LDH70

 

LDH70_1

 

LDH70-001, previously used by HSW steelworks, photographed at the TOZKiOS premises in Pyskowice on May 2, 2009.

 

LDH70_2

 

Another picture of this locomotive, taken on the same occasion.

 

LDH70_3

 

LDH70-003, owned by Majkoltrans, photographed near Paczków on March 29, 2003.

 

LDH70_4

 

Another picture of the LDH70-003, taken on the same occasion; the condition of the locomotive suggests that it has seen no service for some time. Both pictures by Marek Dąbrowski (www.kolejowaklatka.org - thanks for permission!).

 

LDH70_5

 

LDH70-557 from a Romanian industrial operator, photographed in Miercurea Ciuc on April 13, 2007.

 

LDH70_6

 

Another Romanian industrial locomotive: LDH70-323, Fundulea, July 7, 2007. Both pictures by Stefan Puscasu (http://cfr.stfp.net - thanks for permission!).

 

LDH70_7

 

LDH70-004 was used by the Mietków Elevator; date of withdrawal is not known. This photo, taken on August 22, 1998, shows this locomotive already in a rather poor condition. Photo from my collection.

 

 

Romanian LDH70-791 and LDH70-211, photographed near Turnu Severin on July 13, 2003. Photo by Bartek Łoziński (from my collection).

In early 1960s Romanian works Uzinele 23 August (former Malaxa, now FAUR) developed a family of diesel locomotives with hydraulic transmission, both for line work and switching. They were designated LDH plus a number given approximately by rated power divided by ten. These locomotives, from LDH18 to LDH240, covered a very broad power range and were built in considerable numbers, both for Romanian operators (state railways CFR and industry) and for export. Some also had their narrow-gauge equivalents.

LDH70, intended mainly as a medium switcher, found widespread use, mainly in Romania but also abroad. Externally it was almost identical with LDH45 and LDH55, including dimensions, and differed mainly in prime mover – a 12-cylinder MB820Bb diesel, built on the Daimler-Benz licence, with a Brown-Boveri turbo-supercharger. Depending on engine version and settings, rated power ranged from 750 to 850 hp (552 to 626 kW). TH1A transmission gear was manufactured under Voith license.

First orders from CFR and industry came in 1965 and production continued for over twenty years. Total output exceeded 850 examples. Romanian enterprises received the majority of them, over 730. With CFR they served as class 85, but all have already been withdrawn; a few still remain in use with minor private operators (two with Rompetrol Logistics) and industry. Second recipient were Hungarian state railways MÁV, which took delivery probably of 38 examples; a few more (seven?) went to industry. They were classed M47.1 (later 2147); in February 2006 only ten of the original variant remained in service with MÁV. Some were re-engined with 855 hp MTU engines (class M47.12, later 2247); a number were additionally fitted with ballast to increase tractive effort (class M47.13, later 2347). In January 2008 these two modernized classes numbered 40 and 28, respectively, but some of these had been converted from MÁV class 43 (LDH45). Other orders, although diverse, were smaller and included:

-         Austria: 2 (industry),

-         Czechoslovakia: 19 (class 748.4, all for industry),

-         Egypt: 7 (industry),

-         Greece: 12 (some sources give 19, OSE class A.151, switching only, delivered in 1972, three or four still in use);

-         Japan: 1 (for a Japanese-Romanian industrial joint venture),

-         Northern Korea: 11 (industry),

-         Syria: 1 (industry),

-         Turkey: 6 (industry).

As data concerning industrial operators are scarce, it is difficult to estimate how many LDH70s are still in use, but certainly their number is not large. In 1972, a variant designated LDH70SR was developed, fitted with 700 hp M836SR diesel engine. This version was built for Romanian operators only (CFR and industry), 96 examples being supplied until production was terminated in 1980.

Polish state railways PKP did not purchase these engines; indigenous 800 hp SM42 has been built in large numbers and experience with hydraulic transmission (used in SM15 and SM25) was rather discouraging. LDH70s were purchased only for industry, in small numbers – most probably, five examples in all. Little is known on their service. LDH70-001, used by the HSW steelworks, has been preserved and can now be seen at the Pyskowice loco heritage park. LDH70-003 and LDH70-004 were still in use in early 2000s, but have been withdrawn; on the remaining two examples I have no information. Three-digit service numbers might have been thought to indicate an intention to purchase these locomotives in much larger numbers. Most probably, however, they were assigned by the manufacturer.

 

Main technical data

 

No.

Parameter

Unit

Value

1.

Years of manufacture

-

1965 – 19852)

2.

Total built / used in Poland

-

about 850 / 5

3.

Axle arrangement

-

B’B’

4.

Transmission type

-

hydraulic

5.

Design maximum speed

km/h

70 / 351)

6.

Prime mover type

-

MB820Bb

7.

Engine rating

kW/hp

514 / 700

8.

Bore X stroke

mmXmm

175 ´ 205

9.

Number of cylinders

-

12

10.

Number of electric engines

-

-

11.

Rated output of electric engines

kW

-

12.

Main reduction gear ratio

-

1.95 / 4.313)

13.

Diameter of drivers

mm

1 000

14.

Total weight

kg

48 000

15.

Axle load

T

12

16.

Axle base

mm

8 140

17.

Overall length

mm

11 460

18.

Maximum width

mm

3 050

19.

Train heating

-

-

20.

Brake type

-

Knorr / Oerlikon

1)     Line operation / switching.

2)     Possibly longer.

3)   Line operation /switching.

 

References and acknowledgments

 

Information on Polish LDH70s is scarce. Basic technical and historical data have been provided by Tamas Haller – thanks a lot!