Soviet series ПЭУ1
| Soviet series ПЭУ1 (PEU1) | |
|---|---|
 ПЭУ1-023 in Aryk (2011)
|
|
| Numbering: | ПЭУ1-001 to ПЭУ1-027 |
| Number: | 27 |
| Manufacturer: | Dnepropetrovsk electric locomotive factory |
| Year of construction (s): | 1970-1984 |
| Axis formula : | Bo 'Bo' |
| Gauge : | 750 mm |
| Length over coupling: | 10,670 mm |
| Height: | 3550 mm |
| Width: | 2310 mm |
| Trunnion Distance: | 4170 mm |
| Bogie axle base: | 1860 |
| Smallest bef. Radius: | 40 m |
| Service mass: | 30.0 t |
| Top speed: | 45 km / h |
| Hourly output : | 252 kW |
| Driving wheel diameter: | 900 mm |
| Motor type: | ДТ-11 |
| Power system : | 550 V DC |
| Number of traction motors: | 4th |
The locomotives of the Soviet series ПЭУ1 (German transcription PEU1) are narrow-gauge electric locomotives .
Towards the end of the 1960s there was a need in the Soviet Union for new electric locomotives for a gauge of 750 mm, as the lead-zinc combine in Tekeli in the Kazakh SSR needed replacements for existing electric locomotives of the series II-КП2А (II-KP2A) has been.
The construction of the locomotives was taken over by the Dnepropetrovsk electric locomotive factory in Dnepropetrovsk ( Ukrainian SSR ) and completed in 1969. The designation of the locomotives was "ПЭУ1" (PEU1; the letters for "Promyschlenny Elektrowos Uskokolejny" (narrow-gauge industrial electric locomotive) stand). According to the character of the intended route as a mountain railway with freight traffic, the ПЭУ1 were designed for high tractive effort and low speed. In adaptation to the Central Asian climate, the ПЭУ1 were designed for a wide temperature range (-50 to +40 ° C). Furthermore, strong fluctuations in voltage (nominally 550 V) have been taken into account, the ПЭУ1 can be operated at 400 to 700 V. The ПЭУ1 have a welded steel frame and structure.
The first eight ПЭУ1 with the numbers ПЭУ1-001 to -008 were delivered to Tekeli from 1970 to 1971. They were given automatic couplings. During the construction of the first series, the design of the pantograph was changed, the originally used two lifting bows were replaced by a half-scissor pantograph.
At the beginning of the 1970s, the electrification of the coal transport route from Proletar ( Tajik SSR ) to Sülüktü ( Kyrgyz SSR ) was planned. For the first electrified section around Sülüktü, the ПЭУ1-009 to -012 were built in 1972 and 1973. It was not until 1977 that electrification was completed up to Proletar. The section behind Sülüktü to Vostochnyi was not electrified due to the unstable subsoil. For the now possible continuous electrical operation, the ПЭУ1-013 to -021 and 1979 ПЭУ1-022 to -024 were delivered. In 1983 ПЭУ1-025 was built for Tekeli, in 1984 ПЭУ1-026 for Tekeli and ПЭУ1-027 for Proletar – Sülüktü. A total of 27 ПЭУ1s were built, 10 for Tekeli and 17 for Proletar-Sülüktü. The locomotives for the Proletar – Sülüktü route did not have automatic couplings.
From 1990 three double locomotives of the successor series ПЭУ2 (PEU2) were delivered to Proletar, but these did not prove themselves in use.
In Tekeli the ПЭУ1 were used in double traction. With the shortening of the route to a short section close to the city in 2004, however, the demand decreased considerably, and at the end of 2010 operations were completely stopped.
On the Proletar – Sülüktü route, the ПЭУ1 were also used for passenger traffic until it was discontinued in 2006. With the cessation of coal traffic and the closure of the Kolzo − Sülüktü section in 2008, only a small amount of sand was transported between Kolzo and Proletar. This was also carried out by ПЭУ1 in 2011, for which only a small part of the formerly existing locomotives are still operational.
literature
- P. Kashin, W. Botschenkow, W. Balabin, L. Moskaljow: Naschi uskokoleinyje teplowosy i elektrowosy. Tschast II . Schelesnodoroschnoje Delo, Moskwa 2003, ISBN 5-93574-014-1 .