SM48
/ TEM2
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ALCO RSD1 at Orange Empire Railway Museum,
TEM2-054, probably
belonging to SZD. Photo from LOZD vol.2.
TEM2-150 operated
by Ostrołęka power plant,
SM48-116, PKP, photographed in
Konstancin-Jeziorna near
TEM2-151, again
from Ostrołęka power plant, in new
livery;
…and the same
locomotive, photographed in Ostrołęka on
TEM2 side drawing
by Z.Kołoda from KMD 1/2005.
This TEM2-241
belongs to CTL Maczki-Bór rail
transport company and was photographed near
PKP’s
SM48-119, Warszawa Odolany depot,
This TEM2-149 is
used by Kotlarnia sand mine; photo taken on
Another picture of
this machine, taken in Kotlarnia on
This TEM2-224,
operated by Coaltran, a PCC Rail subsidiary, was photographed
in Konstancin Jeziorna near
Another TEM2 from Coaltran:
TEM2-231, photographed at the same location on
Another picture of
TEM2-224, taken near the Żerań power plant in
TEM2-104,
photographed at the same location on June 27, 2008. This machine is probably
also from Coaltran, but displays old (and faded) PKP-type
livery.
SM48-286, Orlen KolTrans; this locomotive was
photographed in Bolesławiec on Large fleet of
TEM2s is operated by Pol-Miedź Trans;
some of them can be seen here.
Broad-gauge SM48-073,
operated by LHS and photographed at the Zamość Bortatycze depot on
SM48-079,
photographed at the Małaszewicze depot on
Second machine
photographed at the same depot on the same occasion: SM48-089; this machine
has no PKP logo and, despite low
service number, represents the later variant with more angular body.
This TEM2-017,
photographed near the Zduńska Wola Karsznice station on
TEM2-001 is
currently owned by the Kotlarnia
sand mine; photo taken at the company’s premises on
This SM48-310 is
operated by Lotos Kolej; photo
taken in Zduńska Wola Karsznice on
SM48-310 again,
but in new livery: August 30, 2010.
Another SM48 from
the Lotos Kolej fleet: SM48-068,
photographed on
Almost three years
later: SM48-068 in new livery. Zduńska Wola Karsznice,
February 19, 2010.
More pictures from
this location: SM48-264, photographed on
SM48-264 again,
this time posing with the 181 060-5; Zduńska Wola Karsznice,
SM48-264 and the
same location once again, this time displaying new Lotos Kolej livery:
September 23, 2009.
SM48-279, also
from the Lotos Kolej fleet,
photographed at the same location on
SM48-112,
photographed at the Warszawa Zachodnia station on
SM48-077, PKP, photographed at the Przemyśl
station on
Springtime
switcher: SM48-003, maneuvering near Przemyśl on
Two more pictures,
taken in Żurawica on the same day: SM48-107...
...and SM48-088, both from PKP.
Two TEM2s from the
PCC Rail Coaltran fleet,
photographed in Konstancin Jeziorna on
...and TEM2-195;
both display new carrier’s logo. The locomotive in the background is M62-0837
from the same company.
TEM2-144,
photographed at the same location on September 8, 2010. Despite PCC Rail
being taken over by DB Schenker, this locomotive still carries old
livery.
SM48-087, PKP,
photographed near the Warszawa Okęcie station on July 31, 2008.
TEM2-147, Konin
lignite mine; photo taken at the mining railway depot, Kleczew, on September
16, 2008.
TEM2s, operated by
Lotos Kolej, have either PKP-style or ‘industrial’
designations; this TEM2-099 was photographed at the Zduńska Wola Karsznice
station on February 4, 2009.
TEM2-044, PTKiGK
Rybnik, photographed at the PCC Rail depot in Sosnowiec Jęzor on
March 5, 2009.
Three TEM2s from
he PCC Rail fleet, photographed during my second visit to the
Sosnowiec Jęzor depot on April 14, 2009: TEM2-027...
...TEM2-258...
...and TEM2-166.
TEM2-302, Lotos Kolej, Zduńska Wola
Karsznice, June 1, 2009.
Two TEM2s,
photographed near the Warszawa Żerań station on July 3, 2009: TEM2-152…
… and TEM2-278;
both are from the PCC Rail Coaltran fleet. The latter was initially
ordered by PKP as SM48-092, but sold to PMPPW (‘sand railways’)
soon after delivery, its number being later used again.
