ST44
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Second prototype M62-2. Photo from LOZD
vol.2.
ST44-001, PKP,
ST44-65 in very good shape (still in use?)
photographed in Sierpc,
ST44, number unknown (not 99), PKP, at Chojnice loco depot,
probably awaiting scrapping,
M62 drawing, from LOZD vol.2.
Several pictures of foreign M62s can be found
here.
Two written-off ST44s (-1001 with -096 in the
background), Warsaw Odolany loco depot,
ST44-935, photographed at Gdynia Grabówek
depot on
Derelict ST44s can be seen at many
locations. This example (number
unknown)…
… and this ST44-899 were photographed at
Ostrołęka depot on
Another ‘Gagarin’ at Ostrołęka depot: this
one is probably ST44-933. Photo taken on
... and yet another, probably ST44-700,
photographed on
LHS broad-gauge railway depot at Zamość
Bortatycze is a good place to spot a ST44. This ST44-2059...
...and this pair – ST44-2024 and ST44-2046 –
were photographed there on
...while this picture, taken on the same
occasion, shows ST44-2025 and ST44-2055 double-heading a heavy freight train. Many second-hand ‘Gagarins’ are used by
various private railways; some photos can be found here.
ST44-967, photographed inside the Ełk shed on
ST44-1082 at the Siemianówka transfer
station; photo taken on
ST44-1062, Czeremcha depot,
...and ST44-1038, photographed on the same
occasion.
ST44-901, Małaszewicze depot,
ST44-1049,
Two more pictures from
...and ST44-1049 with ST44-1056 in the
background.
This ST44-798 was photographed in Siedlce on
ST44-788 and ST44-878, photographed in
Suwałki on
‘Gagarins’ are not frequent visitors to
Beautifully preserved 781 600-2 from the
collection of the Czech railway museum, Lužna u Rakovnika. Photo
taken on June 14, 2008.
Manufacturer’s plate on the 781 600-2.
ST44-927, PKP, Korsze, September 9,
2008. Roof-painted service number is not very typical.
Four pictures, taken at the Czeremcha depot
on July 24, 2009: ST44-1082…
… ST44-1083, displaying new PKP Cargo
livery…
…and two withdrawn locomotives, probably
awaiting scrapping: ST44-795…
…and ST44-1002.
ST44-1081, Korsze, August 15, 2009.
ST44-717 in the new PKP Cargo livery,
photographed in Krzyż on September 21, 2010, by Chris West (thanks for
permission!).
ST44-1113, location and date unknown. Photo
from my collection.
Another photo from my collection: ST44-004 (Lugansk
056/1965), photographed near Rakowiec Pomorski on June 3, 1998. |
When
first prototype of M62 heavy diesel freight locomotive was completed in
Lugansk in 1964, no-one probably could predict that this was the birth of one
of the most widely used and popular European diesels, destined to achieve a
sort of cult status among some railway fans.
The
whole story began with a decision of CMEA
(Council for Mutual Economic Aid),
who tried – often in vain – to rationalize production of various kinds of
machinery and industrial equipment in the former East European block. Railway
stock was, of course, also included in such considerations – partly, or
perhaps primarily, due to its military role in future conflict – and it was
decided to concentrate production of heavy diesel road locomotives in the
USSR. Such machine, the TE10, was already in production at Kharkov works, but
this 138-tonne, 3000 hp locomotive was considered too heavy for possible
customers, so a new design had to be developed. General layout remained,
however, the same. The task was entrusted to the Lugansk (then
Voroshilovgrad) diesel locomotive works, founded in 1896 to manufacture steam
locomotives (now JSC Luganskteplovoz,
Ukraine). First orders came from Hungarian state railways (MÁV) – hence the M62 designation,
conforming to MÁV system, but
subsequently retained also for machines used in the USSR and elsewhere. MÁV were in a bad need for heavy
freight diesels, following the failure of the indigenous V601 design in 1958.
