Russian series С
| Russian series С (S) | |
|---|---|
 P.68
|
|
| Numbering: | different numbering |
| Number: | 678 |
| Manufacturer: | Sormowo , Newski , Kharkov , Luhansk locomotive factory , |
| Year of construction (s): | 1910-1919 |
| Retirement: | Mid 1960s |
| Axis formula : | 1'C1 'h2 |
| Gauge : | 1,524 mm |
| Length over coupling: | 21,266 mm |
| Length: | 12,247 mm |
| Height: | 4,929 mm |
| Width: | 3,000 mm |
| Wheelbase with tender: | 18,488 mm |
| Service mass: | 75.8 t |
| Friction mass: | 47.53 t |
| Wheel set mass : | 16 t |
| Top speed: | 115 km / h |
| Indexed performance : | 1,200 hp |
| Driving wheel diameter: | 1,830 mm |
| Impeller diameter front: | 1,030 mm |
| Rear wheel diameter: | 1,200 mm |
| Control type : | Walschaert |
| Number of cylinders: | 2 |
| Cylinder diameter: | 600 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 13 bar |
| Number of heating pipes: | 24 |
| Number of smoke tubes: | 170 |
| Grate area: | 3.8 m² |
| Superheater area : | 52.5 m² |
| Evaporation heating surface: | 207.2 m² |
| Tender: | 4-axle tender type 1908 |
| Service weight of the tender: | empty: 23.4 t |
| Water supply: | 23 m³ |
| Fuel supply: | 17 t |
| Particularities: | some oil-fired locomotives, most of them coal-fired |
The SŽD series С (German transcription S) was a steam locomotive of the Russian Empire and the Soviet Railways (SŽD) in Russian broad gauge . It was built immediately before and during the First World War and was preferably used in light express train service nationwide on non-electrified routes. It was a Prairie steam locomotive . It got its name after the manufacturing company S ormowo .
prehistory
After the end of the Russo-Japanese War , the railways of the Russian Empire had a noticeable need for high-performance express locomotives that could no longer be met by the previous vehicles. The numerically predominant locomotive of the series Н was in terms of performance capable of moving a train with a mass of 400 t at a speed of 80 km / h. In addition there was for this purpose nor the steam locomotives of the series Я , A and Ж .
At the same time, imported coal for locomotives became more expensive. Most of the coal used for the steam locomotives came from other European countries, especially Great Britain ( Newcastle and Cardiff variety ). For this coal with a high calorific value, a relatively small grate area of 2.2 m² to 2.8 m² was sufficient. For the designers, the additional task was therefore to achieve the increase in output with a coal with a low calorific value. This could only be achieved by widening the grate; the extension of the grate was ruled out because of the maximum throw length for the coal of two meters. In the existing locomotives, the distance between the frame cheeks, between which the fire box had to be fitted, was about 1.3 meters. If an increase in the power of the locomotives was to be achieved with the simultaneous use of coal with a lower calorific value, only a new design of a steam locomotive came into question.
At the time, steam locomotives of the Prairie type were running in some European countries , especially in Italy , Austria , Serbia and Turkey . In other European countries, locomotives of the Pacific type have already been built. This would have resulted in a total axle distance of around 22 m. Most of the turntables in Russia were only 20 m in diameter, so that only the Prairie design could be considered as a new design.
Project planning for the new steam locomotive and first test drives
In 1909 the railway company from the Kazan region placed an order with the Sormowo machine factory for the planning and manufacture of a new express locomotive with a 1'C1 ' wheel arrangement . At the beginning of 1910, the works director gave the engineer Bronislaw Sigismundowitsch Malachowskij the task of designing the new locomotive with the following parameters:
- Speed 100 werst per hour,
- Boiler with large evaporation surface,
- the grate surface should be significantly larger than in the previously used steam locomotives,
- Axle mass of 16 t,
- the new locomotive should have a steam superheater ,
- Version with two-cylinder engine with simple steam expansion.
The order for the machine works Sormowo was all the more astonishing because the factory had only taken over work from other steam locomotive works. The designers of the plant managed the new design. The first five locomotives were able to leave the factory at the end of 1910. They were initially given the designation steam locomotive type 1-3-1 type Prairie Sormowo . In 1912 it was given the uniform designation of the class C steam locomotive .
