Passenger locomotive of the FDP (IV) series. Kiev "Joseph Stalin" at the station Joseph Stalin Train

I present to your respects my 3rd steam locomotive ІС-20

Scale - 1:25
Dovzhina model 70 cm
Width approximately 11.5 cm
Height approximately 20 cm
Steam locomotive vaga 3 kg

Materials:
Wheels - 3D printed (plastic)
Connecting rods and elements of folding geometric shape - wooden rulers
Everything else - sheet PVC 1-6 mm
The entire work took about 5 months

Technology:
Everything is described as clearly as possible by Kastsi: http://karopka.ru/forum/forum191/topic20819/
A 3D model was first created, then the elements were drawn using the chairs.

Tools - Dremel drill, Proxon jigsaw

I'm not getting attached to a specific car, here is a assembled image of a steam locomotive after version 20-1

Region of Budivnitstva SRSR;
Rocky Pobudovi 1932 - 1942
Backwaters: Kolomensky, Voroshilovgradsky
Operating period 1933 – 1972
A total of 649 items were produced

Structural speed 115 km/year
The length of the locomotive is 16365 mm.
Service wagon of steam locomotive 133 - 136 t
Tension 2,500 - 3,200 k.s.
Traction force up to 15,400 kgf

History:

Until the 1930s. On Radyanskiy railways it is necessary to significantly increase the speed of passenger trains. Steam locomotive Suza with a maximum speed of 125 km/year and a power of 1,500 horsepower. I could no longer be satisfied with this. The mainline passenger locomotive type 1-4-2 was broken up by the Central Locomotive Design Bureau (CLPB) in 1932. And at the time of its creation, it was the most popular passenger locomotive in Europe. Volodar won the Grand Prix at the All-World Paris Exhibition (1937). The strongest and heaviest passenger locomotive in the history of the Radyansk steam locomotive. The special feature of the steam locomotive was a great unification of many parts with the original FD steam locomotive.
When this model was designed, advanced technologies were used that were also used in steam locomotive construction. The hour of development for designers is approaching. Sushkin, L. Lebedyansky, A. Slominsky worked on the construction of the new steam locomotive as a boiler and cylinders from its forward stage - the FD locomotive, and without other components.
At the plant of the TsLPB, the workers of the new steam locomotive arrived at the Kolomna plant, which, with the participation of the Izhora plant, produced the first passenger locomotive of type 1-4-2 on June 4, 1932. Following the decisions of the factory workers, the new locomotive was assigned the IS series - Josip Stalin.
Testing was carried out between April and 1933. The steam locomotive showed a pressure of 2500 hp, which more than doubled the pressure of the Su steam locomotive, and in some cases the pressure value in the IS reached 3200 hp.
In 1934, at the 17th station of the All-Union Communist Party of Bolsheviks, a decision was made that the steam locomotive IV in another five-year period would become the main unit of the passenger locomotive fleet.
During the pre-war period, the ІС series locomotives operated on the rich roads of the European part of the USSR and Siberia. “ІВ” itself drove “Chervona Strіla”. The “Stalins” themselves were the fastest, reaching up to 115 km/year, and in Kozhus – up to 155 km/year.
At the end of the war, the stench was more pronounced in similar areas of the country.
After the war, the locomotive was operated at speeds of no more than 70 km/year, which is why the hood was removed. In 1957, this steam locomotive with a special train achieved a speed of 175 km/year, which was the remaining speed record for steam traction in the USSR.
ІС steam locomotives served such important routes as: Kharkiv - Mineralnye Vody, Moscow - Smolensk - Minsk, Moscow - Namisto - Valuyki, Michurinsk - Rostov-on-Don and others on which they came to replace passenger steam wagons series Su, S, L ta in.
These locomotives worked with trains until 1966-1972.
In the fight against the cult of specialness, all “IV” bullets were renamed to “FDP” with the prefix “passenger”
An hour was cruelly spent on the famous series. Only one car was saved and placed on a pedestal near Kiev.

You laugh, but we had a lot of things and a lot of things. So, since I’m trying to be thorough and report everything, I’ll go far. Let me remind you once again that in Sapsan we have a train that travels at a speed of 250 km/year. What's so great for the 21st century? And that Russia is small in the past.

Perhaps you will laugh, lest I leave the locomotive

• Shilovsky's gyroscopic train
• Steam locomotive ІС 20-16-155km/h
• Steam locomotive 2-3-2V – 175 km/year
• TEP80 – 160-271 km/year
• EP200 – 200 km/year
• EP200 – 200 km/year
• ChS200 – 200 km/year
• Sokil – 250-350 km/year
• TP-05 on magnetic suspension (maglev) – 200-400 km/year
• STU – Unitsky String Transport – 200-400 km/year
• Sapsan – 250 km/year
  

Well, let's look at everything one by one. I ask you to respectfully marvel at the skin's eyes, because it is even more respectful.

Shilovsky's gyroscopic train. 150 km/year

We were inspired to complete the project and lay the monorail

The train is composed of two articulated cars, a motor and a passenger, with a 400-speed flow rate, which is driven by two engines of 240 horsepower. with power transmission. The speed of the river is low, reaching 150 km/year.
In just a few months, 12 kilometers of monorail road were built (from Dityache Selo to Serednyaya Rogatka), and a dry goods warehouse was built for businesses near St. Petersburg. In 1922, funding for the project was assigned.

Of course, the project of a single-rack road looks good, at the time of the twenties it was attractive to its economical advantages - less wood for slats, less wood for sleepers, simpler arrows... and so on. So here it was possible to see the direct effect, except for the moments that were planned to occur. At the same time, neither safety nor infrastructure power supply was specified.

From documents. One of the recommended options for a dry warehouse for 400 places

In fact, there was a project and an engineer and a developed technology. As early as 1922, the Swedish single-rack transport could have been abandoned. Before the speech, the investigation of the plot began under Emperor Mykola II, and continued for the Bolsheviks after the revolution.

