EU07
and EP07
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First example from Pafawag
(EU07-001, s/n 1/1964) at Chabówka rolling stock heritage park,
Over two years later things are not looking much
better, but restoration seems to be under way: Chabówka,
EU07-001 in its better days; location and
date unknown. Photo from my collection.
EU07-027 at Stalowa Wola Rozwadów
station, May 4, 2004.
EU07-144 at Piotrków Trybunalski loco
depot, October 29, 2001.
EU07-114 with train 220 to Wrocław near
Jaworzyna Śląska, August 4, 2004.
EU07-408 near Warszawa Rembertów station,
…EP07-344, photographed on the same occasion…
… and the same example in Ełk,
EP07-522 near Warszawa Wawer station,
EP07-383 in
EU07, early version from Pafawag; side
drawing from the factory folder, issued probably in late 1960s.
EU07 from Pafawag, later variant; side
drawing by M.Ćwikła (SK vol. 9/2002).
EU07, late version from HCP with some modifications; side drawing by M.Ćwikła (SK
vol. 10/2002).
EP07-355, photographed near the Łódź Widzew
station on
EU07-112 at the Krotoszyn station, Several pictures taken at the Warszawa
Wschodnia station can be seen here. Leased EU07s, operated by Koleje
Mazowieckie, can be seen here.
EP07-388, photographed near the Warszawa
Zachodnia station,
EP07-332, photographed in Ełk on
...and EP07-345, photographed on the same
occasion.
The same locomotive, photographed in Warsaw
on October 14, 2008, in (then) new PKP InterCity blue livery.
Two EU07s, photographed near the Warszawa
Olszynka Grochowska depot on
... and EU07-153.
EU07-318 with a passenger train arriving in Leszno on
Two EU07s, photographed at the Kraków Płaszów
station on
...and slightly battered EU07-321; traces of
yellow paint on the front panel are still visible.
Two locomotives photographed near Rogów
station on
...and EU07-495.
EU07-367
passes by EP07-388; Warszawa Zachodnia, February 17, 2007.
Early production EU07-010, photographed in
Kalwaria Zebrzydowska on
EP07-211, photographed near the Warszawa
Olszynka Grochowska depot on
EU07-494,
Gdynia Grabówek depot, August 23, 2007.
EP07-375, photographed near the Warszawa
Zachodnia station on
Modernized EP07-1005 (ex EU07-352),
photographed at one of my favorite spots near the Warszawa Zachodnia station
on
Two more modernized locomotives: EP07-1035...
...and EP07-1043, both photographed at the Wrocław Główny
station on
EU07-496, photographed somewhere in
...and the same machine photographed after a
crash on
In 2008, modernized EP07-1051 (ex EU07-054)
was externally made up as BR class 83
in the 1960s livery; photo taken in Wolsztyn on
Another picture of this locomotive, taken at
the Wrocław Główny station in June 2008 by John Bryant (thanks for
permission!).
Two locomotives, photographed at the Poznań
Główny station on
...and modernized EP07-1002 (ex EU07-147).
EU07-127, photographed at the Gliwice station
on June 15, 2008.
EU07-096, photographed in Węgliniec on July
16, 2008.
Modernized EP07-1053, photographed on the
same occasion.
EP07-1055, photographed in Korsze on
September 9, 2008. Electrified line ends there and eastbound trains are taken
over by SU45s or SU46s.
EP07-1052, Olsztyn Główny station, September
12, 2008.
EP07-1018, photographed on the same occasion.
Three modernized EP07s, photographed at the
Olsztyn depot on the same day.
This EP07-389 was photographed at the Zduńska
Wola Karsznice station on October 20, 2008; freighters are much more frequent
visitors there.
EU07-013, Poznań Franowo, eight days later.
Two pictures, taken at the Jelenia Góra
station on November 29, 2008: modernized EP07-1003 (ex EU07-486)…
…and ‘old’ EU07-223.
EP07-1022, photographed in Węgliniec on March 20, 2009. PKP Przewozy Regionalne
logo has been removed and small PKP InterCity logo can now be seen.
EU07-123 in new PKP Cargo livery,
photographed at the Bielsko-Biała station on April 26, 2009.
Two pictures, taken at the Bohumin station,
Czech Republic, on April 27, 2009. EU07-533 is ready to depart with a train
to Warsaw (individual name ‘Hanka’ in the front wall is rather uncommon)…
…while EU07-446 is waiting for an assignment,
accompanied by three Czech 163s.
EU07-490, photographed at the Rzepin station
on May 15, 2009…
…and EP07-1001, first locomotive modernized
to this standard, photographed on the same occasion. Here PKP locos
take over passenger trains from Germany.
Modernized
EP07-1056, Warszawa Zachodnia, May 28, 2009.
EP07-1030 with a train from Lublin approaches
Warszawa Miedzeszyn station (a few hundred metres from my home); March 4,
2010.