History has it that in fact everything had started from MÁV order for a small batch of twenty NOHAB freight diesel locomotives (designated M61) – a challenge
that ‘Big Brother’ had to meet! Two prototypes (M62-1 and M62-2), built in
1964, were intended for tests and fitted with 1524 mm trucks. Production for
foreign customers started in 1965. Despite being intended mainly for export,
some machines were also built for Soviet railways and industrial operators,
but their number, compared to other types, was not very large; they were
designated M62S (M62C in Russian script), but in practice the suffix S was
omitted. More ‘typical’ Soviet designation TE112 (TЭ112 in Russian
script), wherein ‘T’ stood for diesel locomotive and ‘E’ for electric
transmission, was proposed, but never used. According to some Russian
sources, production and distribution of these locomotives was under military
control, as – due to easy conversion to European gauge – they were intended
for immediate mobilization in a case of a war in Europe; confirmation is,
however, lacking. M62
is a fairly conventional and simple machine, powered by low-speed (750 rpm)
14D40 two-stroke diesel engine (produced by the Kolomna engineering works
and, according to some sources, derived from a marine diesel – itself cloned
from a GMC design of 1936!) and
fitted with electric transmission. During the production period some
modifications were introduced, concerning mainly electrical equipment; most
important of these was replacement of ED-107 electric motors with modified
ED-118As of slightly increased maximum output. Later examples were fitted
with slightly improved diesel engines. In service, these locomotives proved
strong and robust, but fuel and oil consumption is, by current standards,
very high. Specific fuel consumption, according to the manufacturer’s
specification, is 160 g/hp×h
and oil consumption at rated power is given at about 4.5 kg/h, but these
values were often exceeded. M62 is also exceptionally noisy, even with
roof-mounted exhaust silencers (reducing output by some 35 kW), quite soon
introduced as standard. Accounts given by former railway engineers are full
of vivid descriptions of those acoustic effects. Furthermore their impact on
track is considered destructive. A
twin version of the M62 – logically designated 2M62 – was also developed at
Lugansk and went into production in 1976. This locomotive was intended as a replacement
for the obsolescent twin-section TE3 freight diesel, production of which was
terminated in 1973. Total output was 1649 units (some sources give 1650 or
1653), including the improved version 2M62U, which appeared in 1987 and
featured improved trucks, increased fuel capacity and modified exhaust
silencers. These machines, intended for heavy freight trains, still remain in
service in Russia and ex-Soviet republics, but have never been used abroad,
except for Mongolia and ten examples, temporarily leased to Iran from Ukraine
in 1988. 2M62K (one example) is 2M62 retrofitted with the D49 diesel engine;
similar conversion of 2M62U is designated 2M62UK (at least eight
examples). 104 (some sources give 99) examples of 3M62U triple-unit monster,
which appeared in 1986, were also delivered to SŽD, plus three 3M62Ps
for use at Baikonur space center (now in Kazakhstan). Designation 3M62UK
has been applied in 2008 for locomotives fitted with D49s during major
overhauls – until now (late 2009) at least four. As
with most Soviet machines, it is quite difficult to estimate the total number
built. According to the manufacturer’s website, there were over fifteen
distinct variants for domestic use and export. Comprehensive statistics,
published by Ryszard Rusak in SK, give 7164 individual sections (5231
machines – including two- and three-section units). This is probably the most
competent source in Polish, so the following numbers are based mainly on it: -
Soviet Union: 723 machines supplied to SŽD (including two prototypes),
production lasting from 1970 to 1976 (LOZD gives the same number),
plus 154 DM62s for Soviet military railways (BŽRK, which roughly
translates as ‘Military Railway-Rocket Complex’) and 40 M62UPs for various
industrial operators – 917 examples in all. In early 21st century
several DM62s were transferred to Russian railways RŽD, as the
military were then on tight budget; their designations were probably
retained. According to http://scado.narod.ru,
between 1989 and 1990 additional 13 M62Us were accepted, being basically
single 3M62U sections; -
Hungary: 288 machines for MÁV (including 18 for 1524 mm track) and 6 for GySEV (Györ-Sopron-Ebenfurth railway)
between 1965 and 1979; -
Czechoslovakia: 599 machines (designated class
T679.1) and 25 for 1524 mm track (class T679.5) for ČSD – later all re-designated class 781 – plus two wide-track
