SŽD series ОР21
| SŽD series ОР21 | |
|---|---|
| Numbering: | ОР21 1–3 |
| Number: | 3 |
| Manufacturer: | Luhansk locomotive factory |
| Year of construction (s): | 1953-1954 |
| Retirement: | unknown |
| Axis formula : | 1'E1 'h2 |
| Gauge : | 1524 mm |
| Empty mass: | No. 1: 123.9 t No. 2–3: 125.5 t |
| Service mass: | No. 1: 138 t No. 2–3: 140 t |
| Friction mass: | No. 1: 102.5 t No. 2–3: 105 t |
| Wheel set mass : | No. 1: 20.5 t No. 2–3: 21 t |
| Top speed: | 85 km / h |
| Driving wheel diameter: | 1,500 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 650 mm |
| Piston stroke: | 800 mm |
| Boiler overpressure: | 16 bar |
| Number of heating pipes: | 73 |
| Number of smoke tubes: | 98 |
| Grate area: | 7.26 m² |
| Water supply: | 46.6 m³ |
| Fuel supply: | 23.5 t |
| Train brake: | non-automatic air brake |
| Particularities: |
Boxpok -wheelsets stoker -fire |
The SŽD series ОР21 (German transcription OR 21) was a steam locomotive of the Soviet Railways (SŽD) in Russian broad gauge . With the SŽD series П36, it is considered to be the last steam locomotive construction developed and was intended to replace the SŽD series ФД for freight train service nationwide on non-electrified lines . Series production was no longer carried out due to the conversion of traction operation to diesel and electric locomotives. It got its name OP 21 as an abbreviation for (завод имени О ктябрьской р еволюции, axle load 21 t), the manufacturing plant Lokomotivfabrik Luhansk and the axle load.
Prehistory, construction and whereabouts of the locomotives
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During the development and testing of the SŽD series ЛВ , it was assumed that 3000 locomotives of this type would be required. At the same time, they wanted to completely replace the SŽD series ФД with a more powerful locomotive .
Therefore, the first prototype of the locomotive was built in 1953 and two more test locomotives in 1954. The subsequent operational testing took place in the Krasnyj Lyman depot of the Donetsk region's railway . Although the locomotive achieved very good values there, it was not mass-produced. The change in traction had already progressed so far that it could fully carry out its intended services using diesel locomotives (such as the SŽD series ТЭ3 ). Only in the passenger train service was there a need for steam locomotives for a short time, so that 251 machines were procured from the SŽD series П36 tested at the same time .
The literature does not provide any information about further use. Due to their small number, they counted as a type of splinter and will certainly not have had a long service life. Photos of the machine can only be found on the website of the locomotive at Russian Wikipedia.
technical description
The construction of the steam locomotive is similar to the SŽD series ЛВ , i.e. a steam locomotive in which many of the progressive development trends of the time were incorporated. Compared to her, she had a larger boiler, which resulted in a greater axle load of 21 t. The kettle had a pneumatically driven shaking grate . The fire door could also be operated pneumatically. The boiler was also equipped with a Bryansk type water preheater .
The boiler was a fully welded construction with a steam superheater and combustion chamber . The controller was designed with two channels.
The chassis was designed as in the ЛВ series . The machine, like this one, had a bar frame with a sheet metal thickness of 140 mm. The spring suspension was a three-point-shaped, with the running and coupling wheels for support with leaf springs . The resetting device of the running bogies, designed as Bissel frames, was carried out with coil springs .
The steam engine was a simple two-cylinder version with slides based on the Trofimoff system . The bearings of the coupling and running axles were equipped as roller bearings . The lubrication of the steam engine and the drive was ensured by a central lubrication device.
The driver's cab was completely closed and equipped with sliding side windows and fans on the roof. The electrical equipment of the locomotive consisted of the turbo generator, the locomotive signaling and auxiliary services such as B. Radiotelephony and Indusi .
