TGM40

 

TGM40_1

 

Russian TGM40-0465, photographed at the Kiziterinka station near Rostov on Don, March 25, 2006...

 

TGM40_2

 

...and another picture of this machine, taken on the same occasion. Both photos by Vadim Anokhin (thanks for permission!).

 

TGM40_3

 

TGM40-0590, STEICO, Czarnków, probably late 2006. Photo from www.st43.pl (used by permission).

 

 TGM40_4

 

This TGM40-0507 is operated by the ZNTK Bydgoszcz railway stock repair works and was photographed there on May 14, 1997. Photo by Filip Sieradzki (from my collection). This locomotive has already been withdrawn.

 

 

 

 

In late 1970s, Kambarsk Machine Building Works in the USSR conceived an idea to develop a family of light diesel locomotives for 750 mm, 900 mm, 1067 mm and 1524 mm tracks. All these variants were to be derived from the TU7 narrow-gauge locomotive, in production since 1971 (mainly for forestry and paper industry, also for export), fitted with a V-12 400 hp diesel engine and hydraulic transmission. While narrow-gauge variants proved successful, standard-gauge one, which appeared in 1978, did not. It was soon found that plain replacement of trucks would not work and standard-gauge TU7 had to be substantially modified. Diameter of wheels was increased from 600 to 950 mm, trucks were enlarged and frame and body were also substantially modified. Overall length increased from 9400 to 11 290 mm and weight in working order from 24 to 34 tonnes (for better adhesion, the machine could be ballasted up to 40 tonnes.) However, with the Bo’Bo’ layout, axle load remained on a moderate level.

Two prototypes, designated TU7M, were built in 1981 and were later re-designated TGM40 (T stood for diesel locomotive, G for hydraulic transmission and M for switcher). Production started in 1982 and was terminated in 1996, although several additional examples were delivered between 1999 and 2002. This locomotive was built only for industrial operators and export and saw no service with Soviet railways SŽD or with railways of post-Soviet republics. TGM40 is fitted with high-speed 1D12-400B diesel engine, the same as in TU7 (rated power at 1600 rpm) and two-stage hydraulic torque converter; first stage is employed at startup and second during normal run. Transmission gear is a slightly modified variant of that used in TU7. This locomotive can develop the tractive effort of 9.7 tonnes at 6.4 km/h or, with ballast, 11.8 tonnes at 4 km/h. Maximum speed is 40 km/h. TGM40-01, introduced in 1988, featured several minor modifications, while TGM40-02, of which six examples were built between 1989 and 1992, was fitted with a de-rated 300 hp diesel engine. There is also a specialized version with snow-plough (which adds seven tonnes to the weight), designated TGM40S, of which 240 examples were built. According to www.scado.narod.ru, total output of all versions was 1235 examples. As far as power and tractive effort are concerned, TGM40 is roughly equivalent to Polish SM25, which was never accepted for production. Polish locomotive, with three axles coupled by connecting rods, was slightly more powerful, but axle load was 12.4 tonnes.

Despite rather discouraging experience with hydraulic transmission, several locomotives of this type were imported to Poland, but all went to industry and were never used by PKP. One source (www.st43.pl) gives that, in all, twenty examples were purchased, most of them in late 1980s. Another source, a very reliable one (www.kolejowaklatka.org) lists seventeen examples, of which three, previously used by the Zabrze foundry (two) and PESA (one), have already been withdrawn. Other sources give eight or nine. No Polish designation was given and they were identified by TGM40 plus four-digit number, probably corresponding to serial. They were scattered among various industrial establishments and their service attracted little attention: TGM40-0716, built in 1990 and delivered to a food industry plant in Lublin, clocked just 11 650 kilometers during twenty years! I personally recall TGM40-0509 in orange livery, used by an electrical industry plant in Warsaw; I saw it from time to time on the factory siding, but never had my camera with me! Later the plant closed down and the locomotive was sold in 2008 to SKPL (Association for Local Railway Traffic). Currently it is operated on a local line in Pleszew.

 

Main technical data

 

No.

Parameter

Unit

Value

1.

Years of manufacture

-

1981 – ?

2.

Total built / used in Poland

-

1235 / 20 (?)

3.

Axle arrangement

-

Bo’Bo

4.

Transmission type

-

hydraulic

5.

Design maximum speed

km/h

40

6.

Prime mover type

-

1D12-400B

7.

Engine rating

kW/hp

294 / 400

8.

Bore X stroke

mmXmm

150 X180 / 186.71)

9.

Number of cylinders

-

12

10.

Number of electric engines

-

-

11.

Rated output of electric engines

kW

-

12.

Main reduction gear ratio

-

 

13.

Diameter of drivers

mm

950

14.

Total weight

kg

34 0002)

15.

Axle load

T

8.53)

16.

Axle base

mm

6 875

17.

Overall length

mm

11 290

18.

Maximum width

mm

2 950

19.

Train heating

-

-

20.

Brake type

-

 

 

1)     Master / articulated connecting rods.

2)     40 000 kg with ballast.

3)     10.0 tonnes with ballast.

 

References and acknowledgments

 

-       Locomotives and Railcars of Soviet Railways 1976-1985 by V.A. Rakov (via Vadim Anokhin);

-       www.st43.pl;

-       www.kolejowaklatka.org;

-       www.scado.narod.ru;

-       SK, various issues;

-       MAL, AV vol. 2.