Two more pictures
from this location and two frequent visitors to Warsaw: TEM2-278 again…
…and TEM2-195.
Both photos were taken on September 21, 2010, when PCC Rail had
already been absorbed by DB Schenker.
TEM2-175, PTKiGK
Zabrze, photographed at the Jaworzyna Śląska station on July 8, 2009.
TEM2-114, Orlen
KolTrans, photographed near Warszawa Okęcie station on September 4, 2009.
TEM2-291 from Siarkopol
company, photographed near the Osiek sulfur mine on September 6, 2009.
Second-hand
ex-Ukrainian TEM2-5455, still in original livery; photo taken in Zduńska Wola
Karsznice on September 23, 2009.
Another picture of
this locomotive, taken on August 30, 2010. Its current owner is Hagans
Logistics.
TEM2-025 from the PCC
Rail fleet, photographed near the Sosnowiec Jęzor depot on November 27,
2009.
Something more
exotic: Cuban 71021 (old version)…
…and 71078 (new
version). All Cuban TEM2s have five-digit service numbers. Both photos by
Chris West (many thanks for permission!).
TEM2-004 and
TEM2-278 double-heading a heavy draft; Turoszów station, July 12, 2010. Two
liveries, two companies, one train. And TEM2-278 is the second locomotive
bearing the same number (see above).
TEM2-075 (BMZ
075/1978), photographed at the Kłodawa Salt Mine railway depot on
September 20, 2010.
TEM2-296,
originally purchased for a sulfur mine, is currently owned by Hagans
Logistic. Zduńska Wola Karsznice, May 13, 2011.
Another locomotive
from Hagans Logistic: TEM2-286, photographed at the same location on
June 17, 2011.
TEM2-196 in new
(and nice) CTL Logistics livery, photographed in Koluszki on September
21, 2011.
TEM2-024, Orlen
KolTrans, double-heading a heavy draft together with an EU07. Długołęka,
December 21, 2011. |
In July 1958, Bryansk Engineering Works (BMZ) produced the TEM1 diesel switcher (in Soviet designation system: T for diesel, E for electric transmission, M for switcher). Its origin can be traced back to the RSD1 four-axle heavy switcher, built by ALCO during WWII in rather small numbers (not more than 150 units). Soviet railway specialists, involved in procurement of class Ea steam engines in the USA, suggested that this diesel locomotive could find widespread use in the USSR and replace obsolete indigenous types, production of which was terminated in 1937. Its axle load of almost 30 tonnes was, however, too high for most Soviet tracks (they had the Bo’Bo’ arrangement), so they were fitted with three-axle trucks and the Co’Co’ version was thus produced. 68 machines of this type were supplied to the USSR in 1945 under Lend-Lease (of 70 dispatched; two were lost en route with sunken ships) and were classed Da20, or Дa20 in Russian script, which was shortened to Da in 1947. Their version, in fact a copy, was put into production at the Kharkov works in 1947 as TE1 (TЭ1 in Russian script) and 300 were built until 1950, including a variant for extremely cold climate, designated TE5. In the line service they were soon replaced by more powerful types, but TEM1 switcher, developed from them, was much more prolific: when its production was halted in 1968, 1946 machines had been built. In 1959, however, it was decided that more powerful switchers were also necessary, and Bryansk design team developed the TEM2; this designation indicates that electric transmission was retained, although it had been suggested that for such machines hydraulic transmission was more appropriate. Between 1960 and 1963 only a few examples were built, large-scale production starting only in 1968. In 1969, Voroshilovgrad (now Lugansk) factory also commenced production of this type, eventually contributing 1354 examples to the total output. 2D50
six-cylinder in-line diesel (developed – some say directly copied – from McIntosh
& Seymour type 539 used in the RSD1) of the TEM1 was replaced by its development
PD1 with 20 percent more power. Both were built by Penza diesel engine
factory. In 1968 – soon after the type had been ordered in quantity – it was
replaced by the PD1M with the same rating, but longer service life and
slightly lower fuel consumption. Economy, however, has never been the strong
side of this locomotive, at least by current Western standards. Other
modifications were also progressively introduced during the production run,
which continued until 2000. Principal variants were TEM2 (1960 – 1984, 6219
examples), TEM2U (1978 – 1989, 1390 examples, with more angular body and
lower roof-mounted spark arrester) and TEM2UM (1989 – 2000, 1078 examples,
new 1-PD4A diesel-generator unit, a de-rated variant of 1-PD4). TEM2A was a
version of TEM2 or TEM2U that facilitated easy conversion to 1435 mm track,
while TEM2AM was an equivalent variant of TEM2UM – production figures for
Soviet/Russian operators are included in the above numbers. TEM2M, which
appeared in 1974, featured new 6D49 eight-cylinder diesel engine (the same
rating – later used in the TEM5) and was built until 1988 in relatively small
numbers (286 examples). Experimental
variants included TEM2US with electromagnetic device for adhesion
improvement (1978, one), TEM2T (1983 and 1985, two) and TEM2UMT
(1990 – 1991, five) with electrodynamic braking, TEM2UM (1988,
one) with 1-PD4 diesel-generator unit rated at 1350 hp, which failed to reach
production status, and TEM2UMM with microprocessor control systems
