Russian series Е
| Russian series Е | |
|---|---|
 |
|
| Numbering: | different numbering |
| Number: | Д K : 2 E Ф : 250 E c : 106 E k : 50 E Л : 475 |
| Manufacturer: | Baldwin , ALCO , CLC |
| Year of construction (s): | 1915-1918 |
| Retirement: | Late 1960s |
| Axis formula : | Д K : 1'E n4v all others: 1'E h2 |
| Gauge : | 1524 mm 1435 mm |
| Length: | 12,346-12,685 mm |
| Smallest bef. Radius: | 80 m |
| Service mass: | 85-103.5 t |
| Friction mass: | 75.1-91.5 t |
| Wheel set mass : | 14.4-18.4 t |
| Top speed: | E Ф, k, c : 55 km / h E Л : 70 km / h |
| Indexed performance : | -1,400 hp |
| Driving wheel diameter: | Д K : 1,270 mm, all others: 1,320 mm |
| Impeller diameter front: | Д K : unknown E Ф, Л : 838.2 mm E k, c : 762 mm |
| Control type : | Heusinger |
| Number of cylinders: | Д K : 4 all others: 2 |
| Cylinder diameter: | Д K : 381/638 mm all others: 635 mm |
| HD cylinder diameter: | Д K : 381 mm |
| LP cylinder diameter: | Д K : 638 mm |
| Piston stroke: | 711.2 mm |
| Boiler overpressure: | Д K : 12 bar all others: 12.7 bar |
| Number of heating pipes: | Д K : unknown all others: 28 |
| Number of smoke tubes: | Д K : 270 E Ф, k, c : 195 E Л : 194 |
| Grate area: | Д K : 3.41 m² all others: 6 m² |
| Superheater area : | E Ф, k, c : 61.3 m² E Л : 66.9 m² |
| Evaporation heating surface: | Д K : 167.7 m² E Ф, k, c : 240.2 m² E Л : 242.9 m² |
The steam engines of the Russian series Е [ each are] a series of freight train - steam locomotives of the SZD with the wheel arrangement 1'E. They were built in various North American plants, completed with drawings by Russian engineers, for a quick addition to the steam locomotive fleet. They are considered a war aid from the time of the First World War after two advance locomotives of the series Д K [ dɛ.ka ] from the year 1895. They were the first steam locomotives with five driven axles in a fixed frame in Russia. Three other sub-types of the series were also manufactured by the American factories during the Second World War ( SŽD series Е ). In operational service, they were nicknamed Decapod , Efim , Elena . Including the subsequent deliveries of the locomotives from 1943 to 1947, no fewer than 3,193 locomotives of the series were produced.
First Russian decapods
The Transcaucasian Railway was the trigger for ordering the first steam locomotives with a 1'E wheel arrangement . There loads of 200 t had to be towed over the Surami pass of the Greater Caucasus , especially in the section around Chaschuri . At that time articulated locomotives of the type Fairlie of the series Ф [ ɛf ] were working there. They had good mobility in the curved track, but had insufficient pulling power, high coal consumption and a large amount of repair work. As locomotives with the wheel arrangement 1´E were already driving in many mountainous sections in North America at that time , it was decided to try out two machines of this type on this section. In 1894 the Baldwin plant in Philadelphia delivered two locomotives of this type. These were the first locomotives with five driven axles in a fixed frame on the railways in Russia .
In 1895 the locomotives were tested on the Transcaucasian Railway . On the railroad they were given the designation Д K [ je.dk ] and the numbers 249 and 250. The locomotives had a bar frame and a four-cylinder compound engine based on the Baldwin system . During testing, it was found that the steam locomotives could easily enter the curves of 150 m radius, but when driving on them there were strong bumps and the wheel flange and track wear were very high. In terms of tractive power, they could not compete with class Ф locomotives . In addition, the fuel consumption was greater than the locomotives of the series Ц [ t͡sɛ ], which were used by the railways at that time. After the tests, the locomotives were primarily used on flat sections of the railway. They were used in the Tbilisi depot . Later they were also used in the Gənc Dep depot . In 1912 they were given the designation E Ф [ je.ɛf ] and were given the numbers 9998 and 9999. At the beginning of 1940 they were still part of the company's fleet.
