ÉTAT 231.500
| ÉTAT 500 | |
|---|---|
 231 G 558 in the Dieppe- Maritime port station (1986)
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| Numbering: | ÉTAT 501-783 SNCF 231 ... 501-783 |
| Number: | 283 |
| Manufacturer: | Fives-Lille , Batignolles-Châtillon , North British Locomotive Company , Schneider |
| Year of construction (s): | 1914-1922 |
| Retirement: | 1968 |
| Type : | 2'C1 'h4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22.50 m |
| Service mass: | 163 t |
| Service mass with tender: | 218 t - 223 t |
| Friction mass: | 55 - 60 t |
| Top speed: | 130 km / h |
| Indexed performance : | 2500 PSi 2640 kW (231 G) |
| Driving wheel diameter: | 1950 mm |
| Impeller diameter front: | 970 mm |
| Rear wheel diameter: | 1240 mm |
| Control type : | Walschaerts |
| HD cylinder diameter: | 420 mm |
| LP cylinder diameter: | 640 mm |
| Piston stroke: | 650 mm HP and LP |
| Boiler overpressure: | 16 bar |
| Grate area: | 4.27 m² |
| Superheater area : | 54 - 68 m² |
| Evaporation heating surface: | 213.50 m² total heating surface. |
| Service weight of the tender: | 55 t - 60 t |
| Water supply: | 22 m³ |
| Fuel supply: | 7 t - 12 t |
The locomotives of the series 231 500 of the former French state railway Chemins de fer de l'Etat ( ÉTAT ) were Tender - steam locomotives with the wheel arrangement 2'C1 '. When they were merged with the SNCF in 1938, the four-cylinder compound locomotives were classified into the 231 C, D, F, G, H and J classes, depending on the state of construction, with the previous vehicle numbers being retained as serial numbers.
History and description
In 1913, the ETAT examined the acquisition of Pacifics in order to take account of the increased number of passengers in its network. In order to save development costs, they leaned closely on the 3500 series from the Compagnie du chemin de fer de Paris à Orléans (PO), which had been purchased from 1909. In contrast to the PO Pacifics, the smaller clearance profile of the ETAT dictated a slightly retracted driver's cab and a more rounded standing boiler . The De Glehn type compound engine was combined with Walschaerts controls .
The First World War delayed the completion of the first and the construction of further machines. Only locomotives 501 and 502 left the Fives-Lille factory in 1914 . The latter was confiscated by the German army that year and taken to Mülheim - Speldorf as a steam generator ; When it was returned in 1919, it came to the Compagnie des chemins de fer du Nord (NORD) as 3.1150 , and the road number 502 was given to a locomotive built by Batignolles-Châtillon as a second crew . The 504 and 506 were also kidnapped to Germany; on their return in 1918 they were given the numbers 783 and 782, respectively.
During the war years of 1916 and 1917, the North British Locomotive Company delivered 40 locomotives (650 to 689) from Great Britain to France. Fives-Lille built locomotives 602 to 649 as well as 780 and 781 in 1921, Schneider in 1920/1921 built the 690 to 739 and Batignolles-Châtillon built the 502 to 601 and 740 to 779 in 1922. From then on, the 500 series formed the backbone of the ETAT express train service .
In the early 1930s, ETAT could no longer ignore the improvements made to PO locomotives by André Chapelon . In order to increase performance, a radical conversion was carried out on the locomotive 644 according to its principles: enlargement of the steam lines, extension of the smoke chamber , replacement of the Schmidt superheater with one of the Houlet design, installation of a double Kylchap suction system and ACFI mixer preheaters as well as equipment with a Dabeg Valve control, a new crank set for the inner cylinder and Léonard wheels.
Conversions
- The SNCF took over only 24 machines in largely original condition with small smoke deflectors , but ACFI preheaters; she referred to them as the 231 C series.
- Between 1933 and 1949, 135 locomotives were fitted with Dabeg controls on their low-pressure cylinders; at the SNCF they ran as 231 D.
- From 1933 onwards, 23 machines were fitted with Willoteaux valves on the low-pressure cylinders ; the SNCF later referred to the 231 W as 231 F.
- 31 locomotives were converted between 1933 and 1936 according to the Chapelon specifications based on the model of the 644; The SNCF later classified the machines whose high and low pressure cylinders were equipped with Lenz- Dabeg controls (231 DD "Double Dabeg") as the 231 G series.
- Between 1937 and 1949, 92 machines were given an extended smoke chamber, and the steam flow and outlet were improved; the SNCF referred to it as 231 H.
- Six locomotives received Renaud controls and became 231 R. These conversions did not produce the desired results; the only machine of this type came to the SNCF, the 231 R 523, which it designated as the 231 J 523.
The later 231 D, F and G were given additional sand spreaders , while the tender of the 231 D and G could take water from a trough during the journey . After the takeover by the SNCF, the 231 D and 231 H were further modified. Among other things, they received smoke chamber doors of the NORD design and turbo generators , the "Lethuillier-Pinel" valves were replaced by those of the "Coale" type. The cab roof was lengthened and the capacity of the tender increased to 12 tons of coal.
In the course of the 1960s, the 231 G, the last machines in the series, were shut down. On September 29, 1968 a former ÈTAT 500 ran between Nantes and Le Croisic with the 231 G 558 for the last time in front of a regular train of the SNCF.
Whereabouts
With the 231 G 558 built in 1922 at Batignolles-Chatillon in Nantes, a locomotive is available in working condition at the Pacific Vapeur Club de Sotteville-lès-Rouen .
Remarks
Web links
Individual evidence
- ↑ a b c d e Thomas Estler: Locomotives of the French state railway SNCF since 1938 . 1st edition. Transpress, Stuttgart 2014, ISBN 978-3-613-71480-9 , pp. 22 .
- ↑ Les Pacific ETAT at pacificvapeurclub.free.fr, accessed April 23, 2020
- ↑ Le retour de la Princesse! in: Ferrovissime 94, p. 4 f.