SŽD series ФД
| SŽD series ФД | |
|---|---|
 FD 20 1237
|
|
| Numbering: | different numbering |
| Number: | ФД 20: 2.925 ФД 21: 286 ФД K : 2 |
| Manufacturer: | Luhansk locomotive factory , Ulan-Ude locomotive factory |
| Year of construction (s): | 1931-1942 |
| Retirement: | Late 1960s |
| Axis formula : | 1'E1'h2 |
| Gauge : | 1524 mm 1435 mm |
| Length: | ФД 20: 15,877 mm ФД 21: 15,905 mm |
| Empty mass: | 118.87 t |
| Service mass: | ФД 20.21: 134.4 t ФД K : 145 t |
| Friction mass: | ФД 20: 100–104 t ФД 21: 103.5 t ФД K : 110 t |
| Wheel set mass : | 20-22 t |
| Top speed: | 85 km / h |
| Indexed performance : | ~ 3,100 hp |
| Driving wheel diameter: | 1500 mm |
| Impeller diameter front: | 900 mm |
| Rear wheel diameter: | 1050 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 670 mm |
| Piston stroke: | 770 mm |
| Boiler overpressure: | 15 bar |
| Grate area: | 7.04 m² |
| Superheater area : | ФД 20: 148.4 m² Д 21: 123.5 m² |
| Evaporation heating surface: | ФД 20: 295.15 m² ФД 21: 247.7 m² |
| Tender: | ФД 20-1: four-axis series machines: Type 17 |
| Service weight of the tender: | 123 t |
| Water supply: | 44.0 m³ |
| Fuel supply: | 20 t |
| Particularities: |
Boxpok -wheelsets stoker -fire |
The SŽD series ФД (German transcription FD) was a steam locomotive of the Soviet Railways (SŽD) in Russian broad gauge . It is considered to be the most built steam locomotive of the SŽD before the Second World War and was preferably used in freight train service nationwide on non-electrified lines. It was named after Felix Dzerzhinsky .
prehistory
The idea of designing and building a steam locomotive with a 1'E1 'wheel arrangement (based on the French 1-5-1, which is also common in Russia and the Soviet Union) for the Russian railways came about as early as 1915 when the Э series was built to speed of freight trains to increase. Since at that time correspondingly large locomotives could not be turned on the existing turntables , this project had to be postponed. Instead, a larger number of E Ф, k, c machines were procured from ALCO and Baldwin for faster and heavier freight trains .
Project 1-5-1 was only resumed in 1925, when the party congress decided to significantly increase transport services. This then led to the development of the 1-5-1 project group.
Design and construction
The following parameters were assumed for the construction of the new locomotive:
- Burning of poor quality coal from the Donetsk region
- Grate surface of 7 m²
- Speed approx. 60 km / h
- Axle load of 20 t
- Driving wheel diameter of 1480 mm
The overall design and construction of the new locomotive was completed in just 170 days, with a large number of innovations. That was shown by the good school of Soviet steam locomotive construction. The new locomotive was presented to the public for the first time on October 31, 1931. Operational trials began in 1932, which clearly demonstrated the superiority of the new locomotive over the previous Э series . At the same time adjustment work was carried out on the steam engine .
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In November 1932, the Luhansk locomotive factory delivered the second prototype, the most important change being the equipment with the new type 17 tender . A stoker system was installed with this . This made it possible to feed the large grate area, the possible performance of the locomotive no longer depended on the physical performance of the stoker. In addition, the steam dryer in front of the smoke chamber was omitted.
The third locomotive was delivered at the beginning of 1933, which had only few changes compared to its predecessor. That shows the good construction of the machine. In 1933 a total of 22, 1934 226, 1935 521, 1936 664, 1937 540, 1938 485, 1939 320 and 1940 145 machines were produced.
technical description
The steam locomotive of the series ФД is a single-frame freight locomotive of the type 1'E1 'h2. This means that the five coupling axles are mounted in a common frame and the machine is also equipped with a forerunner and a trailing axle. For better guidance in arches, the leading and first coupling axles are combined into a Krauss-Helmholtz frame , the trailing axle is mounted in a Bissel frame, which has a cast steel outer frame due to the unobstructed design of the ash pan ( delta trailing frame ). Although it was not one of the giants, it was an impressive figure, the size of the DR series 45 , which appeared five years later . For the first time, a bar frame was used in Soviet steam locomotive construction.
The steam locomotive is powered by a simple steam engine, and superheated steam is used to drive it. The large boiler had a very high capacity - up to 65 kg of steam per 1 m² in one hour. It was equipped with a steam superheater , which results in economical energy consumption. Many innovations were used in the construction of the steam engine. So the cylinders of the steam engine z. B. cast in a block. This was attached between the frames and supported the smoke chamber of the boiler. The boiler had an overall efficiency of 68% and with this value did not come close to the top values of the Э series with 82%. When planning the project, emphasis was placed on the use of low-quality coal, because at that time higher-quality coal was needed by the metallurgical industry .