Steam locomotives from 1915 to 1918
History of the appearance
In 1914 the Russian Empire entered the First World War . This meant a significant increase in rail freight traffic , for which the intended steam locomotive types with the axle order D ( Russian series О , Russian series Ч [ t͡ʃe ], Russian series Ы [ jɪˈrɨ ]) and those with the wheel order 1'D ( Russian series Р [ ɛr ]) , Russian series Ц , Russian series Щ [ ɕt͡ɕa ]) were not able to. The friction weight of these locomotives was no greater than 64 t. A significant increase in train weight was only to be expected with a steam locomotive with five driven axles such as the Э series . But this was only delivered in a few hundred copies. As an alternative, there was an offer from North America with 400 steam locomotives with a 1'E wheel arrangement.
Project planning
Although the new locomotives were made in North America , it was developed by Russian engineers at the time. A steam locomotive with five driven axles, an axle pressure of 16 t and simple steam expansion, analogous to the steam locomotive series Э was selected . Since there were problems with the delivery of high-quality coal in 1915, the furnace had to be converted to the use of coal with a lower calorific value. This required a larger grate surface than the Russian series Baureihe had. A value of 6 m² was chosen. This increased the weight of the steam engine, especially the rear part of it. Since the axle pressure could not exceed 16 t, a front running axle was added. This increased the size and, subsequently, the performance of the boiler. The steam engine was designed as a two-cylinder engine.
Contrary to the models of freight steam locomotives on the American railways, which had a coupling wheel diameter of 1500 mm to 1600 mm, a coupling wheel diameter of 1320 mm was chosen for the machines for the Russian railways. This was mainly due to the fact that the machines also had to be turned on turntables with a diameter of less than 20 m. This also made a locomotive with an even larger boiler and a subsequent running axle behind the drive axles unnecessary at the time.
A steam engine was envisaged for the new locomotive with dimensions as in the Russian series Э , i.e. with a cylinder diameter of 630 mm and a piston stroke of 700 mm. Due to the manufacturing conditions at the American plants according to customs , the cylinder diameter was 635 mm (25 ") and the piston stroke 711.2 mm (28"). The frame design was also changed. With the American railways the bar frame was predominant at the time, the Russian railways preferred the sheet metal frame at that time. Ultimately, it was decided to deliver the new steam locomotive with a bar frame with a thickness of 114.3 mm (4.5 ") for the side plates.
In addition to the orders from the American plants, a number of projects were being carried out in various plants in Russia , but none of them were implemented. For example, a project was developed in the Kolomna locomotive factory about a steam locomotive with a 1'E wheel arrangement with a four-cylinder compound engine as for the Russian Р series . A locomotive with the E1 'wheel arrangement was designed in the Bryansk locomotive factory , from which the project of a steam locomotive with the F wheel arrangement later appeared. In the Putilov a steam locomotive with the wheel arrangement E and a four-cylinder compound engine was configured similar to Russian У series [ u ] who have been with superheater should work. Production of this steam locomotive began. However, due to the acceptance of further orders, the construction of a test machine was finished soon afterwards.
Steam locomotives series E Ф, k, c
In June 1915, an order for over 400 steam locomotives was placed with the American works Baldwin , ALCO and CLC , which was distributed as follows: 250 locomotives were to be used by the Baldwin works , 100 by the American Locomotive Company and 50 by the Canadian Locomotive Company . The location of manufacture also gave rise to the designation of the locomotives, the locomotives manufactured at Baldwin received the designation E Ф after the Philadelphia location , the locomotives manufactured at ALCO received the designation E c [ je.ɛs ] after the Schenectady location and those made by the Canadian locomotive Company produced locomotives received after the location of Kingston , the term e k . The locomotives were given the designation E although they had nothing in common with the machines delivered in 1895 except for the wheel arrangement and the manufacturer.
