ČSD series 387.0
| ČSD series 387.0 | ||||
|---|---|---|---|---|
|
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| Number: | 43 | |||
| Manufacturer: | Škoda , Plzeň | |||
| Axis formula: | 2'C1 'h3 | |||
| Numbering: | ČSD 387.001 - 043 | |||
| 01, 02, 04-11 | 03, 12-21 | 22-33 | 34-43 | |
| Commissioning: | 1926-1937 | |||
| Retirement: | 1974 | |||
| Service mass: | 89.6 t | 92 t | 92.64 t | |
| Friction mass: | 50.2 t | 51 t | 51.54 t | |
| Axle travel mass: | 17 t | |||
| Length over buffers: | 23,050 mm | |||
| Driving wheel diameter: | 1,900 mm | |||
| Impeller diameter (front): | 994 mm | |||
| Impeller diameter (rear): | 994 mm | |||
| Top speed: | 110 km / h | |||
| Boiler pressure: | 13 bar | |||
| Piston stroke: | 680 mm | |||
| Cylinder diameter: | 525 mm | 500 mm | ||
| Number of cylinders: | 3 | |||
| Grate area: | 4.8 m² | |||
| Total heating area | 260 m² | 233.7 m² | 206 m² | |
| Superheater area: | 93 m² | 64.4 m² | ||
| Grate area: | 4.8 m² | |||
| Number of heating pipes: | 53 | 126 | ||
| Power: | 1,500 kW | |||
| Control: | Heusinger | |||
| Starting tractive effort | 97.0 kN | |||
| Brake design: | Handbrake air brake Westinghouse / Bozic |
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As ČSD series 387.0 were fast - Tender locomotives of Czechoslovak State Railways designated (CSD). The locomotives received the nickname Mikádo (not to be confused with the internationally used name Mikado for steam locomotives with the 1'D1 'wheel arrangement, the 387.0 with its 2'C1' wheel arrangement is therefore a Pacific ).
history
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It was designed because at that time the ČSD class 365.0 only had a 90 km / h locomotive for passenger train service. After the experience with the kkStB 310 (ČSD 375.0) it was decided that only a three-cylinder locomotive with overheated steam and a tender would be considered for the new express train locomotive to be built.
Škoda in Plzeň developed a locomotive under the direction of the German designer Oscar Dolch, in which the old Austrian design principles were largely abandoned. In terms of its features, the locomotive was similar to the DR series 01 locomotives that were put into service in Germany at the same time , although they had to be made much lighter due to the conditions on the Czechoslovak route. The first six locomotives were delivered in spring 1926 with the numbers 386.001 to 386.006. The ČSD re-signed locomotives in May 1926 in 387.001 to 387.006 because the agreed mass and axle pressure were exceeded. The maximum speed was initially set at 100 km / h.
Ultimately, Škoda revised the design again and in 1927 produced a locomotive with the series designation 386 with similar parameters, which complied with the required axle mass of 16 t. She received the number 386.001 with a second occupation. Further locomotives of this type were not manufactured, as the locomotives of the original design proved their worth and were further procured.
In 1930, 1932, 1933 and 1937 a total of 37 locomotives of the 387.0 series were delivered to ČSD in four construction lots. There were changes to the steam engine, the controls and the speed, which was increased to 120 km / h. Later it was set uniformly for all locomotives at 110 km / h.
The ČSD series 387.0 could convince in terms of performance. An express train consisting of 18 four-axle express train wagons and a total mass of 642 t could be transported between Přerov and Praha by the 387.004 at an average speed of 61.7 km / h. On the route between Praha and Břeclav , operation with the 387.0 brought 20% less fuel consumption and 25% less lubricant consumption compared to operation with the ČSD series 375.0 . They were housed in the depots in Praha , Přerov, Bratislava , Břeclav, Brno , Děčín .
During the Second World War, the Prague 387.0 hauled the express trains on the Dresden – Bodenbach route continuously to Dresden .
After the Second World War , four-coupled locomotives were preferred for heavy express train service, which resulted in the 387.0 moving to subordinate services. The deployment sites were Brno, Děčín and Přerov. During their service life, the locomotives received structural improvements, such as B. Trofimoff gate valve , Kylchap double blow pipe , shaking grate and a pneumatic purification device. The development and construction of the ČSD series 475.1 , ČSD series 498.0 and ČSD series 498.1 led to the retirement of the first machines in 1968. In 1974, the 387.016 was the last machine retired in Děčín.
Three locomotives have been preserved. The 387.017 and 387.019 are in poor condition in the Bratislava-Vychod locomotive depot. There are ideas to put together an operational machine from them. The 387.043 has been the property of the National Technical Museum in Prague since 1969 and is in the Lužná u Rakovníka Railway Museum of the Czech Railways (ČD). In the spring of 2000 the locomotive was parked when the deadline had expired, but received a boiler inspection, which enabled the boiler to be operated at a pressure of 11 bar. In this state of limited operational capability , the locomotive was used in the Lužná Railway Museum for driver's cab rides and was able to move around the museum premises on its own. It has not been operational since 2004. Rough estimates for the processing amount to around 400,000 euros.
Individual evidence
- ↑ See also the note in www.kalous.net
- ^ Werner Komotauer: Lokomotivparadies Saxon Switzerland . In: Eisenbahn-Kurier 3/77, June 1977, pp. 186–188, here p. 186
See also
literature
- Catalog of historical railway vehicles on Slovak territory, Bratislava, 2001
- Karel Zeithammer: Česká Stavba Parních Lokomotiv 1, 1841 - 1930 . Růžolící Chrochtík, Prague 2012, ISBN 978-80-904737-4-4 (Czech).
