SŽD series Е
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| SŽD series Е VR series Tr 2 CR series DK2 |
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|---|---|
.jpg) E a .2201
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| Numbering: | different numbering |
| Number: | E A : 1,619 E M : 427 E MB : 13 Tr 2: 20 DK2: 10 |
| Manufacturer: | Baldwin , ALCO |
| Year of construction (s): | 1944-1947 |
| Retirement: | 1970s |
| Axis formula : | 1'E h2 |
| Gauge : | 1524 mm 1435 mm |
| Length: | 12,346 mm - 12,685 mm |
| Smallest bef. Radius: | 80 m |
| Service mass: | E A : 100.4 t E M : 101.7 t E MB : 101.7 t |
| Friction mass: | E A : 90 t E M : 90.3 t E MB : 90.3 t |
| Wheel set mass : | 18.4 t |
| Top speed: | 70 km / h |
| Indexed performance : | -1,950 hp |
| Starting tractive effort: | 164 kN |
| Driving wheel diameter: | 1,320 mm |
| Impeller diameter front: | 850 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 635 mm |
| Piston stroke: | 711.2 mm |
| Boiler overpressure: | 12.7 bar |
| Number of heating pipes: | 35 |
| Number of smoke tubes: | 162 |
| Grate area: | 6 m² |
| Superheater area : | 76.2 m² |
| Evaporation heating surface: | 229.2 m² |
The steam locomotives of the SŽD series Е [ je ] emerged from the Russian series E and were manufactured as part of the war aid by the Baldwin and ALCO works for the SŽD . Including the deliveries of the locomotives from the time of the First World War (Russian series Е), 3193 locomotives of the series were produced. In addition to the SŽD, 20 locomotives of the series were produced for the Finnish State Railways and 10 locomotives for the Chinese State Railways .
The steam locomotives from 1944–1947
Requirement for the new order
The need for the new steam locomotives arose as a result of the Great Patriotic War . Due to the fighting, around 16,000 locomotives were totally destroyed by 1943. Also as a result of the fighting, the locomotive works were evacuated to the hinterland. After the Battle of Stalingrad , the infrastructure in the liberated areas had to be restored, which meant a great deal of work for the railways. The steam locomotives of the series ФД [ ɛfdɛ ] could not be used freely due to their high axle pressure of 20.5 t. The steam locomotive series CO [ ɛs.o ] was only available in 800 copies, which was not enough at the time. In addition, a large number of locomotives of the series was Э [ ɛ ] used in the service of columns.
For these reasons it was decided to order a large number of steam locomotives in the North American works Baldwin and ALCO as part of the war aid.
Project planning
In order to be able to carry out the order for the new locomotives as quickly as possible, it was decided to use the design of the E Л [ je.ɛɫ ] as the basic version . As with the DR Series 52 , many simplifications and improvements have been made during development. For example, to speed up production and reduce the value in the steam cylinders, sockets made of cast iron were used instead of brass, and the fire door of the smoke chamber was welded. The number of heating pipes was increased from 28 to 35, the area of the superheater was increased to 76.2 m², the total evaporation area was only 229.2 m². That was because the number of smoke tubes decreased to 162. In view of the possible damage to the frame during transport at sea, the side frame cheeks were reinforced from 114.3 to 127 mm. This increased the mass of the vehicles and thus the tractive force as a useful side effect. A mechanical grate loading system based on the standard stoker system was selected for firing and relieving the heater , which has proven itself well. There were also some minor changes. Instead of a Zlatow type pressure equalization valve, a pressure equalization valve was used, which enabled fresh steam to enter the steam inlet pipe from the boiler and from there into the cylinder. This prevented flue gases from entering the cylinder from the boiler. Welding was also used in the majority of these locomotives.
It is significant that the diameter of the coupling wheels was left as it was, especially since it was kept quite small at the time. The reason was that redeveloping the chassis would have taken time and unnecessarily delayed the start of production.
The steam locomotives of the series E A , E M and E MB
When a protocol for war aid was concluded in 1943, the American works Baldwin and ALCO were given an order for the production of steam locomotives based on the E Л with design drawings from the USSR . The American plants were not ready to set up production by the end of the year. With the great need to procure steam locomotives, the USSR was forced to accept an order for 150 USATC class S 160 steam locomotives . This order was later increased to 200 locomotives.