(1992, one). This gives a total of 8983 examples (the above statistics have
been based on data provided by Vyacheslav Sokolov, available at http://scado.narod.ru) built for Soviet and
Russian operators. Since 2002, 125 TEM2s and TEM2Us were modernized to the
TEM2K (or TEM2-K) standard, with 1-PD4D diesel engines, rheostatic
braking and many minor refinements; TEM2AK is the equivalent modernization of
TEM2A (31 examples). TEM2M of 2005 is a modernized variant
developed by the Chelyabinsk works, of which little is known. Currently OAO Kolomenskiy Zavod company offers
3-3DG power-packs which, compared to PG1M, are lighter and offer specific
fuel consumption reduction by about 5%. These
locomotives were also built for export. TEM4 was a tropicalized version for
Cuba, with the de-rated 1000 hp PD1T (T for tropical) engine; 44 examples
were built between 1964 and 1966 in Bryansk, of which four remained in the
USSR. Later variants for Cuba were identified by the suffix ‘K’, but
unfortunately I have no information on their production. Export to European
countries included standard Soviet versions suited for the 1435 mm track,
i.e. TEM2A and TEM2AM. Mention
has also to be made of further development of the basic design, which indeed
proved extremely prolific. Thus, TEM3 (1979 – 1992, 29 examples) featured
different trucks, while TEM5 (1969 – 1974, 17 examples) was an even more
extensive redesign, with the 6D49 diesel engine – some of its features were
used in the TEM2M, which in fact had been initially designed TEM5M. TEM15
(1987 – 1995, 194 examples), developed from TEM2M, was intended for Cuba, but
most went to Soviet and later Russian industrial establishments. Further
development led to TEM16, TEM17 and TEM18: the latter, with the 1-PD4A diesel
engine, finally went into series production in 1992 and eventually replaced
its older kinsmen, over 800 being built until early 2009. TEM2s
were widely used in the USSR and Russia and still remain in service, as the
most numerous heavy diesel switchers in the former Soviet republics. On
January 1, 1976, 1501 TEM2s and 215 TEM2As were used by Soviet railways, plus
probably many more by various industrial operators. According to KMD, in 1992 there were 3418 examples
of all versions in use in former USSR countries. Marco van Uden (www.railfaneurope.net) gives over
3300 locomotives of this type used in former Soviet Republics (Georgia,
Kazakhstan, Latvia, Lithuania, Moldova, Russia and Ukraine), but it is not
clear if this number includes those used by industrial operators – most
probably not. As figures concerning export are very hard to find, it is
virtually impossible to estimate the total output: ‘about 10,000’ sounds
reasonable. First
examples of this locomotive in Poland were purchased in 1974 for sand
railways: TEM2-001 (6740/1974) entered service on April 1. Supplies to PKP started two years later. In
accordance with the system used by PKP,
they were designated SM48, but this applied only to those used by the state
railways: industrial operators retained the TEM2 code, although it seems that
most – if not all – corresponded to the TEM2A variant and ran on the 1435 mm
track only. Most locomotives of this type purchased by PKP were intended for heavy freight handling stations along
Poland’s eastern border (during the Communist era affectionately referred to
as ‘dry ports’), where replacement of elderly Ty23 and Ty2 steam locomotives
was urgently needed. In all, PKP
acquired 130 machines, all built by Bryansk factory, in two batches. The
first one (SM48-001 through SM48-086) was supplied between 1976 and 1978. The
second one (SM48-088 through SM48-130) corresponded to the TEM2U variant and
was supplied between 1987 and 1989. Of these, 25 served on the LHS broad-gauge line (now a PKP
subsidiary), but all had been transferred there from various regional
managements. Two of them (SM48-028 and SM48-034) have been scrapped and some
others converted to standard gauge – trucks could be easily replaced and some
machines underwent such conversions more than once. Much
more TEM2s were supplied to various industrial operators, retaining their
original factory designation plus service number. Of these, first 207
examples corresponded to the older TEM2A variant; last of them, TEM2-207, was
sold to PKP in 1982 and became
SM48-087. Those from TEM2-208 onwards corresponded to the later variant with
modified, more angular body. Last of them, TEM2-310, was supplied to Staszic colliery in 1990. This makes a
total of 309 machines of this type purchased to industrial operators. Several
locomotives earmarked for PKP were
eventually supplied directly to industry with changed designations and some
numbers did duplicate, which has caused some confusion among railway fans,
especially those addicted to statistics. Irrespective of the owner, common
nickname of this locomotive is ‘Tamara’, obviously after the original
designation. Despite many diesel locomotives being
written off in Poland during the 90s, TEM2 / SM48 class is still in service
in quite large number, only few having been withdrawn. According to the
rosters given in AL, 118 machines
were still in use at the beginning of 2002 with PKP only. Given their comparatively young age, robustness and
quite high reliability, they will probably remain in use for a long time.
