP42-137, Racibórz station, date unknown. Photo from my collection.

 

SU42_15

 

SU42-536, Kamieniec Ząbkowicki, May 1, 2003. Photo by K.Kociołek (from my collection).

 

SU42_16

 

SU42-501, Gdynia, November 9, 2003. Photo by K.Kociołek (from my collection).

 

SM42_166

 

SM42-816, photographed at the Radom station on September 30, 2013.

 

SM42_167

 

SM42-946, Rybnik, June 8, 2004. Photo by Rafał Roskosz (from my collection).

 

SM42_169

 

SM42-1017, the same author and location, November 19, 2002.

 

SM42_168

 

SM42-848, Leszno station, September 6, 2004. Photo by K.Kociołek (from my collection).

 

SM42_170

 

SM42-067, location unknown, 2002. Photo from my collection.

 

SM42_171

 

SM42-044, Gdynia, 2003. Photo from my collection.

 

SM42_172

 

SM42-038 and two SU42s, Kamieniec Ząbkowicki, July 2, 2004. Photo by K.Kociołek (from my collection).

 

SM42_173

 

SM42-1104, Bydgoszcz, date unknown. Photo from my collection.

 

SM42_174

 

The same locomotive, photographed at the Toruń Główny station on April 23, 2000. Photo by Łukasz Piotrowski (from my collection).

 

SM42_175

 

SM42-032, location and date unknown. Photo from my collection.

 

SM42_176

 

SM42-1040, Bydgoszcz, date unknown. Photo by Zenon Maternowski (from my collection).

 

SM42_177

 

SM42-2167 operated by Orion Kolej. Photo taken at the Kościerzyna station on September 23, 2013.

 

SM42_178

 

SM42-2334, photographed on the same occasion.

 

SM42_179

 

SM42-746, Zduńska Wola Karsznice, October 4, 2013.

 

SM42_181

 

The same location: SM42-2563, October 30, 2013.

 

SM42_180

 

SM42-2564, probably owned by PHU Lokomotiv and leased to a track maintenance company. Koluszki station, October 4, 2013.

 

 

SM42-556, operated by Przewozy Regionalne, photographed in Poznań in 2010. Photo by Robert Wójcik (from my collection).

 

 

SM42-2636, CTL Chemkol, Kędzierzyn-Koźle, March 28, 2014.

 

 

SM42-2640: the same operator, location and date.

 

 

SM42-1081 from the PKP Cargo fleet; Iława, May 17, 2014.

 

 

SM42-1059, photographed on the same occasion.

 

 

A photo (unfortunately not a particularly good one) of the Ls1000-001, operated by PTKiGK Rybnik. Location and date unknown. Photo from my collection.

 

 

Ls1000-002 from the same operator: <ay 11, 2004, location unknown. Photo by Rafał Roskosz (from my collection).

 

 

SM42-2353 operated by the Kotlarnia salt mine, photographed at the company’s depot on September13, 2000. Photo from my collection.

 

 

SM42-2455, Orion Kolej (previously operated by Lotos Kolej) with a draft of track maintenance vehicles; Warszawa Wawer, July 16, 2014.

SM42 medium switcher was developed with an intention to replace a motley collection of obsolete and worn-out steam engines used for switching and with light local freight trains. Such locomotive was necessary for both PKP and industrial operators, for whom 300 hp SM30 was too weak. Design was submitted by the CBK PTK (Central Design Bureau of the Railway Stock Industry) of Poznań in 1962 and production was entrusted to Fablok of Chrzanów. New machine was fitted with the indigenous a8C22 medium-speed turbocharged eight-cylinder diesel, developed by HCP; up-rated version of this prime mover was later successfully used in the SM31 heavy switcher, but its 12-cylinder variant, intended for the SP45 passenger locomotive, proved a failure and was finally abandoned. Alternative and more advanced high-rpm CD19 diesel engine, although built as a prototype and successfully tested, was not proceeded with.

Almost in parallel, attempts to produce a medium switcher with hydraulic transmission were pursued, on the basis of Soviet TGM3, which was license-built at Fablok as type 12D or Ls750H with imported diesel engines and torque converters (PKP class SM15). This locomotive, however, proved very unreliable and only 57 examples were built. Their service life was extremely short and SM42 was left on the field.