The steam locomotives were manufactured in the American plants without brakes. This was due to the fact that the locomotives were provided with brakes based on the Westinghouse system, but the equipment was fitted with the brakes from the St. Petersburg plant . Therefore, the locomotives arriving by sea in Vladivostok were first sent to Harbin on the Chinese Eastern Railway . There they were equipped with the necessary braking equipment and sent to the railroad in the European part of Russia .
In 1916 a power and heat engineering study was carried out on the E Ф -3 . This was carried out under the direction of Yuri Wladimirowitsch Lomonossow on various routes of the Piwdenna Salisnyzja . In the course of testing, the locomotives showed sufficiently good tractive power properties. With a gradient of 13.5 ‰, the locomotive drove a train with a mass of 1150 t and a speed of 15 km / h. On flat sections the locomotive was on a par with the Russian class Ѳ [ fita ], only on the incline it was inferior to it due to the lower friction weight.
Steam locomotives series E Л
In 1916 the question arose about a new large order for steam locomotives. The examination of the E Ф -3 showed the correctness of the choice of the parameters of the steam engine, therefore the same parameters were selected for the selection of the parameters for the new steam engine to be ordered. Diameter of the drive wheels 1320 mm, cylinder diameter 635 mm, piston stroke 711 mm and the same parameters of the boiler. Since in the meantime there was a lot of experience of inadequacies in the previously delivered locomotives of the series, a lot of design changes resulted for the new machine to be built. The designation of the new locomotives to be built was originally to be given the E series with the index N for new with the subordinate index of the place of manufacture, according to the proposal of Yuri Vladimirovich Lomonossow , who was in America at the time the steam locomotive was built, the locomotives received the Designation E Л [ je.ɛɫ ], which means that Alfons Ilyich Lipez ( Cyrillic Альфонс Ильич Липец ) played a major role in the creation of the locomotive.
With the newly created locomotive, there were some misunderstandings between the design requirements and the locomotives actually built. Since some suppliers had already delivered the relevant parts after receiving design changes, locomotives with different parameters sometimes resulted. Under these circumstances, some necessary changes could not be carried into the 1916 construction. It should e.g. B. the cylindrical part of the boiler in the first 80 delivered locomotives (number 501-580) is less than in the following machines. Likewise, in the first 40 machines, the distance between the first wheelsets of the tender was carried out according to the American standard (2036 mm), in the following machines it was carried out according to the Russian standard (2100 mm).
Instead of the copper firebox, the steam locomotives of the new order received one made of steel with articulated studs . Originally a Belpaire standing boiler was planned for the new steam locomotives , but the engineer Alfons Ilyich Lipez recommended a radially arranged fire box, which was justified with a lower weight. Compared to the previously delivered locomotives, the friction weight, the total weight, the heating surface of the steam superheater and the total evaporation surface increased with the new locomotive.
At the beginning of 1917 the Ministry of Transport and Communications wanted to order a series of 200 steam locomotives of the E Л series , but at the time the American plants were still busy with orders from England and France, which meant that only one order for 75 steam locomotives from the Baldwin plant was possible . This situation did not change until April 6, 1917, when the US entered the war against Germany. Therefore, a production of steam locomotives for Russia as a war aid was possible, which made a production of 500 steam locomotives of the E Л series possible. Of these, 250 vehicles each were to be delivered by the ALCO and Baldwin plants by July 1, 1918. These steam locomotives were built according to drawings from 1916, with a number of changes made. These were aimed at improvements in the construction (e.g. lighter connecting rods, better mass balancing and much more).
But in October 1917 the October Revolution took place in Russia , as a result of which only 100 of the 500 vehicles ordered were delivered to Russia. 200 locomotives of this order were reworked to a track width of 1435 mm and distributed to railways in the USA , the remaining 200 machines were not completed.