They are well suited for operation in low temperature, even -50°C – no wonder,
with their Russian ancestry; however, wide use of asbestos for thermal
insulation is certainly a reason for embarrassment and unacceptable by
current environmental standards. High fuel and oil consumption is also a
problem, but replacement of obsolescent low-speed diesel engines (rated power
at 750 rpm) is now considered too costly and thus unjustified. So far, only
four of twelve examples operated by Pol-Miedź Trans company (service
numbers 033, 035, 181 and 298) were rebuilt. Two were fitted with MTU 12V396TC14 engines rated at 1015
kW with new state-of-the-art control systems; they were delivered in 2003.
Two other examples followed in 2004, fitted with MTU 12V 4000 R41
diesels, rated at 1500 kW. These two conversion are known under semi-official
designations SM48M and TEM2/15M, respectively. Until now (early 2010) no more
conversions have been reported. In
October 2008 a private trading company purchased a second-hand TEM2 (s/n
5455/1977), which had completed a routine overhaul at a repair shop in
Poltava, Ukraine. This locomotive was then offered for sale (for 1,350,000
Polish zloty – about 485,000 US dollars at that time); later, still with
original service number TEM2-5455 and Ukrainian livery, it was leased to Hagans
Logistics and used for switching in Zduńska Wola Karsznice. In early 2011
this locomotive was transferred to Wrocław-based Majkoltrans company.
It is not clear if further purchases are planned. A large
modernization of this type was proposed by Newag in 2010. This
locomotive, with factory designation 15D or 16D (for standard and broad
gauge, respectively), is fitted with Caterpillar CAT 3512C diesel engine,
AC/DC transmission and completely redesigned body. First example began
service tests in mid-2010. 15D/16D is in fact a new design and shall be
described under a separate entry. Main technical data
1) 309
for industry (plus one sold to PKP)
and 130 for PKP (some for 1524 mm
track). Second-hand locomotives not included. 2) In early
examples, PD1 engine with the same basic data; in TEM2M, 6D49 eight-cylinder
diesel engine, bore ´
stroke 260 ´ 260
mm, 1200 hp, ED-118A electric engines; in TEM2UM, 1-PD4A diesel-generator
unit, 1200 hp. Two examples modernized in 2003 have MTU 12V396TC14 1015 kW engines. 3) From
s/n 028 to s/n 1628 – 68:15. 4) Electric
engines EDT-340W (108 kW), then ED-104B (113 kW), ED-107 (112 kW), ED-118A 5) For
Soviet/Russian operators only. 6) Depending
on variant. References and acknowledgments
-
Monographic article by Janusz Nowaczewski (KMD
vol. 1/2005); -
SK, various issues; -
Down the broad LHS track: a monograph
on the LHS line by Tomasz Ciemnoczułowski (2009); -
http://www.kolej.pl/~jareks/wtpkp
– website by Jarek Stawarz aka Chester (unfortunately, this link is currently
dead); -
BMZ website (link available at http://www.parovoz.com); -
http://alcoworld.railfan.net;
-
http://scado.narod.ru
(website by Vyacheslav Sokolov); -
Rolf Stumpf and Chris West (private communication). |
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