Steam locomotive ІС 20 -16 - 155km/h (Josip Stalin)

IS 20-16 with trimmer. Moscow railway station in Leningrad, 1938

Steam locomotive ІС (Joseph Stalin, since 1962 - FDp - passenger version of FD; factory designation - 2P, - 2nd type of steam locomotive; nickname - ІСка, ІСак) - Radyansky mainline passenger locomotive type 1-4-2. At the time of its creation it was the most popular passenger locomotive in Europe. Volodar won the Grand Prix at the All-World Paris Exhibition (1937).

Before the war (1937-1941) they served mainly Swedish lines: Moscow - Leningrad, Moscow - Minsk - western cordon, Moscow - Kiev, Moscow - Kharkov - Sinelnikovo - Simferopol, kva – Rostov-on-Don - Armavir - Minvodi, Kiev - Odessa, Moscow - Kirov - Perm. Moreover, the IS led the “Chervona Strila”.

Back in the early 1930s, NDIZT together with the Moscow Aviation Institute carried out comprehensive testing of the model locomotive in a wind tunnel In the course of this, it was realized that at speeds greater than 100 km/year, the winding casing becomes stagnant, and therefore the wind support can be reduced, which can result in a gain in tension of 200-250 k.s. The testing of this locomotive also confirmed the value of reducing the weak support of the locomotive at high speeds, which is why the ІС20-16 will turn out up to a speed of 155 km/year.

ІС without radome - casing

After the entry of steam locomotive traction, the two-section diesel locomotives TE-7 drove passenger trains on the same line with a speed of up to 140 km/year. Then they were replaced by TEP-60 diesel locomotives, which now develop a speed of up to 160 km/year.
Then in the mid-1960s, daily express trains “Aurora” went to Leningrad and Moscow with a maximum route speed of 160/130.4 km/year! The same Swiss parameters were available at that time for European express services. In France – “Mistral” (160/131 km/year), in Italy – “Arrow of Vesuvius” (160/120 km/year).

IS 20-16

So in 1960 we didn’t need to buy technology on our side - our own scientific idea worked miraculously.

Steam locomotive 2-3-2V – 175 km/year

Steam locomotive 2-3-2B before start

Steam locomotive 2-3-2В (type 2-3-2 Voroshilovgrad plant; serial number - No. 6998) - confirmed Radyansky Swedish steam locomotive type 2-3-2, designed and built in 1938 at the Voroshilovgrad steam locomotive plant. vom engineer D.V .Lvov. Appointed for keruvannya by courier trains. Without removing the designated series of this locomotive, 2-3-2B is its main designation in the literature, including the predecessors of the locomotive fleet.

Diesel locomotive TEP80 – 160-271 km/year

TEP80 is not a bully for acquisitions, but not for overexertion. Vin, and after 17 years, matches the speed of diesel locomotives - 271 km/h and is still the highest in the world.

The TEP80-002 locomotive is considered a light record holder for the speed of diesel locomotives. The record stands 271 km/year(1993), which can be read on the back of a diesel locomotive, which is currently in the Museum of Transport at the Warsaw Railway Station
Saint Petersburg. Another locomotive, also with a commemorative inscription, is at the Novosibirsk Museum of Salvage Technology. The record was set by driver Oleksandr Vasilyovich Mankevich on June 5, 1993, but was not entered into the Guinness Book of Records and is respected by the stated recorder.

Electric locomotive EP200 – 200 km/year

Krasen EP200. So don’t bother with the series. It was clear that the Swiss electric locomotive RZ was not needed.

Another experimental piece of the Kolomna depot, which is not so good for the series. Electric locomotive EP200 (Passenger Electric Locomotive, structural speed 200 km/year) is an experimental Swedish electric locomotive of a rolling stock, produced in 1997 by the Kolomna Plant at two examples. Having participated in VAT "VelNDI" and undergoing structural testing at its test site.

Electric locomotives were tested for three hours at the experimental circuit near Shcherbintsia. At the beginning of sickle 2002, electric locomotives were marked on the ring near Shcherbintsya. Following obvious evidence, the electric locomotives turned to remove the shortcomings for further testing. In 2004, the electric locomotive EP200-0001 was produced for continuous operation at the Vyazma depot
The Moscow plant, but suddenly they turned to the Kolomensky plant, where it stood until 2009.

For the results of the test for 2009. written off.

The written-off formula is simply disgusting: “Resistance protection in electric locomotives of this type will not be required.”

In 2009, the work was transferred to the Museum of Salvage Technology at the Rizky Railway Station.

Two brothers in misfortune: TEP80 and EP200. Resentment is not necessary

It is necessary to note that the EP200 has a number of shortcomings that may result in shortcomings. It’s funny to say that no one had a microprocessor-based server, just as there was no software for the server. I don’t think that these are real problems for the country, where 13 IT companies work on outsourcing, splitting up the security program. And microelectronics is not a problem at all – China-Taiwan can take everything they can from their seats.

The problem is that the unnecessary servicing of Russian Railways is spent on promising regional developments.

Until the 1930s. On Radyanskiy railways it is necessary to significantly increase the speed of passenger trains. Steam locomotive Suza with a maximum speed of 125 km/year and a power of 1,500 horsepower. I could no longer be satisfied with this. The mainline passenger locomotive type 1-4-2 was broken up by the Central Locomotive Design Bureau (CLPB) in 1932. And at the time of its creation, it was the most popular passenger locomotive in Europe. Volodar won the Grand Prix at the All-World Paris Exhibition (1937). The strongest and heaviest passenger locomotive in the history of the Radyansk steam locomotive. The special feature of the steam locomotive was a great unification with many parts from the original FD steam locomotive.

When this model was designed, advanced technologies were used that were also used in steam locomotive construction. During the design process, the designers of the Central Locomotive Design Bureau - K. Sushkin, L. Lebedyansky, A. Slominsky and others - were able to select not only the boiler and cylinders for the new locomotive - the steam locomotive FD (Felix Dzerzhinsky), but also the axle , axles and other parts . , and also, regardless of your axle formula, repeat your spring suspension scheme.

