SP45
and SU45
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Second example of the 12C22W engine at the
Snow-covered SP45-139 ( HCP
141/1974) at Kościerzyna depot,
SU45-208
( HCP 210/1975) photographed near
SU45-082 (HCP 084/1973) at Toruń Kluczyki depot, August 8, 2003
SU45-092
(HCP 094/1973) at Głogów station,
Not
only steamers can be seen in Wolsztyn: SU45-048 (HCP 050/1972) was photographed there on
...
this SU45-195 (HCP 197/1975) almost one
year later, on
...and
SU45-202 (HCP 204/1975) on
Another
picture of SU45-048, taken at the Leszno depot on
SU45-097 (HCP 099/1973) in Krotoszyn, November 26,
2003
SU45-111
(HCP 113/1974) near Sierpc,
SP45
side drawings: prototype….
…
and late production variant (both drawings by M.Ćwikła from the monograph
quoted in references).
Two
SU45s inside the engine shed in Ełk: SU45-137...
...
and SU45-244 (on the right – ST44-967); both photos taken on
Two
more photos from Ełk: SU45-045...
...and
SU45-078;
SU45-209,
photographed in Hajnówka on Many
SP45s and SU45s withdrawn from use can be seen at various depots in
SU45-250
emits a cloud of black smoke as her diesel engine is started; Korsze,
September 9, 2008.
Two
more SU45s photographed in Korsze on the same occasion: SU45-078…
…and
SU45-070. Here diesel locomotives take over eastbound passenger trains. |
Orders for steam locomotives in The engine was developed by the CBKSS (Central Design Bureau for Internal Combustion Engines) on the basis of successful 8C22 eight-cylinder 800 hp unit, designed for SM42 switcher. By adding four cylinders and with higher supercharging the new powerplant, designated 12C22W, was intended to develop 1700 hp at 1100 rpm. In order to maintain moderate axle load, Co’Co’ arrangement was chosen for the new locomotive, initially designated SU44 (factory designation 301D). Bench running of the 12C22W started in April 1966 and was plagued by crankshaft and bearings failures (although some earlier sources claim that he engine performed very well!). Soon rated power was reduced to 1520 hp at 1020 rpm, some modifications were introduced and in this version the engine was fitted to the prototype locomotive. Development problems, however, delayed the whole program and tests began only in August 1967 (due to this delay, the new loco became SU45, first ST44s having been put into service in 1965). SU45-001 was never accepted by PKP, remained the HCP property and was used for tests only, to be finally scrapped in mid-1970s. Despite reduced engine output, performance was found basically adequate, but the 12C22W proved very unreliable and its development was finally cancelled. As alternative CT19 family of medium-speed diesels had been abandoned at an early stage, foreign license seemed the only way to save the project. In fact, as early as in November 1966 an agreement had been signed with FIAT Grandi Motori of Turin to produce at HCP the 2112SSF engine (1700 hp at 1500 rpm), then still under development. 2112SSF was smaller than its predecessor, having the capacity of 95.5 litres (123.1 litres in 12C22W) and was lighter by about 900 kg. Specific fuel consumption was, however, almost the same (assuming initial rating of the Polish engine). In the meantime, it was decided that the new locomotive should be produced in two variants: passenger SP45 with steam car-heating device and freight ST45 (which never materialized). Second prototype, designated SP45-002 (type 301Da), with imported FIAT engine, was completed in June 1968. After prolonged tests it was accepted by PKP in 1971 and later re-designated SP45-500 to avoid confusion with the standard production variant. FIAT-engined SP45 was finally ordered by PKP after several modifications, concerning mainly electric equipment and many minor details (type 301Db). First production example, SP45-001 (HCP 003/1971), was rolled out in July 1971 and, until September 1976, 265 locomotives were delivered to PKP. Three more followed in 1977 for Lebanese CEL railways (type 301Dc, HCP 301/1977 to 303/1977, CEL service numbers 1201 through 1203), with modified cooling systems and many other minor changes. 301Dc was by some 8 tonnes lighter than the original version. Ultimate fate of these machines is not known, but all of them still existed and probably remained operational in 1997. CEL plans to purchase further ten examples failed to materialize. SP45 soon became the principal passenger diesel locomotive in the PKP service. Prior to its introduction, passenger trains on main unelectrified trunk lines were often hauled by ST43 or ST44 freighters, which called for additional heating cars during winter. Double-heading SN61 diesel railcars (often supplemented by a third unit!) were too weak and their mechanical transmission was prone to failure. Quite often steam locomotives had to be employed, much to the concern of certain officials, who considered them a symbol of backwardness. SP45s were therefore badly needed and soon could be encountered on most principal unelectrified lines; last SN61s were withdrawn from long-range service in 1974. During its production period,
SP45 underwent numerous modifications, aimed both at replacing imported
elements and sub-assemblies with their indigenous or license-built variants
and at improving reliability and safety. Basic characteristics and external
appearance were not affected. In mid-1980s, however, problems with imported Vapor
boilers for car heating became acute. Purchase of spares was costly and
steam-heated passenger cars rapidly dwindled in number. It was thus decided
to introduce 3000 V dc electric heating, with a generator driven directly by
the diesel engine, the same as in SU46 and SP47. First machine, SP45-074, was
modernized in 1987 and, until 1997, 190 more followed. Designation was
changed to SU45 in 1992, but service numbers were retained (SP45-090, -095
and -099 retained their original designations despite being fitted with
electric heating devices). On Of 266 examples supplied to PKP, 161 still remained on the
company’s rosters in 2004, although not all of them were serviceable.
Together with their more powerful development, SU46, they will most probably
remain in use for a long time, as no replacement is at hand. Contrary to
previously prevailing practice, however, someone must have thought of their future
demise and SP45-139 (HCP 141/1974),
written off in July 1999, was transferred to the rolling stock heritage park
at Kościerzyna locomotive depot in October 2001. Derelict examples can be
found at several depots throughout Main technical data
1) Supplanted
by 3000 V electric heating in the 1980s (designation changed to SU45). 2) 12C22W
of the same rating in the prototype. 3) 301D
prototype. 4) 108
000 kg in the prototype (301D), 96 000 kg in locomotives for Lebabnon
(301Dc). 5) 18.0
T in the prototype (301D), 16.0 T in locomotives for References and acknowledgments
Most
comprehensive technical and historical account of this class can be found in
the monograph HCP Diesel Locomotives, Classes SP45, SU46, SP47 by
Marek Ćwikła and Paweł Terczyński (Kolpress, 2004) |
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