Year of issue: 1938

The Su steam locomotive was produced from 1924 to 1951

Address: 129272, Moscow, Riga Station Square, 1

A total of 2683 units were built

Locomotive length: 13.5 m

Country of origin: USSR

Design speed: 115 km/h

Where to look

The steam locomotive can be seen at the Museum of the History of Railway Engineering of the Moscow railway, the doors of which are located to the left of the exit to the platforms of suburban electric trains of the Rizhsky railway station. The museum is an open-air platform, which presents several dozen samples of old steam locomotives and wagons, as well as the Exhibition Center in the station building, which demonstrates bench models of various railway equipment.

Soviet Prairie

The word "Prairie" (from the English Prairie, prairie) was nicknamed locomotives with a wheel formula 1-3-1 - with one runner (guide) axle in front, three drive axles in one rigid frame and another supporting axle at the rear. Such a scheme was extremely popular in America - however, there it was called 2-6-2, according to the number of wheels, not axles. The SU steam locomotive, made according to this formula, is notable primarily for the fact that it became the most massive Soviet steam locomotive. Its name stands for "Sormovsky Improved". It was also called "drying" or "bag", and the chief designer was K.N. Sushkin. The machine, designed in the early 1920s, was used on all railways in the country until the late 1960s.

At the end of the First World War, most of the country's factories were transferred to the production of freight steam locomotives. In the context of growing passenger traffic, a new powerful steam locomotive was supposed to provide more throughput by increasing the length of the compositions.

The S U series locomotive is called the firstborn of the Soviet steam locomotive building. It was created in 1924. By that time, the fleet of commercial steam locomotives in the country had been completed with a sufficient number of machines due to the restoration of "sick" ones and the construction of new ones at domestic factories and abroad. But with passenger steam locomotives, the situation was somewhat worse.

In the post-revolutionary period, the Soviet Union really needed a new passenger locomotive that would run on cheap, low-grade coal. The steam locomotive of the C series no longer satisfied the railroad workers. The only more powerful passenger locomotive of that time was a steam locomotive with an axial formula 2-3-1 of the L series. However, it "feed" only on oil and was distinguished by a very complex structure of a steam engine. The project of a steam locomotive of the 2-4-0 type, developed under the guidance of Professor A. Raevsky at the Leningrad plant "Krasny Putilovets", was still far from complete. Serial production of these locomotives (which subsequently received the M series) was supposed to begin only at the end of 1927. In the current situation, perhaps the best proposal was to launch the production of passenger steam locomotives of the 1-3-1 type, taking into account the new requirements.

The development of the project and the production of working drawings of the new locomotive were entrusted to the Kolomna Machine-Building Plant. A group of designers led by K. Sushkin took as a basis a modification of the C steam locomotive - the C B locomotive. It was distinguished by the fact that its running and rear supporting axles were mounted on swivel bogies, which ensured good passage of the curves of the railway track.

Interestingly, all 15 existing steam locomotives SV were manufactured at the Kolomna plant in 1915 by order of the Warsaw-Vienna railway. They were designed for the 1435 mm gauge, which is common in Western Europe. However, even then, the designers of the locomotive provided for the possibility of converting these locomotives to the Russian gauge of 1524 mm by turning the wheel centers. Now, 10 years later, it was necessary not only to turn over the wheel centers, but also to significantly rework the steam locomotive SV.

According to the new project, the length of the furnace increased by 678 mm, as a result, the grate area increased from 3.8 sq. m to 4.7 sq m. The designers have strengthened the details of the driving and steam distribution mechanisms, moved the axle of the supporting wheels back by 300 mm. Although the diameter of the driving wheels (1850 mm), the diameter of the cylinders (575 mm) and the piston stroke (700 mm) remained the same, the drawings were radically revised. In essence, a new passenger locomotive was designed.

In 1925, the production of steam locomotives of the S U (Sormovsky reinforced) series began at the Kolomna, Sormovo, Lugansk, Bryansk and Kharkov plants. In order to slightly reduce the weight of the new locomotive, in particular the load on the rear trailing axle, its design was revised. The boiler was raised by 100 mm and moved forward by 150 mm, the location of the springs was changed, frame parts were lightened, etc. So the steam locomotive of the S U series "type 1926" was born. Thorough technical testing of it showed that the main tasks assigned to the developers were completed.

Overall efficiency during experimental trips with fuel oil heating at a speed of 80 km/h, it reached 9.9%, and the minimum steam consumption was observed at speeds of 50-80 km/h.

Locomotives of the C U series were produced from 1926 to 1929. They are known as steam locomotives of the C series Y of the first issue. In 1932, their production was resumed again and continued until 1936. Minor changes were made to the drawings of the steam locomotives of this series of the second release: the diameter of the boiler was increased, the copper in the furnace was replaced with steel, the steam distribution mechanism was improved, welding was widely used, the design of the pipe was changed, etc.

And in 1936, the steam locomotives of the S U series were again modernized and built at the Kolomna Machine-Building Plant, receiving the name of the third production locomotives.

In 1940 and 1941, the plant produced steam locomotives of the 1-3-1 type with fan draft and air heating. These locomotives were designated as SUM (modernized).

In the first post-war years, machines of the S U series with an increased superheater heating surface and a slightly modified steam distribution were built by the Krasnoye Sormovo plant.

C U machines replaced obsolete passenger locomotives of the A, B, G, 3, K, N, C series on the steel highways of our Motherland. They allowed railway workers to increase the speed and weight of passenger trains.

Even in the 70s of the last century, in some places you could meet the old hard worker S U - the first Soviet passenger steam locomotive. Its design turned out to be so successful that the locomotive, having served well for several decades, was replaced only by diesel locomotives and electric locomotives.

Passenger steam locomotive of the S U series

According to the magazine Technique of Youth

Locomotive C y- Sormovsky reinforced. Nickname - Dry. Soviet passenger steam locomotive type 1-3-1, produced from 1924 to 1951. It was created on the basis of the best courier steam locomotive of the Russian Empire - C (more precisely, on the basis of CB) and became the first steam locomotive developed in the Soviet Union. Despite being designated only as a variation, it has so many design differences from the prototype.