New machine (factory designation 6D) owed something to earlier SM30, as well as to SM40/SM41 supplied by Hungarian Ganz-MAVAG, and certainly drew on service experience acquired with them, but was an entirely new design. Prototype (s/n 6276/1964) was rolled out in June 1964 and underwent extensive tests, so it was not accepted by PKP before 1967 and actually was preceded in service by SM42-002 and SM42-003, delivered in March 1965. If not particularly advanced, SM42 proved a sound and successful design. Production for PKP lasted until 1981; it was re-commenced four years later and continued, on a small scale, until 1993. Deliveries for industrial operators went on in parallel. SM42 thus enjoyed the longest production run of any Polish locomotive, comparable only to that of license-built EU07 (and surpassed only by class EN57 EMU). Commonly nicknamed ‘Stonka’ – literally ‘potato beetle’ – it can be encountered virtually everywhere where standard-gauge track has reached. According to some sources, small-scale production for industrial operators continued after 1993 and in fact this type and its specialized version 6Da/R (see below) still remain in the Fablok offer. Given such long period, modernizations were rather few, the most important being modified LSf-430 electric engines in place of earlier LSa-430 and improved lighter trucks from SM42-521 onwards. Later variants, built from 1987 onwards, were designated type 6Da and differed mainly in slightly modified suspension. Total output amounted to 1856 examples, of which 1153 went to PKP. Besides, state railways obtained five more SM42s: three from industry (SM42-1061, -1062 and -1063) and two converted from withdrawn SP42s (service numbers 011 and 012, both assigned for the second time). Thirty-seven (factory type 6D/M) were sold to Morocco in 1973. Classed DG-200 by ONCFM (Office National de Chemins de Fer du Maroc), they differ in minor details – mainly aimed at ‘sand-proofing’ – and are used only as switchers. In 1982, six similar engines (factory type 6D/I) were built for Polish construction company Dromex for use in Iraq. The rest went to various industrial operators; three of them were later sold to PKP and re-numbered SM42-1061 through -1063. In general, industrial operators designated these locomotives SM42 plus service number (above 2000, to distinguish from those used by PKP) or Ls800.

SM42s were also used with local passenger trains, but lack of car heating equipment limited their suitability to warm seasons. In early 1970s an idea of low-voltage (500 V) car heating, with feeding from main generator, was conceived and suitable modifications were introduced in 39 (some sources give 40) SM42s between 1975 and 1977. They were re-classed SU42, but service numbers were retained. As with the SM30/SP30 conversion, this concept did not prove entirely successful. At low speeds, which were typical on local lines for which these locomotives were intended, generator yielded only 200 to 400 V and heating was very inefficient. Moreover, there were few cars fitted with low-voltage heating. SU42s remained in passenger service until mid-1980s, later to be used as plain switchers; 26 of them survived until 2000, to be re-classed SM42 with heating equipment removed (three were converted back to SM42s earlier and ten were written off between 1997 and 1999). Class designation SU42 was formally cancelled on June 1, 2000.

SU42 was in fact preceded in service by a dedicated and more extensively re-designed passenger version. In early 1970, SP42 (factory type 101D) appeared, fitted with WB5 oil-fired heating boiler. Acceptance tests were completed by December. As there were comparatively many steam-heated passenger cars in PKP service, this locomotive found a widespread use and 268 examples were built by Fablok until 1978. SP42 was by some 2.7 tonnes lighter than the original variant; although heating boiler added some extra weight, about three tonnes of cast-iron ballast were removed and new, lighter LN1 bogies were fitted. Externally it is easily distinguished by a streamlined stack fairing aft of the driver’s cab. In 1993 two SP42s were converted to the SM42 standard and became SM42-011 and SM42-012, these numbers being allocated for the second time. A number of surplus SP42s were withdrawn in late 1990s; on January 1, 1999, PKP had 190 examples, probably not all serviceable. Forty were rebuilt between November 1999 and August 2000; they were fitted with electric heating systems, but this time comprising a 180 kW Caterpillar CAT3208 diesel and 3000V AC generator, which makes them compatible with typical passenger cars used by PKP. These locomotives were re-designated SU42 but, in order to avoid confusion with earlier class, were assigned service numbers from 501 onwards. ‘New’ SU42s could initially be distinguished by yellow-blue livery, different from that of other locomotives from this family, which were typically painted green, at least at that time; in 2009 new PKP Przewozy Regionalne livery was introduced. Most unrebuilt SP42s have already been written off or are used as plain switchers with their boilers removed. Last examples with steam heating systems were expected to remain in service until circa 2007. According to KMD, in November 2007 PKP had only three SP42s in normal service (SP42-007, -011 and -172), based at the Skarżysko depot, plus two more (SP42-071 and -247) used as switchers – most probably the latter have retained their heating boilers. Last scheduled service of a SP42 with the steam heating installation in use took place on September 27, 2008, when SP42-007 hauled a special train for railway fans: steam boiler broke down during the ride. SU42 is not considered entirely satisfactory and, following the appearance of much more economical railcars, many locomotives of this type have been withdrawn from use, although only two were written off after a head-on collission in July 2010. In 2012 only 21 were operational, but many were used only as plain switchers.

