SŽD series М
| SŽD series M | |
|---|---|
 M 160-001
|
|
| Numbering: | M 160.001 - M 160.100 |
| Number: | 100 |
| Manufacturer: | Putilov , Lugansk |
| Year of construction (s): | 1926-1930 |
| Retirement: | after 1960 |
| Axis formula : | 2'D h3 |
| Gauge : | 1,524 mm |
| Service mass: | 99.5 t |
| Friction mass: | 72.5 t |
| Top speed: | 90 km / h |
| Driving wheel diameter: | 1,700 mm |
| Control type : | Heusinger |
| Number of cylinders: | before modification: 3 after modification: 2 |
| Cylinder diameter: | 540 mm |
| Piston stroke: | 700 mm |
| Boiler overpressure: | before conversion: 13 bar after conversion: 14 bar |
| Grate area: | 6 m² |
| Superheater area : | 95.6 m² |
| Evaporation heating surface: | 259.6 m² |
| Particularities: | Three-cylinder engine |
The SŽD series M (German transcription M) was a steam locomotive of the Soviet Railways (SŽD) in Russian broad gauge . It is considered to be one of the few three-cylinder locomotives of the SŽD and was intended for the covering of heavy passenger trains. Until the appearance of the SŽD series ИС , it was considered the most powerful passenger train - steam locomotive of the USSR . In operational service, the machines were nicknamed Mayak , Mayak revolutionary or Marusja .
Prehistory to the creation of the steam locomotive
After the end of the civil war , the railway system in the former USSR should get better again. For the expected increase in passenger traffic, there was a need for a more powerful passenger train - steam locomotive than was the dominant Russian class С at that time . To cope with the increased passenger transport, two parallel directions were chosen;
- The production of a reconstructed 1'C1 '( С У ) machine with a more powerful boiler began at the Kolomna plant .
- In the Putilow works , the development of a basically new three-cylinder locomotive with a higher output and a 2'D wheel arrangement began. In 1923, the work began on the project under the direction of engineer Rajewsky. The locomotive was to become one of the few three-cylinder steam locomotives in the USSR . The project also envisaged: diameter of the coupling wheels 1700 mm, diameter of the cylinders of the steam engine 575 mm, piston stroke of the steam engine 700 mm, evaporation area of the boiler 253 m², superheater area 90 m², boiler pressure 13 bar, friction mass 72 t.
Based on his experience with the Russian class Ъ and Russian class У steam locomotives , engineer Rajewsky planned a number of innovations. Foreseen was z. B. the fire box with combustion chamber , part of the weight of the locomotive could be transferred to the tender, and at the same time the angle between the cranks of the outer cylinders was 90 ° as in two-cylinder engines. During the development, engineer Rajewsky planned to change this angle to 120 °, but this change was not adopted after his death in 1924 when the project was finally worked out.
The first steam locomotive of the 2'D type was completed in the fourth quarter of 1926 at the Putilow plant and handed over to the State Railways on April 30, 1927. There it was given the designation M 160-01 .
Construction of the steam locomotive
In addition to the three-cylinder engine , the new steam engine had many parts that were first used in Russian steam engines; unusual was z. B. the inclined side wall of the driver's cab, as it was common in European machines, the boiler was elastically supported at the rear, it had a water preheater with mixing of the Red Putilow system . The engine was equipped with a superheater of the type Schmidt equipped, the superheater area was 95.6 m² m² the grate surface 6, the complete evaporation surface 259.6 m², the boiler pressure 13 bar. Some locomotives were oil- fired and some were coal-fired .
Originally the design speed of the locomotive was set at 70 km / h, later it was increased to 90 km / h.
Steam locomotive M R
In operation, the steam locomotive showed some defects, which were probably due on the one hand to a non-acceptance of the three-cylinder engine and on the other hand to construction, manufacturing and maintenance defects. The locomotives were said to have a restless gait and a high tendency to skid , parts of the inner engine were broken and the connecting rods bent, there were side swings and hard knocks of the boiler on the frame. At high speeds, the steam locomotive could not generate enough steam, despite the large evaporation surface and grate surface.
That was the reason why the locomotives were not built after 100 vehicles were built. The existing vehicles were given to a rather subordinate service with lower speeds (e.g. in the Slatoust depot ).
In the 1930s, the railway's scientific research institute started a project to convert the locomotive into a two-cylinder engine. During this reworking, the outer cylinders were left unchanged, all parts of the middle cylinder and the drive system were removed. Due to the partial reduction in output, the boiler pressure was increased from 13 to 14 bar to compensate. The cranked drive axle was replaced by a straight axle. Based on this project, two steam locomotives that were M 160-59 and the M 160-81 in the steam engine - maintenance workshops Poltava and Voronezh fashioned and in the depot Saratov given for testing. The testing of the converted locomotives showed satisfactory results. The steam locomotives skid less and the locomotives ran quieter. They also used less fuel than the three-cylinder locomotives. In this context, all M series machines were converted into two-cylinder locomotives in 1934 ; they were given the changed series designation M R ( M r econstructed).
Use of the locomotives
The M series steam locomotives were manufactured in the Putilov works from 1926 to 1929 . With the cessation of locomotive construction in this plant, ten steam locomotives were completed in the Luhansk locomotive factory in 1929–1930 . A total of 100 locomotives of the series were completed, namely 7 machines in 1926, 29 machines in 1927, 41 machines in 1928, 22 machines in 1929 and the last in 1930. The last steam locomotive was carried out on a trial basis with other storage material from the tender stores.
The locomotives were used for moving heavy passenger trains and long-distance trains on the main lines of Privolschskaya zhelesnaja doroga , Piwdenna Salisnyzja and some other companies. They primarily replaced the C and У series locomotives on these lines . The last locomotives that were completed in Lugansk were given to the Piwdenna Salisnyzja. From 1936 on, the M series steam locomotives were replaced by the ИС series on the main lines and on the demanding passenger train connections . At the time of its commissioning, there were some problems with the freedom of the profile due to the high height of the locomotive.
In the inter-war period, the locomotives worked especially on the Piwdenna Salisnyzja (in the Poltava depot ), the Moscow - Kursk - Donetsk route and the Privolschskaja seleznaja doroga . Vehicles began to decline in the post-war period; they preferred to drive suburban trains, especially in the Poltava depot, and mainly served the Poltava – Kharkiv section . The exact date when the last locomotive was decommissioned cannot be found in the literature.
A locomotive has not been preserved at the present time. One of the last places where one could see the remains of the locomotives in the series was the Saratov depot , where two boilers of the steam locomotive worked as heating until 2000.