EU04
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The sole surviving EU04-24 (LEW 6701/1955), photographed in Jaworzyna Śląska on
Side
drawing of the EU04 in its original variant…
…and final version (late 1970s); note self-acting brake. Both drawings
by M. Ćwikła from SK vol.7/2001.
Another picture of the EU0-24, taken on June 18, 2012, after external
refurbishment. Photo by Alfvanbeem (www.commons.wikimedia.org). |
First electric locomotives in post-war PKP service were classes EP01 (two
pre-war machines of British origin), EP02 (eight examples – modernized
variant of the former, differing mainly in body and suspension, built in Poland)
and EP03 (eight machines supplied from Sweden by ASEA in 1951 and 1952). None of these types could at that time be
considered modern and offer much development potential. Their first job was
to haul transit passenger trains through central Warsaw (so-called Diameter
Line), but with long-distance trains they were not entirely satisfactory.
Polish locomotive industry was not yet ready to undertake design and
manufacture of such locomotives and supplies from some Eastern Block countries were at that time the only acceptable
solution. The choice fell on VEB Lokomotivbau-Elektrotechnische Werke ‘Hans Beimler’ of Hennigsdorf, Eastern Germany (known by the abbreviation LEW – former AEG and Borsig plant,
now a part of Bombardier), which had had some experience with electric
locomotives, although had never built any with DC engines. Negotiations
started in 1950 and detailed design was prepared between 1952 and 1954 with
participation of Polish specialists. Two prototypes – serial numbers
6678/1954 and 6679/1954 – were delivered in January 1955 and designated E201
and E202, respectively (first electric locomotives in PKP service had no class designations, only service numbers
preceded by capital ‘E’ letter). The entire batch numbered 25 examples and
last of them were accepted in March 1956. In 1955 these locomotives were
classed E04 and later, in accordance with new standard issued in 1958,
re-classed EU04. As with all new electric locomotives, they were first based
in Warsaw and later, with mounting supplies of more modern and reliable EU05s
and EU06s, moved to other areas, mainly in southern Poland. Of course,
long-distance passenger traffic was their first domain; they had been
designed to haul 650-tonne drafts at 100 km/h and maximum speed was set at
110 km/h. EU04s were classed as universal machines and could haul drafts up
to 1800 tonnes at 70 km/h (or over 3000 tonnes double-headed), but were initially seldom used
with freight trains. At the time of their introduction, EU04s were the
most modern electric locomotives in PKP
service. They were the first locomotives with modern two-stage suspension,
provisions for electric car heating and even wash-basins and kitchenettes for
crews. Due to modern suspension and long truck base, running qualities were
good, but axle load of 21.5 tonnes was, by Polish
standards, high; previous four-axle electric locomotives in PKP service were lighter by a few tonnes. The main reason was heavy electric equipment: its
weight was 40.5 tonnes, compared to 31.5 tonnes in EP02 and 33.5 tonnes
in EP03 (the latter with only slightly lower rated power). The most serious
shortcoming was, however, a flaw of truck frame design which, together with
poor welding quality, often resulted in fractures. There were also other
minor shortcomings, concerning mainly electric equipment; in particular,
cast-iron startup resistors overheated (cooling fans were not provided) and
were prone to failures. Availability was thus initially much below
expectations. In-service modernizations – apart from installation of
self-acting brakes in mid-1960s – were few and concerned mainly minor items
of equipment. In
1966, all EU04s were transferred to Upper Silesia and from mid-1970s they
were gradually shifted to local traffic and secondary duties. Supplanted in
passenger traffic by superior Czechoslovak and British machines – and later
license-built variant of the latter – they ended their service with PKP hauling freight trains. EU04-06
and EU04-16 were written off in 1965 and 1969, respectively (as a result of
accidents) and EU04-25 followed in 1974. Withdrawal of the entire class
started in February 1978 with EU04-07 and EU04-13. Last examples in service
were EU04-11 and EU04-18, written off in March 1983; the latter ended up as
the stationary heating car in Bielsko. EU04-24 (LEW 6701/1955), withdrawn from service
in June 1982, is now on static display at the Industry and Railway Museum (former locomotive depot) in Jaworzyna Śląska. Class
EU04 was followed by 34 more powerful six-axle locomotives, supplied by LEW between 1955 and 1958. Classed
EU20, these machines were intended mainly for freight traffic. They had much
in common with their predecessors (e.g. traction motors were the same) and
unfortunately proved equally unreliable in service. Main
technical data
1)
Some sources give different data: overall length 16
370 mm, maximum width 3000 mm, continuous rating 1800 kW. List of
vehicles can be found here. References and
acknowledgments
-
Monographic articles by Paweł
Terczyński (SK
vol. 7/2001) and Ryszard Stankiewicz
(SS vol. 168); -
AL. |
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