SŽD series СО

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SŽD series СО (SO)
SO 18-3100 with blowpipe
SO 18-3100 with blowpipe
Numbering: different numbering
Number: СО17:
2.523 СО18: 489
СО19: 1.436
Manufacturer: Kharkov , Bryansk , Ulan-Ude , Krasnoyarsk , Luhansk
Year of construction (s): 1934-1951
Retirement: 1970s
Axis formula : 1'E h2
Gauge : 1524 mm
Length: 12,600 mm
Smallest bef. Radius: 80 m
Empty mass: 85 t - 93.4 t
Service mass: 97.8 t - 105.4 t
Friction mass: 87.5 t - 94.7 t
Wheel set mass : 17.5 t - 19.2 t
Top speed: 70 km / h
Indexed performance : ~ 1,950 PS
Starting tractive effort: 164 kN
Driving wheel diameter: 1,320 mm
Impeller diameter front: 900 mm
Control type : Heusinger
Number of cylinders: 2
Cylinder diameter: 650 mm
Piston stroke: 700 mm
Boiler overpressure: 14 bar
Number of heating pipes: 35
Number of smoke tubes: 162
Grate area: 6 m²
Superheater area : 93.6 m² / 97.4 m²
Evaporation heating surface: 229.67 m² / 227.4 m²
Tender: СО19: P 11
Service weight of the tender: СО19: 77 t
Water supply: СО19: 10.85 m 3
Fuel supply: СО19: 14.5 t

The steam locomotives of the SZD series СО were universal steam locomotives of the SZD and as a further development of the Russian Э series emerged. They were the intermediate piece to this series and the larger SŽD series ФД . They were named after Sergo Ordzhonikidze .

Prehistory to their creation

In 1933 the SŽD series ФД was built in the new department of the reconstructed Luhansk locomotive factory . Since this locomotive was not freely usable at the time because of the high Achsdruckes and the length and the Russian Э series was already obsolete at the time, had for the increased demand for freight train - steam engines , a new locomotive to be developed. It should be able to be used without converting the depots, turntables and without reinforcing the superstructure . At the same time, the locomotive should be more powerful than the Russian Baureihe series. Thus emerged from the All-Russian Research Institute of Rail Transport a sketch project of a steam locomotive wheel arrangement 1'E h2 based on the number Э . The transition from type E to type 1'E allowed, while maintaining the axle load, a significant increase in the size of the boiler and consequently an increase in the pulling force.

Project planning

CO17-1137 in original equipment in the St. Petersburg Railway Museum

The detailed elaboration of the project and the working drawings were carried out by a collective from the Kharkov locomotive factory . The first locomotive of the series was completed on November 7, 1934. The grate area of ​​the boiler was 6 m² compared to the 4.46 m² in the Э series , the complete evaporation area 229.7 m² and the superheater area 93.6 m². The last two parameters were only valid for the first three test steam locomotives CO 17-1 to CO 17-3 , these had 147 smoke and 50 heating pipes. The other steam locomotives of the CO series had 139 smoke and 52 heating pipes, with which the complete evaporation area was 227.4 m² and the superheater area 97.3 m². The steam pressure of the boiler remained the same for all variants (14 bar).

In contrast to the steam engines of the series Э , a firebox with a flat ceiling coat and combustion chamber had the steam locomotives of the series had CO radial firebox with cylindrical ceiling, as already in the steam locomotives of the series E Л had proved. The superheater the type Tschusowa was against the construction Schmidt replaced. The locomotive was designed for mechanical grate loading from the start . But there were also oil-fired locomotives . The steam engine had the same dimensions as the series Э (cylinder diameter 650 mm, piston stroke 750 mm), it only had changes due to the design of the drive and coupling rods. Wheels with a diameter of 1320 mm were used. The bushings, bush bearings and the spring suspension were carried out as in the Э series . The front barrel axle, which was designed as a Bissel axle , could be exchanged for that of the ФД series . The frame was left as a sheet metal frame with a thickness of 32 mm. The vehicle part of the series that was still matched to series Э was relatively weak . This turned out to be the locomotive's greatest weak point.

The service mass of the locomotive was 96.5 t, the friction mass 87.5 t, and the mean axle pressure was 17.5 t. This gave the first locomotives of the series the designation CO 17 . The maximum speed of the locomotive was originally 65 km / h, later it was increased to 70 km / h and from 1936 to 75 km / h. The test of the steam locomotives on the test ring of the All-Russian Research Institute for Rail Transport showed that the locomotives worked very economically and could transport 6–7% more mass at a speed of 30 to 35% higher than the Э series locomotives .

Production and modernizations

Front view of the CO18-3100 on the monument in Vologda

Series CO locomotives were mass-produced from 1935 onwards . After discovering the weak points in the vehicle part, the All-Russian Research Institute for Rail Transport worked out a project for reinforcement in 1938 , and the steam locomotives mentioned were manufactured according to these drawings. The bearings of the drive and control rods were also reworked; these were converted to stock with floating bushings.