The table shows the locomotives delivered to Russia by the American factories during the First World War. The source refers to a statistic by Alfons Ilyich Lipez
| Manufacturing plant | Number of vehicles produced | series | number | Order submission | Date of delivery of the last steam locomotive | Date of dispatch of the last steam locomotive to Russia |
|---|---|---|---|---|---|---|
| Baldwin | 250 | E Ф | 1-250 | 04/23/1915 | 10/21/1915 | 11/15/1916 |
| ALCO | 100 | E c | 251-350 | 06/22/1915 | 10/20/1915 | 01/27/1916 |
| Canadian Locomotive Company | 50 | E k | 351-400 | 06/19/1915 | 05/12/1915 | 06/16/1916 |
| ALCO | 6th | E c | 401-406 | 03/25/1916 | 08/05/1916 | 08/29/1916 |
| ALCO | 40 | E Л | 501-540 | 11/21/1915 | 07/26/1917 | 09/26/1917 |
| Baldwin | 40 | E Л | 541-580 | 11/21/1916 | 06/26/1917 | 09/26/1917 |
| Baldwin | 110 | E Л | 581-690 | December 18, 1916 | 10/25/1917 | 10/17/1917 |
| ALCO | 110 | E Л | 691-800 | December 18, 1916 | 09/10/1917 | 10/17/1917 |
| Baldwin | 75 | E Л | 801-875 | 04/17/1917 | December 27, 1917 | December 31, 1919 |
| Baldwin | 50 | E Л | 876-925 | 07/05/1917 | 01/04/1918 | December 18, 1919 |
| ALCO | 50 | E Л | 1126-1175 | 07/09/1917 | 12/29/1917 | May 20, 1919 |
Of the first 250 locomotives listed here, eight machines are said to have perished on the ships during transport to Vladivostok . Other sources provide different information about the data in this table. In addition to the 881 listed here , WA Rakow also specifies 78 steam locomotives in the series.
construction
Main dimensions of the steam locomotives from the delivery around the First World War
| E ф, k, c | E Л |
|---|---|
The locomotive stands for a construction of the Decapod type, equipped with a two-cylinder engine and bar frame.
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After production, the locomotives were shipped to Russia and drove from New York via the Strait of Magellan and the Pacific or around the Cape of Good Hope and the Indian Ocean to Vladivostok . This also explains that some locomotives did not make it to their destination. Initially, the steam locomotives were sent to the European part of Russia for use. Originally the locomotives were intended for operation on the Katharinenbahn and the Piwdenna Salisnyzja . Later they were also used on the Permian and Zlatoust railways .
In the beginning there were difficulties in operation due to the different types of coal for the fire box . The overall condition of the locomotives was also not good. This was initially attributed to insufficient quality in production, but it was probably more of a transport problem. The locomotives' sea voyage lasted an average of 60 to 80 days, during which the locomotives were constantly exposed to moist sea air. At the time, the depots in Russia also had no way of repairing the bar frames. This initially led to a large number of breakdowns with the steam locomotives, especially parts of the firebox torn, sometimes after only one year of operation. This led to a great deal of skepticism about the new locomotive, in some depots every third machine was idle or was replaced with machines of the Э , Щ or О series during operation .
After a while, many depots came to terms with the new locomotive, especially because they were the most powerful locomotives in the Russian Empire at the time. In the 1920s, many locomotives in the series were relocated from the European part of Russia to Siberia or the Far East . On January 1, 1923, 604 operational steam locomotives of all substructures were counted on the railways in Russia. Of these, 277 worked in Siberia, 266 with the Perm Railway and 61 with the Katharinenbahn . The locomotives held the status of the most powerful locomotive in Russia until 1931, when the SŽD series Т and especially the ФД [ ɛfdɛ ] appeared. With the production of the SŽD series Л , the locomotives were transferred to secondary services or shunting. An increase in the boiler shell did not change this, which apart from an increase in the weight of the locomotive led to an increase in the boiler pressure to 14 bar. Intensive retirement began in the 1970s and 1980s.
Modernizations
As with almost every steam locomotive, there were also attempts to increase the pulling power and improve the economy of the most powerful steam locomotive in Russia.
Additional tender drive
A direct comparison with the Russian series Ѳ showed that the locomotives of series E did not match this series in terms of tractive force and friction mass. As a result, a locomotive was equipped with a booster in 1927 , which in this locomotive worked on the rear part of the tender and drove both of its rear wheels. The drive came from a small, two-cylinder steam engine, its cylinders had a diameter of 305 mm with a piston stroke of 250 mm and a steam pressure of 0.5 bar. The power was transferred from the steam engine via a drive rod and a special intermediate shaft to an intermediate gear, which also drove an axle of the tender. An additional shaft transmitted the power to the other axle of the tender bogie. The entire construction was housed in a housing, which was suspended on one side on the bogie frame of the tender, and on the other side, similar to a cradle bearing suspension, on an axle of the tender bogie.
