SM03
/ Ls150 / 409D and SM04 / 409Da
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SM03-326, location and date unknown. Photo from my collection.
SM03-136, PKP, Fablok 6183/1962, photographed
in Kościerzyna loco depot, August 2000.
Snow-covered SM03, photographed at the same
location on
The same machine, in even poorer condition,
photographed at the Gdynia Grabówek depot on
Although designated SM03-41, this is probably
SM03-165, PKP, Fablok 6704/1964; Zduńska Wola Karsznice loco depot,
SM03, serial and service numbers unknown;
Lubsko,
SM03-089, PKP, on a narrow-gauge
transporter; Piaseczno,
Ls150a-612, used by Gosławice sugar
plant and photographed there on
… and 409Da-522 from the same plant,
photographed on the same occasion.
This SM03-268 is used by PKP and was
photographed at Krotoszyn station on
Another SM03 from Krotoszyn: SM03-009,
photographed on
The same locomotive, undergoing some minor maintenance; Krotoszyn, August 13, 2008.
Yet another picture from this location:
SM03-259, March 18, 2009.
This SM03-422 is owned and operated by
Jaworzyna Śląska loco heritage park;
SM04-002, PKP, Zastal 219/1972,
Chabówka rolling stock heritage park,
Operational 409Da-436, owned by TOZKiOS
Pyskowice and photographed there on
Narrow-gauge derivative: this WLs150 (service
number unknown) is probably Fablok
7689/1968. Photo was taken in Cisna on
This derelict SM03 (number unknown) was
photographed near Wrocław Brochów station on
409Da-734 (Mystal 734/1981), formerly used by an industrial plant in
Another photo of this machine, taken on
Wreck of SM03-240, photographed in Mława on
Ls150a-607, photographed at the Strzelin
sugar plant on
SM03-645, used by Nutrena feed plant in Krzemieniewo; photo taken on
SM03-134 on a narrow-gauge transporter; photo
taken at the Rogów depot on
The same locomotive after an overhaul; photo
taken on
WP-06 400-96, photographed at the Gdynia
Naval Base on
This 409Da, photographed near the Warszawa
Żerań station, has an untypical livery, no logo and no service number; April
29, 2008.
409Da-005, owned probably by railway repair
works, photographed near Konin on September 16, 2008.
409Da-012 from the fleet of the Konin
lignite mine, photographed at the mining railway depot in Klecxzew on the
same day.
Back to Pyskowice: neatly-looking 409Da-519
fitted with a makeshift pilot, photographed on May 2, 2009.
Two withdrawn SM03s, photographed at the
Czeremcha depot on July 24, 2009: SM03-057…
…and SM03-036.
409Da-786, used for switching at the WKD
suburban railway depot in Grodzisk Mazowiecki; photo taken on September 2,
2009.
General drawing of the 409Da (factory drawing
from my collection). |
First
diesel switchers built by Fablok with factory designations Ls40 and
Ls60 were based on a pre-war German design. They were light machines with
tractive effort of 3.0 and 4.3 tonnes, respectively, suitable only for
switching at secondary sidings. A handful of these locomotives were used by PKP for auxiliary duties (only eight
Ls40s being classed SM02), but due to low power and mechanical brakes their
suitability was limited. Although production of Ls60, later transferred to Zastal,
continued until 1971, a need for a stronger switcher was realized much
earlier. In order to fill the gap between 40 hp Ls40 and 300 hp Ls300 (in PKP service designated SM30), new
locomotive was designed by Fablok in 1958. This machine, designated
Ls150, still featured mechanical transmission, but was substantially stronger
(tractive effort increased to 6.0 tonnes) and faster and had Westinghouse
brakes. Prototype, with serial number 5071, was built in 1959 and production was
commenced by Fablok for both PKP
(class SM03) and industrial operators. In 1967 it was transferred to Zastal
factory of Zielona Góra, as medium and heavy switchers were given priority.
Probably all machines built at Zastal
were fitted more powerful license-built Henschel
10H6 diesel, rated at 160 hp, and designated 409D or Ls160. SM03
remained a very simple design and owed much to its predecessors, but due to
higher tractive effort and better overall characteristics was widely used by PKP, although mainly for auxiliary
duties and switching at depots and transfer stations. The majority, however,
went to industrial operators (442 from Fablok
and 204 from Zastal). Between 1959
and 1969, PKP received 269
examples, including 229 from Fablok (service numbers SM03-01 to 229)
and 40 from Zastal (service numbers SM03-230 to 269). Four more
(service numbers SM03-270, 316, 536 and 645) were given out-of-sequence
service numbers and most probably were identified by serials – a common
practice with industrial operators, but rare with PKP. Possibly they were initially intended for industry. 96
examples (service numbers from SM03-04 to 99) were fitted, apart from the
typical four-speed gearbox, with a multiplying gear, increasing maximum speed
from 25.7 to 45.8 km/h. This variant, with factory designation 2Ls150, was
built for PKP only; it could haul a
200-tonne draft and was sometimes used with light freight and service trains.