Unlike the prototypes, the locomotive C y It was a universal passenger steam locomotive that could drive various passenger trains at a moderate speed, including heavy, multi-carriage ones.

The most massive Soviet passenger steam locomotive, which was operated on the vast majority of the country's railways until the end of the 1960s. It is considered one of the best steam locomotives in the world.

Basic data:

Chief designer - K. N. Sushkin

Axial formula - 1-3-1

Years of construction: 1947 - 1951

Country of construction - USSR

Total built - 2,683 steam locomotives

Su 250-64 (coal-fired)

Built at the Krasnoye Sormovo plant in 1948. He worked in the locomotive depot Rostov, Timashevskaya, Tikhoretskaya. Until 1992, the car was a monument in the Kavazskaya S-Kav locomotive depot. railway From 1992 to 1995 the locomotive was restored to working condition by the efforts of railway enthusiasts and the Tikhoretsk locomotive depot. Since 1999, it has been an active exhibit of the Road Museum of the History of S-Kav. and. d.

Technical details

At the end of the First World War 1914-1918. production of passenger steam locomotives almost completely stopped. Due to the complexity of the steam engine of the L-series steam locomotives and the unsuitability of these locomotives for coal heating, only a few dozen were built. The remaining locomotive plants continued to produce freight locomotives of the 0-5-0 series E type.

By 1924, the fleet of freight locomotives was significantly improved and replenished with new E-series steam locomotives, in connection with which their further production was reduced. At the same time, the factories received an order for the construction of passenger steam locomotives necessary for the railways. The representatives of the factories then insisted on the construction of passenger steam locomotives instead of the E-series steam locomotives, for the manufacture of which the factories would be best prepared. It was not advisable to build steam locomotives of the C or C series, since the need for passenger steam locomotives of greater weight, using low-grade coals for heating, had already become apparent.

The project of a passenger steam locomotive of the 2-4-0 type, which was being developed at that time at the Leningrad plant "Krasny Putilovets", was not yet ready, and the serial construction of this locomotive could be started no earlier than in 2 - 2.5 years, which would lead, although to temporary but undesirable reduction in the production of steam locomotives. Therefore, it was decided to stop at a steam locomotive of type 1-3-1 as the most fully responsible production capabilities factories. The sample was taken as a type 1-3-1 steam locomotive of the C series, which had a rear support trolley necessary to accommodate the firebox bigger size than the steam locomotive of the C series. When designing a new locomotive, the following changes were made to its design compared to the steam locomotive of the C series:

• the firebox was enlarged by lengthening the overcoat sheet while maintaining the same width;
• while the grate lengthened from 2362 to 3040 mm, and the area of ​​the grate increased from 3.8 to 4.73 m 2 ;
• the length of the smoke box was increased by 0.5 m, and the number of flame tubes (outer diameter 133 mm) increased from 24 to 32 while the number of fire tubes (outer diameter 51 mm) was reduced from 170 to 135;
• the four-pipe, two-turn Schmidt superheater was replaced by the superheater of the Chusov system designed at that time; the area of ​​the superheater increased by 21.1 m 2 - from 51.5 to 72.6 m 2, while the evaporating heating surface of the boiler slightly decreased (from 207.2 to 199 m 2);
• the axis of the boiler was raised above the level of the rails from 2900 to 3200 mm;
• the steam pressure in the boiler was increased from 12 to 13 kgf/cm 2 and, in connection with this, the details of the driving and steam distribution mechanisms were strengthened;
• the rear supporting axle, due to the lengthening of the firebox, was moved 300 mm back for weight reasons, and the undercarriage was redesigned from the 1435 mm track to the normal track of 1524 mm;
• all the springs of the driving wheel sets were placed above the axle boxes with the preservation of the spring suspension scheme at four points.

Like the steam locomotives of the Cv series, the new locomotive had a single-axle bogie of the Krauss-Helmholtz system, modified by the Kolomna Plant, in front, and a single-axle bogie of the Bissel system under the firebox. The diameter of the driving wheels (1850 mm), the diameter of the cylinders (575 mm) and the piston stroke (700 mm) remained the same as those of the C-series steam locomotive.

Structural changes caused an increase in the total mass of the locomotive from 76.8 to 83.6 tons, an increase in the coupling mass to 54 tons and made it possible to adapt the locomotive to work on low-grade fuel, while improving its traction characteristics and efficiency.

The new steam locomotive of type 1-3-1, developed at the Kolomna Machine-Building Plant under the guidance of engineer K. N. Sushkin, was assigned the C y (C reinforced) series. Given the large design changes compared to the steam locomotive of the Sv series, the steam locomotive of the C y series should be considered a new type of passenger locomotive.

The first four steam locomotives of the C y series (factory type 152) were built in 1924, but 1925 is usually considered the beginning of their production, when they began to be transferred to the railways. Series C steam locomotives were built at the first release of the Kolomna (until 1929), Sormovsky (until 1927), Lugansk (until 1929), Bryansk (until 1927) and Kharkov (until 1928) plants.

Like the steam locomotives of the Eu series, these steam locomotives received the designation of the series according to the alphanumeric system. By order of 1925, 110 steam locomotives of the C y series (factory type 152) were produced. Of these, the Kolomna Plant built 20 steam locomotives (No. 96-37 - 96-56), Sormovsky - 18 (No. 96-19 - 96-36), Lugansk - 36 (No. 96-57 - 96-92), Bryansk - 18 ( No. 96-01 - 96-18), Kharkov - 18 (No. 96-93 - 96-99,97-01 - 97-11).

When weighing the first steam locomotives of the C y series, it was found that the load on the rails from the rear support wheelset is much higher than the design one. It turned out to be especially large for 36 steam locomotives manufactured by the Sormovo and Bryansk plants. The mass of parts (mainly castings) for these locomotives had a significant deviation from the theoretical one, and the load on the rails from the rear wheelset reached 19 tf with coal heating, and up to 20 tf with oil heating. At that time, such loads were not allowed for the superstructure of the track, which had rails of the Sh-A type.