The steam engine was designed as a simple two-cylinder engine, and the series provided evidence that, with the same performance as the DR series 45, with the appropriate design of the engine, two cylinders could transfer the large forces. That brought the avoidance of the goiter axis and in the course of operating life a lot of sympathy among the locomotive staff and the workshop. The cylinders were slightly smaller in diameter than in the DR series 43 . The Heusinger type was used as the steam control .
If the prototype locomotives still had spoked wheels , the machines were later designed with Boxpok wheel sets .
ФД 21
In 1936, many loco crews appeared at the initiative of a new steam superheater the type L 40 . The evaluation of the results from the machines equipped with this superheater brought positive conclusions. Therefore, from 1940 on, all newly manufactured machines were equipped with this superheater. To distinguish it from the previously manufactured basic variant ( FD 20 ), the machines manufactured with the L 40 superheater had the designation FD 21 . The difference was that the machines of the FD 20 series had a wide-tube superheater, the machines of the FD 21 series had a small-tube superheater.
In 1940 117, 1941 202 and 1942 four more FD 21s were produced.
business
The locomotives were initially used on the Южная железная дорога , and after the warranty expired, the largest order for steam locomotives for the SŽD developed before 1945. In 1937, it could be said that the locomotives were practically on the road all over the country.
The locomotives certainly had their heyday during the Great Patriotic War. Under the conditions of the war, the locomotives were driven to the limit of their capacity by the staff. It is reported that the machines in the Ural Mountains regularly carry loads of 4,000 t to 5,000 t. The norm for this ratio was around 2000 t. These achievements naturally earned the machines legendary status that is still valid today.
Of course, these extreme loads also left their mark on the machines, and after the war the swan song for the locomotives slowly heralded itself. After 1945 it was still the steam locomotives under the names Победa and ЛВ as new designs, but from 1948 the next competitor in the form of diesel traction was announced. If the SŽD series ТЭ2 were roughly equal in terms of performance, the series could then be gradually replaced by the SŽD series ТЭ3 . In the late 1960s, most of the FD's locomotives lost their inventory numbers.
From 1958 to 1960 a large number of locomotives (different reports indicate between 950 and 1057) were given away to the State Railways of the People's Republic of China . There they were used with a track width of 1435 mm. At the beginning of the 1980s, a few specimens could still be seen in China. Also some were FD in the DPRK sent.
Further development
Many elements of the locomotive were already used in 1932 when the ИС passenger locomotive was built .
In 1939 two locomotives were manufactured as condensation locomotives . It was the machines with inventory numbers 1546 and 2475. The service weight of the locomotive increased to 145 t. Although the machines could have run cross-country runs of approx. 1200 km and a fuel saving of approx. 10% could be achieved, further modifications were not made due to the war. During the operational tests, some defects in the machine became apparent. It was found that the turbine wheels were extremely worn. The higher axle pressure also led to the tracks being destroyed. The cooling capacity was insufficient for the powerful steam locomotive, which should have led to the tender being enlarged again. For this reason, the tests were canceled and the locomotives were dismantled to their original design.
In 1940 there were various attempts at mechanical grate loading . The large fire box was made of steel several times during the war, as copper was needed for the electrification of various routes at the time. This reduced the mass of the locomotive, but steel proved to be not resistant to temperature fluctuations.
Also in 1940 was a project of a steam locomotive with higher efficiency, which was based on the work of Сергей Петрович Сыромятников. In his opinion, the profitability of the steam locomotive could be increased significantly if 1. the temperature for the boiler feed water was increased, 2. a gaseous air preheater was installed and 3. the temperature of the superheated steam was increased to approx. 450 ° C. To increase the steam temperature, the steam superheater was significantly larger, which resulted in a different room layout of the boiler. This led to a shortening of the cylindrical part of the boiler and thus to a reduction in the amount of steam conveyed. Due to the war, the project could not be put into practice. It was not until 1952 that a locomotive, the FD 21-3128 , could be built. The locomotive became a little heavier (145 t) and was tested in the Luhansk area in 1953 . Although she was able to demonstrate around 7% -18% fuel savings, the project was not continued. The reason was the change in traction. When the construction of steam locomotives was discontinued, the test drives were broken off and the locomotive decommissioned.
In 1943, the axle pressure of 85 locomotives was reduced to 18 t by adding a second trailing axle. The locomotives in question were designated as ФД P 18 . The expansion of the route after 1945 made this construction unnecessary, and the vehicles were converted back to their original variant.
From 1948 to 1951 attempts were made to use coal dust firing on some vehicles , but this was not an alternative. The attempts to increase the boiler pressure by 1 bar and to preheat the water in the tender were also unsuccessful.
In addition, the Л and ЛВ series steam locomotives were built after 1945 based on the design of the FD .
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Whereabouts
Many vehicles have been preserved: four vehicles are considered to be drivable, eleven machines are in museums (including one in the Russian Railway Museum in St. Petersburg ) and another 14 have been preserved as memorials.
See also
Web links
- Photo of the FD 21-3125 on www.bahnbilder.de
- Photo of an FD in the Beijing Railway Museum on the Railway Digital Archive