SM42,
SP42 and SU42
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Something slightly ‘different’ to begin with: SM42 (number unknown) on
the longest stone railway bridge in
Slightly derelict SM42-002,
photographed at the Ełk depot on
Another picture taken in Ełk on the same day: SM42-016.
SM42-144 leaves the Szczytno station with a
passenger train on
Another picture from Szczytno: SU42-503,
photographed on
SM42 side view; drawing by M.Ćwikła from SK vol. 5/2002.
‘New’ SU42 side view; drawing by M.Ćwikła from SK vol. 10/2001.
SM42-214, photographed at the Warszawa
Odolany depot on
...and another picture from this
depot: a lineup of a dozen or so SM42s;
In early 2004, over 80 SM42s were
based in
This Ls800-2667, photographed at the
Turoszów station on
Another example from a power plant,
this time SM42-2196 from Ostrołęka;
SM42-831, Pilawa,
SM42-765 at the Zawidów station,
SM42-1122, Mława,
Several pictures of SM42s from the Lotos Kolej fleet can be found here.
This SM42-893, photographed at the
Chabówka loco heritage park, is not a heritage loco! Photo taken on
During the 2006 steam locomotive show
at the Chabówka depot, SM42-664 provided necessary assistance;
SM42-2015, used by PRKiL track maintenance company;
Rogów,
Another SM42 from this company’s
fleet: SM42-2471, photographed near the Warszawa Zachodnia station on
SM42-1109, Iłowo,
SM42-950, Milówka,
SM42-558, Warszawa
Wschodnia station, June 26, 2005…
…and another picture taken at the same
location: SM42-1007,
SM42-713, photographed near the
Warszawa Główna Towarowa goods station on
... and two more pictures from this
location, taken on
...and SM42-1074 on a hump.
The same machine, photographed at the
Warszawa Wschodnia station on
SP42-175,
Kościerzyna,
SU42-514, Puck,
SU42-524, Hel,
Due to deteriorating track condition, only light diesel locomotives are allowed to enter the Hel promontory. SM42-126...
...SM42-356 with SU42-514...
...and SU42-514 alone were
photographed at the Hel station on
SM42-514, photographed at the Krotoszyn
station on
...SM42-890, photographed at the same
location on
...and SM42-862, the same location,
Krotoszyn once again: SM42-861, August 13, 2008.
SM42-1050,
Bolesławiec,
Derelict SM42 (number unknown),
photographed at the Ostrołeka depot on
SP42-242, Chojnice,
SM42-336, photographed in Wolsztyn
during the Steam Locomotive Gala on
SM42-336 performed the same duties during the 2008 show; photo taken on May 2.
During the 2007 parade on April 28, SM42-650 was used for switching.
Another picture of the SM42-650, taken
near the Poznań Franowo depot on
...and more photos taken on the same occasion: SM42-423...
...SM42-1068...
...SM42-758...
...and SM42-857.
Another picture from this location:
SM42-1096,
SU42-530, Kudowa
Zdrój,
SM42-1077, Kraków
Płaszów,
Two SP42s, photographed at the Jelenia
Góra depot on
...and SP42-245.
SM42-2149 from the Pol-Miedź Trans fleet, Lubin Górniczy,
SU42-516, Jaworzyna
Śląska station, August 4, 2004...
…and the same example, photographed at
the Kamieniec Ząbkowicki depot on
...together with SU42-528...
...and SU42-540.
Derelict SU42-128,
SP42-208,
SM42-1038,
SM42-847, photographed at the
SM42-735, Ełk depot,
Two locomotives photographed at the
Gdynia Grabówek depot on
...and SP42-161, the latter probably withdrawn.
One of very few photographs of the EPA42-001, taken at the Warszawa Odolany depot, probably in 1996. Photo by Maciej Stępień (thanks for permission!).
SM42-384 with a service train,
photographed near the Warszawa Żerań station on
SM42-2251 from the Maczki Bór sand
mine, photographed in Czempiń on
Two SM42s photographed at the Nysa
station on
...and SM42-1146.
Warszawa Wschodnia
again: SM42-300, July 10, 2008.
Two SM42s, photographed in Korsze on September 9, 2008: SM42-1122...
…and SM42-254.