machines for Slovakian industrial operators, between 1966 and 1974; -
East Germany: 378 machines for DR (designated V200, then BR120), plus 18 for industrial
operators, between 1966 and 1978; -
Northern Korea: 54 machines (excluding second-hand
ones – see later) for KRZ railways,
designated class LH01, plus two for industrial operators, supplied between
1967 and 1995 in several small batches; -
Mongolia: 13 singles (M62UM) and 66 twin units
(2M62M), 1524 mm track, supplied to MTZ
railways between 1980 and 1990 (some sources give 127 machines); -
Cuba: 20 machines, designated M62K (FCC class 61), with de-rated 1690 hp
engines and modified cooling system, supplied between 1974 and 1975. Thus, simple
arithmetics give – together with Polish ST44s – 3528 M62s built for all
customers. Perhaps this number is correct. According
to the manufacturer’s website www.contact-teplovoz.lugansk.ua,
M62U is still offered, as well as twin and triple units, although it is not
clear whether these are new or second-hand overhauled machines. Proposed
modernization packages include four-stroke D49 or D80 diesels, new cooling
systems and exhaust silencers plus numerous minor improvements; fuel
consumption reduction is given as 15 to 20%, which is accompanied by oil
consumption reduction by four (!) times. Many M62s, operated by various
companies in former Soviet republics, have recently been fitted with
12ChN26/26 (12ЧН26/26 in Russian script) four-stroke V-12
diesels, supplied by Russian OAO Kolomenskiy Zavod company, also
rated at 2000 hp, but with better economy (fuel and oil consumptions at rated
power reduced by 20% and 35%, respectively). M62U is a variant
with modified electric systems (only one) Poland
turned out to be the largest foreign customer. The need for such locomotives
resulted from gradual withdrawal of steam power from heavy freight service in
the 60s. For political rather than economic reasons, M62 was chosen as a
replacement, although substantial numbers of Romanian 060DA (CFR class
60) machines (in Poland, ST43) were also imported. Large purchases of M62s,
classed ST44, killed the indigenous SU46 program; although the latter
machines were clearly superior, their production at HCP Poznań was kept at a very low rate and finally halted in
1977, after only 52 had been built (two more followed in 1985). First four
ST44s (factory numbers 053 through 056) arrived in 1965 and, in all, 1194
examples were imported, including 1113 standard machines for 1435 mm track,
68 wide-track machines for Poland’s only 1524 mm line and one M63, with
different trucks (as in Soviet M62U) and up-rated electric engines; the
latter had out-of-sequence service number ST44-1500. Nine locomotives of this
type were purchased by Płock oil refinery (now a part of the Orlen petroleum
company) and three by Silesian ‘sand railways’, their original M62
designation being retained with these operators. In early 80s, on the wake of
political and social unrest finally terminated by the martial law introduced
in December 1981, import of these machines was pointed out as a shining
example of Poland’s economic exploitation by the USSR – no wonder,
considering their enormous appetite for fuel, which was then rationed for
private customers. Despite this, purchases continued until 1988. First four
ST44s had standard Soviet Matrosov brakes, soon replaced by more typical
Oerlikon units. Exhaust silencers were fitted from ST44-45 onwards and ED-118
electric motors from ST44-281 onwards. Broad-gauge
ST44s were given service numbers from ST44-2001 onwards and served on the LHS line. They were delivered between
February 1978 and July 1980; one more followed in 1991, but this engine was
converted from a standard-gauge one and designated ST44-2051 to replace the
one with the same number, written off after a crash. Until 2009, thirteen
broad-gauge ST44s were written off (cannibalized or scheduled for
modernization – see below) and ST44-2008 was converted to the 1435 mm track
in 2002. Political
changes in Europe that followed the collapse of the former Eastern Block had
a major impact on the service history of these machines. Ex-Soviet M62s
remained in use in most European and Asian former Soviet republics. According
www.railfaneurope.net (2005 update), Lithuania had 42 examples (other
sources give 32, while statistics quoted by T.Butrym in SK vol.5/2003
give 43 machines), Latvia 36, Estonia 5 and Moldova 4. Until late 2006,
Estonian M62s were all sold (some to Poland), while Lithuania and Latvia put
some re-engined (probably with with 12ChN26/26) locomotives back in service,
so that they numbered 49 with both operators. They are also operated by
railways of Ukraine and Belarus, but exact numbers are unknown. In Hungary,
according to available sources, MÁV had 89 examples in February 2006, including nine broad-gauge M62.5s.