Steam locomotives with increased load from the rear supporting wheelset were assigned the S ut series (S y heavy). Such locomotives arrived on the Donetsk, Northern, Moscow-Belarusian-Baltic (Vyazma depot) roads. The remaining steam locomotives with lower loads were sent to the Moscow-Kiev-Voronezh (depot Bryansk and Moscow), Moscow-Kursk (depot Kursk) roads and a number of others.

In order to reduce the weight of the locomotive and reduce the load from the rear supporting wheelset, the design of the C-series locomotive was revised: the boiler was raised by 100 mm and shifted 150 mm forward. This forced the springs of the two driving axles to be moved down, since the spring of the rear driving axle interfered with the grip plate of the boiler. At the same time, cast steel interframe fasteners were replaced with lighter riveted sheet fasteners.

Steam locomotives of the C y series, built according to revised drawings, are known as "type 1926." or "type 153" (factory). They made up the bulk of the C-series steam locomotives of the first issue, which were built in 1924-1930. When designating these locomotives for the C series at 96, C at 97, C at 99 and C at 100, the numbers 01 - 99 were used, for the C series at 98 - 00 - 99, and for the C series at 101 - 00 - 30, i.e. That is, the total number of steam locomotives of the C series in the first issue turned out to be 527. Judging by the plates on the steam locomotives of steam locomotives, 4 such steam locomotives were built in 1924, 97 in 1925, 114 in 1926, 145 in 1927 ,1928 - 146.1929 - 19.1930 - 1; the year of manufacture of one locomotive is unknown.

On steam locomotives of the S ut and S y series, sliding spools of the Trofimov system were installed; the first steam locomotives were equipped with surface-type water heaters of the system of the Kolomna Machine-Building Plant, located in the front support of the boiler under the smoke chamber. The design and operation of these heaters proved to be unsatisfactory, and they were subsequently removed from steam locomotives. The steam locomotive tender bogies were of the Diamond type, previously used on passenger steam locomotives of the K y series.

One of the steam locomotives of the C series at the first issue - C at 97-12, built by the Kolomensky Zavod, was subjected in 1926 to 1927. thorough traction and heat engineering tests, during which its high efficiency was revealed. The efficiency of a steam locomotive when heated with fuel oil at a speed of 80 km/h reached 9.9% during the experiments. If the minimum steam consumption per unit of work for steam locomotives of the C series was obtained at a speed of 120 km / h, then for the steam locomotives of the C series, the machine worked most economically at speeds of 50 - -80 km / h. Consequently, the C-series steam locomotive was more adapted to heavy passenger service than the C-series steam locomotive, which was a type of courier locomotive.

In 1931, in connection with the increased passenger traffic, the NKPS ordered 70 steam locomotives of the C y series with the necessary design changes from the Kolomna Machine-Building Plant. The plant was not prepared for such an order and began supplying steam locomotives of the C series in the second production (factory type 162) only from January 1932.

Since in 1931 locomotive plants Soviet Union they switched to the production of steam locomotives with steel furnaces instead of copper ones, then the steam locomotives of the C series in the second issue began to make steel furnaces; at the same time, moving links were introduced to reduce stresses in the furnace from deformations.

The introduction of welding in technological process the manufacture of locomotive units, the implementation of a number of rationalization proposals, the need to reduce the consumption of non-ferrous metals and the use of standard parts caused major changes in the design of the locomotive and a complete revision of all drawings. In order not to make a kink in the upper part of the joint plate, in which cracks occurred, the diameter of the cylindrical part of the boiler was increased by 60 mm. In this case, the upper generatrix of the cylindrical part turned out to be on the same level with the upper plane of the furnace casing. A more complex and expensive English-shaped chimney installed on C-series steam locomotives in the first issue, which did not provide operational advantages, was replaced on C-series steam locomotives in the second issue with a conventional shaped chimney. The front support of the boiler was also redesigned, since on the steam locomotives of the C series, the installation of a water heater was not provided for in the second issue.

On the steam locomotives of the C series, the second issue was equipped with Chusov system superheaters, but instead of a cast collector box, a welded structure was used.

Due to the widespread use of welding in boiler building, the plant switched from riveting fireboxes to welding them. The riveting in welded furnaces remained only at the junctions of the furnace sheets with the binding frame and at the place of fastening of the screw ring. The first steam locomotive of the C y series with a welded firebox was produced in July 1933; in the future, all steam locomotives of the C series were made with such fireboxes. In 1933, when boiler sheets of greater width began to arrive at the plant, some boilers began to be manufactured with a cylindrical part, consisting of two drums instead of the three provided for by the project. At the same time, longitudinal seams were placed on top of the cylindrical part of the boiler. The smoke and flame tubes of the C-series steam locomotives in the second issue began to be scalded from the side of the fire box.

Initially, on the C-series steam locomotives of the second issue, instead of the convex smoke chamber door, which was installed on the C-series steam locomotives of the first issue, a flat door was used, as in the E y series steam locomotives. However, due to the large diameter of the door, a poor seal was obtained. Therefore, on steam locomotives C at 201-92 - C at 202-32, a central shutter was used. Starting with the steam locomotive of the C series at 202-33, the factory switched to doors with a gable sheet. The main door was made of sheet steel, hung on cast hinges and tightly bolted to the smoke chamber, since it had to be opened only when repairing the smoke chamber and changing the elements of the superheater. For current work, i.e., for cleaning and inspecting the smoke chamber, a small door was used, hanging on hinges welded to the sheet of the main door. The small door was sealed with pressure locks. Doors with a gable sheet have proven themselves in operation.

On steam locomotives of the C series, the second issue used welding of interframe horizontal fasteners; the bogie frame of the front runner wheelset was made cast, removable cranks were supplied, and the counterweights of the driving wheels were changed. The tender for steam locomotives of the first production was replaced by a tender with large supplies of water (28 m 3) and coal (16 tons), which had riveted bogie frames.

Structural changes in the locomotive led to an increase of about 1 ton in the coupling and total mass, which reached 55 and 85 tons, respectively.