At the plant of the TsLPB, the workers of the new steam locomotive arrived at the Kolomna plant, which, with the participation of the Izhora plant, produced the first passenger locomotive of type 1-4-2 on June 4, 1932. Following the decisions of the plant workers, the new locomotive was assigned the IS series - Josip Stalin.

Rick Pobudovi born 1932
Osiova formula 1-4-2
The length of the locomotive is 16365 mm.
Working mass of a steam locomotive 133-136 t
Empty locomotive weight 118 t
Grain mass 80.7 - 82 t
Vantagement of crushed axles on racks 20.2 - 20.5 t
Structural speed 115 km/year
Tension 2,500 - 3,200 k.s.
Traction force up to 15,400 kgf
Roller wheel diameter 1,850 mm
The diameter of the rolling wheels is 1050 mm.
Wheel diameter to support 1,050 mm
Steam pressure in the boiler 15 kgf/cm²
Viparyuvalna heating surface of the boiler 295.16 m² (ІС20), 247.7 m² (ІС21)
Type of steam superheater Elekso-E (IS20), L40 (IS21)
Heating surface of the steam superheater 148.4 m (ІС20), 123.5 m (ІС21)
Grate area 7.04 m²
Cylinder diameter 670 mm
Piston stroke 770 mm

The main advantages of the new locomotive were immediate: the axle strength of the wheel pairs is no more than 20 tons, the traction force is 50% greater than that of the Su, the maximum number of interchangeable parts with the FD series locomotive. The diameter of the wheels was taken to be equal to 1850 mm, as in the Su series locomotives, the axle formula was adopted 1-4-2, and only with this formula it was possible to turn the boiler and cylinders of the FD steam locomotive. In late 1932, the Technical Bureau of the Transport Branch of the OGPU completed the development of a draft project, after which it was transferred to the Lokomotiv Project of the People's Commissariat of Important Industry of the USSR.

At the headquarters of the Central Laboratory of Industrial Production Workers, workers go to the Kolomna Plant, which, with the participation of the Izhora Plant, produced the first passenger steam locomotive of the 1-4-2 type on June 4, 1932. Following the decisions of the plant's workers, the new locomotive was assigned the IS series (Joseph Stalin), and the outer designation – IS20-1 (20 axles of the same type as the ruined wheeled wheel set on racks, in the vehicle, No. 1). On the 5th of leaf fall, the first running-in of the locomotive was carried out, and on the 7th of leaf fall, on the XV day of the Yellow Revolution, they arrived for the show in Moscow. On the 20th year, another steam locomotive of the series was assembled at the Kolomna Plant - IS20-2, and in 1933, IS20-3. From April 1933 to 1933, testing of the IS20-2 steam locomotive was carried out alternately on three roads (Pivdenniy, Katerininsky and Zhovtneviy). These tested steam locomotives showed a tension of 2500 horsepower, which more than doubled the pressure of the Su steam locomotive, and in some cases the pressure value in the IS engine reached 3200 horsepower. In addition, the locomotive implemented extremely high boiler pressure - up to 80 kgf/m² year, - higher than that of the leading Radyansky locomotives, zokrema i FD (65 kgf/m² year).

In 1934, at the 17th station of the All-Union Communist Party of Bolsheviks, a decision was made that the steam locomotive IV in another five-year period would become the main unit of the passenger locomotive fleet. At the same time, the Kolomna Plant produces 2 more steam locomotives ІС and 1935. However, through the availability of reliable equipment (for example, for the production and assembly of timber frames), the serial production of steam locomotives will be established. This series at which plant soon became impossible, so At the end of 1935, documentation for the production of IC series steam locomotives was transferred to the Voroshilovgrad Steam Locomotive Plant, new workshops of which (built in 1927-1931) allowed the production of steam locomotives of “American design” (with block and block frames). In 1936, the Voroshilovgrad Steam Locomotive Plant produced its first 3 IV locomotives (No. 20-8 - 20-10; IS20-7 never produced). At the time of the IV Kolomensky Works, these IVs were released from the six-year tender 6P (locomotives IV No. 1-6 were produced from four of them), which were developed at the Voroshilovgrad Plant specifically for these locomotives.

In 1937, the plant switched to large-scale production of ІС steam locomotives, producing 105 locomotives.

Although the steam locomotive of the ІС series, which appeared in 1932, had power up to 3,200 horsepower, but it could not move the speed of the roc. Back in the early 1930s, NIIZhT together with the Moscow Aviation Institute carried out comprehensive testing of a locomotive model in a wind tunnel, during which it was determined that at speeds greater than 100 km/year wind casing, lower wind support, can be given -250 hp Testing of this steam locomotive also confirmed the value of reducing the low-speed support of the locomotive at high speeds, which is why the ІС20-16 can rise to a speed of 155 km/year. The results of these studies were followed in 1937 by the Voroshilovgrad plant, which produced the ІС20-16 steam locomotive with a casing.

These are the results of the vikoristan during the construction of Swedish steam locomotives of type 2-3-2 (P12 and No. 6998). Also in 1937, one of the IS series locomotives (and the IS20-241 itself) was presented at the World Exhibition in Paris, winning the Grand Prix award (both of which were Polish Pm36)

The first ICs arrived on the Moscow-Leningrad Zhovtnevoya zaliznitsa line, where they served long-distance passenger hauls (overheads and the Chervona Strila) of the Moscow-Bologa farm using Su series locomotives. In 1935, a number of them were transferred from the Zhovtnevaya road to the Moskovsko-Kurska depot at the Moskva-Pasazhirska depot, and in 1936, a few more locomotives of the series were sent to the Kharkov Pivdennaya zaliznitsa depot, which allowed the first direct depot long-distance passenger trains were served by ІС steam locomotives (replaced Su) : Moscow - Kursk - Kharkiv - Sinelnikov.

