TGM40
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Russian TGM40-0465, photographed at
the Kiziterinka station near
...and another picture of this machine, taken on
the same occasion. Both photos by Vadim Anokhin
(thanks for permission!).
TGM40-0590, STEICO,
Czarnków, probably late 2006. Photo from www.st43.pl
(used by permission). This locomotive is probably still in use. This TGM40-0507 was operated by the ZNTK Bydgoszcz
railway stock repair works and was photographed there on May 14, 1997. Photo
by Filip Sieradzki (from my collection). This
locomotive has already been withdrawn.
TGM40-0586, operated by MZEC
Świdnica district heating company;
location unknown, August 12, 1998. Photo by A. Palla
(from my collection).
In July 2007 TGM40-0586 was sold to SKPL. This locomotive, sporting a new livery and
slightly modified service number (zero omitted) was photographed in Pleszew on October 19, 2018.
Another picture taken on this occasion: this
locomotive is probably TGM40-718, also operated by SKPL.
Russian TGM40-0386, operated by an unidentified
industrial establishment, photographed in Cherkizovo
on June 25, 2003. Photo by Artem Svetlov (source: www.commons.wikimedia.org).
|
In late 1970s, Kambarka Machine Building Works in the USSR
conceived an idea to develop a family of light diesel locomotives for 750 mm,
900 mm, 1067 mm and 1524 mm tracks. All these variants were to be derived
from the TU7 (TУ7 in Russian script) narrow-gauge locomotive, in
production since 1971, mainly for forestry and paper industry, also for
export, fitted with a V-12 400 hp diesel
engine and hydraulic transmission. While narrow-gauge variants proved
successful, standard-gauge one, which appeared in 1978, did not. It was soon
found that plain replacement of trucks would not work; although 42 examples
were built between 1979 and 1981, an extensive redesign was undertaken.
Diameter of wheels was increased from 600 to 950 mm, trucks were enlarged and
frame and body were also substantially modified. Overall length increased
from 9400 to 11 290 mm and weight in working order from 24 to 34 tonnes (for better adhesion, the machine could be
ballasted up to 40 tonnes.) However, with the Bo’Bo’ layout, axle load remained on a moderate level. Two prototypes, designated TU7M,
were built in 1981 and were later re-designated TGM40 (T stood for diesel
locomotive, G for hydraulic transmission and M for switcher). Production
started in 1982 and was terminated in 1996, although several additional
examples were delivered between 1999 and 2002. This locomotive was built only
for industrial operators and export and saw no service with Soviet railways SŽD or with railways of post-Soviet
republics. TGM40 is fitted with high-speed 1D12-400B diesel engine, the same
as in TU7 (rated power at 1600 rpm) and two-stage hydraulic torque converter;
first stage is employed at startup and second during normal run. Transmission
gear is a slightly modified variant of that used in TU7. This locomotive can
develop the tractive effort of 9.7 tonnes at 6.4
km/h or, with ballast, 11.8 tonnes at 4 km/h.
Maximum speed is 40 km/h. TGM40-01, introduced in 1988, featured several
minor modifications, while TGM40-02, of which six examples were built between
1989 and 1992, was fitted with a de-rated 300 hp
diesel engine. There is also a specialized version with snow-plough (which
adds seven tonnes to the weight), designated TGM40S,
of which 240 examples were built. According to www.scado.narod.ru, total
output of all versions was 1235 examples. As far as power and tractive effort
are concerned, TGM40 is roughly equivalent to Polish SM25, which was never
accepted for production. Polish locomotive, with three axles coupled by
connecting rods, was slightly more powerful, but axle load was 12.4 tonnes. Despite rather discouraging
experience with hydraulic transmission, several locomotives of this type were
imported to Poland, but all went to industry and were never used by PKP. One source (www.st43.pl) gives that, in
all, twenty examples were purchased, most of them in late 1980s. Another
source, a very reliable one (www.kolejowaklatka.org)
lists eighteen examples, of which four, previously used by the Zabrze
foundry (two), PESA (one) and Białołęka grain mill (also one), have already
been withdrawn. This total is confirmed by ALS, while other sources give eight or nine. No Polish designation
was assigned and they were identified by TGM40 plus four-digit number,
probably corresponding to serial. They were scattered among various
industrial establishments and their service attracted little attention:
TGM40-0716, built in 1990 and delivered to a food industry plant in Lublin, clocked
just 11 650 kilometers during twenty years! I personally recall TGM40-0509 in
orange livery, used by an electrical industry plant in Warsaw; I saw it from
time to time on the factory siding, but never had my camera with me! Later
the plant closed down and the locomotive was sold in 2008 to SKPL (Association for Local Railway Traffic). Currently it is operated
on a local line in Pleszew. SKPL
has the largest ‘fleet’ of TGM40s, numbering four examples in all, including
the above-mentioned TGM40-0716, purchased from a scrap disposal company (!). Main
technical data
1)
Master / articulated connecting rods. 2)
40 000 kg with ballast. 3)
10.0 tonnes with ballast. References
and acknowledgments
-
Locomotives
and Railcars of Soviet Railways 1976-1985 by V.A. Rakov (via Vadim Anokhin); -
www.st43.pl; -
www.enkol.pl; -
SK, various issues; - MAL, AV
vol. 2, ALS. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