This engine belongs to the Konin lignite mine; note dual designation (Ls800/SM42-1657). Photo taken at the Kleczew depot on September 16, 2008. |
SM42 medium switcher was developed
with an intention to replace a motley collection of obsolete and worn-out
steam engines used for shunting and with light local freight trains. Such
locomotive was necessary for both PKP and industrial operators, for
whom 300 hp SM30 was too weak. Design was submitted by the CBK PTK (Central Design Bureau of the Railway Stock Industry) of Almost in parallel, attempts to produce a medium switcher with hydraulic transmission were pursued, on the basis of Soviet TGM3, which was license-built at Fablok as type 12D or Ls750H with imported diesel engines and torque converters (PKP class SM15). This locomotive, however, proved very unreliable and only 57 examples were built. Their service life was extremely short and SM42 was left on the field. New machine (factory designation
6D) owed something to earlier SM30, as well as to SM40/SM41 supplied by
Hungarian Ganz-MAVAG, and certainly drew on service experience
acquired with them, but was an entirely new design. Prototype (6276/1964) was
rolled out in June 1964 and underwent extensive tests, so it was not accepted
by PKP before 1967 and actually was preceded in service by SM42-002
and SM42-003, delivered in March 1965. If not particularly advanced, SM42
proved a sound and successful design. Production for PKP lasted until 1981; it was re-commenced four years later and
continued, on a small scale, until 1992. Deliveries for industrial operators
went on in parallel. SM42 thus enjoyed the longest production run of any
Polish locomotive, comparable only to that of license-built EU07. According
to some sources, small-scale production for industrial operators continued
after 1992 and in fact this type and its specialized version 6Da/R (see
below) still remain in the Fablok
offer. Given such long period, modernizations were rather few, the most
important being modified LSf-430 electric engines in place of earlier LSa-430
and improved lighter trucks from SM42-521 onwards. Later variants were
designated type 6Da. Total output amounted to 1856 examples, of which 1153
went to PKP.
Thirty-seven (factory type 6D/M) were sold to SM42s were also used with local
passenger trains, but lack of car heating equipment limited their suitability
to warm seasons. In early 1970s an idea of low-voltage (500 V) car heating,
with feeding from main generator, was conceived and suitable modifications
were introduced in 39 SM42s between 1975 and 1977. They were re-classed SU42,
but service numbers were retained. As with the SM30/SP30 conversion, this
concept did not prove entirely successful. At low speeds, which were typical
on local lines for which these locomotives were intended, generator yielded
only 200 to 400 V and heating was very inefficient. Moreover, there were few
cars fitted with low-voltage heating. SU42s remained in passenger service
until mid-1980s, later to be used as plain switchers; 26 of them survived
until 2000, to be re-classed SM42 with heating equipment removed (three were
converted back to SM42s earlier and ten were written off between 1997 and
1999). Class designation SU42 was formally cancelled on SU42 was in fact preceded in
service by a dedicated and more extensively re-designed passenger version. In
early 1970, SP42 (factory type 101D) appeared, fitted with WB5 oil-fired
heating boiler. As there were comparatively many steam-heated passenger cars
in PKP service, this locomotive found a widespread use and 268
examples were built by Fablok until 1975. SP42 was by some 2.7 tonnes
lighter than the original variant (heating boiler added some extra weight,
but about three tonnes of cast-iron ballast were removed). Externally it is
easily distinguished by a streamlined stack fairing aft of the driver’s cab.
In 1993 two SP42s were converted to the SM42 standard and became SM42-011 and
SM42-012, these numbers being allocated for the second time. A number of
surplus SP42s were withdrawn in late 1990s; on SM42 is perhaps the most
widespread locomotive class in Although SM42 has turned out to be a reliable machine, well suited for its intended tasks, it can no longer be judged modern. PKP activities concerning modernization of this important and numerous class have so far been rather modest. In 1996 one machine (SM42-039) was fitted with MTU 12V396TC12 disel engine, rated at 950 hp, ac generator and state-of-the-art controls; there were also numerous minor improvements. Re-numbered SM42-2000, this successful conversion has until now remained a single example. PTKiGK Rybnik, who have a considerable fleet of these engines, implemented a more advanced program, not only involving prime mover (this time 1000hp MTU 8V396TC14), main generator (ac LSG-850-90, supplied by ABB) and minor improvements, but also changing external appearance. New high-rpm diesel engine is much lighter (2.52 tonnes instead of 7.4) and specific fuel consumption is lower by almost 9%. Modernized machine, designated type 6Dd (or Ls1000), has a modified body, with driver’s cab shifted forward and accessible directly from footplates. Modernization of the first example (SM42-2536, s/n 10267/1979, which became Ls1000-01) was completed in March 1999, second one (SM42-2197, s/n 8612/1973) followed three years later. Fablok offers also a special
conversion for pig iron transport at foundries. This variant, with factory
designation 6Da/R, has provisions for remote control (up to 4 km/h) and can
be fitted with additional ‘armor’ of 1.5-mm thick steel plates. Details can
be found at the manufacturer’s website www.fablok.com.pl.
As far as I know, only one example has been delivered. Perhaps the most
unusual conversion was EPA42, of which little is known. According to www.bluefish.foxnet.pl, this was
the SM42-024 with diesel engine and generator removed and supplanted by a set
of batteries. This locomotive, rebuilt by Fablok
in 1985 and re-designated EPA42-001, was based at the Warszawa Odolany depot
and intended for use with wreck trains in the Diameter Line tunnel, in order to eliminate pollution with
exhaust gas. I cannot recall any information on this locomotive ever being
used for this purpose. It stayed in Main technical data – SM42
1) Including
1152 for PKP. 2) In
SM42-39 (re-numbered SM42-2000) MTU
12V396TC12 rated at 700 kW / 950 KM 3) LSa-430
in earlier examples. Main technical data – SP42
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