The preparation of steam locomotive No. 6998 was completed in April 1938. The diameter of the wheels became 2200 mm, and the structural speed was 180 km/year. If the steam locomotives of the 2-3-2 type were designed by the Kolomna plant, all the main parts were designed specifically for these locomotives, then the locomotives of the Voroshilovgrad plant produced a number of parts for locomotives of the FD and IS series. Thus, a new locomotive has removed most of the elements of the steam boiler (tubular parts, firebox, fittings), cylinders, rear carriage frame, axle bearings and wedges, and much more. As a result, the repair of the new locomotive was significantly easier (especially due to the presence of the locomotive depot of FD and IV locomotives).

To make the structure lighter, high-grade steel was used, and welding was also widely used. Also, for the production of the rolling mechanism, alloyed steel was used, and all the wheels of the locomotive were disc. The lifting and running axles, as well as all axles of the tender, were equipped with roller bearings; a wide-pipe superheater L40 was installed on the locomotive.

In early 1938, the steam locomotive was at the depot Slovyansk Pivdenno-Donetskaya Zaliznytsia and drove on the mills Slovyansk - Rostov-on-Don and Slovyansk - Kharkiv Shvidki and courier trains. During the month, the steam locomotive covered nearly 6,000 km, and at the end of the same rock, the locomotive is in the best position for Zhovtneva to work on the Moscow-Bologa line. On one trip, the locomotive moved at a speed of 8 ‰ with a force of 3400 horsepower; At the beginning, the speed was 110 km/year, and at the end - 76 km/year. Working according to the schedule for the Su series locomotives, the new locomotive per unit of work is reduced by 15% against the Su series locomotives. At the time of the replacement of steam locomotives at the Kolomna Plant, steam locomotive No. 6998 was not tested, so its thermal performance indicators were not fully tested.

After the war, the locomotive was operated at speeds of no more than 70 km/year, which is why the hood was removed. In 1957, this steam locomotive with a special train achieved a speed of 175 km/year, which was the remaining speed record for steam traction in the USSR.

ІС steam locomotives served such important routes as: Kharkiv - Mineralnye Vody, Moscow - Smolensk - Minsk, Moscow - Namisto - Valuyki, Michurinsk - Rostov-on-Don and others on which they came to replace passenger steam wagons of the Su, S, L series ta in.

After the entry of steam locomotive traction, the two-section diesel locomotives TE-7 drove passenger trains on the same line with a speed of up to 140 km/year. Then they were replaced by TEP-60 diesel locomotives, which now develop a speed of up to 160 km/year.
Then in the mid-1960s, daily express trains “Aurora” went to Leningrad and Moscow with a maximum route speed of 160/130.4 km/year! The same Swiss parameters were available at that time for European express services. France has the Mistral (160/131 km/year), Italy has the Arrow of Vesuvius (160/120 km/year).

The largest steam locomotive is the American ALCO/Union Pacific 'Big Boy'.

This locomotive, installed at the capital's Pivdenny Zaliznychny Railway Station, is the only example in the world of the pre-war Swiss Radyansky steam locomotive FDP-578 (IV), which has been preserved to this day.

The first IV steam locomotives were entrusted with servicing the long-distance passenger trains “Chervona Strila” that ply the Moscow-Leningrad route. This model was later used on important national transport routes (Moscow-Kursk-Kharkiv-Sinelnikov, as well as Moscow-Smolensk-Minsk and Kharkiv-Mineralni Vody).

At the time of the Great German War, which broke out in 1941, most of the IS locomotives were transferred to similar regions of the Radyansky Union. At the beginning of the sixties of the last century, the designated series of models was replaced by FDP. This was due to the spread of the cult of the specialness of Josip Vissarionovich Stalin. However, this time the locomotives were modernized - they were converted to electric and diesel traction, which became the beginning of the arrival of steam locomotives. In the 1970s, most of them were recycled.

An example of today’s installations on the pedestal at the entrance to the capital’s locomotive depot, the painted white of the Pivdennoye railway station near Kiev, was preserved by the initiative of P. Krivonos, who deceived the Pivdenno-Exit Hall From here.

Addresses of the monument to steam locomotive IV (FDP): Kiev, P. Krivonos Square.

Axis what do you write? Burakov V.V., (acting director of the Road Museum of the History of the Pivnichno-Caucasian Mountains since 2009)

In 1995 I responded to a request from the English company GW Travel Ltd. having made a tedious trip to England, and spent a whole month learning about the activities in the field of operation and repair of steam locomotives. Everything impressed the English: the number of “living people who have come to life” and those who have been brought to fruition, the number of those still awaiting repairs and undergoing complete repairs of locomotives and carriages. Particularly impressed were the efforts and the intensity of the repair work that was being carried out - this includes the repair of the boiler with the riveting of the drums and the removal of the fire box, and the installation of new copper furnaces, the replacement of cylinder blocks and the re-stretching of two-meter diameter bandages , production of new water tanks for tenders and much more. What was particularly exciting was George Stephenson’s new “ROCKET”, or rather two “replicas”, when it was presented to the National Railway Museum, York. Standing alone in the exhibition in such a way that one can judge the internal structure of this locomotive, cutting it down practically indiscriminately - a boiler, a steam engine, a tender. And the museum didn’t have another “ROCKET” that day. As soon as the year was revealed to us, another locomotive was at that time in orenda, and near distant Japan. On my part, I explained that in this way this new and efficient machine recovers the sums that were spent on it for the creation of old chairs with the old technologies. And what's the best thing - the amount spent on two million British pounds sterling has already been paid off, and now this replica is simply earning money for the museum's participation in cinemas, advertisements, and just a permanent rental this way or another way.

Standing right there in the museum is the famous "MALARD" - a steam locomotive of type 2-3-1, the pride of England, world record holder. Let's remember that, having set their famous record for speed, and then, in 1995, the British began to save money for the creation of their upcoming clone, leaving the harsh English safety rules to protect the It’s time to operate a steam locomotive with passenger trains. When the “ROCKET” was created in front of my eyes, I was still thinking that maybe this one on the right would be on the shoulder of the English fans, only they would have to scrape together more pounds. That's how it happened. Seventeen rocks gathered together, stayed and now ride around in England! And immediately a girkota appeared - well, what about us who are hotter?