In 1935, on the steam locomotives S y 205-58 and S y 205-59, the Kolomna Machine-Building Plant, as an experiment, instead of the spool valve, used valve steam distribution using the Walshart rocker mechanism. The steam distribution valve mechanism for these locomotives was designed and manufactured together with the cylinders by order of the NKPS by the Austrian company Lentz. From such a replacement, they expected an increase in the efficiency of a steam locomotive, since valve steam distribution theoretically makes it possible:

• due to less steam creasing at the inlet and independence of the steam distribution phases, to obtain a more complete indicator diagram, and, consequently, a higher indicator coefficient of the machine;
• significantly increase the intake time and increase the steam pressure in the cylinders, i.e. work with smaller fillings;
• reduce steam leakage through leaks;
• reduce the work of friction forces in the steam distribution mechanism; reduce lubricant consumption.

However, when testing steam locomotives C y 205-58 and C y 205-59, it was found that they consumed more fuel and developed power by 10-15% less compared to conventional steam locomotives of the C y series. After testing, steam locomotives with valve steam distribution worked at the Ryazan depot. According to the drivers, they "carried" worse than other steam locomotives of the C y series, they had a more "tight" move. In addition, they often damaged the valve mechanism. Therefore, in the future, spool steam distribution was restored on these locomotives.

Steam locomotives of the C series of the second issue were built in 1932-1936. Kolomna Machine-Building Plant, as well as in 1934 - 1935. plant "Krasnoye Sormovo" after its reconstruction and expansion.

Since May 1935, the furnaces of steam locomotives of the C y series began to be equipped with three circulation pipes and a soft vault of shaped bricks resting on them. In the same year, at the insistence of the People's Commissariat of Railways, steam locomotives of the C series began to install double-turn steam superheaters of the Schmidt system instead of single-turn Chusov systems, since the latter often burned out the caps and covered the elements with scale. They also redesigned the front buffer beam to install an automatic coupler without a friction apparatus on it, strengthened the parallels and axle necks, changed the design of the driver's booth (an upper lamp was added), increased the number of movable links, and used a soot blower. In 1938, the conventional cone was replaced with a four-hole one with a separate exhaust. The fittings of steam locomotives of the C y series were unified with the fittings of the steam locomotives of the E series, while the number and diameter of the smoke and flame tubes remained the same. Many design changes were made taking into account the positive experience of individual units of steam locomotives of the FD and IS series (cylinder seals, etc.).

The change in the superheater system slightly reduced the evaporative heating surface of the boiler (to 195.5 m2) and the heating surface of the superheater (to 71.5 m2). However, all these design improvements did not cause changes in the traction properties of the locomotive, since the main dimensions of the machine and the power of the boiler remained the same.

Since when repairing steam locomotives of the C y series with a modified design of individual units, it was most important to take into account the dimensions of the parts of the wheel sets, on the railways, steam locomotives with wheel sets that differed from the steam locomotives of the first and second releases began to be called third release steam locomotives (factory type 163).

The first such locomotive was C y 210-15.
The design speed of the C series steam locomotives was initially set at 110 km/h, then raised to 115 km/h, and in 1936 to 130 km/h.
The number of built steam locomotives of the C series for the second and third issues by year and their numbers are given in Table.

Table

A total of 1534 steam locomotives of the C series were built for the second and third issues, and together with the first issue - 2061.

Steam locomotives of the C y series were widely used on the railways of the Soviet Union, replacing the obsolete types of steam locomotives of the A, G, N, B, K, K y, C, etc. series. Of the 43 railways that existed on January 1, 1940, only three did not have steam locomotives of the C series: Moscow-Okruzhnaya, Ryazan-Ural and Ashkhabad. Passenger steam locomotives did not operate at all at Moscow-Okruzhnaya, at that time passenger traffic was provided by steam locomotives of the M, B and U series at Ryazan-Uralskaya, and by steam locomotives of the B and N series at Ashkhabadskaya.

Modernization of steam locomotives of the C series

During operation, some steam locomotives of the C y series were reworked in order to increase their efficiency.

On the steam locomotive of the first production C at 101-22 in the Moscow-Passenger depot of the Moscow-Kursk railway, a gas air heater was installed in 1933. This steam locomotive was the first in the Soviet Union, which used the heat of exhaust gases to heat the air entering the furnace. In accordance with the project developed by the Research Institute railway transport(NIIZhT), on the locomotive, on the sides of the smoke box, there were two plate batteries measuring 2.15X0.73X1.25 m. Combustion products from the back of the smoke box, separated from the front by a partition, entered through the gas passages of the batteries into the front of the smoke box and exited through the chimney into the atmosphere. Fresh air, passing through the air passages of the batteries, was heated and directed to the ash pan through special metal sleeves. Despite the fact that the steam locomotive C at 101-22 at that time was heated with oil, the gas passages quickly became clogged with soot, and the battery sheets warped and burned out. Therefore, the air heater was removed from the locomotive.

To improve the thermal efficiency of steam locomotives, NIIZhT developed new project steam air heater. According to this project, at the beginning of 1939, a S204-20 steam locomotive was equipped in the Moscow-Passenger depot of the Moscow-Kursk Railway (Fig. 6.8). The air entering the furnace passed through a plate battery installed on the site in front of the boiler and heated by exhaust gases. The air heater quickly clogged with coal fines and made it difficult for the locomotive to work. Therefore, after several trips, he was removed from the locomotive. Based on the experience of the S204-20 steam locomotive, NIIZhT designed a more advanced plate air heater, which in August 1939 was installed on the S 207-76 steam locomotive at the Ilyich depot (Moscow) of the Western Railway. But this air heater also suffered from the same main drawback - it quickly clogged. Then NIIZhT designed a new air heater. Instead of a lamellar battery, old smoke tubes were used, located in a special drum in front of the smoke box. Exhaust gases from the furnace passed through the pipes, and fresh air washed the outer surfaces of the pipes and, heated to 150-180 ° C, entered the furnace.

Such an air heater under the guidance of engineer V.S. Molyarchuk in January 1940 was equipped in the Moscow-Passenger depot of the Moscow-Kursk railway steam locomotive S y 204-17. In the first months of work on this locomotive, we received up to 6% fuel savings compared to other steam locomotives of the C y series. Based on the experience of the steam locomotive C y 204-17, drawings were developed for the widespread introduction of air heaters. According to these drawings, in 1940 and at the beginning of 1941, steam locomotives of the S u and E m series were modernized.