In 1944 the first class E steam locomotives were delivered, which were given the index "a" for American . The result was the full name E A for the first delivered locomotives . The numbering of the locomotives of the ALCO works began with the number 2001 , those of the Baldwin works with the number 2201 . In September of the same year, Baldwin's first locomotive was put on the test ring of the All-Russian Research Institute for Rail Transport , where the locomotive was tested until October. It was found that the load on the boiler was 70 kg / m² h and a pulling force of 164 kN could be achieved at a speed of 31.5 km / h. These parameters correspond to a capacity from 1,920 to 1,950 hp, which were 20-25% more than in the E Л . This increase was achieved by improving the boiler and using the stoker . The temperature of the superheated steam was 300-340 ° C, the maximum achievable up to 370 ° C.
In 1944 the drive wheel set was reinforced and at the same time the design of the drawbar of the Bissel frame and a number of other details were changed. In 1945 this led to the production of the new E M series (modernized). Although the steam locomotives were manufactured according to Soviet drawings, they were manufactured in American plants and thus according to American standards. The locomotives were given a shaking grate and the following designs from the start. The majority of the E A and E M locomotives had a cast bar frame, some of the locomotives were delivered with a cast frame without intermediate attachment and with a support for the boiler, buffer beam and Bissel frame. At the back they had a closed box that was used to connect the steam locomotive to the tender.
The last 13 steam locomotives of the E series (manufactured by ALCO) were delivered with a water preheater in 1947. These steam locomotives were given the designation E MB [ je.ɛmvɛ ]. In the same year the American Locomotive Company stopped production, production at Baldwin ended in 1945. There are contradicting representations about the number of locomotives produced and the company numbers. The following tables show the numbers of the steam locomotives delivered to the USSR.
Manufactured locomotives from American sources
| Manufacturing plant | Year of delivery | number | Factory numbers | USATC number | series | Number MPS |
|---|---|---|---|---|---|---|
| ALCO | 1944 | 200 | 71670-71869 | 4500-4699 | E A | 2001-2200 |
| Baldwin | 1944 | 299 | 70517-70694 70696-70816 |
4700-4877 4879-4999 |
E A | 2201-2378 2380-2500 |
| Baldwin | 1944 | 500 | 70901-71400 | 5200-5699 | E A | 2501-3000 |
| ALCO | 1945 | 499 | 72193-72686 72688-72692 |
6240-6733 6735-6739 |
E A | 3001-3494 3496-3500 |
| ALCO | 1945 | 77 | 73101-73148 73150-73178 73180 |
5860-5907 5909-5937 5939 |
E A | 3501-3548 3550-3578 3580 |
| ALCO | 1945 | 38 | 73184-73221 | 5943-5980 | E A | 3584-3621 |
| ALCO | 1945 | 6th | 73235-73240 | 5994-5999 | E A | 3635-3640 |
| ALCO | 1945 | 51 | 73241-73291 | 6104-6154 | E M | 3641-3691 |
| Baldwin | 1945 | 135 | 71591-71725 | 4143-4277 | E M | 3692-3826 |
| Baldwin | 1945 | 71 | 71431-71501 | 3925-3995 | E M | 3830-3900 |
| Baldwin | 1945 | 110 | 72504-72613 | 10500-10609 | E M | 4141-4250 |
| ALCO | 1946 | 60 | 73804-73863 | 10000-10059 | E M | 3901-3960 |
| ALCO | 1947 | 13 | 75158-75170 | 10087-10099 | E MB | 3988-4000 |
Manufactured locomotives based on Soviet sources
| Manufacturing plant | series | Number MPS |
|---|---|---|
| ALCO | E A | 2001-2200 |
| Baldwin | E A | 2201-2501 |
| Baldwin | E A | 2501-3000 |
| ALCO | E A | 3001-3500 |
| Baldwin | E A | 3501-3590 |
| Baldwin | E M | 3591-3620 |
| Baldwin | E M | 3635-3691 |
| Baldwin | E A | 3692-3739 |
| Baldwin | E M | 3740-3960 |
| ALCO | E MB | 3988-4000 |
| Baldwin | E M | 4151-4260 |
Chinese series DK2
In March 1948, there were still 46 steam locomotives with an indefinite destiny in the American works, which were offered for sale in New York . Ten of these locomotives with the designation DK2 were given to the Chinese State Railways as gifts. Some copies were sold to private railways in North America , the copies that were not sold were scrapped. How many copies were built, how many were sold to third parties and how many were ultimately scrapped, there are contradicting information.