The majestic and by no means poor Russia has anyone with the same strength? Is it really impossible to create anything from what has already been lost? “ES-ka”, “Borka”, “Ka-shka”, “Pike” and “Isak” are not useful or needed by anyone? Why weren’t these locomotives the pride of the country, the design idea, the pride of the steam locomotive industry and simply the whole era? What are the drawings? Bajanya? Cuteness? What is the significance of this project? Can we find some pride in our country, our state, our transport? What other words and proofs are needed?

Why don’t we get the steam locomotive of series IV (“Kievsky” 578th no longer taken care of)? Our locomotive will be larger in size, and thicker than the English one, but no less hot. There is no need to set records, but in the endless expanses of Mother Russia we can still beat forty to fifty years! So the inhabitants and future generations will marvel. With a finger on the back, it’s important to turn the legs, otherwise it’s wiser to respect the entire Russian amateurish movement. Even the whole world has been engaged in the creation of various replicas for a long time: cars, ships, airplanes are created. The axis and the locomotives can see the hour has set.

Now let’s think about the folding parts in this world.

Persha is technical. The seat albums of the IC series locomotive were preserved, which is a problem. If necessary, the required factory chairs, which include the manufacturing technology of these and other parts, tolerances and fit of parts that are obtained, allowances for casting, mechanical processing, etc. How to create such folding parts as: boiler, steam cylinders, crew frame, steam wheels, drive shafts? The English long ago followed this path when the boiler was in operation, when all riveted parts were replaced with welded ones. I would like to believe that with current boiler technologies, we do not need riveting seams when moving from the front sheet to the arches of the firebox casing or from the gripping sheet to the cylindrical part, but instead of welding the riveting seam on the firebox frame - It’s unlikely that you need to put both linguistically. Although the riveting technology has not yet been adopted, the same firebox frame from below was previously covered with an additional welded seam. And the front rivets of the locomotive were already replaced with jam. Size the cauldron? So, not a small wine, about 30 tons per load, but at the Taganroz plant “Chervony Kotelnik” I was able to personally test boilers five times more than ІСівский. Boiler steel? That one will immediately stand near the boiler! Therefore, if it was necessary to produce new front panels for our Su-250-64 at the same plant, the boiler sheet of the required assortment was simply washed in the factory metal warehouse. Zv'yazkove zalizo? It is still released for processing by metallurgists. Fire, smoke, element, boiling pipes? Anyone who has been involved in the repair of locomotives in our time knows that the nomenclature of our pipe factories is doing very well! Thus, the production of stamps for the steam chamber, the grip and front sheets, the production of new steam superheater boxes and steam disassembling columns require a high level of technological equipment, but none of them seem to be useless! That’s why our prominent scientist, design engineer and creator of Radian space technology, Sergey Pavlovich Korolov, said: “There are no intangible technical problems. There is as much difference between the importance of the debt and the importance of finance.”

The folding shape of the part and the steam cylinders is not a problem for a competent brewer. The steel weighs three tons, with no internal passages, without any form of complexity. Rotating for cylinder liners and for the diaphragm box - at any well-equipped machine plant there are horizontal boring benches, for which this task can be done.

The bar frame, or more precisely, its head sheets (without rear shanks) with a length of 11.5 meters and a length of 140 mm - similar dimensions for all rolling mills. Mechanical processing of all of these revisions is not a technically inseparable problem. For the production of cast buffer beams, tie boxes, parallel frames, rotating axle devices, axle box housings, axle strings, suspension spring elements, I think, we have not paid much attention to the simplicity of their preparation, in due course and the foldability of the frame itself.

The wheel centers of the main axles, of course, need to be manufactured anew, as there are no spare IC ramps stored anywhere. Moreover, it should be noted that while the 1st, 2nd and 4th axes have the same left and right centers, the 3rd axes have different shapes. But here now, there is not such a strong difference between one model and one more than two. And it’s better to prepare a solid center – the shape is simpler and the look is more aesthetic. Golovne - bandages. At one time, as a mechanic in the wheel shop of the Rostov Electric Locomotive Repair Plant, the author of several series came across this problem. So, for our factories and at the same time not food, the rest of their possession is allowed to roll out a bandage of almost any diameter. There is less nutrition in terms of such preparation and the number of preparations of bandages - the more of them you wash, the lower the quality of preparation of the skin. And old induction frame heaters make it possible to heat the bandage before attaching it to a wheel center of any diameter. As a result of this, there is no waste from factories - upgrading the gas heating to a diameter of 1850 mm - on the right of technology. These instructions allow for the formation of wheel pairs using this technology. The pressing of the crank pins does not create any folds, and to press the IS wheel center to its entirety, a minor reworking of the press is required, as well as a seaming press for pressing the retaining ring of the bandage.

As you can see, the world’s oldest steam locomotive is preserved in Austria. The impulses were born back in 1825, but that same mechanism lost its frame. Everything has been changed for a long time and has been changed many times: the boiler, the steam wheels, the cylinders, and the tender, not to mention the driver’s box. Alec, prote, allows the Austrians to write about their great-great-great-great-grandfather, as much as they would like one more locomotive detail. The created IS can also use original or unified spare parts with other series of locomotives.