DSR150 engine, used in first machines from Fablok, was later supplanted by slightly modified 2DSR150 of the
same rating (probably on that occasion this type was re-designated Ls150a).
Total output from two factories reached 919 examples. A
narrow-gauge variant for 900 mm track, designated WLs150B (W for
‘wąskotorowy’ – narrow-gauge) was also developed, but this locomotive was not
accepted for production. It was further developed into three-axle WLs150C,
which retained engine, transmission gear, brakes and many other
sub-assemblies of the standard-gauge Ls150. This version was built in
quantity (191 examples between 1960 and 1972, for 750 mm, 785 mm and 900 mm
tracks), both for PKP and industry. Production
of Ls150 at Zastal lasted until 1969 (some sources give 1971), when it
was phased out in favor of a modernized variant with more powerful
license-built Henschel 14H6 engine
(all above-mentioned power units were supplied by Z.M.Wola
mechanical works of Warsaw). Designated 409Da – Ls180 designation is also
sometimes used – this variant can be distinguished by slightly more angular
engine cowling. It remained in production at Zastal until 1978, solely for industrial operators (676
examples). In 1979 production was transferred to Mystal factory in
Myszków, where further 176 machines were built until 1989. Furthermore, ZNTK
(railway stock repair works) of Oleśnica assembled 12 (some sources give 13)
locomotives of this type between 1990 and 1995, bringing total output to 864.
PKP had two second-hand examples,
obtained in 1992 (Zastal 219/1972 and 598/1974, previously used by a
railway car repair works) and classed SM04; one was withdrawn in 1999 and the
other in 2000. Further two, Ls150-344 (Fablok 5615/1961) and Ls150-345
(Fablok 5616/1961), taken from industry, were converted to the 1524 mm
track and fitted with Henschel 14H6 engines. They were re-designated
type SLs-180, where capital S stood for ‘szerokotorowy’, or broad-gauge.
Classed SM04 and retaining their original service numbers, they served for
some time as light switchers at border transfer stations near Przemyśl. Most
SM03 also have already been withdrawn from PKP service. Rosters compiled by Paweł Terczyński and quoted in AL
give 43 machines in 2004, probably not all of them serviceable. According to
Internet sources (www.szopa.glogow.pl),
in early 2005 only eight of them remained in active service. At least six
examples (401D-01, 401Da-734, SM03-102, SM03-136, SM03-165 and SM04-002) have
been preserved at museums and heritage parks, but many more can be found
abandoned at various railway and industrial premises, their condition varying
from quite good to derelict. Apart
from PKP and industry, several locomotives of this type were used by
military railways, which introduced their own designation system around 1975.
Ls150 was classed WP-05; 26 examples were purchased between 1959 and 1969.
Ls160 was classed WP-06; I have no exact information on their number
(probably over 20). A few WP-05s and WP-06s still remain in use. In early 1960s,
five SM03s were purchased by various industrial operators in Czechoslovakia
and classed 706.40. In late 1970s three 409Das followed, classed 706.45. In
fact they were the only Polish diesel locomotives supplied to Czechoslovakian
operators. Some were later fitted with indigenous Tatra diesel
engines. According to AV vol.2, three 706.40s and one 706.45 have
survived until today and at least one is intended for preservation. According
to www.psmk.org.pl, one machine from ZNTK Oleśnica, built in 1990 went to industrial railway Etibank in
Turkey. Most
probably the Ls150 designation was used also for other machines. Collection
of the PSMK railway fan society at
former Skierniewice depot includes also an Ls150 – in fact a German wartime
locomotive (type Köf II, built by Klöckner-Humboldt-Deutz, probably in
1944 for German army), obviously a war booty. The machine has no service
number and no details are available. It seems quite possible that this
designation, indicating just engine rating, was used for miscellaneous
untypical locomotives, which service life – due to poor condition and lack of
spares – was usually very short. Main technical data – SM03
1) Version
with multiplying gear (2Ls150 – SM03-04 through 99). 2) Including
273 with PKP. 3) In
later examples, 2DSR150 or DTK-150 of the same rating or 10H6, rated at 160
hp. Main technical data – SM04
1) Including
two for PKP; some sources give 865. 2) Small number sold to References
and acknowledgments
-
AL, LSPP, -
www.psmkms.ipx.pl (Michał
Wojtasik), -
www.kolej.pl/~jareks/
(Jarek Stawarz aka Chester) – unfortunately this link is currently dead, -
PSMK website (www.psmk.org.pl). |
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