LTS M62
| LTS M62 | |
|---|---|
 |
|
| Number: | 3273 |
| Manufacturer: | Luhansk locomotive factory |
| Year of construction (s): | 1964-1994 |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm, 1520 mm |
| Length over buffers: | 17550 mm |
| Height: | 4493 mm |
| Service mass: | 120.1 t |
| Top speed: | 120 km / h |
| Installed capacity: | 1471 kW |
| Traction power: | 1271 kW |
| Driving wheel diameter: | 1050 mm |
| Motor type: | 14 D 40 |
| Rated speed: | 750 min −1 |
| Power transmission: | electric |
Under the manufacturer's designation M62 which provided luhanskteplovoz (LTS) diesel locomotives to many countries of the Council for Mutual Economic Assistance .
development
For use with freight trains developed the luhanskteplovoz ( Russian Луганский тепловозостроительный завод , Lugansky teplowosostroitelny zavod, Lugansk diesel locomotive factory; later Ворошиловградский тепловозостроительный завод Woroschilowgradski teplowosostroitelny zavod) in Luhansk ( USSR , now Ukraine ) based on the 1958 built and 1961 series TE10 (ТЭ10) of the Soviet Railways SŽD (СЖД) a six-axle diesel locomotive with diesel-electric drive. Due to specialization agreements , the Soviet Union was supposed to take over the supply of the Comecon countries with diesel locomotives from 2000 hp . The first customer for the new series was to be the Hungarian State Railways (MÁV). The series designation M62 provided there also became the manufacturer's name for the new series. In the main, the development concerned the adaptation to the Central European clearance profile and the design of the floor frame to be equipped with side buffers. The head pieces with buffer girders are also noticeable in the wide-gauge machines delivered.
In 1964 two prototypes, the M62 01 and M62 02, were delivered to the SŽD. Series delivery to MÁV began in 1965. From 1966, the Polish State Railways (PKP), the German State Railroad (DR) and the Czechoslovak State Railways also received type M62 locomotives. Initially intended as an export locomotive, the M62 was also delivered to the Soviet State Railways from 1970 (after positive feedback from the operator). Cuba and North Korea as well as industrial railways were also supplied later . The deliveries ended for most railways between 1975 and 1979. Only Poland and North Korea were supplied with M62 until 1988 and 1995 respectively. The Soviet State Railways received successor designs based on the M62 until 1994.
The M62 is designed as a heavy six-axle freight locomotive. The frame is constructed as a self-supporting bridge frame from two inner main longitudinal girders made of double T-beams and two outer longitudinal girders made of U-profiles, which are connected by cover plates and the drawbars on the front sides. The locomotive body is welded from folded profiles and corrugated sheet metal. The frame of the three-axle bogies consists of two outer longitudinal and two inner cross members and the trunnion carrier above. The locomotive body attached to it with the pivot bearing is supported by a support return device.
The diesel engine type 14 D 40, a twelve-cylinder two-stroke engine , was supplied by Lokomotivfabrik Kolomna . According to the design as a freight locomotive, the M62 does not have a train heater. Employment in passenger train service was therefore limited to warmer seasons or required the use of heating cars or cars with self- heating .
A characteristic feature of the first delivery series of the M62 (which was still delivered without a silencer) was the loud exhaust noise, which gave them the nickname “Taiga drum” in the GDR . The first machines delivered were retrofitted with silencers in the repair shops, later delivery series received the silencers ex works.
In Germany, the Czech Republic and Slovakia, the M62s have retired from the service of the state railways, in all other countries they are still in use. However, some M62s were taken over by private railways.
The goal of a uniform diesel locomotive of the 2000 hp class for the Comecon was not achieved. Bulgaria and Romania only procured Romanian diesel locomotives, and these were delivered to Poland in addition to the M62.
Areas of application for the M62
The M62 were built largely uniformly for the different countries. Noticeable deviations are the large headlights of the PKP locomotives and the head pieces without buffer carriers and with a Janney coupling in American height on the Cuban and North Korean locomotives. Otherwise, the screw and SA3 central buffer coupling can be interchanged. Poland, Czechoslovakia and Hungary also procured small numbers of units in the otherwise not typical Russian broad gauge for use in border areas and subsequent broad gauge lines, e.g. B. Uzhhorod – Košice railway line and Linia Hutnicza Szerokotorowa . Externally, originally broad-gauge bogies can be recognized by only one brake cylinder per side at the level of the central axle. Bogies delivered with standard gauge have two brake cylinders on each side.
The machines sold second-hand to Korea kept their coupling pockets at European heights and some of the buffers. These machines are coupled with the adapters also used in China.
The following table shows the M62 delivered to the individual railway administrations and industrial railways. Implementations and modifications are not taken into account. Some M62s were sold to private railways after being separated from the state railways, some of them being used outside of their previous home country.