For example, the leader was gone. The steam locomotive of the ІС series has a stench of 4 meters. It’s great that this very important detail in a number of two pieces has now been preserved in one of the storage bases of the Sverdlovsk Salvage Plant! Of course, it will be necessary to carry out magnetic and ultrasonic flaw detection, otherwise the operation can be carried out more easily by preparing new ones from chromium-nickel steel. There will be no great damage to the reliability and stagnation of the butterfly firebox doors, RS-11 injectors, elements of locomotive fittings, cylinder blower valves, a reverse servomotor, a steam-powered compound pump of the Rudenko system, ators TG-1 and elements of steam and electrical installation. -thous types of pre-oilers. Ale nagolovne – a six-weight tender. Fortunately, on the same Sverdlovsk climb. za urakhuvannyam stock of the large locomotive depot Kungur at the station. Shumkovo was saved from two ІС20-170+ІС20-471, in the water tanks of some remaining rocks 40 axles are saved for the axleboxes of the base locomotives. Oce conservation! Tanks of tenders at the main station, in one of them there was stored a steam engine stoker with a screw at the primary core, a galvanic transmission of the important part in the assembly. Thus, in order to renew the operation of the tender wheel, it is necessary to undergo factory repair for about an hour, since after the moment of installing the bandages on the wheel center, all possible conditions have long passed, but this is not a problem with the diameter and bandages 900 mm. Refilling axle bearings with a new one is also not difficult. Washing and steaming the insides of a water tank can be done using chemicals, which requires opening the necessary openings in the shabby walls of the coal bunker from further welding. The axle turns out that half of the locomotive (in its geometric dimensions) will be what will be called “the same and correct IV”! You will only have to come up with a new inventory number, since it is no longer possible to give any more money, and the tender will be deprived of this information for historical justice. Based on the history of the life of these locomotives, it can be seen that there is an IS20-650 plus a tender, for example the IS20-471!

It is unknown to us why the British were convinced of the possibility of stagnating their created “TORNADO” as a similar spare tender to the “FLYING SCOTCHMAN”. Perhaps they really wanted everything completely new, including the tender, although the price of the entire project had risen. Here we come to the most important new nutritional update of our dear IS.

It is understood that it will be possible to assemble a new locomotive only at one of our locomotive factories from a boiler produced at a specialized boiler production plant. It is also understood that the money required for the development of all design and machine-building robots, the running-in and testing of a newly-excited locomotive is minimal. Our local department of VAT "Russian Railways" will occupy this difficult period for the region not with steam, but also with legendary replicas. Money for this project will be needed from outside parties, although it won’t be possible without “RZh-shnoya” help, as long as we try and operate the new steam locomotive on the roads of “RZD”. In any case, the English way of obtaining stagnation is as good as for me, and before us. Firstly, the creation of a huge association of a type of non-commercial partnership (non-commercial partnership) with the very reasonable name “STEAM LOGO IS20-650” with its explicit statute and structured structure, the creation of a site with such names (I think Mr. D.Zinov’ev is not It is also possible to formulate a joint account where all activities, financial contributions and expenses of the partnership are regularly reported. About the forms and ways to possibly make money for this project: be it bonds, positions, lotteries, donations, sponsorship assistance, etc., types of advertising activities, the partnership is housed at its own expense and keeps this information confidential.

I wouldn’t want anyone who reads this article to feel like it’s all so simple, because the author can’t be surprised at all the problems through his eyes. The scope of necessary work and the range of parts required by the engine are simply striking when you look at the details of a chairlift locomotive. I just need one thing - to take hold of your right hand, not to sniffle or bleed, but to believe in success. And now our thoughts are focused on the fact that on the right this is not a Swede, that not in 2010 will there be any laying on any boiler plant, and not in 2012 will the first running-in of the locomotive take place.

The achievements of the successful implementation of this project include the Road Museum of the History of the Pivnichno-Caucasian Mountain. It’s not less that our road was at one time “IS-Ivskaya”, the fragments of steam locomotives of this series served the passenger train on their main route from Mineralnye Vody to Gliboka and further on to Voronizh - Moscow. In due course, the museum’s spivorotniks and Rostov amateurs were robbed of the carnage and preserved on the museum Maidan at the station. Gnilivska two tenders ІС20-286+ІС20-320. Due to their low technical level, the stinks cannot be used in further operation, although they have a number of parts that can be used to create a new IS steam locomotive.

Not far from the Kiev main station there is a steam locomotive on a high pedestal with the inscription “SRSR” and the number FDP 20-578. Ale is true - one in the world of savings "Josip Stalin" (IV), a Swedish passenger steam locomotive, the front-line flagship of the Radyansky Union, which drove the "Chervona Strila" to Leningrad and the Swedish courier trains to Crimea and the Caucasus. ІС was exhibited in 1938 in Paris, on a worldwide exhibition, and then in the cities. And the FDP is renamed by Khrushchev at the end of the 50s.
This is how the share was disposed of as a result - out of 600 of the excess issued “IS”, the entire amount was saved in Kiev. There is nothing else anywhere. Approximately half of them “burned out” in the powerless and intensive work of transporting military trains in 1941–1942. on the Trans-Siberian, and those that were lost were mercilessly cut to metal in the 1960s. It's a pity, but it's a fact.
It’s not surprising that the Kiev IS is in my plans as an obligatory object for inspection and renting.

You can find the Kiev “IS” by going to the main station Kiev-Pasazhyrsky along the critical passage above the roads there, where it appears that a new railway station was created at the beginning of the 2000s, and then walking along the road with the left hand.
He can be seen in the distance.

Let's come closer.
It is installed on a high pedestal and is located behind a fence.

View from the front.

Side projection of the baby.

Side view (locomotive without tender).

Cabin and number.

This is a view of the locomotive from above, with a tender (it’s six-wheeled, as you know).

I have ordered the entrance to the Kiev locomotive depot to be located.

And now - a few historical photos of the steam locomotive ІС in its original, pre-Khrushchev appearance (all photographs, in addition to “Chervonoya Strili”, from the collection of Ivan Andreev).

IS 20-08 at the depot.

The first, experimental, copy of the steam locomotive ІС 20-1, produced by the Kolomna plant in 1932 (in 1935 production was transferred to the Lugansk/Voroshilovgrad plant). For locomotives without a fairing, the structural speed became 115 km/year.

IV steam locomotives, “clad” in an aerodynamic winder, developed a speed of up to 155 km/year.

Another photo from the depot (IS left-handed).

IS 20-16 by train (air line Moscow - Leningrad).

Another photo from the point of taking a little bit lower.

