EP09
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EP09-030 approaching a platform at the Warszawa Wschodnia station on a
misty and rainy morning of
Ten days later: better weather and better photo. EP09-032
maneuvering at the Warszawa Zachodnia station.
EP09-021, photographed near the Warszawa Olszynka
Grochowska depot on
The same example in new livery: Warszawa Wschodnia
station,
EP09-047, the last example built, was one of the
first to feature new PKP Cargo livery, introduced in late 2005; single-arm
current collectors were fitted to several production machines. This photo was
taken near the Warszawa Wschodnia station on
Two further pictures taken near the Warszawa
Olszynka Grochowska depot on
...and EP09-004; note slightly different variant of
the PKP Cargo livery.
Another picture of the EP09-013, taken at the
Warszawa Wschodnia station on
EP09-024, photographed near Warszawa Olszynka
Grochowska depot on
Two locomotives photographed at the Warszawa
Wschodnia station on
...and old (EP09-017).
EP09-17, repainted in PKP
InterCity blue and with new headlights, photographed at the
Poznan Główny station on
Two EP09s, photographed at the Kraków Płaszów
station on
...and EP09-002.
EP09-042 and EP09-002, photographed at the Warszawa
Olszynka Grochowska depot on
Another photo of the EP09-042: Warszawa Wschodnia
station,
Yet different livery, this time PKP InterCity blue; EP09-007, Warszawa
Wschodnia station,
EP09-008 in the same livery, photographed near the
Warszawa Zachodnia station on
Three more pictures from this location, all taken
on
...EP09-007, both in the PKP
InterCity blue...
...and EP09-045 from PKP
Cargo.
Another picture of the EP09-45, taken at the
Warszawa Wschodnia station on July 10, 2008…
…and yet another, this time in the PKP InterCity
blue; May 28, 2009.
EP09-015, Warszawa Wschodnia, July 10,
2008.
Another picture of the EP09-009, taken at the
Poznań Główny station on
Blue livery is also presented by two EP09s,
photographed at the Warszawa Wschodnia station: EP09-046 (
...and EP09-009 (
Another picture of the EP09-009, taken at the
Bielsko-Biała station on April 26, 2009.
More photos taken at Warszawa Wschodnia
station: EP09-031,
...and EP09-018, two weeks later.
Two EP09s, photographed near the Warszawa
Zachodnia station on
...and EP09-026, both with InterCity trains.
Warszawa
Wschodnia again: EP09-020, September 4, 2008...
...and EP09-011, photographed eight days
later. Both carry new PKP InterCity livery.
Early EP09; side drawing by M.Ćwikła (source:
SK 4/1999).
EP09-038 Leaves Warszawa Wschodnia station
with an InterCity train to Kraków. PKP Cargo livery has been
retained, but logo has been painted over; February 10, 2009.
The same location, May 28, 2009: EP09-001…
…EP09-022…
…and EP09-003.
Another picture of EP09-003, taken a few
hours later near Warszawa Zachodnia station.
EP09-022 passes by the Warszawa Włochy
station; September 15, 2009.
EP09-010 displays new (final?) version of the
PKP InterCity livery: Zebrzydowice, March 9, 2010.
New livery is also displayed by the EP09-016,
photographed at the Warszawa Wschodnia station on April 29, 2010.
The same location: EP09-023 just after
arriving with an express train from Wrocław. June 16, 2010…
…EP09-037, July 9, 2010…
…and EP09-043, August 18, 2010.
EP09-025, photographed at the Kłodawa station
on September 20, 2010.
Warszawa
Wschodnia again: EP09-023, March 1, 2011.
Two more pictures from this location, taken
on May 23, 2011: EP09-011...
…and EP09-044.
Back to one of my favorite spots near the
Warszawa Zachodnia station: EP09-035…
…and EP09-001; both pictures taken on August
3, 2011.