In 2001 a modernization program was launched, including first of all prime
mover replacement (class M62.3). Initially, Caterpillar CAT 3512
(M62-302) or MTU 12V4000 R40 (M62-301, -303 and -304)
diesels were used, but from M62-305 onwards probably all examples have
received Zeppelin units. In January 2008, MÁV had 44 ‘old’ M62s, 34 modernized M62.3s and eight broad-gauge
M62.5s; recently their class designations have been changed to 2062, 2362 and
2862, respectively. Most probably GySEV no longer uses these locomotives. In
Czech Republic, last class 781 locomotive was reported in service with ČD in November 2002. In Slovakia, 781 368-6 (appropriately named ‘The
Last Mohican’), based in Košice, remained in use with ŽSR until March 2006. It was originally intended for preservation,
original service number T679.1368 having been restored, but was finally sold
to Poland and re-numbered once again, this time to M62-1242. Both ČD and ŽSSK have not implemented any modernization
programmes. All above numbers do not include machines owned by
industrial operators. Some sources state that all Cuban machines have already
been withdrawn from active service (lack of spares?). Withdrawals of M62s
continue, so these numbers will change; I try to update them from time to
time. In
Poland, the final fate of ST44s was doomed mainly by considerable surplus of
heavy road diesel locomotives, following the dramatic decrease of freight
services in the 1990s. Although praised for simplicity, ruggedness and ease
of maintenance, they had obvious shortcomings: enormous fuel consumption (in
practice much higher than declared in catalogues), short range (fuel capacity
of only 3900 l, or even 3500 l according to LOZD, while ST43 took 4880
l with lower specific consumption) and primitive suspension, to name but a
few. Without much hesitation, literally hundreds of these machines were sold
for scrap. In 1999 PKP declared 401
ST44s surplus: the majority, especially older examples, went to scrap
disposal companies. Some estimates give about 2,000 diesel locomotives
scrapped during the 1990s, and of these the ST44s formed the major part.
Quite ironically, many older ST43s, once rejected, withdrawn and kept in
reserve, were restored in service, thanks to much better economy. According
to AL, in 2002 PKP had 153 machines (certainly not all in use or even
serviceable), including fifty with LHS.
Until 2007, their number fell to 134; all withdrawn examples were
standard-gauge ones. In fact it had been intended to retain them in operation
on the broad-gauge LHS line only,
but in late 2006 ten ST44s were scheduled for major overhauls and then
modernization (see below). One example (ST44-001, s/n 053, built in 1965) has
been preserved at the Railway Museum in Warsaw; this machine, in fact the
first one bought for PKP, has been
brought up to later standards (large headlights, roof-mounted exhaust
silencers) and does not represent the exact appearance of early variants. Some
M62s have managed to escape such inglorious end. Several have been purchased
by various private German railways; again, from data compiled by Marco van
Uden, I estimated their number at 23, but probably it is higher. Most of them
have been bought from PKP (rumor
has it that they were sold dirt cheap) or Czech railways. On the contrary, DB AG did not keep ex-East German
machines (re-designated class 220 in the DB service) in use for long;
for example, in 1994 about 30 were sold to Lithuania for spares. Last service
with DB was in March 1995. Several Polish, Slovak and German machines
were sold to Northern Korea, where service economy is clearly of minor
importance. Quite
surprisingly, early 21st century saw the beginning of not the
final, but just another chapter in the colorful history of Polish M62s. They
have been found particularly suitable for modernizations and several programs
have been launched. Two locomotives from the LHS fleet (ST44-2064 and ST44-2067, both built in 1980) were
modernized by Fablok and delivered
in March 2005. These machines, with factory designation ST44BF, are fitted
with 3000 hp Caterpillar 3516BHD
diesels (which made them the most powerful locomotives serving in Poland at
that time – both SP47s had been written off many years ago) and have numerous
minor improvements; details can be found at www.fablok.com.pl. Further
modernizations will, however, be based on that introduced by PKP Cargo and
on Newag 311D conversion (see below). In late 2007, PKP Cargo ordered modernization of ten
ST44s, to be completed by PESA in
mid-2008; later it was extended to include further fifteen examples. These
locomotives were given new service numbers, from ST44-1201 onwards, and
fitted with Russian 12ChN26/26 diesels. PKP Cargo modernization
package includes air-conditioned cabs – a measure of luxury compared with old
‘Gagarins’ which offered little comfort for crews. First example, ST44-1201
(ex ST44-894), was delivered in March 2008 and the last, ST44-1225 (ex
ST44-793), in April 2009. A
number of second-hand M62s were purchased abroad by various private
operators, mostly in Germany; these were former DR, ČD and PKP locomotives and most had seen some