Before the war (1937-1941) they served mainly Swedish lines: Moscow - Leningrad, Moscow - Minsk - western cordon, Moscow - Kiev, Moscow - Kharkov - Sinelnikovo - Simferopol, kva – Rostov-on-Don - Armavir - Minvodi, Kiev - Odessa, Moscow - Kirov - Perm. In addition, the IS led and “Chervona Strila” (div. in the photo of the Moscow train station in Leningrad, 1938).

After the start of the Great Patriotic War, the share of the IC-s did not turn out very well: perhaps all the locomotives of this series were transferred to the depot, mainly to the Krasnoyarsk and Skhidno-Sibirskaya zaznitsa, where they took their share from the Trans-Siberian Railway Russian military transports, which were small in the other half of 1941 and on the cob of the 1942 overstress character. The fragments of the IC were initially insured with good quality, for maintenance in the depot with a high level of technology and precisely in compliance with the regulations and vantage, it is not surprising that for the re-run of an even harsh military and the exploitation of many people has become irreplaceable. Still, this is not a steam locomotive for a peaceful hour, but not for a military one. And no less, with their work they helped to get through until entry into 1943. American Lend-Lease Ea ta Em, not renewing the production of locomotives - the efforts of the factories at that time were greatly required for the production of locomotives.

Still, most of the IS-s survived the war and then drove trains at wartime hours.
The axle is narrower than the IS sign, which drives the train with all-metal cars (early 50s).

And another rare photo: two “IS” vehicles on tracks and two IS vehicles in front of them.

In the 1960s, all ICs were cut into metal.
It is not entirely clear to me how and why the current “Josip Stalin” is gaining ground in Kiev.
It seems that what Petro Krivonis, Hero of Socialist Pratsi, has achieved, or why not, I don’t know.

There will be more.

The performance of steam locomotives of the 2-4-0 type M series is unsatisfactory, and the need for passenger locomotives with a large number of components, however, the steam locomotives of the Su series became the basis for the design of a passenger steam locomotive of the 1-4-1 type ("Mika up"). The technical design of such a steam locomotive was built in 1929. at the Kolomensky plant; The area of ​​the grate grates for the designed steam locomotive was assumed to be 6 m 2; the diameter of the rolling wheels was 1700 mm. However, there is a connection with this, which is due to the design of a conventional steam locomotive of the type 1-5-1 series FD from 1931 r. The design of the larger, lower steam locomotive of type 1-4-1, locomotive, and further work from the steam locomotive of type 1-4-1 was attached.
When the project of a new passenger steam locomotive (factory designation 2P) was developed, the following considerations were given: the thrust of the wheeled steam locomotive on the racks is no more than 20 t, the traction force is 50% greater, lower for a steam locomotive type 1-3-1 series Su, the maximum possible liwa quantity interchangeable parts from the FD series locomotive. In order for the new passenger locomotive to have the same high speed as the Su series locomotive, the diameter of the wheels will be equal to 1850 mm, the same as for the Su series locomotive. The heavy-duty and fast-moving passenger locomotive is an important part of the reconstruction of the locomotive fleet. It was even more important to select a steam locomotive that runs fast and now in Volodya with great traction power, since such a locomotive is however suitable for servicing mail-passenger and Swedish trains.
Previous developments have shown that the new passenger locomotive will require seven axles, which are different, so the type may be 2-4-1 or 1-4-2. The authors of the project chose the 1-4-2 type, then the NKPS Traction Control chose the 2-4-1 type. Designs and preliminary design confirmed the possibility of stagnation on the new locomotive of the cylinders and boiler of the FD series locomotive (vivaporous heating surface 295.2 m2, steam superheater heating area 148.4 m2, grate area their grate is 7.04 m 2, the pressure is 15 kg 2 diameter cylinders 670 mm, piston stroke 770 mm) only with axle formula 1-4-2. The robotic design of the steam locomotive began in 1932. and was carried out by the Central Locomotive Design Bureau of the People's Commissariat of Important Industry (engineers K. N. Sushkin, L. S. Lebedyansky, A. V. Slomyansky and others). The designers also decided to select axle boxes, axles and low other parts of the FD series steam locomotive for the new locomotive. Until now, in modern railways, the unification of parts (small width, lower control, boiler, cylinders) existed only on freight locomotives type 1-4-0 series Sh and passenger locomotives type 2-3-0 series G Vladikavkazko This is the Chinese-Skhidnaya corridor of roads.
4th anniversary 1932 r. The Kolomna Machine Building Plant produced the first passenger steam locomotive of type 1-4-2, which was assigned the IS series (Joseph Stalin) at the request of the workers and employees of the Kolomna Machine Building Plant. Like the FD locomotive, after the letter designation of the series there were numbers 20-1, where the numbers 20 indicated the importance of the wheel pair on the slats. On the 5th of leaf fall, 1932, the first running-in of this locomotive took place, and on the 7th of leaf fall, on the XV day of the Great Summer Socialist Revolution, the new locomotive arrived in Moscow.
20 breast 1932 r. another steam locomotive IS20-2, built in 1933, was assembled at the Kolomna Machine Building Plant; This steam locomotive is a six-wing tender of a steam locomotive of the FD series.
In kvitna - breast 1933 r. The ІС20-1 steam locomotive was tested on Pivdeniya, Katerininskiy and Zhovtnevyy zaliznytsia. For an hour, the locomotive was tested, developing tension to 3200 horsepower. s, and for primary operating minds - 2500 l. s, i.e., there was more pressure on the steam locomotive of the Su series.
The mechanized (stoker) burning of the locomotive significantly eased the work of the locomotive crew and allowed the boiler to be pressurized to 80 kgf/(m 2 /year) versus 45 - 50 kgf/(m 2 /year) in other locomotives.
On the steam locomotives of the ІС series, the following are installed: a five-valve regulator, discharge from the boiler and reinstallations behind the steam superheater, a four-piston cone with a separate exhaust, steel cast cylinders with cast iron bushings, large-flat parallels, static The original system was a spring suspension with upper extensions. mechanism and a number of other structures also used on FD series locomotives. Regardless of the wheel formula similar to the FD series locomotive, the suspension design of the IS series steam locomotive completely repeated the design of the FD series locomotive. The front frame is of the Kraus-Helmholtz type, the rear frame is of the Bissell type. In addition to the steam locomotives of the Su Persha series, there is a large number of rounded lower carriers, and there are also a small number of components and parts of the FD series locomotives (the rotating device, the viscosity of the sectors that spiral on the straight line, the axle, and from the outside side of the frame, etc.). The design of both carriages provided three-point suspension. The locomotives were equipped with galvanized cylinders with a diameter of 13" (330 mm), Westinghouse driver valves and tandem steam pumps; the remaining ones from locomotive No. 3 were replaced with cross-compound pumps.