SM42 is still the most numerous diesel locomotive type in Poland. On January 1, 1999, PKP had (according to SK) 1008 SM42s, plus 31 SU42s. Rosters given in AL list 974 SM42s in the PKP service in early 2004, plus 119 SP42s and 40 SU42s. Among private operators, the largest fleets at that time were those of CTL Rail (27), Lotos Kolej (22) and Pol-Miedź Trans (18).

Although SM42 has turned out to be a reliable machine, well suited for its intended tasks, it can no longer be judged modern. PKP activities concerning modernization of this important and numerous class have for a long time been rather modest. In 1996 one machine (SM42-039, type 6Dc) was fitted with MTU 12V396TC12 diesel engine, rated at 950 hp, ac generator and state-of-the-art controls; there were also numerous minor improvements. Re-numbered SM42-2000, this successful conversion remained a single example; initially based in Warsaw, it was transferred to Gdynia in 1999 and withdrawn in October 2010. PTKiGK Rybnik, who had a considerable fleet of these engines, implemented a more advanced program, not only involving prime mover (this time 1000hp MTU 8V396TC14), main generator (ac LSG-850-90, supplied by ABB) and minor improvements, but also changing external appearance. New high-rpm diesel engine is much lighter (2.52 tonnes instead of 7.4) and specific fuel consumption is lower by almost 9%. Modernized machine, designated type 6Dd (or Ls1000), has a modified body, with driver’s cab shifted forward and accessible directly from footplates. Modernization of the first example (SM42-2536, s/n 10267/1979, which became Ls1000-01) was completed in March 1999, second one (SM42-2197, s/n 8612/1973) followed three years later. Two examples were modernized by Newag in 2007; fitted with 750 hp Caterpillar C27 diesel engines, they were supplied to a metallurgical plant.

Fablok offers also a special conversion for pig iron transport at foundries. This variant, with factory designation 6Da/R, has provisions for remote control (up to 4 km/h) and can be fitted with additional ‘armor’ of 1.5-mm thick steel plates. Details can be found at the manufacturer’s website www.fablok.com.pl. As far as I know, only one example has been delivered. In 2007, Newag presented an extensively redesigned variant, with factory designation type 6Dg, which is in fact a new locomotive and is described under a separate entry. The same refers to type 6Dk (developed by PESA), with two 550 hp Caterpillar C15 diesels, which appeared in 2009.

In late 2013 PKP InterCity ordered extensive modernization of twenty SM42s, to be completed by Newag. Of these, ten (factory type 18D) shall be fitted with Caterpillar C18 diesel engines, rated at 765 hp, and energy accumulators that allow for short-range ride with the prime mover off. Other ten (factory type 6Dl) shall be fitted with two diesel engines and provision for electric power supply to coaches (they are intended for local passenger traffic). Both these conversions shall be described under separate entries. First 18D, designated SM42-3001, was delivered in June 2014 and the entire contract is scheduled to be completed in 2015.

Perhaps the most unusual conversion was EPA42, of which little is known. The idea was to obtain a battery-storage locomotive for use with service and rescue trains in areas where exhaust gas emission was unacceptable. Diesel engine and two of four electric traction engines were removed. Energy was supplied from a battery of 320 cells, with three supply voltage values available, and estimated range was 120 km at 40 km/h. According to initial plans from early 1980s, a number of conversions was to have been made by the railway stock repair works of Nowy Sącz (now Newag), but only one was in fact completed in 1985 (according to some sources, by Fablok). This was the SM42-024, which was re-designated EPA42-001 and assigned to the Warszawa Odolany depot for use with wreck trains in the Diameter Line tunnel, in order to eliminate pollution with exhaust gas. I cannot recall any information on this locomotive ever being used for this purpose. It stayed in Warsaw throughout its entire life and underwent several tests between 1985 and 1987. EPA42 proved too weak for the intended purpose (there were problems with hauling even light drafts, comprising five standard four-axle passenger cars) and design maximum speed, estimated at 50 km/h was never attained. In general this conversion was judged unsuccessful and no further SM42s were rebuilt. EPA42-001 was written off in October 1996 and scrapped a few years later. Another ‘electric’ episode in the history of SM42 took place much later, in 2010, when SM42-2243 (formerly owned by Huta Katowice steelworks) was fitted with two current collectors and remote control devices. This locomotive is used for works transport and operates on ‘normal’ 3 kV DC.