In 1936 the steam locomotive CO 17-1 was converted as a condenser locomotive , which was followed by 1,435 units by 1942. The axle mass of the condenser tender was 19 t, which changed the designation of the locomotives in question to CO 19 .

The first two locomotives with induced draft fans without condensation of the steam were built in 1939 in the Kharkov plant and were equipped with water heating from the Bryansk plant . The service weight of them was about 103 t, the friction weight about 90 t - 92 t, the axle load was 18 t. The name CO 18 was derived from this. The first locomotives, designated as CO 18.1480 and CO 18.1481 , were received by the Leningrad Railway Company in the Moscow depot . From 1940 onwards, other steam locomotive works began delivering these steam locomotives. They were also given the name CO W in the literature . The steam locomotives of the CO W series were well suited to the use of lower quality coal and had less fuel consumption compared to the original locomotives . The shortcomings of the induced draft fan included their great complexity compared to the blowpipe , their higher cost of manufacture and repair, and the increased back pressure on the pistons of the steam engine when steam was emitted, which reduced its performance several times. As a result, the existing systems were replaced by a blowpipe from 1955 .

The CO and CO W series steam locomotives were built in the Kharkov , Brjansk and Lugansk plants until the start of the Great Patriotic War . In 1938 the delivery of the steam locomotives began in Ulan-Ude . The first steam locomotive was delivered on April 30th of this year, it was the CO 17.1501 . In October 1941, for reasons of war, the production of steam locomotives began in Krasnoyarsk . Originally steam locomotives of the series Э were to be manufactured here, later the production of locomotives of the series CO 17 began here . The first steam locomotive CO 17.1600 was delivered in May 1943, the steam engine was to the railroad company from Moscow to Kazan given.

In 1943, the Ulan-Ude plant revised the design of the steam locomotive with the specification of improving the design and reducing the number of details. Some of the riveted joints of the boiler were replaced by welded joints , the steam pressure was increased from 14 to 15 bar and individual elements of the steam mechanism were changed to increase the economy of the steam engine. In the main, pistons were delivered without a counter rod and the frame construction also changed. The brackets of the boiler changed on the frame and the smoke deflectors were removed. Welded tanks and frames were used in the construction of the tender. Instead of the very labor-intensive riveted bogies, welded bogies with wheel diameters of 1050 mm were used. All these changes were made to the steam locomotive CO 17-1551 , the designation of the series in question then changed internally to CO U (from u = Ulan-Ude). Compared to other locomotives in the series, this machine was 1.3 t lighter and its tender 7.7 t. The steam locomotive CO U .1551 then worked on the railway from Moscow to Kazan , and later on the railway around Kirov .

In 1952 an attempt was made to fire coal dust on the locomotive CO 18.1731 . The special features of this device were: pneumatic transport of the coal dust from the bunker into the tender, use of the induced draft fan for transporting the coal dust from the tender into the fire box. In 1953, a separate three-chamber fire box was created for the machine, which significantly improved the process of burning the coal dust.

At the end of the 1940s and beginning of the 1950s, the induced draft fan on the CO 18 locomotives was replaced by a blowpipe . Had the locomotives a mechanical grate feed , the name was in CO M changed, they had an oil firing, they were given the designation CO N .

Geographical distribution

As of January 1, 1940, the CO series steam locomotives were working on a total of 11 railway companies. At the time, they operated the goods movements in the directions

The steam locomotives of the series CO W drove mainly on the Gorkovskaya seleznaja doroga , the railway from Moscow to Kazan , the Kuibyshevskaya seleznaja doroga and the railway around Kirov .

Steam locomotive monuments

CO17-1100 as a memorial in front of the Luhansk locomotive factory

During the Great Patriotic War , some of the CO series locomotives ran in columns and in reserve of the NKPS . They served intermediate front railways. The steam locomotives CO 17-12 and CO 17-1613 drove the train to the Potsdam Conference in Berlin . In memory of the work of the railway workers in the hard war years, these two locomotives later became monument locomotives, namely the CO 17-12 1975 at the Tichorezk station and the CO 17-1613 1974 in Dnepropetrovsk .

To commemorate the beginning of steam locomotive construction in Ulan-Ude and Krasnoyarsk , the first locomotives manufactured in these plants, the CO 17-1501 and the CO 17-1600, were installed here on an eternal resting place. The CO 17-2874 is also in Kandalakscha , the CO 17-2873 in the St. Petersburg locomotive depot and the CO 17.1000 at the Luhansk locomotive factory . In 1995 a steam locomotive monument was set up in Vologda with the CO 18.3100 .

Steam locomotive in working condition

The locomotives CO 18.2018 , built in 1941 and CO 17.2359 , built in 1948, are in working order in the St. Petersburg depot . In Kiev , the CO 17.4371 is at the Kiew-Towarno station.

See also

Web links

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