Series IV locomotives have a working mass of 133 tons and a final mass of 80.7 tons; The structural speed for them was set at 100 km/year, and then further increased to 115 km/year.

Born in 1934 - 1935 The Kolomna Machine Building Plant produced several IV series locomotives, after which, having stopped their production, some of the workshop equipment did not allow the plant to independently produce similar locomotives and it was necessary to enter into cooperation with other factories (Zokrema, Izhorsky). The high operational efficiency of the IS series locomotives allowed the station to accept these locomotives as the main type of passenger fleet of the Radyansky Union, which is being updated. Following the decisions of the 17th CPRS, series IV steam locomotives until the end of the next five years became the main unit of the passenger fleet.

Born in 1936 steam locomotives of the ІС series (from No. 8) began production at the Voroshilovgrad Steam Locomotive Plant, and all with six-lift tenders of type 6P (Fig. 6.19). Aligned with the tender of the FD series steam locomotive, this tender has an increase of 5 m3 in the volume of the water tank (49 m3) and a change in wheel diameter from 1050 to 900 mm. The shift of the wheel pairs to the racks with a one-hour change in the diameter of the wheels led in the winter to the peeling of the surface of the wheel, which required the preliminary grinding of the wheels.

Born in 1937 The Voroshilovgrad plant produced the first completed steam locomotive ІС20-16 with disc wheels (Fig. 6.20), which, when tested, developed a speed of 155 km/year. Starting from the ІС20-25 steam locomotive, instead of the coal feeder type TsLPB-1, the carbon feeder system of engineer Rachkov was installed.

Starting from the steam locomotive ІС20-269, the centers of the collapsed wheels began to operate as disc wheels instead of spokes (div. Fig. 6.19), when open-type lashings were introduced and buffer beams were strengthened, losing only the vibrations of the transfer mechanism (bu (manual drive is disabled). Born in 1940 The plant produced steam locomotives with boilers, in which the later seams and fastenings of the front frame and joints were welded. Born in 1941 The Voroshilovgrad Steam Locomotive Plant produced 10 locomotives of the IS series with welded boilers, welded joints and wide-pipe steam superheaters of the L40 type, replacing the friction-tube ones of the "Elesko" type, which had previously been stagnated. These locomotives at the time of release began to be designated not IS20, but IS21... i.e., with the same numbers as in the FD series locomotives with wide-pipe superheaters. For locomotives of the IS21 series, the heating surface of the steam superheater became 248 m2, and the heating surface of the steam superheater was 119 m2. On seven of the designated locomotives, the suspension spring system was also changed: more soft springs were installed with a sheet width of 100 mm, replacing the sheets that had previously been installed with a width of 133 mm, and the prisms were replaced Used with rollers (from the IS21-642 steam locomotive). Starting from the steam locomotive ІС20-576, the replacement of rare oil in the axleboxes of the 2nd, 3rd and 4th wheel pairs began to become hard.

Rick release	Number of produced IC series locomotives
In total, in 1932-1942, 649 steam locomotives of the ІС series were produced, table. When repairing the IS series locomotives at the factories, the hard spool valves were replaced with standard spool valves of the Trofimov system. The first steam locomotives of the ІС series initially worked on the Moscow section of Zhovtnevoya Zaliznitsa, serving passenger hauls, including the Moscow-Leningrad "Chervona Strila" express between the Moscow and Bologe stations. In mid-1935 They were transferred to the Moscow-Pasazhirska depot Moskovsko-Kurskaya zaliznitsa, and in 1936 Some of the locomotives were sent to the Kharkiv Pivdennaya Zaliznytsia depot. Directly Moscow - Kursk - Kharkov - Sinelnikov became the first, on which distant passenger lines began to be served by steam locomotives of the ІС series instead of the locomotives of the Su series, which were previously operated. Then the IS series locomotives replaced the Su series locomotives in distant passenger Russia on the routes Kharkov - Mineralnye Vody, Moscow - Smolensk - Minsk, Moscow - Namisto - Valuyki, Michurinsk - Rostov-on-Don and on the other plots. During the pre-war period, series IV locomotives operated on the roads named after them. F. E. Dzerzhinsky, South Donetsk, im. Voroshilova, Zakhidyu, Stalinsko, Pibrino-Skhidyu, Moscow-Donbasko, Pivnish-Donetsko, Moscow-Kyvsko, Pivno-Zakhidne, and Pislya 1939 p. - in Kalininsky, Leningradsky, Penza, Odessky, Pivdenno-Uralsky, im. V. V. Kuibisheva, Kazanskaya, Permskaya, im. L. M. Kaganovich, Omsk and Tomsk plantations. During the Great Patriotic War, steam locomotives of this series were stationed in similar areas of the region, serving, near the Krasnoyarsk and Skhidno-Siberian roads. During the war, the operation of IC series locomotives was frequently renewed in the area that was in the war zone during the war. Not all of the updated lines were attached to the operation of these locomotives. Steam locomotives of the ІС series drove drafts only on the downstream, downstream, and downstream lines. During the period of massive transfer of lines to electric and diesel traction, ІС series locomotives were recently used on the Gorky (Kirov depot) and Pridniprovsky (Melitopol, Sinelnikov depot) roads. The last days of their work (since 1962) the locomotives were called the FDP series, which meant the passenger version of the FD series locomotive. Most of the locomotives of the FDP series entered service in 1966 - 1972.