However, in the future, due to clogging of the air heater drum with ash and other shortcomings found in operation, all gas air heaters were removed from the steam locomotives.

At the end of 1936, at the suggestion of the engineer of the Oktyabrskaya Railway, N. I. Patlykh, a change was made in the steam distribution mechanism of the steam locomotive C y 204-17 in the kinematic system of the pendulum, which ensured an increase in the cross sections for the passage of steam with working cylinder fillings by 20 - 30% and a maximum degree of filling up to 80%. When testing a steam locomotive with a passenger train on the Leningrad-Moscow section on November 17-19, 1936, the train traveled back to Leningrad in 6 hours and 20 minutes at an average speed of over 100 km/h and a maximum speed of 125 km/h. The steam distribution mechanism, redesigned at the suggestion of N. I. Patlykh, made it possible to improve the starting process of steam locomotives of the C y series and provided some fuel savings.

The outbreak of World War II stopped the thermal modernization of steam locomotives of the S y series, and the equipment installed on them was removed during factory repairs.

Steam locomotives of the S y series, which had high thermal engineering and traction and operational qualities, were among the best not only among domestic, but also among foreign steam locomotives.

Steam locomotives of the C mind series

Positive feedback on the operation of fan draft on freight steam locomotives of the SO v and E m series with steam condensation, on which the use of cone draft was impossible due to the fact that the exhaust steam entered the refrigerator, prompted the designers of the Kolomna Machine-Building Plant to use fan draft and on steam locomotives of the C series Initially, it was supposed to test the operation of a smoke exhaust device on steam locomotives with oil heating. In 1938, two steam locomotives were equipped with fan draft - C at 214-31 and C at 214-80, destined for the day of the North Caucasian Railway. However, due to the reduction in the construction of oil-fired steam locomotives, these steam locomotives were produced on coal heating and entered the depot of the Moscow-Passenger Oktyabrskaya Railway to serve passenger trains on the Moscow-Bologoye section.

The design of the fans and the turbines that drove them on the steam locomotives C at 214-31 and C at 214-80 was the same as on the steam locomotives of the E MK series

With fan draft, the entrainment of coal fines into the chimney somewhat decreased and more uniform combustion of fuel occurred throughout the entire grate. At the same time, the repair volume of a conventional cone, which has no rubbing parts, was significantly less than that of a fan device.

In May 1939, the Kolomna Machine-Building Plant produced two steam locomotives - S y 215-48 and S y 215-49 with fan draft, air heating, water heating, smoke eliminators. To compare different water heater systems, a surface-type water heater in the form of a battery was installed on the steam locomotive C y 215-48, and on the steam locomotive C y 215-49 the water was heated by the exhaust steam coming from the steam engines to the tender tank. The heating of the air entering the furnace for these locomotives was carried out using batteries located near the furnace, through which the exhaust steam passed. Subsequently, such an air heating system, at the suggestion of engineer V.S. Sharonin, was used on steam locomotives of the CO* series.

As a feeding device, instead of conventional injectors, a piston pump was installed on the C y 215-48 steam locomotive, and a specially designed turbopump was installed on the S y 215-49 steam locomotive. On these locomotives, by heating the water in the tender to 90–95 °C and heating the air supplied to the furnace to 50–70 °C, fuel savings were achieved compared to conventional steam locomotives of the C y series. In this regard, the NKPS proposed to the Kolomna Machine-Building Plant to produce steam locomotives similar to C y 215-49 instead of steam locomotives of the C series. The new locomotives were assigned the Sum-Su modernized series (factory type P16).

The equipment of the steam locomotive with fan draft, air heating and water heating devices led to an increase in its total mass to 90.8 tons and the coupling mass to 59.4 tons.

Since March 1940, the Kolomna Machine-Building Plant switched to the production of factory-type P19 steam locomotives of the C um.

These steam locomotives began to arrive at the Moscow-Passenger depot of the Moscow-Ryazan (at that time Leninskaya) railway, replacing steam locomotives of the K y series in the Moscow-Ryazan section in the long-distance passenger traffic, as well as Gorky, Yaroslavl, Severnaya, Kirovskaya (formerly Murmanskaya ), Belarusian, Ashgabat and many other roads.

The introduction of water heating on steam locomotives of the Cum series required a change in the ratio between the evaporating heating surface of the boiler and the surface of the superheaters, since when the boiler was fed with hot water, less fuel was required to evaporate water and, therefore, a smaller amount of gases could pass over the surface of the superheater. When testing the steam locomotive Sum 216-80, conducted in 1940 by the Research Institute of Railway Transport, it was found that the temperature of the superheated steam on this locomotive was kept within 300 - 370 ° C and it had a slightly lower indicator coefficient compared to with the steam locomotive C y 97-12, which was tested in 1926-1927. The decrease in the indicator coefficient was caused, firstly, by an increase in the resistance of the superheater elements to the passage of steam due to the replacement of the Chusov system superheater with a four-pipe double-turn Schmidt system, which had a reduced flow area , and, secondly, an increase in counterpressure on the non-working side of the piston, reaching up to 1 kgf / cm 2. The backpressure increased due to the use of fan draft, the elements of which, as mentioned above, were taken unchanged from the Emk series steam locomotives, and therefore its power for the C mind series steam locomotive was excessive. The decrease in the indicator coefficient slightly increased the specific steam consumption, which reduced the overall efficiency of the steam locomotive, which was raised by improving the operation of the boiler.

In order to increase the temperature of superheated steam and the indicator coefficient on five steam locomotives of the C series, manufactured in 1941, the number of flame tubes was increased from 32 to 40; at the same time, the flow area for steam and the heating surface of the superheater increased (from 71.5 to 39.35 m2), the evaporating heating surface decreased from 198.15 to 187.76 m2.

When a more powerful superheater was installed on steam locomotives of the C series, the temperature of the superheated steam reached 400 ° C.

Steam locomotives of the S uM series were built in 1940-1941. only Kolomna Machine-Building Plant. In 1940, 121 steam locomotives were produced (No. 216-27 - 216-99, 217-01 - 217-48), in 1941 - 89 steam locomotives (No. 217-49 - 217-99 and 218-01 - 218-38) . The last steam locomotive Sum 218-39 was not handed over to the NKPS and remained at the plant.

