JŽ series 661
| JŽ 661 | |
|---|---|
 kennedy
|
|
| Numbering: | JŽ 661 001–034 JŽ 661 101–164 JŽ 661 201–278 JŽ 661 301–327 JŽ 661 401–415 |
| Number: | 218 |
| Manufacturer: | General Motors Electro-Motive Division |
| Year of construction (s): | 1959-1972 |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 18,512 mm |
| Trunnion Distance: | 11,280 mm |
| Bogie axle base: | 3700 mm |
| Total wheelbase: | 14,678 mm |
| Service mass: | 112 t |
| Friction mass: | 112 t |
| Wheel set mass : | 18.7 t |
| Top speed: | 124 km / h |
| Installed capacity: | 1435 kW (1950 hp) |
| Starting tractive effort: | 370 kN |
| Driving wheel diameter: | 990 mm |
| Motor type: | 16-567 C |
| Motor type: | Sixteen cylinder two-stroke diesel engine |
| Rated speed: | 835 rpm |
| Power transmission: | diesel-electric |
| Tank capacity: | 3407 l |
| Number of traction motors: | 6th |
| Brake: |
Westinghouse brake handbrake |
The JŽ class 661 is a diesel locomotive series of American origin of the Yugoslav Railways Jugoslovenske Železnice (JŽ) for heavy mixed service. The locomotives correspond to the type G16 from General Motors Electro-Motive Division .
history
.jpg)
On the basis of a trade agreement, the JŽ procured these diesel locomotives from the United States from 1960 , which were prepared for the conditions of the railways in Yugoslavia. They were given the series designation D 661 here . The main changes compared to the original version G 16 concerned the equipment with side buffers and screw couplings in European level rather than the North American Janney - central buffer coupling and the air brakes with a brake pipe pressure of 5 bar Otherwise evaded the locomotives in its basic configuration greatly from other locomotives JŽ from.. This particularly affected the front end, which is at the same height as the driver's cab, and the equipment of the machine system with a sixteen-cylinder two-stroke diesel engine and the diesel-electric power transmission. The great length of the locomotives and the great difference in the length of the stems were not common in European railway administrations until then.
Over the years, General Motors delivered 218 locomotives:
| year | designation |
|---|---|
| 1960 | 661 001-034 |
| 1960/61 | 661 101-164 |
| 1966-1972 | 661 201-278 |
| 1970-1971 | 661 301-327 |
| 1972 | 661 401-415 |
In addition, two vehicles came to a power plant in Obrenovac . Within the order number 300–327 , the locomotives were given a resistance brake . Starting with serial number 400 , the locomotives no longer received a resistance brake and no train heating. From 1972 onwards, numerous copies were built under license. From 1990 the machines were divided up among the successor companies of the JŽ and continued to be operated by them.
The application area of the locomotives was and is not electrified mountain lines in Yugoslavia around the Karawanken , the Wocheinerbahn , railways in Dalmatia , the Drautalbahn or the Una-Bahn . Here, the locomotives mainly served the heavy freight train service with pushing service on the difficult mountain routes . Over time, the delivered number of 218 locomotives turned out to be insufficient. So there were numerous replicas by General Motors, Đuro Đaković, MACOSA , Canadian Locomotive Company with different dimensions and mechanical equipment, in which the rear stem was flattened in places to improve visibility. The robust and powerful locomotives proved their worth in operational service and were nicknamed "Kennedy" by the drivers after John F. Kennedy , who was US President at the time of the first deliveries.
With the division of the Yugoslav railway companies, the locomotives of the 661 series were divided between the individual railways of the successor states of Yugoslavia, whereby they retained their designation. The only exception are the railway companies in Croatia , where the locomotive ran as the 2061 series . The locomotives here quit their service in 2006 after 46 years of service. Most of the locomotives from the series came to the railways of Serbia . In the meantime, the locomotives have even undergone a modernization program in terms of equipping the machinery with a new engine and equipping them with air conditioning. In the meantime, many locomotives have been turned off and cannibalized. The railways of Montenegro still had seven Kennedies in 2010 , but not all of them were operational.
The locomotives underwent the most interesting development on the railways in Kosovo , where Kennedys still exist today. One locomotive was converted to the new HK / KŽ series JT38CW-DC and received a new structure with a second driver's cab. Photographs show some locomotives with modified locomotive bodies, in which the rear porch has been flattened, a measure that was otherwise a feature of the 664 series . One of the locomotives of the first delivery series is a locomotive 661 005 , preserved as a museum locomotive in the Croatian Railway Museum in Zagreb .
