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.
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). |
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, to a certain extent based on Czechoslovakian class
E458.1, later re-classed 111 – one example, 111 016-2, was briefly tested by PKP
in July and August 1988). It featured thyristor startup system,
electrodynamic braking, single-arm current collectors, suspension with four Flexicoil
springs for each truck and other novelties which rendered them 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 ČKD
Elektron.
Initial
service tests took place at the Poznań Franowo depot. First two EM10s
experienced problems with indigenous startup systems, which were in 1993
replaced by the Czech units (on the same occasion several 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 locomotives were preferred. Since early 2000 EM10s saw
very little service. 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; recently
(March 2009) they returned to Poznań. 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. References and acknowledgments
-
Monographic
article by Paweł Terczyński (SK vol. 9/2004), -
Modernization description by Bogdan Waga (KMD
vol. 3/2005), -
AL. |
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