Since 1955, as on steam locomotives of the SO v series, fan draft on steam locomotives of the S uM series began to be replaced by a cone; converted steam locomotives received the name of the C series.

Designed at the Design Bureau of the Kolomna Plant (KMZ), on the basis of the best single-type courier steam locomotive of the Russian Empire - series C c). In comparison with the prototype (С в), as a result of design changes, it was a universal passenger steam locomotive of a qualitatively new design and the first steam locomotive created in the USSR, equally suitable for work in fast and heavy (multi-carriage) passenger trains (long-distance and suburban). In mass production since 1925, Sy entered the line at a time when the USSR, quickly recovering from the grave consequences of the imperialist and civil wars, was gaining strength and was embarking on a broad path of technical reconstruction of industry and Agriculture. From a technical point of view, Sy turned out to be a significant step forward in comparison with previous steam locomotives, and opened up a further series of achievements in Soviet steam locomotive technology. From the beginning of the 1930s - the most common typical passenger steam locomotive on the USSR road network. Compared with other passenger steam locomotives, C y favorably differed in the best supply of steam with the most forced operation of the boiler and low fuel consumption, causing admiration for locomotive crews. During operation, in order to increase performance characteristics and the manufacturability of production, the basic design of the locomotive was gradually subjected to four design upgrades, and, accordingly, the steam locomotives of the C y series were produced - in five design versions: “1st issue” (projects of 1925 and 1926); "2nd issue" (draft 1932); "3rd edition" (projects of 1934, including serial modification With mind); "4th issue" (draft 1947). In the system of the NKPS of the USSR, since 1932 (after the creation of the steam locomotive of the IS series). - steam locomotives C y were transferred from the category of "powerful" to the category of steam locomotives "medium power". During the years of the Great Patriotic War- led sanitary trains. In the post-war years, work on Sy was the privilege of honored machinists with pre-war work experience. They were used in train work on the main lines - until the end of the 1960s, and on secondary lines - until about 1978 (TC "Shepetovka"). In terms of operational and economic indicators, C y (especially the 3rd and 4th editions) corresponds to the best world models of passenger steam locomotives.

History of creation

After the civil war, in conditions of a fuel shortage, with a general impoverishment of the country and the impossibility, as a result, of raising passenger tariffs, the NKPS was forced, with the observed increase in passenger traffic, instead of increasing the number of trains, to follow the path of increasing their compositions. This circumstance required the commissioning of more powerful passenger locomotives than courier type 1-3-1, series C, optimized for operation in light high-speed trains. Under the current conditions, one of the main requirements for a promising passenger steam locomotive was the possibility of heating it with low-grade coal mixtures, which could be ensured by an increase in the area of ​​the grate, and hence a significant increase in the weight of the furnace part of the boiler. At that time, in the practice of Russian and Soviet steam locomotive building, the firebox of the Belper system was widely used, which, for all its advantages, in the event of an increase in the design volume, became unfavorable in terms of weight.

In 1923, the Krasny Putilovets plant, in Petrograd, resumed the construction of passenger 3-cylinder steam locomotives of the 2-3-1 type, Pacific, series L p. However, due to the complexity of the steam engine and the unsuitability for coal heating, only a few dozen were built. Therefore, in the same year, at this plant, under the guidance of an engineer - A. S. Raevsky, - the development of a project for a more powerful, 3-cylinder steam locomotive of the 2-4-0 Mastodon type adapted for coal heating began.

In 1924, the basis of the fleet of freight locomotives on the USSR road network was made up of new steam locomotives of the series, which were built by all plants, with the exception of the Krasny Putilovets plant. At the same time, the non-renewable fleet of passenger steam locomotives ceased to meet the needs for passenger traffic. Due to the saturation of the road network with steam locomotives of the E series, which became the “Main Type of Commodity Steam Locomotive”, the order of the NKPS for their construction was significantly reduced, and it became possible to load factories with an order for the construction of promising powerful passenger steam locomotives necessary for the road network. NKPS, in order to accelerated execution order, demanded that the type of passenger steam locomotive, structurally, correspond to the production capabilities of Soviet steam locomotive plants as much as possible. At that time, the development at the Krasny Putilovets Leningrad plant, the development of a project for a passenger steam locomotive of the 2-4-0 type, was delayed due to the complexity of its design and the tragic death of the Chief Designer A. S. Raevsky. In terms of design and technology, type 2-4-0 was the successor to type 2-3-1 and could be quickly mastered in series only at the Leningrad plant, which has a unique production and technological base formed during the production of steam locomotives of type 2-3-1 . Representatives of the factories (except for Putilov) insisted on building, instead of the E-series steam locomotives, such passenger locomotives, for the manufacture of which they would be best prepared. Such a locomotive, in terms of design and technology, was type 1-3-1, series C. However, it was considered inappropriate to resume the production of steam locomotives of the C series, and even C in, at the level of the NKPS, since these locomotives were courier, designed to work in the lungs , high-speed trains, when they are heated with high-grade coals. Thus, in 1924, an extremely undesirable, from an economic and political point of view, trend to reduce the production of steam locomotives was brewing. The start of construction of a 2-4-0 steam locomotive was expected in 1926÷1927. in a single factory. In this regard, the design bureau of the Kolomna Machine-Building Plant (KMZ) was given the task to develop projects that are structurally simpler, powerful passenger steam locomotives of types 1-4-1 "Mikado" and 1-3-1 "Prairie".

When developing the passenger type 1-4-1, it turned out that with the permissible axle loads at that time (no more than 17.5 tons), type 1-4-1 will not provide any advantage in comparison with type 1-3-1 , since the fourth coupling wheel pair, due to the increase in the coupling wheel base, only allowed to lengthen the cylindrical part of the boiler, and the dimensions of the furnace part remained the same as on type 1-3-1, while the coupling weight of the locomotive increased slightly, and the average axial load on the driving axle turned out to be significantly less than that of the 1-3-1 type, which, while maintaining the same parameters of the cylinders, made the locomotive prone to boxing. This is the main reason for the absence of passenger and freight steam locomotives of the 1-4-1 type on the USSR road network.

