Russian series Ѳ
| Russian series Ѳ | |
|---|---|
 Russian mallet
|
|
| Numbering: | different numbering |
| Number: | 463 |
| Manufacturer: |
Bryansk Putilov Kolomna |
| Year of construction (s): | 1899-1924 |
| Retirement: | unknown |
| Axis formula : | C'C ' |
| Gauge : | 1524 mm |
| Length: | 12,072-12,742 mm |
| Friction mass: | 80.3-89.5 t |
| Wheel set mass : | 13-15 t |
| Top speed: | 50 km / h |
| Indexed performance : | approx. 1,050 hp |
| Starting tractive effort: | 150 kN |
| Driving wheel diameter: | 1,200-1,240 mm |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 440 mm, 475 mm, 510 mm |
| LP cylinder diameter: | 710 mm |
| Piston stroke: | 650 mm |
| Boiler overpressure: | 12-13 bar |
| Grate area: | 2.48-4.5 m² |
| Superheater area : | 24.1-52.4 m² |
| Evaporation heating surface: | 177.9-231.6 m² |
| Particularities: | Mallet type locomotive |
The steam locomotives of the Russian class Ѳ [ fita ] are a series of freight steam locomotives of the Mallet type , the creation of which is attributed to the needs of the Privolschskaja seleznaja doroga . They were first created in 1899 and 463 copies were produced in three different Russian plants by 1924. The literature does not provide any information about the whereabouts of the vehicles. You were nicknamed Fita in operational service .
History of their creation
In 1893, the train service was opened on the then single-track Ryazan - Rusajewka - Svyazhsk line on the Privolschskaja seleznaja doroga . The freight traffic on this line increased so much until 1897 that the originally used locomotives of the T and О series were soon no longer sufficient to meet the requirements of the company. This required either the laying of a second track or the reinforcement of the superstructure in order to be able to use locomotives with greater power and thus greater axle pressure.
The management of the railway administration decided on a path that many railway administrations then took to counter the problem of the superstructure being too weak to increase the tractive effort; they introduced locomotives of the Mallet type, which at that time were already doing well on mountain routes in Switzerland . The literature does not reveal anything about the reliability and use of the locomotives, only the number of 493 locomotives procured shows that the locomotives must have proven themselves well. The locomotives were compared with those of the Е [ je ] series 20 years after their appearance ; On the straight, both locomotives were equal, on inclines the mallet was superior to the single-frame locomotive due to its higher friction weight.
The procurement of further locomotives of the Mallet type up to the Hungarian Mallets and the German series 96 , which were also created under the aspect of higher tractive power with less stress on the superstructure, gave positive feedback on the series. A note about the decommissioning of the locomotives cannot be found, but it must be assumed that they were no longer available at the time of the 1950s when most of the Mallet locomotives were decommissioned. Since the locomotives said goodbye at a time when the time was not yet ripe for railway museums, it must be assumed that no vehicle of the series has survived.