Kyiv "Joseph Stalin" near the station. IS (Joseph Stalin) - passenger steam locomotive IS Russian steam locomotive

For that time it was a very advanced car, both technically and aesthetically. Its elongated cylindrical body with a wide short pipe. it really gave the impression of swiftness, power, and evoked in people a feeling of admiration that, say, a modern passenger airliner evokes today.

Artists loved to draw the locomotive; it appeared on many postcards and stamps of the 30s and 40s. The powerful courier locomotive faithfully served people during the harsh years of the Great Patriotic War: it rushed passenger ambulances, military trains, and ambulance trains weighing a good thousand tons strictly on schedule.

The design of this mainline passenger steam locomotive and a freight locomotive of type 1-5-1 of the FD series began simultaneously. The designers were faced with a difficult task: they needed to create a locomotive that would dramatically increase passenger transportation. What was needed was a steam locomotive capable of developing traction at least 1.5 times greater than the C U, equally suitable for driving postal and passenger, fast and courier trains.

The maximum load (20 tons) from the wheelset on the rails and other parameters suggested that it would be advisable to make the weight of the new passenger locomotive equal to the weight of the freight FD, and this, in turn, led to the equality of the axles - 7.

However, passenger trains are lighter than freight trains and run at higher speeds. Therefore, the number of driving axles of the new locomotive could be taken to be smaller than that of the FD freight locomotive, but the driving wheels should have a larger diameter. It was adopted, like the steam locomotive of the C U series, 1850 mm. Of the two options for axle formulas 2-4-1 and 1-4-2, the designers preferred the second. In this case, it was more convenient for them to position the boiler. It was placed above the crew section.

In February 1932, K. Sushkin, L. Lebedyansky, A. Slominsky and other designers of the Central Locomotive Design Bureau began developing working drawings, and on November 5 - just six months later - the Kolomna Machine-Building Plant produced the first steam locomotive of type 1-4-2. On November 5, 1932, the new locomotive was tested, and on November 7 it arrived in Moscow. From June 8 to September 19, 1933, the locomotive underwent testing, during which it developed power of up to 3,200 hp. With. Under normal operating conditions, it operated at 2,500 hp. s., which is twice as much as that of the C U series locomotive.

The locomotive's power was increased because the designers used the same boiler as a freight locomotive and introduced some technical improvements. For example, mechanized heating not only greatly facilitated the work of the locomotive crew, but also made it possible to almost double the boiler boost (the amount of steam removed from 1 m 2 of the boiler heating surface per hour) and bring it to 80 kg/m 2 hour versus 40-50 kg /m 2 hour for steam locomotives with manual heating.

To observe the combustion process, it was necessary to quickly open and close the firebox doors. This was done using a special machine using compressed air. As soon as the driver’s assistant lightly pressed the pedal, the firebox doors instantly opened. The spool chamber is of considerable size - in the C U series steam locomotive this principle has already been applied - and the straightened steam inlet pipes served as a kind of steam accumulators, which reduced losses when steam was admitted into the cylinders of the machine. To facilitate the release of exhaust steam, the spool rod was made in the form of a hollow pipe. As a result, the exhaust steam exited each half of the cylinder through both the front and rear exhaust ports.

To better navigate the curves of the railway track, the runner and the first moving axles were rigidly connected to each other and formed, as it were, a biaxial cart. The designers also took into account the thermal elongation of the boiler. The booth was not mounted on the frame of the locomotive, but attached to the boiler. Thus, when the boiler lengthened during heating, it moved along with the firebox, which later began to be used on other locomotives.

During 1934-1935, the Kolomna Machine-Building Plant manufactured 5 steam locomotives of the FD series. In 1936-1941, they drove the “Red Arrow” between Moscow and Leningrad, serving such busy passenger routes as Moscow - Mineralnye Vody, Moscow - Minsk and others, replacing locomotives of the S U, S, L series. By the end of the second Five-Year Plan, steam locomotives of this series became the main ones in the country's passenger locomotive fleet.