EU07-342, PKP InterCity, approaches
the Grodzisk Mazowiecki station; September 2, 2009.
EP07-541, photographed at the Warszawa Radość
station on the same day.
Three locomotives, photographed at the
Warszawa Włochy station on September 15, 2009, also represent various livery
variants: EU07-466…
…EU07-491…
…and EP07-1057.
Three pictures, taken at the Kraków Płaszów
station on November 25, 2009: EU07-208…
…EP07-233 (with an EN57 EMU in the
background)…
…and EU07-005 (second oldest EU07 sill in
service).
Modernized EP07-1010, photographed at the
Wrocław Główny station on February 17, 2010.
EP07-1015 passing through Warszawa Falenica
station – not far from where I live. June 9, 2010. |
Efforts to design and build electric locomotives for passenger and express trains in Poland after WWII were not entirely successful. EP02, which in fact was a derivative of pre-war EL.100 of British origin, had poor running qualities and was never considered wholly suitable for large-scale production; only eight examples were built and their service was comparatively short. Next electric passenger locomotives were imported from Sweden, East Germany, Czechoslovakia and UK. In the meantime, indigenous (although based on Soviet VL22M) ET21 freight locomotive went into production at Pafawag (pre-war Linke-Hofmann) in Wrocław in 1957. This machine was considered successful and certainly paved the way for more advanced designs. It was, however, decided to build a license locomotive rather than develop an entirely new one. The choice fell on British EU06, of which twenty examples had been ordered in 1961. From the very beginning it was stipulated that license agreement should follow immediately and until 1965 PKP should have received about 100 examples built in Wrocław under factory designation 4E. These plans turned out over-optimistic. First locomotive, with service number EU07-001, was rolled out in December 1964 and accepted for service tests in April 1965. Until the end of 1966 only four EU07s were accepted and sixteen followed in 1967. Large-scale production started the next year. Despite new service designation, EU07 did not differ much from British-built EU06 and had similar performance and appearance. Differences concerned mainly those items of equipment that had already been manufactured in Poland and thus were not covered by license agreement (such as compressors or heating devices). Service designation implies that this machine was suitable both for passenger and freight trains, but from the very beginning was seldom used for freight service. In fact, due to its introduction, it was possible in 1970 to withdraw ET21s from passenger traffic, for which they were certainly not well suited. Production of EU07 at Pafawag lasted until 1974 and totaled 240 examples, the last of which was accepted by PKP in January 1975. Four more were rebuilt from EP08s in 1976 and 1977. Further deliveries were halted, as freight locomotives were more urgently needed: this may seem hard to explain, but in fact electrification did not progress as fast as previously planned and main effort was concentrated on principal trunk routes, where heavy freight traffic dominated. As Pafawag was then the sole producer of electric locomotives in Poland, they had to shift to ET22, which in fact owed something to EU07 (e.g. electric motors were of the same type). Alternative to electrification was sought in diesel locomotives and PKP acquired over 1800 heavy road diesels, mostly from the USSR (class ST44). However, due to drastic increase of fuel prices, this policy had to be revised and in 1981 it was decided to concentrate available resources on electrification – once again. As Pafawag was involved in the ET22 program, new passenger machines were to be built by HCP of Poznań. This large factory had not built electric locomotives before 1977, when ET41 made its appearance; this two-section heavy freighter had in fact been derived from EU07 and had the same electric engines. Original plans called for about 500 examples, but only 200 were built. Although HCP design bureau produced original designs of fast passenger locomotives, it soon became obvious that they had little chances to materialize, if any, especially after martial law introduction in Poland in December 1981, when import of certain items of equipment became impossible. It was therefore decided to revive the EU07 program, but on the basis of experience gained with the ET41. First example of the ‘new’ machine (factory designation 303E) was delivered in August 1983 – over eight years after the last EU07 from Pafawag. In PKP service, machines from HCP were given service numbers from EU07-301 onwards (last of the ‘old’ batch was EU07-244, rebuilt from EP08-003 and delivered in November 1977). Machines from Poznań differed from earlier ones mainly internally. First of all, frame was redesigned in order to simplify manufacture, so new machines were longer by 320 mm and heavier by almost 3.5 tonnes. There were, of course, many differences concerning individual items of equipment. Wheelsets and engines were the same as in earlier examples. Externally, the easiest way to distinguish later machines from the earlier ones – apart from the service number – is the fact that EU07s from HCP had side walls made of riffled plates and larger pilots. Their production totaled 242 examples, the last of which – EU07-543 – was delivered in June 1992. Furthermore, three machines were rebuilt from damaged ET41s (EU07-537 from ET41-036B, EU07-544 from ET41-088A and EU07-545 from ET41-116A), so the grand total of this class is 489 machines: more than all other passenger electric locomotives