On March 12, 1911, the first test drives took place on the railway near Nikolajewka between St. Petersburg and Bologoje . The C.801 reached a speed of around 100 km / h with a train weighing 345 t (nine cars) on a straight route. On an incline, the locomotive still reached 70 km / h with the specified load. With a load of 14 wagons (510 t), the locomotive demonstrated its good performance and smooth gait. In the end, the locomotive was satisfactory.
technical description
boiler
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The cylindrical part of the boiler consists of three sections with a length of about 1,700 mm and a diameter of 1,600 mm. The sheet metal thickness is around 16 mm. The rear boiler is designed as a Belpaire type . Its width was 1,810 mm. This made it possible to achieve a grate area of 3.8 m², the largest in the steam locomotives of the Russian Empire at that time. The length of the entire boiler is 9,680 mm. In keeping with the zeitgeist of that time, the locomotive was given a conical smoke chamber door, which gave it an elegant appearance.
With the construction of the steam superheater , local constructions were first used, in 1913 all locomotives were given uniform designs of the Schmidt type . This enabled the locomotive to achieve an output of 1,200 hp and a design speed of 115 km / h.
machine
The steam engine is a two-cylinder with simple steam expansion. The Walschaerts type was used to control the steam engine . The machine has cylinders with a diameter of 550 mm with a piston stroke of 700 mm. The drive rod acted on the second axis and had a length of 2,240 mm.
landing gear
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The frame of the locomotive consisted of riveted sheet metal with a thickness of 30 mm. The buffer beam was arranged at a height of 880 mm. All wheels were spoked wheels . The front running axle was connected to the first coupling axle to form a Zara frame , which is designed similar to a Krauss-Helmholtz steering frame . This also enabled a quieter track position in the straights and when cornering as with the Bissel frame . The design is not specified for the trailing axle, there is a lot to be said for an Adam's axle design . The implementation of reverse travel at higher speeds was therefore less problematic compared to the previous machines without a subsequent running axis.
Cab
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The driver's cab of the locomotive was open at the rear, made entirely of metal and some with side doors. It was possible to reach the circulation next to the boiler through a door. The curved roof overhanged the tender. The driver's cab had two front and three side windows, of which the front and two side windows were closed. A side window was designed as a sliding window. In addition to these, the driver's cab had two additional, closed windows on the front to improve visibility. The side entry to the cab was open with vertical ladders. The cab had a closable curtain for the cold season. The area around the boiler was traditionally designed like Russian locomotives, the entrances were secured with chains.
tender
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The tender was a four-axis design of the model year 1908. It was in the Putilov made while the locomotives of the series Б , К , О and Щ used. The wheels were stored in two bogies and had a diameter of 1,020 mm. The container of the tender was 6,720 mm long and was riveted from sheet steel with a sheet thickness of eight millimeters.
He had high shelves so that the locomotive could be supplied with firewood. It was possible to heat the locomotive with liquid fuel. The tenders in question had a container for heating oil, usually rectangular or round.
Since 1912, the tenders have been delivered with a bulkhead, which was certainly necessary when reversing frequently in the cold season.
Standard colors and exterior fittings
Since the locomotive was intended for operation with well-known express trains, they were designed accordingly. Already on the outside it corresponded to the zeitgeist of the time of elegant express train locomotives, underlined by the conical smoke chamber door and especially by the large top light.
This was underlined by the color of the locomotive; the main parts of the locomotive (boiler except smoke chamber, cylinder block, driver's cab) were colored green, sometimes blue. The frame, the racks, the wheel centers, buffer beam and controls were in red (vermilion), the wheel tires and the axle centers in white. The smoke chamber, handles, pipes, lanterns and other details were made in black. The wall of the cab and the surfaces of the cylinders were framed by thin frames. The seams of the cylindrical part of the kettle had thin brass straps as stiffeners.
The name of the company and the locomotive number were in white and framed. In the lower part of the driver's cab was the name of the railway company, the series and number of the locomotive. The national coat of arms was on the driver's cab under the number sign.