Passenger locomotive FD p (IS) series

Based on materials from the magazine Tekhnika Molodezhi

You will laugh, but we had a lot and still have a lot. Since I try to do everything in detail, I will come from afar. Let me remind you once again that in Sapsan we have a train capable of traveling at a speed of 250 km/h. Is this a lot for the 21st century? And what Russia had in the past.

You may laugh, but I'll start with the steam locomotive.

• Shilovsky's gyroscopic train
• Steam locomotive IS 20 -16- 155km/h
• Steam locomotive 2-3-2V – 175 km/h
• TEP80 – 160-271km/h
• EP200 – 200 km/h
• ER200 – 200 km/h
• ChS200 – 200 km/h
• Sokol – 250-350 km/h
• TP-05 magnetic suspension (maglev) – 200-400 km/h
• STU – Unitsky String Transport – 200-400 km/h
• Sapsan – 250 km/h
  

So, let's look at everything in order. I kindly ask you to look carefully at each sample, as this is all very important.

Shilovsky's gyroscopic train. 150 km/h

We only managed to complete the project and lay the monorail

The train was to consist of two articulated cars, a motor and a passenger, with 400 streamlined seats, powered by two 240 hp engines. with power transmission. The speed was supposed to reach 150 km/h.
In four months, 12 kilometers of monorail track were built (from Detskoe Selo to Srednyaya Rogatka), and rolling stock was ordered for enterprises in St. Petersburg. However, in May 1922, funding for the project was stopped.

Of course, the single-rail project looks interesting; at the time of the twenties, its economic rationale was captivating - less cast iron for rails, less wood for sleepers, simpler switches... and so on. That is, it was possible to calculate the direct effect, but there were also issues that were only planned to be resolved. Neither security nor infrastructure issues were identified in any way.

From documents. One of the proposed options for rolling stock with 400 seats

In fact, there was a project and an engineer, and there was a proven technology. Back in 1922, we could have gotten high-speed single-rail transport. By the way, the experimental site began to be built under Emperor Nicholas II, and continued under the Bolsheviks after the revolution.

Steam locomotive IS 20 -16- 155km/h (Joseph Stalin)

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

Steam locomotive IS (Joseph Stalin, since 1962 - FDp - passenger version of FD; factory designation - 2P, - 2nd type of steam locomotive; nicknames - ISka, ISak) - Soviet mainline passenger steam locomotive of type 1-4-2. At the time of its creation, it was the most powerful passenger locomotive in Europe. Winner of the Grand Prix at the Paris World Exhibition (1937).

Before the war (1937-1941), ISs served mainly fast, high-speed lines: Moscow - Leningrad, Moscow - Minsk - western border, Moscow - Kyiv, Moscow - Kharkov - Sinelnikovo - Simferopol, Moscow - Rostov-on-Don - Armavir - Minvody, Kyiv - Odessa, Moscow - Kirov - Perm. The ISs also drove the Red Arrow.

Back in the early 1930s, NIIZhT, together with the Moscow Aviation Institute, conducted comprehensive tests of the model locomotive in a wind tunnel, during which it turned out that at speeds above 100 km/h, the use of a streamlined casing, due to the reduction in air resistance, can provide a power gain of 200-250 hp. Tests of this locomotive also confirmed a significant reduction in the harmful drag of the locomotive at high speeds, thanks to which the IS20-16 was able to accelerate up to a speed of 155 km/h.

IC without fairing - casing

After the “decline” of steam locomotive traction, domestic two-section diesel locomotives TE-7 drove passenger trains on the same line at speeds of up to 140 km/h. Then they were replaced by TEP-60 diesel locomotives, capable of reaching speeds even higher - up to 160 km/h.
Then, in the mid-1960s, daytime Aurora express trains went to Leningrad and Moscow with a maximum and route speed of 160/130.4 km/h! European express trains had the same speed parameters at that time. In France - "Mistral" (160/131 km/h), in Italy - "Arrow of Vesuvius" (160/120 km/h).

IS 20-16

That is, in 1960 we did not need to buy equipment from outside - our own scientific thought worked perfectly.