In North Korea and Azerbaijan, the M62 and 2M62 were converted into electric locomotives .
| country | Railway administration | Gauge | model series | Years of construction | number of pieces | Number range | Retirement |
|---|---|---|---|---|---|---|---|
| GDR | German Reichsbahn | 1435 mm | V 200 , later 120 | 1966-1975 | 378 | V 200 001 to 314 120 001 to 378 |
until 1994 |
| GDR | SDAG bismuth | 1435 mm | V 200 | 1972-1988 | 15th | V 200 501 to 515 | until 1998 |
| GDR | BKK Geiseltal | 1435 mm | V 200 | 1973 | 3 | V 200 506 to 508 | until 1993 |
| Cuba | FCC | 1435 mm | M62-K, later 61 | 1974-1975 | 20th | K500 to K519, later 61601-61621 | |
| North Korea | Korean State Railways | 1435 mm | K62 / 신성 ("Nova") | 1967-1995 | at least 130 | 내연 601 to 665 (new for DVRK ) 내연 701 to 742 (ex- DR / PKP / ŽSR ) 내연 801 at least to 873 (ex-PKP / ŽSR / RŽD ) |
|
| Poland | PKP | 1435 mm | ST44 | 1966-1988 | 1114 | ST44-001 to -1113 ST44-1500 |
|
| Poland | PKP | 1520 mm | ST44 | 1977-1980 | 68 | ST44-2001 to -2068 | |
| Poland | Petrochemical Płock | 1435 mm | M62 | 6th | M62 01 to 06 | ||
| Poland | PPMPW | 1435 mm | M62 | 3 | M62 07 to 09 | ||
| Soviet Union | SŽD | 1520 mm | M62 | 1964-1976 | 723 | M62-1 M62-2 then M62-1003 to M62-1723 | |
| Soviet Union | Red Army | 1520 mm | DM62 | 1982-1994 | 154 | DM62-1724 to DM62-1877 | |
| Czechoslovakia | ČSD | 1435 mm | T 679.1 , later 781 | 1966-1979 | 575 | T679.1001 to 1374 and 1400 to 1600 | until 2002 |
| Czechoslovakia | ČSD | 1520 mm | T 679.5 , later 781.8 | 1966 | 25th | T679.5001 to 5025 | until 1991 |
| Czechoslovakia | Košice steelworks | 1520 mm | no | 2 | VSŽ1 to 2 | 1983/1988 | |
| Hungary | MÁV | 1435 mm | M62 | 1965-1974 | 273 | M62 001 to 273 | |
| Hungary | MÁV | 1520 mm | M62.5 | 1970-1988 | 15th | M62 501 to 515 | |
| Hungary | GySEV | 1435 mm | M62.9 | 1972 | 6th | M62 901 to 906 | until 1996 |
Related series
The Soviet Union only procured a relatively small number of the original M62, but large numbers of modified series. These are:
- 2M62 - double locomotives made up of two M62, each with only one driver's cab, 2522 single units from 1976 to 1988
- 2M62U - improved variant of the 2M62, recognizable by the bogies according to the TÄ109 ( 130 ff. DR ), 776 individual units from 1987 to 1994
- 3M62U - triple locomotive ; 2M62U with additional middle section without driver's cab, 312 individual units from 1985 to 1992
- M62UP - improved variant of the M62, 40 locomotives only supplied to works railways
- DM62 - military version, can also be used as a power supply system while driving and when stationary , recognizable by the boxes and flaps that cover the connections (e.g. under the locomotive signs on the front sides). Like those of the BR M62U, these machines run on the bogies known from the TÄ109 with axle bearing guides through Lemniskatenlenker. Among other things, they were used to cover the RT-23 »Molodjec« railroad rocket complex . Machines of this type were later also used by state railways.
16 M62M (corresponding to M62UP) and 66 2M62M (corresponding to 2M62U) were delivered to the Mongolian State Railways (MTZ). Around 2005, MTZ acquired eleven 2M62 from the SŽD inventory, which were renamed 2M62M. In addition, locomotives of this series were not exported.
photos
M62-1 of the SŽD in the Railway Museum in Saint Petersburg
T679 1168 in Slovakia in the original painting
M62-1871, DM62 civilly used on the Belarusian railways
DM62 in the Museum of the October Railway in Saint Petersburg
Hungarian locomotive M62 271
.jpg)
literature
- Matthias Maier, Frank Heilmann, Rüdiger Block: Diesel locomotives of German railways. Alba publication, Düsseldorf 1997, ISBN 3-87094-155-3 .
- Hans Müller, Andreas Stange: The V 200 series . EK-Verlag, Freiburg 1997, ISBN 3-88255-201-8 .
- Paweł Terczyński: Atlas lokomotyw . Poznański Klub Modelarzy Kolejowych, Poznań 2004, ISBN 83-920757-1-4 .
Web links
Individual evidence
- ↑ Picture of an M62 converted to an electric locomotive in North Korea , Bernd Seiler
- ↑ Image of an E2M62 in Gence / Azerbaijan ( Memento of the original from April 15, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Martin Häfliger
