ST48 / 15D /16D
ST48-002, rebuilt from SM48-83 for PKP Cargo, was exhibited at the TRAKO fair in Gdańsk in September 2013.
Broad-gauge 16D-002 (rebuilt SM48-041), location unknown, March 3, 2013. Photo by someone who wishes to be known as Danio11 (source: www.commons.wikimedia.org).
ST48-024 (rebuilt SM48-060) from the PKP Cargo fleet hauls a draft of coal cars…
…and idle ST48-015 (rebuilt SM48-049). Ostrołęka station, Poland, August 2, 2015.
Another picture of the ST48-024: Czeremcha, October 25, 2015.
ST48-011 (rebuilt SM48-078), photographed in Siemianówka on November 24, 2018.
Between 1974 and 1990 Polish operators (both PKP and industry) took delivery of 439 TEM2 six-axle switchers with electric transmission, built by Bryansk Engineering Works (BMZ). With PKP they were classed SM48. These locomotives, based on wartime ALCO RSD1 design, proved robust, reliable and well-suited to intended tasks, but could hardly be considered modern. They survived mass withdrawal of diesel motive power in the 1990s, only few being written off. A need for modernization was, however, evident. Between 2003 and 2004 six TEM2s, operated by Pol-Miedź Trans, were fitted with more powerful MTU engines. Much more extensive modernization was proposed by Newag. It was decided to retain only frame and trucks (with traction engines) of the old design, married with new high-rpm diesel engine, new AC generator and completely redesigned body.
Caterpillar 3512C 12-cylinder diesel engine supplanted old six-cylinder inline PD1M unit, rated power increasing from 1200 hp to 2108 hp. New engine is much lighter, so some ballast had to be added in order to provide proper adhesion. Specific fuel consumption was reduced and new power unit is compliant with current emission standards. Lower and narrower engine casing contributes to much better forward view, which is especially important during switching. Driver’s cab has been thoroughly redesigned and is fitted with state-of-the-art control instruments (two identical panels for two directions), air conditioning and efficient heating system. Silhouette has changed completely and new locomotive hardly resembles old familiar ‘Tamara’.
Two modernization packages have been offered, with factory designations 15D and 16D, for standard and broad gauge, respectively. Prototype 15D-001 was outshopped in mid-2010 and underwent service tests with LHS broad-gauge line (PKP subsidiary) and Kolprem. In March 2011 it was accepted by LHS and re-designated 16D-001. Until 2013 eight more 16Ds were delivered, six to LHS and two to Kolprem. 16D-009, temporarily fitted with standard-gauge trucks, was exhibited at the InnoTrans fair in Berlin in 2012. In May 2013 PKP Cargo ordered thirty conversions to the 15D standard. Designation was changed to ST48, indicating that ‘new’ locomotive is intended primarily for line service. First example, rebuilt from SM48-069, was outshopped in August 2013 and the whole order was completed until March 2016. Those from ST48-003 onwards have been slightly redesigned, with new pneumatic systems, and are known as factory type 15D/A. ST48-002 was exhibited at the TRAKO fair in Gdańsk in October 2013. In April 2018 further contract was signed between Newag and PKP Cargo, this time for sixty conversions to be completed between October 2018 and May 2021. In the meantime, five 15Ds were delivered to Orlen KolTrans, Bartex and Enea. Both PKP Cargo and private operators still have many SM48s in use, so further conversions are still likely to follow. At the time of writing (December 2018) total number of ordered conversions has reached 104 examples, of which 46 have been delivered.
Main technical data
2) Until March 2016.
3) Depending on coupling type.
4) Standard-gauge and broad-gauge variants.
References and acknowledgments
- www.kolejowaklatka.org (website by Marek Dąbrowski);
- Article by Paweł Terczyński in SK vol. 9/2014;
- Newag folders.