SNCF 241 P
| SNCF 241 P | |
|---|---|
 |
|
| Numbering: | 241 P 1 to 241 P 35 |
| Number: | 35 |
| Manufacturer: | Schneider-Creusot , Le Creusot |
| Year of construction (s): | 1948-1952 |
| Retirement: | until 1969 |
| Type : | 2'D1 'h4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 27,117 mm |
| Length: | 17,172 mm |
| Height: | 4,280 mm |
| Width: | 2,970 mm |
| Fixed wheelbase: | 6,300 mm |
| Total wheelbase: | 13,460 mm |
| Wheelbase with tender: | approx. 23,500 mm |
| Service mass: | 131.8 t |
| Friction mass: | 81.6 t |
| Top speed: | 120 km / h |
| Indexed performance : | approx. 2,940 kW |
| Starting tractive effort: | 200 kN |
| Coupling wheel diameter: | 2,020 mm |
| Impeller diameter front: | 1,020 mm |
| Rear wheel diameter: | 1,350 mm |
| Control type : | Walschaerts |
| HD cylinder diameter: | 446 mm |
| LP cylinder diameter: | 674 mm |
| Piston stroke: | HP cylinder: 650 mm LP cylinder: 700 mm |
| Boiler overpressure: | 20 bar |
| Grate area: | 5.05 m² |
| Superheater area : | 108.38 m² |
| Evaporation heating surface: | 244.57 m² |
| Particularities: | Induced draft system Kylchap mechanical grate loading stoker |
The vehicles of the class 241 P of the French state railway Société nationale des chemins de fer français (SNCF) were the last mountain locomotives built ( wheel arrangement 2'D1 ', French 241) in Europe. The series is the first mass-produced “extended Pacific ”. The 241 P 17, which has been preserved in running order, is currently the most powerful operational steam locomotive in Europe.
history
The locomotives emerged immediately after the end of World War II , when locomotives were urgently needed for the heavy express trains on the main lines of the French railway network. The 241 P was a further development of the series 241 C , published in 1930 , which appeared as a prototype before the war , and of which no more series production was started due to the outbreak of war.
The locomotives for express trains with up to 20 four-axle express train wagons were operational on the kilometer-long incline of the SNCF, e.g. B. in Burgundy , provided. At the same time, they should protect the superstructure and be economical. Although they only had 4000 hp (the SNCF 242 A 1 had more than 5000 hp), they were up to the requirements after their appearance.
The 241 P was created at a time when the electrification of the state network had already been decided. From the beginning it was only intended for operation until the commissioning of the electric traction. With the use of the first electric locomotives , the machines were gradually moved to more southerly climes before they were also displaced there by modern traction. Retirement began in the early 1960s; after all, the 241 P 17 was the last machine to run on a special mission at Le Mans in 1969 .
technical description
The visually imposing locomotive is based on the construction principles of André Chapelon and can be described as one of the highlights of steam locomotive development in Europe. Although derived from the 241 C series , it had about 20% more power than this due to the revised steam engine . This was made possible by consistently revising the steam paths in the steam engine (exhaust pipes with a large diameter and few bends), a perfectly calculated four-cylinder compound machine and the use of a double Kylchap suction system. In his responsibility at the time, Chapelon could only influence the dimensions of the steam lines and the cylinders. As a result, the 241 P was unable to match either the performance or the running characteristics of the 240 P conversion machines previously created by Chapelon .
Compared to the 241 C , the frame has been reinforced. The driving wheel diameter of 2020 mm shows that the locomotive was not a downright high-speed runner, but a machine for cross-country runs, which was also underlined by the large tender , with which the entire locomotive just fit on a 24-m turntable . It is noticeable that the running axles have a large diameter of 1000 mm and 1300 mm.
For left-hand traffic at the SNCF , the control elements are located on the left side of the driver's cab . To achieve maximum performance, a stoker was essential, which could be added manually if necessary.
Preserved locomotives
Four locomotives of the series remained after they were retired from active service:
- The 241 P 9 is located in the canton of Guîtres .
- The 241 P 16 is in the Mulhouse Railway Museum (Cité du Train).
- The 241 P 30 was sold in Switzerland . It was exhibited first in Vallorbe , then in Bern . The long time as an exhibition object made an intended operational processing impossible for the time being. Today it is in Saint-Sulpice NE .
- The 241 P 17 was brought to Le Creusot in order to erect it as a memorial for the Schneider works . This project was not implemented, instead the locomotive was only preserved and parked in the Schneider works. In 1993, the operational refurbishment began in Le Creusot, which was completed after 13 years in 2006 with the commissioning of the machine. When it was put back into operation, the machine pulled trains with a trailer load of 200 t at a speed of 100 km / h.
Web links
Individual evidence
- ↑ J. Michael Mehltretter: Full steam ahead. Power and technology of steam locomotives . 1st edition. Transpress, Stuttgart 2013, ISBN 978-3-613-71469-4 , p. 69 ff .