SŽD series П34
| SŽD series П34 (P34) | |
|---|---|
| Numbering: | П34.001 |
| Number: | 1 |
| Manufacturer: | Kolomna locomotive factory |
| Year of construction (s): | 1948 |
| Retirement: | unknown |
| Axis formula : | (1'C) C1 'h4 |
| Gauge : | 1524 mm |
| Length: | 17,482 mm |
| Empty mass: | 133.5 t |
| Service mass: | 147.8 t |
| Friction mass: | 117.5 t |
| Wheel set mass : | 18-20 t |
| Top speed: | 90 km / h |
| Indexed performance : | 2200 hp |
| Driving wheel diameter: | 1500 mm |
| Impeller diameter front: | 900 mm |
| Rear wheel diameter: | 1050 mm |
| Number of cylinders: | 4th |
| Cylinder diameter: | 500 mm |
| Piston stroke: | 800 mm |
| Boiler overpressure: | 14 bar |
| Grate area: | 7.8 m² |
| Superheater area : | 145.6 m² |
| Evaporation heating surface: | 281.5 m² |
| Service weight of the tender: | 46.9 t (empty weight) |
| Water supply: | 50 m 3 |
| Fuel supply: | 24 t |
| Particularities: | Locomotive with a mallet engine |
The SŽD class П34 (German transcription P34) was a steam locomotive of the Soviet Railways (SŽD) in broad gauge design , delivered in 1948. It was equipped with a Mallet engine as a special feature and was considered a test locomotive for the development of powerful steam locomotives after the time of Second World War with the SŽD with a friction mass of 115 t. The steam locomotive remained a one-off and was not widely used. As a further development of this locomotive, the SŽD series П38 was the heaviest steam locomotive of the SŽD in 1954 .
prehistory
After the end of the Great Patriotic War , there was an increase in freight traffic in the Soviet Union in connection with the restoration of the national economy. This required more powerful locomotives than the SŽD machines used at the time (series CO and Л ). Many experts on rail transport understood at the time that the growth of freight traffic would continue, which required more powerful locomotives. The renewal of the production of the SŽD series ФД was canceled due to some construction defects (weak chassis, low efficiency of the steam boiler ).
At that time, more resilient rails of the type P 50 (load 50 kg / m) were laid on most of the main lines of the SŽD , which allowed the axle pressure of the locomotives to be increased up to 23 t. At the ФД it was still 20 t. In 1946, a commission for the selection of new types of locomotives, chaired by Sergei Petrovitsch Suichomjatnikov, recommended the need to start work on the design and delivery of a certain number of steam locomotives with a friction mass of 112 to 115 t. These locomotives should have five drive axles and an axle load of 22.5 to 23 t.
For configuring the new steam engines were Lokomotivfabrik Ulan-Ude , the luhanskteplovoz and the Kolomna Locomotive Works commissioned. For the planning of the new steam locomotive, the factories came up with various possible solutions. The Ulan-Ude locomotive factory presented a steam locomotive based on the ФД series , reinforced in some areas of construction and equipped with a new boiler. The work came to an end with the production of the УУ series .
The designers of the Luhansk Locomotive Factory used a completely different scheme when designing the steam locomotive. They used a design to simplify the complexity of the steam engine in some parts. With this locomotive, the so-called Brown engine was used, in which the crosshead could be omitted and the reciprocating masses could also be reduced. The cylinder of the steam engine works on a transmission lever, which transfers the rotary movements to the axles. The way the control works can be seen on the website. The locomotive of the class ОР23 appeared with them .
Design and construction
The designers of the Kolomna locomotive factory based their design on the idea of using the new locomotive freely with an axle load of 18 to 20 t. In order not to cause the locomotive to become immobile because of the increased number of axles, they chose a Mallett design , or rather, a single expansion articulated locomotive with two engines and four cylinders. The locomotive appeared in 1948 and was tested together with the ОР23 and УУ on the Donetska Salisnyzja . The locomotive was tested with loads of up to 3500 t in train service together with a ФД and showed greater pulling forces and a smooth idle gear. The locomotive brigade praised the locomotive's smooth gait in the straight line and in curved tracks. The weak point of the mallet locomotives, the spherical connection between the fixed and moving engines, was well resolved in the locomotive. Overall, however, the locomotive turned out to be less economical and more maintenance-intensive than its sisters, so it was not possible to continue building it. It did not go into normal service either, as it was more complicated to maintain than the УУ series .
Decommissioning dates and whereabouts of the locomotives do not emerge from the literature.
See also
literature
- From the history of Soviet steam locomotives. In: The model railroader. 11/1977, p. 331.
Web links
- Photo of the locomotive on the Russian model railroad Tepluschka
- Website about the test locomotives of the SZD with a photo of the П34
Individual evidence
- ↑ Internet site about a preserved locomotive with a Brown engine on www.drehscheibe.online
- ↑ Internet site about the SŽD test locomotives with a photo of the П34
- ↑ From the history of Soviet steam locomotives. In: The model railroader. 11/1977, p. 330.