As a result, the NKPS made final choice in favor of the tested type 1-3-1, choosing as a prototype, a courier steam locomotive of a modified C series, (KMZ project based on a C series steam locomotive), and mass-produced by this plant. In terms of performance, C in significantly exceeded its predecessor. The design advantages of the C series in comparison with the C series were: less resistance and smoother passage along curves due to the fact that instead of the front bogie of the Tzara-Kraus system, the bogie of the Krauss-Helmholtz system was used; the rear supporting axle of the steam locomotive Sv is mounted on a bogie of the Bissel system, while for the steam locomotive C it is rigidly in one common frame with coupling axles; the design parameters of the locomotive engine and the steam distribution mechanism were changed based on the results of experimental tests of a group of passenger steam locomotives produced in 1913.

In 1924 at the Kolomna plant, in as soon as possible, a project was developed for a new passenger steam locomotive of type 1-3-1, under the general supervision of the head of the locomotive department of the plant - engineer P. I. Takhtaulov. The working design of the locomotive was carried out under the guidance of the chief designer of the locomotive department - K.N. Sushkin and leading specialists of the locomotive department: S.F. Makarov, L.S. Lebedyansky, V.E. a boiler with an enlarged firebox, and others. 132÷133.

When developing a project of a new type 1-3-1, the need to serve trains of greater weight and use low-grade coal was taken into account, the goal was to adapt the locomotive to work on low-grade fuel (by significantly increasing the area of ​​the grate) to increase steam superheat (to increase efficiency .d. boiler) and improve the traction characteristic, which in the end should have increased the efficiency of the locomotive as a whole. The main task in designing a new steam locomotive was to achieve a maximum increase in the heating surface of the boiler, superheater and grate area, to bring the parameters of the boiler and the locomotive into line, provided that the pressure on the coupling axles did not exceed 17.5 tons. In this regard, the project provided for strengthening the structure main frame, components of the driving mechanism system, and a significant elongation of the furnace part of the boiler, taking into account technological possibilities factories. The boiler of the steam locomotive C was interchangeable with the boiler of the steam locomotive of the C series. In this regard, it was decided to ensure the possibility of using production dies available at factories that previously produced steam locomotives of the C series. When designing the boiler, it was possible to successfully select the ratio between the grate area, the surface and the volume of the furnace and the total heating surface of the boiler. The lengthening of the furnace part of the boiler was achieved by lengthening the overcoat sheets of the casing and the fire box, while maintaining the same width of the furnace. As a result, the grate was extended to 3040 mm, with a corresponding increase in its area from 3.8 m² to 4.73 m². The length of the smoke and flame tubes between the grates is left unchanged, as on the C series; the length of the smoke box was increased by 500 mm, which, in combination with the lengthening of the furnace, led to an increase in the overall length of the boiler by 1.244 mm and an increase in weight compared to the boiler of the C series steam locomotive - by 1200 kg (for the version with a steel furnace) and by 1800 kg ( for the version with a copper firebox). The superheater was significantly strengthened: instead of the 4-pipe superheater of the "Schmidt" system, a 6-pipe, single-turn superheater of the "Chusova" system was used; in this regard, instead of 24, 32 flame tubes were installed. The main dimensions of the locomotive engine were left the same as those of the Cv series steam locomotive, but taking into account the increase in the working boiler pressure from 12 to 13 atm, and consequently an increase in the force on the piston rods, it was necessary to accordingly strengthen the design of the parts of the units of the driving and steam distribution mechanisms. The following were redesigned: the driver's booth - a closed "Sormovsky" type (for the first time used on a steam locomotive of the C series), platforms located along the boiler. Taking into account the structural changes introduced, compared with C in: the area of ​​the grate increased by 24%; the heating surface of the superheater increased by 40%; with a decrease in the total evaporating heating surface of the boiler (due to a decrease in the number of smoke tubes), the total heating surface (boiler and superheater) increased by more than 4% (due to an increase in the heating area of ​​the superheater); the design (calculated) load on the axles was: on the front running axle - 12.5 tons; for each of the three driving axles - 17.5 tons; on the rear supporting axle - 16.5 tons; As a result, the design total weight steam locomotive, in comparison with steam locomotives of the C and Sv series, increased, respectively, from 75.8 tons, and 76.8 tons - up to 81.5 tons; the traction force (compared to steam locomotive C) increased by 11.4% (due to an increase in grip weight).

The locomotive tender, in comparison with the tender C, has undergone significant structural processing: the main frame and the water tank, the coal bunker have been retained without significant changes in size, but at the same time, a counter-booth has been equipped, and instead of belt-type bogies of the Diamond system, two-axle bogies with one-piece cast frames, with double spring suspension, which have significantly improved dynamic characteristics.

Technical description

Option 1925 (project "152")

Compared with the prototype (S v): the length of the furnace and the area of ​​the grate were increased (from 3.8 to 4.73 m²); the length of the smoke box was increased by 0.5 m and the number of flame tubes was increased from 24 to 32, while the number of fire tubes was reduced from 170 to 135; the four-pipe, two-turn Schmidt superheater was replaced by the Chusov system superheater (at the same time, the superheater area increased from 51.5 to 72.6 m², and the evaporating heating surface of the boiler decreased from 207.2 to 199 m²). In order to increase the volume of the ash pan, in comparison with Sv, the height of the boiler axis was raised from 2900 to 3200 mm; operating boiler pressure increased from 12 to 13 kgf/cm²; the wheelset axles were redesigned from 1435 mm gauge to 1524 mm normal gauge.

The furnace part of the boiler is made according to the Belper scheme, with vertically located side sheets of the casing and inclined grip and front plates, the upper part of the front casing sheet is made vertical. According to the project of 1925 - the furnace was designed and made of steel, with a copper fire grate, the overcoat sheet was made of three parts, with the sheets arranged across the rolling, the side sheets of the furnace were connected to the upper ceiling sheet using lateral longitudinal single-row rivet seams - overlapped. These seams are located between the third and fourth rows of ties, counting from the top. The upper ceiling sheet of the furnace casing is connected to the side sheets by a riveted seam with two overlays, with a double row of staggered rivets. Horizontal fastening rods pass through these pads. The bending radius of the furnace ceiling on the sides has been reduced from 210 mm (for steam locomotive C) to 165 mm. Below, the casing and fire box sheets are connected to the cast steel furnace frame by a double row of staggered rivets. The walls of the furnace and casing are fastened with conventional rigid furnace connections (1265 pieces) made of high-quality mild steel grade ST-1.