The side and front borders of the kettle were very useful.
Series production
After the first positive feedback from the company, the decision was made to go into series production with the steam locomotive. In the second half of 1911 the orders for the production of the new locomotive were issued. In addition to the Sormowo machine factory, the following plants were brought in:
The exact distribution of the manufactured locomotives, divided by years and works, see web links. It can be seen from this that the Sormowo machine works acted as the sole manufacturer of the locomotives in 1910 and 1911, while the Luhansk locomotive works only produced 16 machines of the series. From 1913 this plant no longer produced any locomotives. During series production, some irregularities came to light in practice, for example, there were breaks in the drive rod, cracks in the spokes, damage to the slides and cuts in the wheel tires caused by the locomotive entering the bends. A commission was set up to investigate these irregularities and, after research, issued change instructions to production. So it turned out that the reset device of the movable axes was dimensioned too weak. After strengthening the springs, the cornering was flawless again.
At the end of 1912 it became apparent that some locomotives with an axle load that was too high had been delivered to the Newski locomotive factory. The cause was a non-compliance with the manufacturing technology by the manufacturer. At the beginning of 1913, these irregularities were removed by the Newski locomotive factory. A total of 678 locomotives were produced, of which the Krasnoye Sormowo machine factory produced 384 locomotives, the Nevsky locomotive factory 143 locomotives, the Kharkov locomotive factory 135 locomotives and the Luhansk locomotive factory 16 locomotives.
The designation of the locomotives was initially not uniform, as each railway company designated the locomotives themselves. During later relocations, it happened that locomotives with the same number appeared at a company. The companies concerned helped each other by adding the abbreviation of the predecessor company to the number.
Operation and whereabouts
The Warsaw Railway Company received the first ten steam locomotives of the C series , where they hauled rounds of courier trains. These courier trains were considered to be the fastest trains in Russia in their time, the average speed was 85 km / h, in some places speeds of 100 to 110 km / h were driven. While the travel time from Saint Petersburg to Warsaw in 1910 was about 22 hours and 35 minutes, this time could be reduced to 18 hours and 2 minutes by using the C. On October 6, 1913, the steam locomotive with ten four-axle wagons set a record on the continuous journey from Saint Petersburg to Moscow (651 km); it took 7 hours and 59 minutes for this distance. In some places it came on this relation at times of 7 hours and 30 minutes, the highest speed was 125 km / h.
The locomotives were given the unofficial nickname Russian Prairie because it was the first constructed locomotive with a 1'C1 ' wheel arrangement in the USSR .
All 678 units produced were in service on the railways of the Russian Empire and the USSR until the mid-1960s. Then they were struck en masse from the inventory lists, scrapped or passed on to industrial companies for heating purposes. The service of the machines lasted an average of 45 years (ranging from 38 to 54 years). Some deviations are not counted. This leads to the conclusion that it is a long-lasting and then proven design.
The locomotives were not infrequently used by other railway administrations. The C.41 may apply here as an example. It was made in 1912 by the Nevsky Works and was used in Poland and Latvia . In 1940, with the occupation and occupation of Latvia in the USSR , it was taken over with its Latvian number and continued to operate. In 1956 she still drove with this number in the park of the Belarusian Railway . In 1959 it was given to an industrial company, where it loses its track. Some vehicles are said to be running in Finland .
One example of the locomotive has been preserved as a memorial. It is the C.68 shown, which was manufactured in 1913 and was in operation until 1960. After that it was sold to a plant in Moscow for heating purposes. At the end of the 1970s, when the locomotive was in very bad condition, it was discovered by railway enthusiasts. When reconditioning the locomotive, they used a trick; they changed the locomotive number without further ado to C.245, which in 1918 carried a train with party officials under Lenin from Saint Petersburg to Moscow in order to obtain funds. Then the steam locomotive, dismantled into individual parts, could be transferred to the Chowrino depot . The original plan to refurbish the locomotive in running order soon had to be abandoned due to its poor condition. The boiler only allowed a pressure of up to five bar.
The steam locomotive stands under its original number C.68 in the Russian Railway Museum in Saint Petersburg .