Russian series Ѵ
| Russian series Ѵ PKP series Tp110 |
|
|---|---|
 Ѵ-536
|
|
| Numbering: | see text |
| Number: | 1908–1918: 83 Ѵ Б : approx. 22–57 Ѵ н : less than 27 |
| Manufacturer: |
Kolomna Bryansk Sormowo |
| Year of construction (s): | 1908-1918 1927-1931 |
| Retirement: | SŽD: 1950s |
| Axis formula : | Ѵ н : D n2 all others: D h2 |
| Gauge : | 1524 mm (partly 1435 mm) |
| Length over buffers: | Ѵ с : 18,550 mm |
| Length: | 10,085 mm - 10,133 mm |
| Height: | Ѵ: 4,960 mm Ѵ с : 4,650 mm |
| Fixed wheelbase: | Ѵ: 3,890 mm Ѵ с : 4,200 mm |
| Wheelbase with tender: | Ѵ с : 13,950 mm |
| Service mass: | Ѵ: 64.4 t Ѵ с : 64.3 t Ѵ Б, н : 65 t |
| Service mass with tender: | Ѵ с : 117.2 t |
| Friction mass: | Ѵ: 64.4 t Ѵ с : 64.3 t Ѵ Б, н : 65 t |
| Wheel set mass : | 16 t |
| Top speed: | Ѵ: 50 km / h Ѵ с : 55 km / h |
| Starting tractive effort: | 140 kN - 150 kN Ѵ с : 13,600 kg |
| Driving wheel diameter: | Ѵ: 1,220 mm - 1,240 mm Ѵ с, Б, н : 1,300 mm (for Ѵ с according to other sources 1,340 mm) |
| Number of cylinders: | 2 |
| Cylinder diameter: | 575 mm |
| Piston stroke: | 650 mm |
| Boiler overpressure: | Ѵ: 12 bar Ѵ с : 12.5 bar Ѵ Б, н : 13 bar |
| Number of heating pipes: | Ѵ-501 – Ѵ-520: 147 Ѵ-521 – Ѵ-556: 168 Ѵ с : 170 |
| Number of smoke tubes: | Ѵ-501 – Ѵ-520: 21 Ѵ-521 – Ѵ-556: 24 Ѵ с : 24 |
| Grate area: | Ѵ: 3.03 m² Ѵ c : 3.32 m² Ѵ Б, н : 3.33 m² |
| Superheater area : | Ѵ-501 – Ѵ-520: 40.3 m² Ѵ-521 – Ѵ-556: 47.4 m² Ѵ c : 43.1 m² Ѵ Б : 45 m² Ѵ н : no superheater |
| Evaporation heating surface: | Ѵ-501 – Ѵ-520: 163.4 m² Ѵ-521 – Ѵ-556: 177.4 m² Ѵ c : 179.0 m² (according to other sources 165.2 m²) Ѵ Б : 176.0 m² Ѵ н : 206.0 m² |
| Tender: | Ѵ-501 – Ѵ-520: three-axis Ѵ-521 – Ѵ-556: four-axis Ѵ c : 23D1 (PKP) Ѵ Б : three-axis |
| Water supply: | Ѵ-501 – Ѵ-520: 16 m³ Ѵ c : 23 m³ |
| Fuel supply: | Ѵ-501 – Ѵ-520: 7 tons of coal Ѵ с : 7 tons of coal |
| Brake: | Ѵ-501 – Ѵ-520: New York type Ѵ-521 – Ѵ-556: Westinghouse brake |
The steam locomotives of the Russian class Ѵ [ ˈiʒɪt͡sa ] are a series of freight steam locomotives with the wheel arrangement D. They were delivered in a total of more than 104 copies in the period from 1908 to 1918 and from 1927 to 1931.
From 1905 to 1907, the volume of freight traffic on the Moscow - Ryazan line of the Moscow-Kazan Railway continued to increase. Therefore, the D-n2v locomotives of the А н (A n ) series (from 1912: Ч н (Tsch n ) used there had to be replaced by more powerful machines. Because the 1'D locomotives of the Щ (Schtsch ) were not very economical and no running axles were required for freight train service at the speeds at that time , a D-h2 freight locomotive with an axle load of 16.1 t had been developed by the head of the machine service of the Moscow-Kazan Railway, EE Noltein . They received a two-cylinder engine with simple steam expansion and a superheater. The order for the production of 20 of these locomotives was placed with the Kolomna locomotive factory , which also made the design drawings. In March 1908 the first locomotive left the Kolomna factory and by 1909 all twenty locomotives were those from Kolomna had received the factory designation 107. They were classified as series А п (A p ) with the numbers 501 to 520. When the uniform series designations were introduced in 1912, they were given the designation Ѵ (Ischiza) while retaining the numbers. In the last locomotive of the first series, А п -520 (from 1912: Ѵ-520), cylinders were installed for the first time, which operated on the principle of the DC steam engine of the Stumpf type with valve control . This design achieved a slight steam saving with a small cylinder charge, but the steam consumption increased with large cylinder charges. In order to relieve the depot of repairs to non-standard locomotive components, the direct current cylinders were replaced by normal cylinders after two years of use.