The cylindrical part of the boiler consists of three drums, the front and rear drums have an inner diameter of 1600mm, the middle drum has a diameter of 1568mm. The length of the front drum is 1874 mm, the middle one is 1794 mm, the rear one is 1743 mm. The drums of the cylindrical part are overlapped by three-row riveted seams, with a staggered arrangement of rivets; the rear drum is connected to the hinged sheet of the furnace casing with an overlap by a double-row staggered seam. The longitudinal seams of the cylindrical part of the boiler, connecting the edges of the sheets of the drums, are made end-to-end with two linings 13 mm thick, the outer narrow one with double-row seam, and internal wide - with a three-row seam. Longitudinal seams are located in the upper part of the drums, in the steam space.

Front tubesheet: 25 mm thick, stamped, connected to the front drum with a single-row riveted seam. The upper part of the front grate is fastened to the cylindrical part of the boiler with the help of a buttress, riveted from three sheets.

Smoke box: made of three steel sheets 11 mm thick, interconnected by linings on the inside. Below, from the inner wall, the wall of the smoke box is reinforced with a 13 mm thick overlay sheet (at the point where the smoke box is attached to the front support of the boiler). The inner diameter of the box - 1730 mm, length - 2350 mm (project 1925); 2250 mm (draft 1926). The smoke box sheets are connected to the front drum of the cylindrical part of the boiler with a double riveted seam through a ring 83 mm wide and 49 mm thick. The frontal sheet of the smoke box, 13 mm thick, is made with a landing (bend) along the perimeter of the door cutout with a diameter of 1554 mm, in order to make it more rigid (to ensure the tightness of the smoke box door).

Option 1926 (project "153")

The steam locomotives of the first batch (110 pieces) built according to the project of 1925 (ordered in 1925), which began to enter the roads in 1925, had axial loads exceeding the design ones. Particularly heavy were 35 locomotives built by the Bryansk and Sormovo plants, having an axial load of up to 19 tons - unacceptable for the rear coupling axle at high speeds for the most common type III-a rails on the road network. When, during the construction of these locomotives, the question of their equipment for oil heating was raised, it turned out that in this case the load on the rear supporting axle (already overloaded) could reach a value of 21 tons, which significantly exceeded the permissible load on the superstructure of the track. Therefore, the NKPS demanded that changes be made to the original project of 1925 in order to ensure the possibility of installing a boiler with a copper furnace (instead of steel) and equipping it with oil heating, provided that an acceptable design increase in the weight of the copper furnace with oil heating is provided - over 2 tons. the 1926 project ensured a reduction in the structural weight of the locomotive and a redistribution of the weight of the locomotive along the axles, to unload the rear supporting axle, by introducing the following design changes:

The boiler is moved forward by 150 mm, and its axle (to provide a gap between the grip sheet of the furnace and the rear coupling wheels) is raised by 100 mm; - the boiler furnace, while maintaining all the design geometric parameters, is made entirely of copper sheets; - the boiler flue box is shortened by 150 mm (in the area between the first boiler drum and the chimney axis); - the design is lightened: between frame fastenings, side panels of the main frame (by changing their configuration along the perimeter in the area of ​​​​the furnace (between the rear supporting axle and the tie box) and in the areas of axle box cutouts of the coupling axles, furnace supports, smoke box of the boiler (due to shortening), axles, wheels, driver's booth and platforms; - the scheme of spring suspension of the leading (second) and third coupling axles of wheel pairs has been changed - from the top to the bottom;

Variant (draft 1932)

The practice of operating a significant number of Su steam locomotives built according to the 1926 project revealed a number of their design flaws that reduce the performance of these steam locomotives. In this regard, and also in connection with the beginning of the widespread introduction of welding into the technology of Soviet steam locomotive construction, in 1931 the working drawings of the steam locomotive underwent another revision, with the introduction of significant design changes, in particular:

The furnace part of the boiler is made of steel; - the diameter of the drums of the cylindrical part of the boiler was increased by 60 mm, in order to eliminate the upper bend of the hinge plate between the rear drum of the boiler and the ceiling of the furnace casing (similar to the steam locomotives of the L p, E y, M series), while the axis of the boiler rose by 30 mm, and the height of the boiler axis above the rail head was 3330 mm; - the design of the lean cap has been changed, which is welded in its cylindrical part; - the design of the gable sheet of the smoke box and the door of the gable sheet was changed, which was produced in three design options; - changed the design of the chimney; - a unified cast-iron steam whistle was installed (instead of a copper whistle with a melodic "flute" sound); - the design of the front buffer beam has been changed in order to strengthen it; - the configuration of lightening cutouts in the panels of the main frame, above the front bogie, has been changed (instead of round ones - oval ones); - a different locomotive tender was used (structurally similar to the C-series steam locomotive tender, but with a slightly modified counter-box); in the process series production the design of the tender was repeatedly subjected to minor structural changes;

Variant (draft 1934)

Compared with the 1932 project, the following design changes have been made:

Changes have been made to the design of the furnace part of the boiler; - some of the locomotives of this project were produced with boilers, the cylindrical part of which was formed by two telescopically connected drums (instead of three); - the pediment sheet of the smoke box and its pediment door are made structurally, solely by analogy with those on the steam locomotive of the IS series; - an ash pan of two bunker schemes was used (similar to the FD steam locomotive); - the volume of the sand bunker is increased - installed on the cylindrical part of the boiler; - a track cleaner is installed under the front buffer beam; - mud protection wings are installed above the rear supporting wheels; - the design of the driver's booth has been changed: the location and dimensions of the side windows have been changed; a light lantern was installed on the roof for the first time; - a rigid coupling of the tender with the locomotive was applied; - a specialized tender of a new design was used: with enlarged: a water tank and a coal bunker; with wheeled bogies of a new design, with double spring suspension;