EU07A
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EU07A-002, formerly EU07-533, photographed at the Warszawa Wschodnia station on September 4, 2014.
Another picture of this locomotive, taken at the Poznań
Główny station on February 2, 2017.
EU07A-001 (formerly EU07-495), photographed at the Wrocław Główny station on May
22, 2019.
EU07A-003 (rebuilt EU07-494), Poznań Główny station, photographed on March 15, 2015, by
someone who wishes to be known as bruksel. Source: www.commons.wikimedia.org.
Another picture of the EU07A-002: Jelenia Góra
station, September 9, 2022. |
Modernization of railway lines in Poland, although
comparatively slow in progress, has nonetheless created a need for passenger
locomotives capable of at least 160 km/h. In 2010 PKP InterCity, which
operates most long-distance and international services, had only 46 EP09s and
ten ES64U4s, which was not judged sufficient in view of increasing and
expected demands. Decision was therefore taken to launch an extensive
modernization of basic PKP passenger locomotive, the EU07/EP07.
Earlier packages had been rather modest; in particular, maximum speed
remained unchanged, at 125 km/h. In March 2010 EU07-495 (HCP 395/1988) was
selected for modernization at the ZNTK Oleśnica
repair works, with an intention to increase maximum speed to 140 km/h (later
set at 160 km/h). In order to achieve this, new EY541X4 asynchronous traction
motors were used, of much higher rating (800 kW, compared to 500 kW of
earlier EE541 units) and axle roller bearings were fitted, as in earlier
EP08s. Suspension was modified, additional dampers being provided for
smoother running at high speed. Brakes were also modified and electrodynamic
braking supplemented electro-pneumatic system. Cab interior was thoroughly
modernized, with completely new control panel, new seats and air
conditioning. Overall weight in working order was reduced to 80 tonnes. Externally ‘new’ locomotive, designated EU07A
(factory type 303Ea, ‘A’ standing for asynchronous motors), can be easily
distinguished by removed multiple control sockets, rectangular headlights
with LED projectors, two front windows instead of three and only one door on
each side. First EU07A, initially numbered EU07A-495 and soon
renumbered EU07A-001, began factory tests in May 2011. Service tests began on
December 12, with the ‘Fredro’ express train
between Warsaw and Wrocław. Initially, due to
comparatively high cost, PKP InterCity were rather hesitant in
ordering further conversions, despite good results of service tests. However,
having lost the EP09-035 (which crashed in March 2012), the company ordered
two more from ZNTK Oleśnica in August. They
were rebuilt from EU07-533 (EU07A-002) and EU07-494 (EU07A-003), and both
were delivered in June 2014. Przewozy Regionalne, another major operator of the
EU07s/EP07s, also intended to modernize some of them in similar manner; an
order for six conversions, to be completed by PESA, was contemplated, but due to
problems with financing the idea was soon abandoned. Much less extensive
modernization package was chosen instead, designated EP07P and retaining the
maximum speed of 125 km/h. ZNTK Oleśnica declared
bankruptcy in January 2019. Their assets were taken over by newly-formed Olkol company,
which managed to obtain in September 2020 a contract for further twenty
conversions. First locomotive was scheduled for delivery in eighteen months.
Until now (April 2022) not a single example has been outshopped.
Main
technical data
1)
Reconstruction. 2)
Until 2014; further conversions expected to follow. References and
acknowledgments
-
Article
by Dariusz Kalinowski (SK vol. 11/2012); - www.kolejowaklatka.org (website by Marek Dąbrowski). |
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