ČSD series 486.1
| ČSD series 486.1 | |
|---|---|
| Numbering: | 486.101 - 103 ČSD |
| Number: | 3 |
| Manufacturer: | ČKD , Praha |
| Year of construction (s): | 1934 |
| Retirement: | 1967/1968 |
| Axis formula : | 1'D 2'h3 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,614 mm |
| Height: | 4,630 mm |
| Total wheelbase: | 12,170 mm |
| Wheelbase with tender: | 19,115 mm |
| Service mass: | 107.6 t |
| Friction mass: | 63.9 t |
| Wheel set mass : | 16 t |
| Top speed: | 110 km / h |
| Driving wheel diameter: | 1,830 mm |
| Impeller diameter front: | 1,044 mm |
| Rear wheel diameter: | 1,044 mm |
| Control type : | Heusinger control |
| Number of cylinders: | 3 |
| Cylinder diameter: | 550 mm |
| Piston stroke: | 680 mm |
| Boiler overpressure: | 16 bar |
| Grate area: | 5 m² |
| Superheater area : | 105.6 m 2 |
| Evaporation heating surface: | 253.2 m 2 |
| Tender: | Row 926.0 |
| Water supply: | 26 m³ |
| Fuel supply: | 12 m³ |
| Brake: | Westinghouse block brake |
The vehicles of the CSD series 486.1 were fast - Tender locomotives of the former Czechoslovak State Railways (CSD). With it, the manufacturer ČKD Prague wanted to move up into the ranks of manufacturers of large express train locomotives. Simultaneously with it a locomotive from Škoda , Plzeň as class 486.0 was produced for comparison purposes.
history
In 1934 these three locomotives were built, which at their time were the largest express train locomotives with a tender of the former Czechoslovak State Railways (ČSD). Their axle sequence corresponded to that of the 456.0 or BBÖ 214 series . The locomotive of a similar size, which was built at Škoda in Plzeň at the same time as class 486.0 , had a different wheel arrangement of the Mountain type .
Many technical details were taken over from the ČSD series 387.0 .
technical features
The locomotive had a 1´D2´ wheel arrangement. The front running axle formed a Krauss-Helmholtz steering frame with the first coupled axle . The running axle with the first coupling axle is arranged in a bogie frame which is rotatably connected to the locomotive frame at a point between these two axles. The inner cylinder acted on the second coupled axis, which was designed as a bolster axis . The wheel flanges of this axle had been weakened by 15 mm. The outer cylinders worked on the third coupling axle. The last two coupled axles were fixed in the frame. The two rear axles were mounted in a bogie.
The steam engine was designed as a three-cylinder engine with internal steam entry . All three cylinders had their own Heusinger control. Notwithstanding the usual otherwise in the CSD design, the control was here slider of the inner, inclined cylinder outside immediately adjacent to the outer cylinder Heusinger control and was carried out such that the movements of the slide thrust rod via a pendulum shaft rocker were transferred inwardly to the slide rod . This solution was easily accessible. In the other ČSD three-cylinder locomotives, the drive for the control of the inner cylinder was derived from the outside of the third coupling axle and transferred to the Heusinger control inside via a pendulum shaft.
The size of the boiler was the largest at ČSD so far . That was perhaps also the reason why the locomotive could not prevail in the express train service; the huge grate area made enormous efforts for the stoker . The series 926.0 tender, which was developed through the reconstruction of the 623.0 tender, was added to the locomotive
commitment
Although there are photos showing the locomotive after use in front of express trains Prague - Dresden , these operations will have been rather the exception. The 387 series was intended for service on the Elbe Valley route. Interestingly, it is reported about the locomotive that it could not prevail in the express train service and was instead used in the passenger train service. They were certainly very powerful, but the large grate area also caused a load when firing the steam engine. This became particularly difficult in times of inferior fuel.
Therefore, on two of them, 486.101 and 486.102 , the cylinders were changed to a diameter of 500 mm. This reduced the performance of the steam engine.
The better solution for increasing the performance of the machine was to equip it with a Trofimoff valve . After this measure was carried out, it did not bring much sympathy among the locomotive personnel. They were retired in 1967 and 1968.
The steam locomotives for express trains with extreme loads produced after the Second World War were designed as mountain locomotives by the ČSD .
See also
literature
- Jindřich Bek, Josef Janata, Jaroslav Veverka: Malý atlas lokomotiv 1, Parní lokomotivy, Nadas, Praha
- Jindřich Bek, Zdeněk Bek: Encyklopedie železnice - Parní lokomotivy [3] . Nakladatelství corona, Praha, 2000 ISBN 80-86116-20-4 ; Pp. 83-86
- Josef Motyčka: Encyklopedie železnice - Parní lokomotivy [5] . Nakladatelství corona, Praha, 2001 ISBN 80-86116-23-9 ; P. 33
Individual evidence
- ↑ The railway in Sudetenland .Eisenbahn Messenger Special 108 Freiburg 2012 ISBN 978-3-8446-1858-7 page 61
- ↑ Bek Jindrich, Janata Josef, Veverka Jaroslav: Malý atlas lokomotiv 1, Parny lokomotivy, Nadas-Verlag Prague, page 154