6Di diesel locomotives, SM4210. Modernization of the SM42. 2021.

Kraków 2021-12-11

NEWAG 6Di, SM4210 diesel locomotives. Modernization of the SM42.

The PKP IntrCity company, together with the 18D type locomotives (battery powered), ordered 10 6Di type locomotives from NEWAG. As in the case of the 18D locomotives, it was supposed to be a complete reworking of exhausted SM42 locomotives.

NEWAG 6Di, SM4210. 2014 year. Photo of NEWAG
NEWAG 6Di, SM4210. 2014 year. Photo of NEWAG

The design of the 6Di locomotive is based on the installation of two power generators instead of one. The locomotives are intended for passenger trains on non-electrified routes. In the summer season, when passenger traffic is greater, the new locomotive is to use both aggregates to pull trains of 5-6 passenger carriages. In winter, when passenger traffic is lower, the locomotive pulls a train consisting of 2-3 passenger carriages with one aggregate operating. The second unit provides electric heating of the carriages.

The contract between InterCity and NEWAG was concluded in September 2013. In October 2013, design work began, and then the construction of the first locomotive began. In July 2014, the first locomotive was ready and tested on the test track. In August 2014, the locomotive was taken over by InterCity and sent to work in Gdynia, on the route to Hel.

Locomotives modernized to type 6Dl:

SU42-1001 delivered August 2014, previously SM42-576 built in 1973.

SU42-1002 delivered January 2015, previously SM42-643 built in 1973.

SU42-1003 delivered January 2015, previously SM42-179 built in 1969.

SU42-1004 delivered March 2015, previously SM42-574 built in 1973.

SU42-1005 delivered March 2015, previously SM42-1008 built in 1978.

SU42-1006 delivered April 2015, previously SM42-429 built in 1971.

SU42-1007 delivered April 2015, previously SM42-189 built in 1969.

SU42-1008 delivered April 2015, previously SM42-563 built in 1973.

SU42-1009 delivered May 2015, previously SM42-604 built in 1973.

SU42-1010 delivered May 2015, previously SM42-530 built in 1972.

Currently (March 2021), four pairs of PolRegio passenger trains and one pair of TLK 28100 "Staszic" from Lublin Główny - Szczecin Główny run on the route No. 403 Piła - Wałcz - Kalisz Pomorski - Ulikowo. The TLK 28100 "Staszic" train on tracks without electrification is pulled by the PESA SU160 Gama diesel locomotive. In the absence of these locomotives, the train is pulled by the SM42 locomotive, which is slower, which generates delays. The SM42 works well with two cars, but 5-6 cars is a problem. At present, there are only 10 PESA SU160 Gama locomotives on the Polish tracks. They cover the routes in the Lublin region and Pomerania. This difficult situation has occurred since the SU45 (HCP 301D) and SU46 locomotives were withdrawn from exploration.

The new NEWAG 6Di locomotives have largely solved the problem of trains on non-electrified routes. At PKP InterCity, the locomotives received a new designation SM4210.

The design of the NEWAG type 6Di locomotive was based on the experience gained in the construction of 6Dg and 18D locomotives. Due to the use of two identical aggregates, the locomotive looks identical on both ends. The driver's cabin was placed in the very center. As with the previous two locomotives, it was equipped with two driver's stands.

The process of converting the SM42 (6D) locomotive into the SM4210 (6Di) locomotive began with the disassembly of the entire locomotive body, of which only the mainstay, fuel tanks and bogies remained. Driving trolleys, rolling wheels and engines have been refurbished. The mainstay of the locomotive was rebuilt so that it could be fitted with two new aggregates and a driver's cabin. New crash bumpers have been installed in the front end beams, which absorb significant impact energy. Each unit consists of the American CATERPILLAR C18 engine, with a power of 563 kW (765 KM), which is connected to a set of synchronous generators through a flexible coupling. Nominal revolutions 1,800 revolutions per minute. Each of the aggregates has its own air intake and exhaust system. DOC particulate filters are used in the exhaust systems of the engines to meet European standards. Each of the aggregates can work as a drive or work as an electric heating system for wagons. The driver decides about it. The heating system is powered by a special converter mounted on the platform in the container. There are sockets for heating installations in accordance with the UIC 522 card on the endcarriages. The combustion engine starter is powered from the supercapacitor system, which allows to reduce the power of the batteries.

The body of the locomotive is made of steel, except for the front panels which are made of plastic.

In the 6Di locomotive, fans of traction motors powered by electric motors were used for the first time. These motors and the auxiliary electric motors are powered by inverters.

The brake system is powered by air from two screw compressors. The parking brake is a classic, spring-loaded brake.

For the 6Di locomotive, a completely new driver's cabin has been designed, equipped with two ergonomic separate driver's stands for driving forward and backward. The stands are equipped with comfortable folding armchairs. The control panels are similar to those in the new locomotives. Thanks to the low hood of the locomotive, visibility from the cabin is very good, and the cabin has panoramic windows. The cabin is illuminated by LED light and has heating and air conditioning. The cabin can be equipped with a cupboard, washbasin, refrigerator, hob and microwave. There is warm water in the wash basin. The entrance to the cabin is provided by the door accessed from the platform around the locomotive. The cabin is 30% larger than the old one. The walls of the cabin were lined with plastic panels. In addition, the cabin is separately sprung, by setting it on rubber shock absorbers.

To improve safety, the driver has cameras aimed at both couplers of the locomotive. The image from the cameras is recorded. Additionally, the locomotive is equipped with a digital monitoring system, the data of which is presented on the LCD touch screen in the driver's cab. The 6Di locomotive is approved for one-man traction operation.

It seems that the only drawback of the 6Di locomotive is its top speed of only 90 km / h. However, considering the routes on which they travel, there is no problem.

The locomotive type 6Di (SM4210) is very modern and does not have much in common with the classic SM42. The locomotive has a microprocessor control and extensive diagnostics. There are inverters in the control system. A modern starting system that allows the engine to ignite even at very low temperatures. The comfort of the driver's work is very high, and the rest and refreshment facilities in the cabin exceed the current standards. Visibility from the cabin is very good and far exceeds what was in the old cabin. Fuel consumption is significantly lowered. The total cost of ownership is also lower. The constructor managed to improve the traction parameters of the locomotive. The power of the 6Di (1,530 KM) locomotive is almost twice as large as the classic 6D (800 KM)

T-T data of the NEWAG type 6Di locomotive:

Bo'Bo 'axle system. 1LN bogies. ISA 430 traction motors, with a power of 4 x 173 kW. Service weight 71,800 kg. Maximum load on one axle 17 500 kg. Wheel diameter 1.10 m. Overall length 14.24 m. Width 3.13 m. Height 4.40 m. Maximum speed 90 km / h. Service brake Knorr-Bremse. Compressor type - Screw KNORR SL40. Parking brake - spring.

Written by Karol Placha Hetman