A total of two locomotives were equipped with this auxiliary equipment. In 1928 one machine was given for testing on the section around Harbin , the other on the Priwolschskaja selesnaja doroga for testing. The tests showed that when starting and driving on inclines, the train weight could be increased from 1666 t to 1900 t. The booster also resulted in a 10% reduction in coal consumption. This saved an additional machine for certain applications. Nevertheless, the booster did not become widely available , which was due to its relatively complex construction and high value.
Try steam overheating
As with steam locomotives all over the world, there have been attempts to increase performance by additionally superheating the steam. In Russia, superheaters are known from 1916 on a series О steam locomotive . From 1929 a superheater was developed according to a different system, which was used by the steam locomotive repair shop in Dnepropetrovsk in the steam locomotive E ф .127 until 1933 .
The superheater worked in two chambers that were located on the sides of the cylindrical part of the steam boiler. This changed the gas flow in the boiler; from the smoke tubes the gases were divided into two streams, each of which got into its side of the steam overheating. This increased the evaporation area from 240.2 m² to 300 m² due to the increased number of smoke tubes (322). The total overheating area changed from 61.3 m² to 118.5 m². The axis of the boiler was raised by 673 mm to 3600 mm and the firebox was lowered 550 mm. By increasing the efficiency of the boiler, the locomotive got new cylinders with a diameter of 710 mm. The friction mass increased from 75.1 t to 90.1 t, the total mass from 85 t to 101.7 t.
The locomotive initially ran with oil and then with coal. During its testing, it covered 6,000 km until it reached the test ring of the All-Russian Research Institute for Rail Transport in the winter of 1935 . The locomotive could not prevail in the rough everyday operation because there were inadequacies in the design of the superheater . There were complicated steam pipes, pipes with multiple bends and bolts were lost in everyday use. After cracks also appeared in a cylinder, the locomotive was taken out of service and retired in 1952.
In addition to this machine, some locomotives of the E л series were equipped with a steam dryer, as has already been used in several locomotives of the СО series . The facility had the significant weight of 2 tons. And although the locomotives were able to achieve an increase in efficiency, no other vehicles were converted. In 1956, at the party congress of the CPSU, it was decided to transfer services to diesel locomotives and electric locomotives , whereby all attempts at steam locomotives were stopped.
Preserved copies
Even though most of the locomotives that have survived date from the Second World War ( SŽD series Е ), some locomotives from the First World War have been preserved, even if only as inoperable exhibits.
The first locomotives preserved owe their current status Museum political motives such as the E л .629 , which in Ussuriysk was found as plinthed in 1972 and even today is still there on the monument base. The E c .350 in Chelyabinsk has also been preserved as a monument . In museums, the E л .266 is in the Ulaanbaatar Railway Museum , the E c .311 and E л .534 are in the collection of the Russian Railway Museum , the E л .345 is in the Brest Railway Museum , and the SAL No. 544 , which is in is subordinate to the Railway Museum in North Carolina , is assigned to an E л . A complete list of the surviving E series locomotives can be found on the Russian Wikipedia, where the Russian Е series and the SŽD Е series are treated together.
See also
literature
- WA Rakow: Russian and Soviet steam locomotives . Transpress-Verlag für Verkehrwesen, 1988, ISBN 3-344-00413-1
Individual evidence
- ↑ WA Rakow: Russian and Soviet steam locomotives . Transpress-Verlag für Verkehrwesen, 1988, ISBN 3-344-00413-1 , p. 119
- ↑ Lipez Alfons Iljitschb steam locomotives type Dekapod (1-5-0), built in America for the Russian Imperial Railways, Russian transport ministry in America, New York, 1920
- ↑ Mention of the E л .266 in the Ulaanbaatar Railway Museum
- ↑ Website about preserved 1'E machines with mention of SAL No. 544