EP09

 

EP09_1

 

EP09-030 approaching a platform at the Warszawa Wschodnia station on a misty and rainy morning of October 25, 2005.

 

EP09_2

 

Ten days later: better weather and better photo. EP09-032 maneuvering at the Warszawa Zachodnia station.

 

EP09_5

 

EP09-021, photographed near the Warszawa Olszynka Grochowska depot on June 2, 2006.

 

EP09_14

 

The same example in new livery: Warszawa Wschodnia station, August 21, 2007.

 

EP09_3

 

EP09-047, the last example built, was one of the first to feature new PKP Cargo livery, introduced in late 2005; single-arm current collectors were fitted to several production machines. This photo was taken near the Warszawa Wschodnia station on February 18, 2006.

 

EP09_4

 

Two further pictures taken near the Warszawa Olszynka Grochowska depot on June 2, 2006: EP09-013...

 

EP09_6

 

...and EP09-004; note slightly different variant of the PKP Cargo livery.

 

EP09_12

 

Another picture of the EP09-013, taken at the Warszawa Wschodnia station on May 15, 2007.

 

 

EP09_7

 

EP09-024, photographed near Warszawa Olszynka Grochowska depot on July 11, 2006.

 

EP09_8

 

Two locomotives photographed at the Warszawa Wschodnia station on August 28, 2006, display two livery variants: new (EP09-010)...

 

EP09_9

 

...and old (EP09-017).

 

EP09_28

 

EP09-17, repainted in PKP InterCity blue and with new headlights, photographed at the Poznan Główny station on May 15, 2008.

 

EP09_10

 

Two EP09s, photographed at the Kraków Płaszów station on September 9, 2006: EP09-033...

 

EP09_11

 

...and EP09-002.

 

EP09_13

 

EP09-042 and EP09-002, photographed at the Warszawa Olszynka Grochowska depot on June 27, 2007.

 

EP09_17

 

Another photo of the EP09-042: Warszawa Wschodnia station, October 22, 2007.

 

EP09_15

 

Yet different livery, this time PKP InterCity blue; EP09-007, Warszawa Wschodnia station, September 24, 2007 – ready to depart with the IC1303 train to Kraków.

 

EP09_21

 

EP09-008 in the same livery, photographed near the Warszawa Zachodnia station on November 21, 2007; note different headlights.

 

EP09_24

 

Three more pictures from this location, all taken on April 29, 2008: EP09-009...

 

EP09_25

 

...EP09-007, both in the PKP InterCity blue...

 

EP09_26

 

...and EP09-045 from PKP Cargo.

 

EP09_29

 

Another picture of the EP09-45, taken at the Warszawa Wschodnia station on July 10, 2008…

 

EP09_38

 

…and yet another, this time in the PKP InterCity blue; May 28, 2009.

 

EP09_30

 

EP09-015, Warszawa Wschodnia, July 10, 2008.

 

EP09_27

 

Another picture of the EP09-009, taken at the Poznań Główny station on May 15, 2008.

 

EP09_22

 

Blue livery is also presented by two EP09s, photographed at the Warszawa Wschodnia station: EP09-046 (March 27, 2008)...

 

EP09_23

 

...and EP09-009 (April 10, 2008).

 

EP09_34

 

Another picture of the EP09-009, taken at the Bielsko-Biała station on April 26, 2009.

 

EP09_16

 

More photos taken at Warszawa Wschodnia station: EP09-031, October 8, 2007...

 

EP09_18

 

...and EP09-018, two weeks later.

 

EP09_19

 

Two EP09s, photographed near the Warszawa Zachodnia station on October 26, 2007: EP09-014...

 

EP09_20

 

...and EP09-026, both with InterCity trains.

 

EP09_31

 

Warszawa Wschodnia again: EP09-020, September 4, 2008...

 

EP09_32

 

...and EP09-011, photographed eight days later. Both carry new PKP InterCity livery.

 

EP09_sc

 

Early EP09; side drawing by M.Ćwikła (source: SK 4/1999).

 

EP09_33

 

EP09-038 Leaves Warszawa Wschodnia station with an InterCity train to Kraków. PKP Cargo livery has been retained, but logo has been painted over; February 10, 2009.

 

EP09_36

 

The same location, May 28, 2009: EP09-001…

 

EP09_37

 

…EP09-022…

 

EP09_35

 

…and EP09-003.

 

EP09_39

 

Another picture of EP09-003, taken a few hours later near Warszawa Zachodnia station.