Back to Warszawa Wschodnia and again EP09-017,
but this time in the ultimate PKP Cargo livery; August 5, 2011. |
In early 1970s basic electric locomotives for passenger trains in the PKP service – EU07 – had maximum speed of only 125 km/h. So far this had been sufficient, but there were plans to upgrade several principal lines and build new ones, suitable for trains attaining even 250 km/h. In fact early 1970s were a period of optimism, or rather over-optimism, in the entire Polish economy, but the need for faster locomotives was obvious. Modification of 27 EU05s and 15 EU07s (new service designations EP05 and EP08, respectively) was only an interim measure and it was decided to develop an entirely new family of electric locomotives. This family was to have been based on a 4000 kW Bo’Bo’ locomotive, capable of 200 km/h. In fact, this was the first attempt in Poland to build an electric passenger locomotive of indigenous design; previous ones were either imported or built under British license. Initial plans soon proved too ambitious and had to be cut down, finally emerging in 1978 as a somehow more modest design study including a Bo’Bo’ locomotive with maximum speed of only 140 km/h (type 104E), heavier six-axle Bo’Bo’Bo’ locomotive in two variants (type 204E) and twin eight-axle locomotive for heavy freight trains (type 205E). Two latter projects were soon abandoned and only 104E was proceeded with; design was completed in 1981 and it was intended to build two prototypes at Pafawag, Wrocław, until 1984. In the meantime, maximum speed demand was increased to 160 km/h. Early 1980s were not particularly auspicious for Polish industry, so first prototype was delayed by about two years; this locomotive, designated EP09-001, was rolled out in late 1986 and service tests began in March 1987. Results were not entirely satisfactory. Most serious problems were engine suspension fractures and poor running qualities; crews complained of very high temperature in the cabin. There were also many minor shortcomings. Second prototype, EP09-002, which appeared in 1987, differed in control systems and had factory designation 104Ea; all other examples, with many modifications (including improved brakes and suspension, the latter to eliminate snaking) were designated 104Eb. Many improvements were successively introduced during service, so some claim that no two EP09s are entirely identical! This is, however, an exaggeration. In fact, in late 1990s it was intended to launch a unification program (concerning mainly equipment), to be completed until 2005. These plans failed to materialize. Although initial type 204E project had been abandoned, it re-appeared in 1985 as a lengthened and modified six-axle (Bo’Bo’Bo’) version of the EP09, intended for freight trains, with maximum speed reduced to 100 km/h. Designated type 206E (service designation ET24 being envisaged), this locomotive was a possible replacement for ET22 with similar tractive effort, but much better running qualities, especially on mountain lines. Due to economical crisis and decreasing freight traffic this project remained on the drawing board. EP09 had more than a fair share of teething troubles and production lagged behind schedules. It was initially intended to build five pre-production machines in 1988, but last of them, EP09-007, was delayed by two years. Forty more followed; last two, EP09-046 and EP09-047, were built in late 1997 and supplied in January 1998; it may be added here that next brand-new locomotives (class EU43 – second with this designation) were delivered to PKP ten years later. All these machines are used principally with express trains and most of them are based in Warsaw. Compared to some earlier types – especially EP05s, which were considered very reliable and well-liked by crews – they don’t enjoy a good reputation. In fact, failure rate was initially rather high, but this is common with prototype machines that feature new design concepts. What is certain is that almost from the beginning EP09 has been a compromise between initial ambitious plans and reality; it should be kept in mind that in 1980s political factors excluded co-operation with Western manufacturers and sub-contractors. Pafawag itself was struggling for survival (to be acquired by Adtranz in late 1997 and finally to become a part of Bombardier in 2001) and complaints concerning EP09 were not its only problem. Be it as it was, EP09 is still (apart from a handful of EU43s, used mainly with freight trains) the most modern electric locomotive in the PKP service and the last one designed and built in Poland. This class will surely enjoy long future service life, as no potential successor is at hand. The problem of fast electric locomotives for PKP is still far from being solved, which is exemplified by the fact that last two EP05s, withdrawn in 2002, were later restored in service. From time to time there are rumors of a sort of ‘Polish TGV’, but nobody knows yet what will haul this hypothetical train. EP09 will not. Main technical data
1) Many
modifications during production period. References and acknowledgments
Detailed
description of this locomotive can be found in the monographic article by
Paweł Terczyński in SK vol.8/2003. Concise descriptions and statistics
are given in |
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