SŽD series 2-3-2К
| SŽD series 2-3-2K (factory designation P 12) | |
|---|---|
| Numbering: | 2-3-2K # 1 and # 2 |
| Number: | 2 |
| Manufacturer: | Kolomna locomotive factory |
| Year of construction (s): | 1937-1938 |
| Retirement: | unknown |
| Axis formula : | 2'C2 'h2 |
| Gauge : | 1524 mm |
| Length: | 15,364 mm |
| Empty mass: | 110.3 t |
| Service mass: | 127.5 t |
| Friction mass: | 62.4 t |
| Wheel set mass : | 20 t - 21.35 t |
| Top speed: | 170 km / h |
| Indexed performance : | 3,070 hp |
| Driving wheel diameter: | 2,000 mm |
| Impeller diameter front: | 900 mm |
| Rear wheel diameter: | No.1: 900 mm No.2: 1,050 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 580 mm |
| Piston stroke: | 700 mm |
| Boiler overpressure: | 15 bar |
| Grate area: | 6.5 m² |
| Superheater area : | No. 1: 124.5 m² No. 2: 146.4 m² |
| Evaporation heating surface: | No. 1: 239 m² No. 2: 279 m² |
The SŽD class 2-3-2К was a steam locomotive of the Soviet Railways (SŽD) in broad gauge design for express train service. It was created on the occasion of the 20th anniversary of the October Revolution in the Kolomna locomotive factory under the direction of engineers Lev Lebedjanski and Mikhail Shchukin and was intended for the management of express trains, mainly on the high-speed line Moscow - Leningrad . There was a second copy of this type, which differed slightly from the first. The locomotive was not given a serial designation, 2-3-2К is its main designation in the literature, and especially in the reference works on the locomotive park . With the beginning of the Second World War , the planned series production of the machines did not take place.
Prehistory of the origin of the steam locomotive
The development of the locomotive is a corollary of the high speed movements in Europe in the 1930s. This is why the railways of the former USSR ( SŽD ) also demanded a significant increase in the speed of passenger trains , especially on the high-speed line Moscow - Leningrad . The С у series passenger locomotive , which was dominant at the time, was unable to meet these requirements with its maximum speed of 125 km / h and its power of 1500 hp. Although with the appearance of the ИС series, the power increased to 3200 hp, the speeds of the trains with this locomotive could not be increased. In the 1930s, the Moscow Aviation Institute and the manufacturer carried out aerodynamic studies on the model of this locomotive in the wind tunnel. As a result of this research, the Luhansk Locomotive Factory delivered the ИС 20-16 ( IS 20-16 ) locomotive with streamlined cladding in 1937 . In tests, the steam locomotive reached a speed of 155 km / h.
Design and construction
In 1934, several sketch projects of high-speed steam locomotives were made in the Kolomna locomotive factory . A sketch project was created for a steam locomotive type with the 2'C1 'axle sequence and a grate area of 5 m² as well as steam locomotive types with the 1'C2' and 2'C2 'axle order and a grate area of 6.5 m². The collective selected the type 2'C2 'for a high-speed locomotive to be built, and in 1936 a project for a high-speed locomotive with a wheel diameter of 1850 mm (as with the С у ( S u ) and IC ( IS ) passenger locomotives and a design speed of 130 The engineers Lev Lebedjanski and Mikhail Shchukin worked on the drafting process . In the further course of the project planning, the wheel diameter of the steam locomotive was increased to 2000 mm, the design speed increased accordingly to 150 km / h. After that, the plant concluded a contract with the Ministry of Transport and Communications on the production of two experimental locomotives, and on November 7, 1937 the first locomotive (No. 1) was manufactured.
construction
In addition to the conventional steam locomotive design, the steam locomotive was given streamlined cladding to reduce air resistance , which led to a reduction in the total resistance during movement by a third. All axles of the running and tender wheels were designed in roller bearings , the bushings of the driving wheels and the rod drive were used with fixed lubrication, which also improved the rolling resistance of the locomotive. To save weight, the boiler was designed without a combustion chamber , the wheel stars were made from Boxpok wheels and the connecting rods from alloyed steel that was forged. Welding was widely used in the manufacture of the steam locomotive. The locomotive was braked on all wheels, which doubled safety.
On May 1, 1938, the Kolomna locomotive factory delivered a second locomotive (No. 2), which differed from the first in some details; so the wheel diameters of the running wheels differed; the superheater , which was still a wide-tube superheater of type L 40 in No. 1, was an Elesko E type small-tube superheater in No. 2 . The first machine was equipped in 1940 with an additional running axle drive that acted on the two rear running axles of the locomotive. This led to an increase in the pulling force when starting and increased the speeds on inclines in the range of 50 to 55 km / h.
According to plan, ten locomotives of this type were to be built for the October Railway , but the war prevented this.
business
During a test run with the sole steam locomotive on a test section of the Moscow - Leningrad line on April 24, 1938, a speed of 160 km / h was achieved. On June 29, a train consisting of four express train wagons (14 axles), pulled by a high-speed steam locomotive, reached a speed of 170 km / h in the Lichoslavl - Tver section . The locomotive developed an output of 3070 hp. In the same year, the All-Russian Research Institute for Rail Transport carried out the traction and thermal testing of locomotive No. 1, and the running test was also carried out on steam locomotive No. 2. It was found out that the locomotives had a steam consumption of 6.7 kg / PSh, which was less than all other steam locomotives before. Simultaneously, the audit showed that the superheater the type L 40 significantly better thermal properties than the number Elesko E had.
After the completion of the inspections, the Oktoberbahn received both locomotives for regular operation. The locomotives worked on schedule with the С у series locomotives, which meant that their maximum output could not be obtained. The consumption of fuel was therefore 12% higher compared to this machine. The new locomotives, however, reduced the time of the Krasnaya Strela express from Leningrad to Moscow to up to eight hours (with the steam locomotive С у ( S u ) the journey took 11 hours). It could not be ruled out that a two-hour delay in the Bologoje - Moscow section could be made up for by hauling the train with a high-speed locomotive (also with the SŽD class 2-3-2В ) . Both locomotives had a mileage of 170,000 kilometers between 1938 and 1940 (until the start of the war).
There is no information in the literature about the use of the locomotives after the war. But as loners they will certainly have suffered the same fate as the SŽD series 2-3-2В . The fact that both locomotives are shown in color at a stop in Moscow shows that they made a lasting impression on operational duty.
See also
literature
- The model railroader 11/1977, From the history of Soviet steam locomotives, page 331, organ of the DMV
Individual evidence
- ↑ Der Modelleisenbahner 11/1977, From the history of Soviet steam locomotives, page 331, organ of the DMV