in the PKP service combined. In early 70s a special freight version for sand railways was designed, intended to replace obsolescent 3Es (equivalent to PKP class ET21); it had different current collectors and no car heating equipment. This variant was not proceeded with. EU07s proved quite reliable in service, but soon it was found out that electric engines were prone to failures as a result of high rotational speed. It was thus decided to change the main gear reduction ratio from 79:18 to 76:21. Rebuilt machines were designated EP07 (service numbers retained) and 84 machines were rebuilt until 2004, including seven from Pafawag. This program still continues, but certainly is lagging behind schedules, as it was initially intended to convert over 200 EU07s until 2005. Until 2002, 57 machines were withdrawn due to accidents or physical wear. Deliveries of EU07s covered over 27 years and, from statistical point of view, were moderate: about 18 examples per year. This cannot change the fact that they are the principal electric locomotives for passenger and express trains in Poland – and this will not change soon. When EU07-001 was rolled out from Pafawag for service tests in 1964, this machine could principally be considered modern; 27 years later, despite all modification, it certainly was not so. But all efforts to supply more advanced machines in fact failed. EP08 class (derived from EU07) numbered just fifteen machines; EP09, intended as a major step forward, was not an unequivocal success. EP23 was a failure, if not misunderstanding. EU11 and EU43 programs were terminated. Thus, if you travel through Poland on an electrified line, your train will most probably be hauled by a EU07 or EP07. According to rosters quoted at www.szopa.glogow.pl, in October 2005 PKP had 91 EP07s and 336 EU07s in active service. One example was purchased by a private operator: EU07-125, built by Pafawag in 1970 and withdrawn in March 1998, was sold to PTKiGK Zabrze and remains in use, its designation changed to 4E-004. In fact this is one of very few machines of this type used for freight traffic and the only one owned by a private operator. In 2008, Koleje Mazowieckie (KM), which operate local trains around Warsaw, leased six EP07s from PKP Cargo to haul new push-pull-type drafts supplied by Bombardier. Further five were intended to follow in early 2009. Modifications of the basic design concerned mainly various items of equipment (dead man’s handle, improved electric circuit elements); in some examples, rectangular headlights were fitted. In fact the need to modernize these locomotives became obvious in the 1990s. Initial plans included upgrading all existing EU07s to the EP07 standard, as well as solid-state startup systems for traction engines, improved control systems, static current converters and new compressors. Due to the lack of financing they were substantially delayed and cut down. In late 2006, PKP Przewozy Regionalne (a company from the PKP group), who had taken over a number of EU07s and EP07s, finally launched a modernization program. Initial intentions were again quite ambitious, including even air-conditioned crew compartments – or so it appears – but eventually, due to modest financing, the package has included mainly new main gears with reduction ratio changed from 79:18 to 76:21, to reduce engine rotational speed (as in EP07), and removing multiple-control installation. Minor modernizations have concerned controls, crew seating and windscreen wipers; some locomotives have also been fitted with new, rectangular headlights and modified, single-arm current collectors. Lack of multiple-control sockets on the front wall is the most characteristic external feature of modernized locos, apart from new cream-yellow/red livery which has not found much approval among railway fans (to put it mildly) and promptly has earned ‘new’ locomotives the nickname ‘budyń’ (pudding). Modernized EU07s are re-designated EP07 but, contrary to earlier practice, are assigned new service numbers from 1001 upwards. EP07-1001 (ex EU07-137) was rebuilt by the ZNTK (Railway Stock Repair Works) of Oleśnica and rolled out in June 2007. Until mid-2008 this program included 69 examples, of which two (EP07-1065, ex EU07-024 and EP07-1066, ex EU07-231) were modernized by Romanian RELOC company of Craiova. Further seven EU07 were found in such bad overall condition that they had to be written off, although had already been assigned new numbers (which were later used for the second time). Despite their relatively low numerical force, ‘new’ EP07s have already become quite common. More examples may follow in near future. In early 2000s a few EU07s were modified to operate with passenger trains between Wrocław and Prague – this included mainly fitting additional equipment required by Czech railway regulations. EU07-001, first locomotive of this type from Pafawag, withdrawn from service in 1998, has been preserved and currently is kept at the railway stock heritage park in Chabówka. Restoration is under way.
Main
technical data – EU07
1) Rebuilt
from EP08-002 to 005 2) Second
batch (HCP, type 303E) – based on
ET41 3) Rebuilt
from ET41-036B, ET41-088A and ET41-116A 4)
Second batch – some sources give 243 examples. Main
technical data – EP07
1) Service
numbers retained 2) Until
2004 3) In
two examples 4) First
seven examples, rebuilt from EU07s from the first batch (type 4E) References and
acknowledgments
-
Monographic articles by Paweł Terczyński in SK vol.
9/2002 and vol. 10/2002; -
Article by Bogdan Waga in KMD vol. 1/2003; -
AL, SK (various issues). |
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