Although SM42 is one of the most popular Polish locomotives, still in use in large numbers, a few have already been preserved. SM42-002 is kept at the Ełk depot, although in a condition far from satisfactory. SM42-2339 (Fablok 9247/1976, service designation ‘21’), was plinthed at the Kolprem premises in Dąbrowa Górnicza, although fitted with Diamond-type trucks from freight cars (!). In early 2012 SP42-001 was transferred to the KSK Wrocław railway fan society and is now undergoing external refurbishment.

 

 

Main technical data – SM42

 

No.

Parameter

Unit

Value

1.

Years of manufacture

-

1964 – 1992

2.

Total built / used in Poland

-

1856 / 18191)

3.

Axle arrangement

-

Bo’Bo

4.

Transmission type

-

electric

5.

Design maximum speed

km/h

90

6.

Prime mover type

-

a8C222)

7.

Engine rating

kW/hp

590 / 800

8.

Bore X stroke

mmXmm

220 X 270

9.

Number of cylinders

-

8

10.

Number of electric engines

-

4 X LSf-4303)

11.

Rated output of electric engines

kW

4 X 162

12.

Main reduction gear ratio

-

 

13.

Diameter of drivers

mm

1100

14.

Total weight

kg

72 000

15.

Axle load

T

18.0

16.

Axle base

mm

10 100

17.

Overall length

mm

14 240

18.

Maximum width

mm

3 173

19.

Train heating

-

-

20.

Brake type

-

Oerlikon

 

1)      Including 1152 for PKP.

2)      In SM42-39 (re-numbered SM42-2000) MTU 12V396TC12 rated at 700 kW / 950 KM

3)      LSa-430 in earlier examples.

 
Main technical data – SP42

 

No.

Parameter

Unit

Value

1.

Years of manufacture

-

1970 – 1978

2.

Total built / used in Poland

-

268 / 2683)

3.

Axle arrangement

-

Bo’Bo

4.

Transmission type

-

electric

5.

Design maximum speed

km/h

90

6.

Prime mover type

-

a8VC22

7.

Engine rating

kW/hp

590 / 8002)

8.

Bore X stroke

mmXmm

220 X 270

9.

Number of cylinders

-

8

10.

Number of electric engines

-

4 X LSf-430

11.

Rated output of electric engines

kW

4 X 162

12.

Main reduction gear ratio

-

 

13.

Diameter of drivers

mm

1100

14.

Total weight

kg

71 3001)

15.

Axle load

T

18.0

16.

Axle base

mm

10 100

17.

Overall length

mm

14 240

18.

Maximum width

mm

3 173

19.

Train heating

-

steam

20.

Brake type

-

Oerlikon

 

1)      Some sources give 69 300 kg.

2)      Some sources give 577 kW / 785 KM.

3)    Some sources give 269.

 
Main technical data – SU42

 

No.

Parameter

Unit

Value

1.

Years of manufacture

-

1975 – 19771)

1999 – 20002)

(conversion)

2.

Total built / used in Poland

-

39 / 391)

40 / 402)

3.

Axle arrangement

-

Bo’Bo

4.

Transmission type

-

electric

5.

Design maximum speed

km/h

90

6.

Prime mover type

-

a8VC22

7.

Engine rating

kW/hp

590 / 800

8.

Bore X stroke

mmXmm

220 X 270

9.

Number of cylinders

-

8

10.

Number of electric engines

-

4

11.

Rated output of electric engines

kW

4 X 162

12.

Main reduction gear ratio

-

 

13.

Diameter of drivers

mm

1100

14.

Total weight

kg

69 300

15.

Axle load

T

18.0

16.

Axle base

mm

10 100

17.

Overall length

mm

14 240

18.

Maximum width

mm

3 173

19.

Train heating

-

electric

500 V1) 

3000 V2)

20.

Brake type

-

Oerlikon

 

1)      Converted from SM42s with service numbers retained; re-classed SM42 in 2000.

2)      Converted from SP42s with new service numbers from 501 onwards.

 

References and acknowledgments

 

-       Article by Paweł Terczyński on passenger versions (SK vol. 2/2002);

-       SK (various issues);

-       LSPP, AL;

-       Article by Paweł Czech on SU42 withdrawal (KMD vol. 1-2/2013);

-       www.fablok.com.pl. www.newag.com, www.bluefish.foxnet.pl.