Over the years, there was a further need for the robust and powerful locomotives, which could be met by building the EMD type G26 under license at Đuro Đaković in Slavonski Brod and other companies. These locomotives were given the series designation 664 . They differ significantly from the 661 series in that they have a significantly smaller and only half-high, short front end and thus a better view of the route with the driver's cab ahead.
technical description
The frame, manufactured using welding technology, carries the superstructures, which are divided into three parts and which contain the following systems; Seen from the front, in the long front section are the cooling system, air compressor , diesel engine , main and auxiliary generator, as well as the switchgear and equipment cabinet. The driver's cab adjoins the front porch, well off-center. Although it extends over the full width of the locomotive, the train drivers need a solid sense of proportion, especially when driving with the long front end. The boiler system with water supply and part of the braking equipment were housed in the rear, much shorter front building. All main and auxiliary units can be reached from the circulation via flaps and doors. Access to the driver's cab is from the circulation. Between the three-axle bogies with cast steel frames and asymmetrical wheelbase and as were manufactured, the fuel tank, main air tank and battery boxes are located under the locomotive frame . The bridge frame is supported by coil springs with shock absorbers connected in parallel on the bogies. The roller-bearing wheel sets are guided into the bogie frame by axle brackets, the primary suspension also consists of coil springs. The compressed air brake is of the Westinghouse type, for reasons of space each wheel is braked by its own brake cylinder with size 8 " . The brake has the series designation 26 L and is designed as a block brake . The hand and parking brake acts on a wheel set of the bogie located under the driver's cab .
The diesel-electric machine system, consisting of the sixteen-cylinder two-stroke diesel engine 16-567 C and a direct current main generator, takes up most of the front part. The basic version of the diesel engine has an output of 1450 kW at a speed of 875 / min. It works with direct current purging with inlet slots and outlet valves. The engine receives the combustion air through the blinds on the outer walls and filters. The exhaust gases are collected in a silencer located above the diesel engine and expelled upwards over the porch roof. As is usual with diesel-electric vehicles, the diesel engine is started via the main generator. The speed control of the diesel engine is carried out with an electro-pneumatic controller type Woodward . The power control of the electrical system is carried out with this Woodward controller. It works in accordance with the diesel engine power control. The main generator supplies the six electric traction motors with power via contactors .
To power the auxiliary equipment and to charge the battery, an auxiliary generator with an output of 18 kW used. The on-board network of the locomotive has a voltage of 64 V. The cooling system for the diesel engine consists of the water cooler, the expansion tank, the oil cooling elements, the oil tank with filters and the pipes. The fan cooler is mechanically driven by the diesel engine. The cooling air is sucked in on both sides and expelled upwards. A mechanically driven cooling fan is provided for each bogie to cool the generator and the traction motors. Some locomotives originally had an OK 4616 once- through boiler with a steam output of 720 to heat the trains kg / h. The compressed air was generated by a two-stage air compressor driven by the diesel engine. The electrical control of the locomotive is designed as a single control. A safety driving circuit is available to check the driver's ability to work . The machine system is monitored by automatic circuit breakers and display instruments.
literature
- Wolfgang Glatte, Lothar Reinhardt: Diesel Locomotive Archive , Transpress-Verlag, Berlin, 1970
Web links
- Website about the locomotives of the Yugoslav Railways
- Photos of the railways of Yugoslavia with mention of the 661 on turntable online
- Film recording of the JŽ 661
- Photo gallery of 661 vehicles on flickr
Individual evidence
- ↑ a b c Internet site about the delivered locomotives to Yugoslavia
- ^ Martin Gold: On Railways from Bohemia to the Adriatic , Edition Bohemica, 2010, ISBN 978-3-940819-12-3
- ↑ Forum page about Yugoslav diesel locomotives with mention of the 661 series
- ^ Hans Jürgen Warg: Croatia , in: EK 5/2008, EK-Verlag, Freiburg, page 73
- ^ Hans-Georg Löwe: Serbiens Eisenbahn heute , in: EK 12/2011, EK-Verlag, Freiburg, page 72
- ^ Hans Jürgen Warg: Montenegro , in: EK 3/2010, EK-Verlag, Freiburg, page 70
- ^ Matthias Hille: The railways in Kosovo , EK 12/2012, EK-Verlag, Freiburg, page 74
- ↑ Photo of 661,119 on Flickr
- ↑ Listing of the locomotives of the first delivery series on Pospichal
