PKP class ET22

Infobox Locomotive Auto
name = ET22
powertype = Electric


caption = ET22-436 locomotive
builder = Pafawag
serialnumber =
buildmodel = 201E
builddate = 1969 (prototypes)
1971 - 1989
totalproduction = 1183
whytetype =
aarwheels =
uicclass = Co'Co'
gauge = RailGauge|sg
leadingsize =
driversize = 1250 mm
trailingsize =
wheelbase =
length = 19240 mm
width = 3000 mm
height = 4456 mm
framesize =
weightondrivers = 20 t
weight = 114 t
locotenderweight =
fueltype =
fuelc

tenderc

consumption =
watercons =
electricsystem = 3000 V
collectionmethod = pantograph
primemover =
enginetype = 6 x EE541
aspiration =
displacement =
boiler =
boilerpressure =
feedwaterheater =
firearea =
tubearea =
fluearea =
tubesandflues =
fireboxarea =
totalsurface =
superheatertype =
superheaterarea =
cylindercount =
cylindersize =
rearcylindersize =
hpcylindersize =
lpcylindersize =
valvegear =
transmission = 4,39
topspeed = 125 km/h
poweroutput = 3000 kW
tractiveeffort = 420 kN
factorofadhesion =
locobrakes = Oerlikon
trainbrakes = Air
railroad = flag|POLPKP
railroadclass = ET22
numinclass =
roadnumber =
officialname =
nicknames = Byk, krowa
locale =
deliverydate = 1971 - 89
firstrundate = 1957
lastrundate =
retiredate =
restoredate =
scrapdate =
currentowner =
disposition =|

ET22 is a Polish six-axle electric freight locomotive built by Pafawag from 1969 to 1989. [cite web|url=http://www.klslowik.eu|title=Technical data of ET22 locomotive|publisher=|date=|accessdate = 2007-07-26] Beside its main purpose the locomotive is also frequently used for passenger service.

History

Soon after Pafawag started the production of EU07 "The Rolling-stock Industry Central Bureau of Construction" (Pl.: Centrale Biuro Konstrukcyjne Przmysłu Taboru Kolejowego) began to develop a new heavy Co-Co locomotive. The electrical part of the locomotive including the traction motors was based on the equipment used in EU07 locomotive. [cite web|url=http://cupik.podkarpackakolej.net/tabor/opisy/et22/et22.htm|title=Tabor, czyli co jeździ po polskich torach|author=Wojciech Cupiał|publisher=|date=|accessdate = 2007-07-26]

The first two prototypes of the building type 201E were ready in 1969. Large scale production started in 1971 [cite web|url=http://home.autocom.pl/legutko/et22.htm|title=Gallery of ET22 locomotive|publisher=|date=|accessdate = 2007-07-26] PKP bought 1183 locomotive until the production was ceased in 1989. [cite web|url=http://cupik.podkarpackakolej.net/tabor/opisy/et22/et22.htm|title=Tabor, czyli co jeździ po polskich torach|author=Wojciech Cupiał|publisher=|date=|accessdate = 2007-07-26] This made the ET22 class to the largest locomotive series built in Europe excluding Russia. [cite web|url=http://www.eu07.pl/modules/news/article.php?storyid=5|title=Maszyna EU07 Symulator|author=|publisher=|date=|accessdate = 2007-07-26]

During the production the design of the ET22 locomotive was slightly altered. Some changes were also made during repair and maintenance.

The locomotive body of the series locomotives is different from the prototypes. There are two basic types of locomotive bodies where the main differences are the size and placement of the side windows, the resistors, the air intakes and the ventilation grids. The older body design was used in locomotives with serial numbers below 240. Later engines have the newer locomotive body design.

In 1973 Pafawag built a prototype locomotive of the building type 201Ea-53, which had a different transmission for top speed 160 km/h. The locomotive was classified as EP23-001. After a series of tests the decision was made not to continue the production. Possible causes are problems in shunting operation and adhesion. The prototype was rebuilt as ET22-121 in place of former 121 locomotive scraped in 1977. [cite web|url=http://cupik.podkarpackakolej.net/tabor/opisy/et22/et22.htm|title=Tabor, czyli co jeździ po polskich torach|author=Wojciech Cupiał|publisher=|date=|accessdate = 2007-07-26] Today this locomotive is conserved in Jaworzyna Śląska railway museum.

Another two prototype locomotives were produced 1977 as building type 201Ec-1 and 201Ec-2. Main changes introduced were a modernised secondary suspension, multiple unit control and several small modernisations, like automatic door control. Those locomotives was first given the numbers 301 and 302. As the production of ET22 continued they got the numbers 501 and 502, than 701 and 702 and at the end the numbers 1001 and 1002, which they still have today.

In the 1980s PKP needed locomotives for passenger service. Since the freight service was declining the ET22 could be used for passenger service. They were fitted with main reseroir pipes required for the automatic door control of the passenger coaches.

2004 the locomotive ET22-2000 was modernised in Gliwice. Main modifications affected the electrical and mechanical main components as well as the driver's cab which was equipped with a modern computerised control system and joysticks. The locomotive is painted in PKP Cargo colors. [cite web|url=http://cupik.podkarpackakolej.net/tabor/opisy/et22/et22.htm|title=Tabor, czyli co jeździ po polskich torach|author=Wojciech Cupiał|publisher=|date=|accessdate = 2007-07-26]

Technical data

ET22 is classified as a high efficient freight locomotive. Its power reaches 3000 kW (4080 HP) and t is the biggest single-box Co-Co locomotive in PKP service. Technical features enable this engine to pull heavy freight trains of up to 3150 t. with speed of 70 km/h. [cite web|url=http://www.klslowik.eu|title=Technical data of ET22 locomotive|publisher=|date=|accessdate = 2007-07-26] Trains of up to 2700 t. are able to be pulled with the speed of 80 km/h. When used as passenger locomotive it can pull trains weighing up to 700 t. with speed of 125 km/h. [cite web|url=http://home.autocom.pl/legutko/et22.htm|title=Gallery of ET22 locomotive|publisher=|date=|accessdate = 2007-07-26] This being caused by several features and solutions based on passenger EU07 and EU06 locomotives.Four EE-451A engines are isolated in H class with maximum temperature allowed of 180°C. They have four main and four commutative poles. [cite web|url=http://www.klslowik.eu|title=Technical data of ET22 locomotive|publisher=|date=|accessdate = 2007-07-26] Because of its length and distance between axles ET22 locomotive performs poorly on tight curves, unlike older ET21 locomotives despite the fact producers gave the same parameters for minimum curve diameter. Driving ET22 at winding tracks causes severe damage both to rails and locomotive drivers. This forced several modifications, which are made presently. Such changes are essential, as fewer and fewer ET21 locomotives stay in service and ET41 are ineffective on highland tracks due to serious loss of power. Most, but not all, locomotives are painted with a narrow yellow stripe on the front and massive letters and figures used for classification and serial numbers [cite web|url=http://cupik.podkarpackakolej.net/tabor/opisy/et22/et22.htm|title=Tabor, czyli co jeździ po polskich torach|author=Wojciech Cupiał|publisher=|date=|accessdate = 2007-07-26]

Nicknames

*Byk ("bull") - because of its size
*Rekin ("shark") - only halogen light version

ee also

*Polish locomotives designation

Resource