EM10
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Slovakian 110.021-3, photographed at the Skalite
station on March 7, 2003. EM10 was to a certain extent based on this design.
Czech 111 033-7, Prague, Czech Republic, May 19, 2006. Photo by someone
who wishes to be known as Radouch (source: www.commons.wikimedia.org). Class
111 was developed from class 110; one locomotive of this type was tested in
Poland.
EM10-002, photographed in Jelenia Góra on July 25, 2002. Photo by Marek Dąbrowski
(thanks for permission!).
Side drawing of the EM10 in its original version…
…and after modernization. Both drawings by M.Ćwikła (SK vol. 9/2004).
EM10-102 (HCP 437/1990), location and
date unknown. Photo by Z. Urbański (postcard from
my collection).
Another picture of the EM10-102; Poznań Starołęka, September 16,
1993. Photo by Marek Niemiec (from my collection).
EM10-04 in its final form, Sławięcice,
July 9, 2004. Photo by Ryszard Rusak
(from my collection).
EM10-02, June 17, 2004, location unknown. Photo by Ryszard Rusak (from my
collection).
All four EM10s (left to right: -03, -01, -02 and
-04), photographed at the Poznań Franowo depot on November 25, 2012, by someone known as Klimalno; source: www.commons.wikimedia.org.
EM10-01 in its final form and PKP Cargo livery, photographed at the same location on
August 25, 2014, by someone who wants to be known as Travelarz
(source: as above). |
Until the
appearance of E6ACT from ZNLE Gliwice
(now Newag Gliwice) in 2009, EM10, or factory type 405E, was the last electric
locomotive entirely designed and built in Poland. Despite this distinction it
is one of the least known types – no wonder with just four examples built and
comparatively short service. The idea,
conceived in 1986, was to produce a modern electric locomotive mainly for
switching at large transfer stations and yards, but suitable also for light
passenger and freight trains. Initially it had been intended to purchase such
locomotives in Czechoslovakia, but finally an indigenous design was
submitted. In fact, it was to a certain extent based on Czechoslovakian class
E458.1, later re-classed 111, derived from earlier class E458.0. Between 1981
and 1982, 35 E458.1s were delivered by Škoda and one example, 111
016-2, was briefly tested by PKP in Gliwice in July and August 1988.
EM10 featured thyristor startup system,
electrodynamic braking, single-arm current collectors, suspension with four Flexicoil springs for each truck and other
novelties which rendered them quite modern compared to other types then in
service. First two examples, EM10-101 and EM10-102, were built by HCP in
June 1989 and accepted by PKP a few months later. In April 1991 two
more followed, EM10-001 and EM10-002 (type 405Ea); they differed in startup
systems being supplied by Czechoslovakian ČKD Elektron. Initial
service tests took place at the Poznań Franowo depot. First two EM10s experienced problems with
poor reliability of indigenous startup systems, which were in 1993 replaced
by the Czech units (on the same occasion some minor improvements were
introduced). Several minor shortcomings were revealed, as it is usually the
case with prototypes. They would have probably been eradicated in production machines, but these never
followed. Despite plans from mid-1980s to build 200 examples and overall
needs estimated even at 400, no more EM10s were built. Those delivered served
mainly in southern Poland and on occasions ran with passenger trains,
although were found too weak for typical line service. Failure rate was
fairly high; moreover, as few transfer stations and yards had actually been
electrified, diesel switchers were preferred. Since early 2000 EM10s saw some
service with local passenger and freight trains in Lower Silesia. In 2002 all
were scheduled for modernization, completed by the Electric Locomotives
Repair Works (ZNLE) of Gliwice in July 2004 (factory type 405Em).
This included new power electronics (with IGBT transistors), modern control
and on-board diagnostic systems; externally – apart from new livery – the
most visible features were new current collectors and repositioned upper
headlights. Service numbers were changed to EM10-01 (ex -001), EM10-02 (ex
-002), EM10-03 (ex -101) and EM10-04 (ex -102). All four initially went to Wrocław and later to Nowy Sącz. In March 2009 they returned to Poznań
Franowo depot, but saw little service and were
dumped at the depot, awaiting decision on their final fate. In 2012 it was
proposed to convert them to hybrid (diesel-electric) locomotives, but this
idea failed to materialize. Later, in early 2017, it was announced that all
four examples had been offered for sale. No customer, however, was found.
Finally, in early 2021 a decision was taken to scrap three examples, EM10-03
being intended for preservation. The
entire EM10 program was a failure. The idea of electric switching locomotives
turned out to be premature, as only few large yards were actually
electrified. On the other hand, due to decrease of passenger traffic in early
1990s, there was no need for a new locomotive for local trains. Be it as it
was, EM10 was the most modern electric locomotive in the PKP service
until the appearance of class EU43 in late 2007. Main
technical data
1) Multiple control systems removed during
modernization. List of vehicles can be found here. References and
acknowledgments
-
Monographic article by Paweł
Terczyński (SK vol. 9/2004); -
Modernization description by Bogdan Waga (KMD vol. 3/2005); -
www.kolejowaklatka.org (website
by Marek Dąbrowski); -
AL, AV; -
SK,
various issues. |
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