service with various German private operators, including WAB and ITL. First arrived in
2002 and, according to SK and various Internet sources, about
eighty examples have been purchased by private railway companies until
October 2008. They are designated ST44 or M62 – quite oddly, first machine
impressed into service with CTL in 2002 was numbered CTLR4C-001 and
still exists with this number, although has already been withdrawn and most
probably sill be canibalized. Private operators also launch their own
modernization projects. Two locomotives, purchased in early 2006 by Pol-Miedź
Trans company from German operators (M62-0161 and M62-1841) were
modernized similarly to the PKP Cargo variant described above. Four
M62s (-1194, -1239, -1318 and -1601), purchased by PCC Rail, were modernized by Newag
and fitted with TEM2 trucks. Rail
Polska have introduced even more comprehensive modernization project. In
2006, three M62s (M62-1117, M62-1121 and M62-1108) from Estonian EVR railways were fitted with GM 645E3B 16-cylinder two-stroke
diesel engines, rated at 3000 hp. These diesels were taken from withdrawn
class F40PH locomotives (Montreal,
Maine & Atlantic RR). Apart from prime movers, modernized locomotives
were fitted with ‘new’ generators, compressors, cooling fans, control systems
and many other items. They were re-classed EM62 (service numbers EM62-001
through 003); later this designation was changed to M62M. The conversion is
considered entirely successful and a dozen or so more engines are likely to
follow soon. Plans for nearest future include even 2M62s – four Estonian
machines were bought by Rail Polska
in 2005, but no service has yet been reported. Initially I hoped for a great
thrill – as did many railway fans – but most probably all 2M62s will be
divided into individual sections and operated as singles. The
most ambitious and comprehensive modernization – or rather reconstruction –
has been undertaken by Newag in
co-operation with General Electric
and has led to what in fact is a new locomotive. With factory designation
311D, it was first shown at the TRAKO
international fair in Gdańsk in September 2007. 311D has retained original
trucks, suspension and traction electric engines, but is fitted with
four-stroke General Electric GE7FDL
12EFI diesel, rated at 2900 hp, new electric equipment and control systems
and new body, which makes it externally completely different from M62. First
examples appeared in service with Koleje
Bałtyckie, a newly-formed private railway company, in October 2007 and
initially this conversion included 22 examples. This locomotive is in fact a
new design and is described under a separate entry. In
most East European countries that bought the M62s they were the largest and
most powerful diesel locomotives in service and quickly became favorites of
the railway fans. This is reflected by commonly used nicknames: ‘Gagarin’ (in
Poland), ‘Sergei’ (in Czechoslovakia and Hungary) or ‘Taigatrommel’ (in
Germany – due to characteristic noise produced by the slow-rotating
two-stroke diesel), to quote but a few. One of the reasons for this
popularity was certainly their impressive appearance, with massive trucks,
prominent pilots (very typical for Soviet locomotives) and highly-suspended
body. In comparison with ‘Gagarins’, ST43s looked almost diminutive,
unimpressive and weak, despite having slightly more power at nearly the same
weight and being only 550 mm shorter. In Russia, single-section M62, commonly
dubbed ‘Mashka’, is considered a light road diesel locomotive and often runs
with passenger trains. Apart
from the above-mentioned ST44-001, a number of these locomotives have been
preserved. ČD 781 600-2 (Lugansk 3426/1979) can be seen at the
Czech railway museum in Lužna u Rakovnika. ŽSSK 781 168-0 (Lugansk
0425/1968) has been preserved in Slovakia. Hungarian M62-001 can be seen at
the railway museum in Füsti. 2M62-500 is on display at the Western
Siberian Railway Museum in Seyatel, near Novosibirsk in Russia; as far as
I know, a M62 can also be seen at the railway museum in Shushary, near
St.Petersburg. At least seventeen locomotives of this type have been
preserved in Germany (in museums, with DB or as a private property). Main technical data
1)
Including 68 units for 1524 mm track and one M63; several
second-hand machines bought in from 2003 onwards, not included. 2) First
machines (in 3) Until
1974 ED-107 or ED-107A (193 kW), then ED-118A. 4) Most
probably with ED-118A engines. 5) Built
in series from 1965. 6) Excluding
2M62 and 3M62. 7) Right
/ left cylinder bank. References and acknowledgments
-
SK, various issues (including
articles by Ryszard Rusak, from vol. 11/2003 to vol. 1/2004, and information
on modernization packages in vol. 12/2007); -
Down the broad LHS track: a monograph
on the LHS line by Tomasz Ciemnoczułowski (2009); -
KMD, various issues between 2000 and
2002; -
LOZD vol. 2; -
www.railwayfaneurope.net,
www.scado.ru; -
www.zpok.hu/fjoo
(website by Ferenc Joó); -
Triebfahrzeuge im Bestand der MÁV AG by Sandor
Tóth; -
www.kolej.pl/~jareks/wtpkp
and www.kolej.pl/~remik –
unfortunately both these links are now dead. |
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