Steam locomotive 2-3-2V – 175 km/h

Steam locomotive 2-3-2B before start

Steam locomotive 2-3-2В (type 2-3-2 Voroshilovgrad plant; serial number - No. 6998) - an experimental Soviet high-speed steam locomotive type 2-3-2, designed and built in 1938 at the Voroshilovgrad locomotive plant under the leadership of engineer D.V. . Lvov. Intended for driving courier trains. This locomotive did not receive a series designation; 2-3-2B is its main designation in the literature, including reference books on the locomotive fleet.

Diesel locomotive TEP80 – 160-271Km/h

TEP80 – fairly plucked, but not defeated. Even after 17 years, it holds the palm in terms of speed among diesel locomotives - 271 km/h and is still the fastest in the World.

The TEP80-002 locomotive is considered the world record holder for speed among diesel locomotives. The record is 271 km/h(1993), which can be read on the body of a diesel locomotive currently located in the Museum of Railway Transport at the former Warsaw Station
St. Petersburg. The second locomotive, also with a commemorative inscription, is located in the Novosibirsk Museum of Railway Equipment. The record was set by driver Alexander Vasilyevich Mankevich on October 5, 1993, but is not included in the Guinness Book of Records and is considered to be declared by the manufacturer.

Electric locomotive EP200 – 200km/h

Handsome EP200. It never went into series. It turned out that Russian Railways does not need a high-speed electric locomotive.

Another experimental model of the Kolomna depot, which never went into production. Electric locomotive EP200 (Passenger Electric Locomotive, design speed 200 km/h) is an experimental high-speed AC electric locomotive, produced in 1997 by the Kolomna Plant in two copies. It was developed with the participation of OJSC "VelNII" and underwent structural tests at its test site.

Electric locomotives were tested for a long time on the experimental ring in Shcherbinka. At the beginning of August 2002, both electric locomotives were spotted on the Shcherbinka ring. According to available information, the electric locomotives were returned to eliminate deficiencies and for further testing. In 2004, the EP200-0001 electric locomotive was transferred for permanent operation to the Vyazma depot
Moscow Railway, but soon it was returned to the Kolomensky Plant, where it stood until 2009.

Based on test results, it was decommissioned in 2009.

The wording of the write-off is simply amazing: “Russian Railways does not need electric locomotives of this type.”

In 2009 it was transferred to the Museum of Railway Technology at the Riga Station.

Two brothers in misfortune: TEP80 and EP200. Both are not needed by Russian Railways

It should be noted that the EP200 had a number of shortcomings that needed to be addressed. It's funny to say, it didn't have microprocessor control, nor did it have software to control it. I don’t think that these are significant problems for a country where 1/3 IT companies work outsourced, developing software to the West. And microelectronics is not a problem now - in China-Taiwan, anything can be assembled according to drawings.

The only problem is the reluctance of the Russian Railways management to spend money on promising domestic developments.

The year 1937 became a landmark year for Paris due to the World Exhibition taking place there. "Iska" (the affectionate name for the passenger locomotive "Joseph Stalin") received the Grand Prix on it.

At that time it was Europe. It remained so in the history of Soviet steam locomotive building.

Ahead of time

The IS steam locomotive was a passenger modification of the already existing freight steam locomotive "Felix Dzerzhinsky", produced from 1931 to 1941 at the Lugansk Locomotive Plant. It was created due to the increased volume of trade turnover - industrialization was underway in the country. The IS steam locomotive was a 1-4-2 type. What does it mean? It had 4 moving axles in one rigid frame, one running and 2 supporting. The IS20-241 model was presented at the World Exhibition. The opinion was unanimous - this locomotive was ahead of its time.

A completely new locomotive

By the time the production of this technological miracle began, powerful locomotives for passenger transportation had already been created in the USA - “Mountain”, “Hudson” and “Locovanna”. The North American freight carrier Berkchir had the same axial formula as the IS.

But in some respects it was fundamentally different from the Soviet steam locomotive, designed for heavy postal and passenger transportation over long distances, moving at low speed on heavy “2a” type rails.