 

EP09_40

 

EP09-022 passes by the Warszawa Włochy station; September 15, 2009.

 

EP09_41

 

EP09-010 displays new (ultimate?) version of the PKP InterCity livery: Zebrzydowice, March 9, 2010.

 

EP09_42

 

New livery is also displayed by the EP09-016, photographed at the Warszawa Wschodnia station on April 29, 2010.

 

EP09_43

 

The same location: EP09-023 just after arriving with an express train from Wrocław. June 16, 2010…

 

EP09_44

 

…EP09-037, July 9, 2010…

 

EP09_45

 

…and EP09-043, August 18, 2010.

 

EP09_46

 

EP09-025, photographed at the Kłodawa station on September 20, 2010.

 

EP09_47

 

Warszawa Wschodnia again: EP09-023, March 1, 2011.

 

EP09_48

 

Two more pictures from this location, taken on May 23, 2011: EP09-011...

 

EP09_49

 

…and EP09-044.

 

EP09_51

 

Back to one of my favorite spots near the Warszawa Zachodnia station: EP09-001…

 

EP09_50

 

…and EP09-035; both pictures taken on August 3, 2011. EP09-035 was destroyed in a head-on crash with ET22-1105 between Sprowa and Sarzyny on March 3, 2012, with seventeen people losing their lives.

 

EP09_52

 

Back to Warszawa Wschodnia and again EP09-017, but this time in the ultimate PKP InterCity livery; August 5, 2011.

 

EP09_53

 

Three pictures taken at the same location on May 25, 2012: EP09-032 …

 

EP09_54

 

… and EP09-036, both sporting special Euro2012 football championship liveries,…

 

EP09_55

 

…together with a ‘plain’ EP09-013.

 

EP09_56

 

EP09-037, ready to depart with a train from Warszawa Wschodnia to Wrocław; August 20, 2012.

 

EP09_57

 

The same location, August 30, 2012: EP09-029.

 

EP09_58

 

Warszawa Wschodnia again. EP09-030, April 17, 2013.

 

EP09_59

 

EP09-027…

 

EP09_60

 

…and EP09-011, both photographed on the same occasion.

 

EP09_61

 

Eight days later: EP09-006.

 

EP09_62

 

Two pictures taken on May 17, 2013: EP09-018…

 

EP09_63

 

…and EP09-047, the last example built.

 

EP09_64

 

EP09-041, photographed in Wałbrzych on July 9, 1997. Photo by Andrzej Etmanowicz (from my collection).

 

EP09_65

 

EP09-047 again, this time in old livery; Warszawa Olszynka Grochowska, July 16, 2004. Photo from my collection.

 

EP09_66

 

Three pictures taken at the Kraków Płaszów station on June 20, 2013: EP09-042…

 

EP09_67

 

…EP09-030…

 

EP09_68

 

…and EP09-031.

 

 

EP09-027 has just arrived at the Zebrzydowice station with a train from Vienna; March 4, 2014.

 

 

Three pictures taken at the Warszawa Wschodnia station on May 27, 2014: EP09-025…

 

 

…EP09-002…

 

 

…and EP09-034.

 

 

Four EP09s, photographed at the Olsztyn Główny station. EP09-022, with the PKP InterCity ad, July 1, 2015…

 

 

…EP09-002, the same day…

 

 

…and two pictures taken on the next day: EP09-006…

 

 

…and EP09-001.

 

 

The same locomotive, photographed at the Warszawa Wschodnia station on January 28, 2016.

 

 

The same location: EP09-010, April 14, 2016.

 

 

Old days: EP09-015 in its original livery, Warszawa Wschodnia station, June 17, 1995. Photo by Marek Niemiec (from my collection).

In early 1970s basic electric locomotives for passenger trains in the PKP service, EU07, had maximum speed of only 125 km/h. So far this had been sufficient, but there were plans to upgrade several principal lines and build new ones, suitable for trains attaining even 250 km/h. In fact early 1970s were a period of optimism, or rather over-optimism, in the entire Polish economy, but the need for faster locomotives was obvious. Modification of 27 EU05s and 15 EU07s (new service designations EP05 and EP08, respectively) was only an interim measure and it was decided to develop an entirely new family of electric locomotives. This family was to have been based on a 4000 kW Bo’Bo’ locomotive, capable of 200 km/h. In fact, this was the first attempt in Poland to build an electric passenger locomotive of indigenous design; previous ones were either imported or built under British license.