They received so-called Noltein drawbars in order to reduce the rolling movements and the "galloping" of the locomotives caused by the short wheelbase and the overhanging masses. The Noltein drawbars elastically connected the locomotive's underframe to the tender , thus increasing the guided wheelbase. Similar "drawbars" were used on the C-couplers with a short wheelbase from 1880 to 1890. The front wheel set of the locomotives was equipped with a spring-loaded reset device and could move 12 mm on each side. The locomotives received sheet metal frames with a thickness of 33 mm. The middle of the boiler was relatively high at 2860 mm above the top of the rail . The connecting rods worked on the third coupling axle . The boilers of the locomotives had 147 heating pipes (diameter 46/51 mm), 21 smoke pipes (125/133 mm), a heating surface of 163.4 m² and a superheater surface of 40.3 m². The locomotives had Friedmann type injectors , Haushaltera type speedometers and New York type brakes .
In 1914 another 16 locomotives from Kolomna were built as factory type 114 (Ѵ-521 to Ѵ-536) and in 1917 and 1918 20 locomotives from Brjansk (Ѵ-537 to Ѵ-556) were built for the Moscow-Kazan Railway, with minor design changes had been, u. a. they received a four-axle instead of three-axle tender, larger boilers and Westinghouse type brakes . Later, however, they were no longer used on a large scale, as more powerful five-coupler series Э (E) were already available. The locomotives of the series Ѵ were used on the Moscow-Ryazan Railway for freight trains until 1930, then only on branch lines and in shunting services.
The Ѵ-544 locomotive was equipped with pulverized coal combustion in 1920 based on a design by the Supreme Technical Committee of the Soviet People's Commissariat for Transport (NKPS) . There was a dust bunker on top of the tender that received the coal dust processed in stationary systems. From there, the coal dust was sent to the combustion using compressed air.
In 1914, shortly before the start of the First World War , the Warsaw-Vienna Railway ordered new four-couplers from the Sormowo plant in order to replace the existing standard gauge locomotives , etc. a. the series Ч вп к (Tsch wp k ) from Kolomna, to add. Due to the urgency of this order, Sormowo used many existing components for the machines built on the basis of the Ѵ series, including boiler components for the С (S) series 1'C1 passenger locomotive produced there . They were more powerful than the original Ѵ series and a total of 27 locomotives were produced, which were classified as the Ч вп с series (Tsch wp s , four-coupler of the Warsaw-Vienna railway with superheater, from Sormowo ) with the numbers 601 to 627.
Two locomotives (607 and 609) were badly damaged in the German attack and remained in the Łazy depot . The remaining 25 locomotives were converted to broad gauge after the Russian withdrawal from Poland and mainly used on the Moscow-Kazan Railway. Since they were based on the Ѵ series, they were redesignated in 1923 by the machine service department of the NKPS in Ѵ c (Ischiza s , Ischiza von Sormowo ) with the numbers 557 to 581.
Although the Treaty of Riga was provided in 1921, that all locomotives of the Warsaw-Vienna railway should go to Poland, only one of the 1,914 remaining in Łazy locomotives was handed over to the Polish authorities and by the Polish State Railways (PKP) as Tp110-1 classified , the tender was named 23D1. It had been captured by the Germans during World War I and put back into operation. Allegedly it was sold to industry in 1928, according to other sources it was still in use in 1931 and was retired before 1936.
In 1927, Bryansk built 20 D-h2 locomotives based on the Ѵ series on behalf of the Supreme Council for Coal Mines and Industrial Companies. In connection with the increase of the boiler pressure to 13 bar, the boiler was reinforced and a standing boiler with a flat ceiling was installed. Bryansk supplied other locomotives to industrial sidings, some without superheaters. A total of 22 to 57 locomotives of the Ѵ Б (Ischiza B ) series with superheaters and numbers between 400 and 437 (possibly with gaps) as well as 457 to 476 (continuous) and from 1928 to 1929 fewer than 27 were produced from 1927 to 1931 Locomotives of the Ѵ н (Ischiza n ) series built without superheaters with numbers between 4400 and 4426.
In 1940 all 81 locomotives of the series Ѵ and Ѵ с were still used by the Soviet railways (SŽD) , 48 of them on the route to Leningrad , 13 to Penza and 20 to Kazan . In the 1950s they were used by the SŽD, now subordinate to the Ministry of Railways (MPS), the successor to the NKPS, mainly on the Cherusti - Kriwandino - Radowizy route, but most of them were retired from 1950 to 1957.
On the railways of the Russian Empire , the class Ѵ с locomotives were considered the most powerful machines with the D wheel arrangement.
See also
literature
- Vitaly Alexandrovich Rakov: Локомотивы отечественных железных дорог 1845-1955 . 2nd, revised and expanded edition. «Транспорт», Moscow 1995, ISBN 5-277-00821-7 , p. 176-179, 520-521 .
- Vitaly Alexandrowitsch Rakow: Russian and Soviet steam locomotives . transpress, Berlin 1986, ISBN 3-344-00060-8 , pp. 107-110, 286 .