ET05 / 121
ET05-R009 (ex 121.084, Škoda 4107/1960) from the CTL fleet, photographed in Gdynia on April 24, 2010. This locomotive went to Czech Republic in May 2014. Photo by Marek Dąbrowski (thanks for permission!).
Class 122 is a direct derivative of earlier 121. This Czech 122.007-8 was photographed in Petrovice on March 9, 2010.
Slovakian 121.077-2 (Škoda 4100/1960), photographed in Czarnolesie on August 19, 2005, probably shortly before repainting. This locomotive served with CTL Logistics as ET05-R002 and went to Czech Republic in May 2014. The other loco is 140.074-7. Photo from my collection.
121.065 (Škoda 4088/1960), operated by IDS Cargo Česká Republika, until 2011 served with CTL as ET05-R004. Photo taken in Děčín on May 3, 2014, by someone who wishes to be known as Matijak (source: www.commons.wikimedia.org).
Another locomotive from the CTL fleet: ET05-R008 (ex 121.060, Škoda 4083/1960), photographed in Tarnowskie Góry on August 17, 2007. This locomotive was withdrawn in March 2010 and sold for scrap. Photo by Paweł Michalik (source: as above).
Starting from 2005, various Polish private operators obtained over 100 second-hand electric locomotives from Czech Republic and Slovakia. Most of them were ČD/ŽSSK classes 181 and 182 (Co’Co’), built by Škoda and known in their homeland under the nickname ‘Šestikolák’, or six-wheeler. Smaller numbers of four-axle locomotives have also been impressed into service, including rather elderly class 121.
Its origin may be traced in the first license agreement, signed by Škoda with Schweizerische Lokomotiv- und Maschinenfabrik of Winterthur and Société Anonyme des Ateliers de Sécheron of Genéve, which materialized in ČSD class E 499.0 (later class 140, deliveries starting in 1953). It was later developed into class E 499.1 (141), which differed mainly in truck, suspension and transmission details; its export variant served for many years with PKP as EU05/EP05. In 1960, a dedicated freight variant was designed, ballasted up to 88 tonnes and with gear reduction ratio increased from 2.27 to 3.11 – these changes resulted in maximum tractive effort increase from 11.6 to 16.0 tonnes, but axle load increased to 22 tonnes. Maximum speed was reduced from 120 to 90 km/h. Prototype was rebuilt from E 499.157 and re-numbered E 469.001 (in the 1970s it was brought back to the original variant). After various minor improvements, concerning mainly transmission and suspension, this locomotive went into production as class E 469.1 (later 121, factory type 43E1), 85 examples being built for ČSD between 1960 and 1961. Traction motors and electric installation were almost identical with their predecessors; in some locomotives of this type indigenous Škoda-Chadži transmission was used instead of the original Sécheron type. This type was later developed into classes E 469.2 (122) and E 469.3 (123), differing in details – externally they could be easily distinguished by twin headlights, similar to that of 181s and 182s.
In 2000 Czech and Slovakian railways still had 49 and 13 locomotives of this type, respectively. Until mid-2009 their number with ČD dwindled to only six examples, all based in Ústi nad Labem, which has been the home of Czech 121s for many years. They were used only for secondary duties and withdrawn in next few years. In March 2009 two Czech locomotives of this type, 121.016-0 and 121.029-3, withdrawn in November 2005, were transferred to the Oleśnica repair works. Both were in a very poor condition. According to www.prototypy.cz they were intended for Wrocław-based STK company, but saw no service and were eventually sold for scrap. Three ex-ČD 121s saw some service with Czech private operators. As for ŽSSK, this class, commonly nicknamed ‘Skuter’, or scooter, was declared surplus and all except for 121.004-6 were sold between 2005 and 2006 to Polish private operator CTL (Chem Trans Logistic Holding Polska S.A.). First two, 121.040-0 and 121.077-2, arrived in March 2005 and the last one, 121.007-9, in August 2006. After overhauls at the Žilina repairs works in Slovakia, these locomotives were transferred to Polish works in Gdańsk and Oleśnica, to be fitted with equipment demanded by relevant regulations. All were impressed into service with CTL as ET05-R001 through R012; class designation – perhaps intentionally – is consistent with that of EU05/EP05, in fact its close relative. Given their age, it is hardly surprising that their service was in some cases quite short. ET05-R001, -07, -08 and -11 were withdrawn in 2010 and later scrapped; the last of them saw very little service, if any. ET05-R003 returned to Slovakia in 2009. In 2011 ET05-R004 and -05 were transferred to IDS Cargo Česká Republika. ET05-R006 went to Transoda in May 2010 and to Rail Polska in April 2013; in January 2014 it went to Czech CZ Loko. The remaining four locomotives of this type were transferred to various Czech private operators in May 2014; this means that not a single ET05 remained in Poland.
Main technical data
1) Including two never impressed into service.
2) 16 800 mm in three examples (121.030, 056 and 070 – none used in Poland)
References and acknowledgments
- AV vol.1, MAL, AL;
- SK, various issues;
- www.kolejowaklatka.org (website by Marek Dąbrowski);