Initial plans soon proved too ambitious and had to be cut down, and what finally emerged in 1978 was a somehow more modest design study, including a Bo’Bo’ locomotive with maximum speed of only 140 km/h (type 104E), heavier six-axle Bo’Bo’Bo’ locomotive in two variants (type 204E) and twin eight-axle locomotive intended for heavy freight trains (type 205E). Two latter projects were soon abandoned and only 104E was proceeded with; design was completed in 1981 and it was intended to build two prototypes at Pafawag, Wrocław, until 1984. In the meantime, maximum speed demand was increased to 160 km/h. Early 1980s were not particularly auspicious for Polish industry and economy in general, so the first prototype was delayed by about two years. This locomotive, designated EP09-001, was rolled out in late 1986 and service tests began in March 1987. Results were not entirely satisfactory. Most serious problems were engine suspension fractures and poor running qualities; crews complained of very high temperature in the cabin. There were also many minor shortcomings. Second prototype, EP09-002, which appeared in 1987, differed in control systems and had factory designation 104Ea; all other examples, with many modifications (including improved brakes and suspension, the latter to eliminate snaking) were designated 104Eb. Many improvements were successively introduced during service, so some claim that no two EP09s are entirely identical! This is, however, an exaggeration. In fact, in late 1990s it was intended to launch a unification program (concerning mainly equipment), to be completed until 2005. These plans failed to materialize.

Although initial type 204E project had been abandoned, it re-appeared in 1985 as a lengthened and modified six-axle (Bo’Bo’Bo’) version of the EP09, intended for freight trains, with maximum speed reduced to 100 km/h. Designated type 206E (service designation ET24 being envisaged), this locomotive was a possible replacement for ET22, having similar tractive effort combined with much better running qualities, especially on mountain lines. Due to economical crisis and decreasing freight traffic this project remained on the drawing board.

EP09 had more than a fair share of teething troubles and production lagged behind schedules. It was initially intended to build five pre-production machines in 1988, but last of them, EP09-007, was delayed by two years. Forty more followed; last two, EP09-046 and EP09-047, were built in late 1997 and supplied in January 1998; it may be added here that next brand-new locomotives (class EU43 – second with this designation) were delivered to PKP ten years later. All these machines are used principally with express trains and most of them are based in Warsaw. Compared to some earlier types – especially EP05s, which were considered very reliable and well-liked by crews – they never enjoyed a good reputation. In fact, failure rate was initially rather high, but this is common with prototype machines that feature new design concepts. What is certain is that almost from the beginning EP09 has been a compromise between initial ambitious plans and reality; it should be kept in mind that in 1980s political factors excluded co-operation with Western manufacturers and sub-contractors. Pafawag itself was struggling for survival (to be acquired by Adtranz in late 1997 and finally to become a part of Bombardier in 2001) and complaints concerning EP09 were not its only problem.

Be it as it was, for several years EP09 was the most modern electric locomotive in the PKP service. It enjoyed a dubious privilege of being the last one designed and built in Poland, until the appearance of the E6ACT ‘Dragon’ from Newag Gliwice in 2009. These locomotives hauled the most prestigious and fastest express trains, although – due to their moderate number and relatively low availability – they never replaced older EP08s or even EP05s. Instead of developing this design, the problem of providing a modern electric locomotive for PKP InterCity was finally solved by purchasing ES64U4s from Siemens in 2008.

 

Main technical data

 

No.

Parameter

Unit

Value

1.

Years of manufacture

-

1988 – 1997

2.

Total built / used in Poland

-

47 / 47

3.

Axle arrangement

-

Bo’Bo

4.

Control

-

individual

5.

Design maximum speed

km/h

160

6.

Traction motors (number X type)

-

4 X LKa740

7.

Voltage

V

3000

8.

One-hour rating

kW/hp

 

9.

Continuous rating

kW/hp

2940 / 4000

10.

Electric current at one-hour rating

A

 

11.

Electric current at continuous rating

A

 

12.

Rotational speed at one-hour rating

rpm

 

13.

Rotational speed at continuous rating

rpm

 

14.

Engine suspension

-

 

15.

Reduction gear ratio

-

73:38

16.

Diameter of drivers

mm

1250

17.

Total weight

kg

83 500

18.

Axle load

T

20.875

19.

Axle base

mm

 

20.

Overall length

mm

16 740

21.

Maximum width

mm

 

22.

Brake type

-

Westinghouse

 

 

References and acknowledgments

 

-       Monographic article by Paweł Terczyński (SK vol. 8/2003);

-       AL, SK (various issues).