Exact data from the locomotives of the Chinese State Railways and from North America are not available, only they are said to have been scrapped earlier.
construction
Main dimensions of the locomotives from the Second World War
| E A | E M, MB |
|---|---|
business
Soviet Union
In principle, the same operational parameters apply to the steam locomotives from the time of the Second World War as to those from the time of the First World War . The difference was the increased friction mass and the firing with stoker. This led to more acceptance among the locomotive staff. They were preferably on the railways of the Amur region , the East Siberian Railway , the Far Eastern Railway , the Trans-Baikal Railway , the Northern Railway, the Moscow Railway , in the Far East , the Sverdlovsk Railway , in the Dnipropetrovsk Oblast and the Yuzhno -Uralskaja seleznaja doroga used. With the delivery of class Л locomotives , their area of operation was changed very quickly to Siberia , Transbaikalia and the Far East . In addition, the use of diesel and electric locomotives began in the mid-1950s . This led to the displacement of the locomotives into subordinate services and into the shunting service . They were retired in the 1970s and 1980s.
Finnish series Tr2
The Finnish State Railways acquired 20 steam locomotives of the E M series under the name Tr 2 . The construction goes back to the then President of the USA , Harry S. Truman . From these steam locomotives the numbers 1300-1309 were delivered by Baldwin and the numbers 1310-1319 by ALCO. They did not differ from the steam locomotives of the E M series , except that they lacked the feed water preheater and the headlight moved from the middle of the smoke chamber to the top. Later, the American plants again offered locomotives in Finland; political pressure meant that no further purchases were made.
Ten of these locomotives were at the Pieksämäki depot , five in Kouvola and five in Riihimäki . Later all the locomotives in the Riihimäki depot were pulled together. In Finland these locomotives were the most powerful locomotives at the time. They drove mainly in the south and south-west of the country, as well as in the border area with the USSR. In the 1960s, with the introduction of diesel and electric locomotives , they began to be phased out. Tr2-1309 was the first to be taken out of service after an accident, in 1965 it hit locomotives 1300, 1301, 1303 and 1316, in 1966 the 1302, 1311, 1312, 1315 and 1318 and in 1969 the 1304-1308, 1313, 1314, 1317 and 1319. The machines were parked at Hyvinkää station and were later scrapped. Only the last locomotive in the series, the Tr2-1319 , survived. After a cosmetic restoration, the locomotive was handed over to the Finnish Railway Museum in Hyvinkää in 1986 , where it can be viewed.
Preserved copies
In driving condition
Since the locomotives were relatively new at the time they were taken out of service, six examples have been preserved as drivable exhibits;
- SLSF 1632 on the Belton, Grandview and Kansas City Railroad in Missouri ,
- E A .2026 in Ukraine ,
- E A .2533 in the Sibirzewo depot ,
- E A .3215 at the train station of the Ruschino station ,
- E M .3753 in the Vyazemsky depot and
- E A .4160 in the Irkutsk depot .
In museums
Quite a number of locomotives can be found in the railway museums of St. Louis , Dallas , Illinois , Tashkent , Tolyatti , the Russian Railway Museum in St. Petersburg, Moscow , Novosibirsk , Khabarovsk , Rostov-on-Don , Lebyashye and the Finnish Railway Museum in Hyvinkää.
As steam locomotive monuments
There are many locomotives as locomotive monuments in Oklahoma in the USA , Bishkek ( Kyrgyzstan ), at km 110 of the Baikal Railway , at the Silowo station of the Trans-Siberian Railway , Tynda , Vladivostok , Tommot , Vjasma , Wichorewka , Nizhneudinsk , at the Lena station near Ust-Kut the BAM , in Komsomolsk-on-Amur and in Chita .
See also
Web links
- Photo of the E A .3078 in the Novosibirsk Railway Museum on Bahnbilder.de
- Photo of the E A .2885 in Komsomolsk am Amur on bahnbilder.de
literature
- WA Rakow Russian and Soviet steam locomotives , Transpress Publishing House for Transport, 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 , page 254
- ^ WA Rakow Russian and Soviet steam locomotives , Transpress-Verlag für Verkehrwesen, 1988, ISBN 3-344-00413-1 , page 255
- ↑ Internet page ( memento of the original from August 20, 2011 on WebCite ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. about the 1E locomotives preserved in the USA with mention of the SLSF 1632
- ↑ a b Internet site about the 1E locomotives preserved in the states of the former USSR with mention of the Еа-2026
- ↑ photograph of E A .3215 on the Russian Wikipedia
- ↑ a b List of preserved locomotives Ea with mention of the E M .3753