Prerequisites

The IS locomotive did not appear out of nowhere. Soviet steam locomotive construction began to actively develop in the 20s of the last century. Taking into account all the accumulated experience, the Mikado steam locomotive project was created at the Kolomensky Plant in 1929. But the project was not implemented, and in 1931 they began to create a more powerful locomotive. One of the main requirements was maximum interchangeability of parts with steam engines of the Felix Dzerzhinsky series. In addition, the IS steam locomotive had to have a traction force that was 50% higher than that of the SU type steam locomotive, or “Sormovo reinforced” (“Sushka”), produced since 1924.

Plans exceeded

In February, the sketch was submitted to the Central Locomotive Bureau for detailed design, and in April the calculations were completed.

The assigned tasks were exceeded - the designers managed to make not only the cylinder, boiler, axleboxes, axles and other parts interchangeable with the FD, they made it possible to use its spring suspension scheme (a system for adjusting body vibrations). In April, the developments go from the design bureau to the locomotive-building plant in Kolomna, which, with the participation of the Izhora enterprise, produces the first steam locomotive in early October 1932.

More than impressive performance

By the end of December of the same year, the second locomotive was assembled. Throughout 1933, this model was tested on three railways - Southern, Ekaterininskaya and Oktyabrskaya. The average power that the locomotive showed was 2500 hp, and once on an 8% climb on the Moscow-Bologoye section it reached 3400 hp. The average figure was more than twice (planned to be only 50%) the capacity of "Drying". The boiler boost was also the largest in Europe (80 kgf/m².h), exceeding even the “FD” indicator (65 kgf/m².h).

Put it on stream

At the next party congress, held in 1934, an important decision was made - steam locomotives of the IS series ("Joseph Stalin") in the next, second five-year plan should become the main ones in the country's railway passenger fleet.

But it did not have the capacity to launch such locomotives into mass flow. By the end of 1935, only six of them were produced. However, the new workshops of the Voroshilov Machine-Building Plant, built in 1927-1931, could begin producing locomotives with block cylinders and block frames.

Even better, even more beautiful

In 1936 alone, 3 locomotives were produced. Some details were improved compared to the Kolomna steam engines, for example, these machines had a 6-axle tender instead of the 4-axle that existed in the previous six. The water tender became safer and had a more elongated shape, which improved the appearance of the locomotive itself and the entire train. And already in 1937, the plant, having switched to large-scale production, produced 105 locomotives. The largest number, 174, were produced in 1940; before the start of the war in 1941, another 81 locomotives were produced. The last steam engine of this series was completed in Ulan-Ude in 1942. A total of 649 units of Joseph Stalin steam locomotives were produced.

Experimental model

In 1937, the IS 20 16 steam locomotive was created as an experiment. The model had a streamlined shape. You look at this locomotive and agree with people asking why, having made such perfect machines back in 1937, the country is now buying similar ones abroad? Moreover, back in 1930, comprehensive tests of a steam locomotive in a streamlined casing were carried out in a wind tunnel. As a result, it turned out that thanks to the shape, you can gain 200-250 hp in power, and the speed also increased. A locomotive of this shape with disc wheels could reach speeds of up to 160 km/h, which was an undisputed record at that time. Outwardly, he was very, very aesthetic.

The cabin of the locomotive was at the end. The tender itself is four-axle, on two bogies. The IS locomotive was equipped with a Westinghouse brake. It can be added that the boiler had a wide firebox, which was located above the frame and had an American-style radial ceiling and combustion chamber. A miracle of Soviet technical thought was the IS 20 16 steam locomotive, whose technical characteristics were so perfect that they did not correspond to the roads. Trains driven by such locomotives were called courier trains in Soviet times. Detailed technical specifications, understandable to specialists, are widely available.

Some data

It can only be noted that the Joseph Stalin locomotive had seven axles. Of these, four were leading. As noted above, it differed from the FD steam locomotive in its wheel arrangement. Its mass was 133 tons, adhesion weight was 88 tons, average speed was 100-115 km/h. These locomotives were powered by superheated steam and a single-acting two-cylinder engine.

The pride of engineering, the IS locomotive, is depicted on three Soviet stamps. In a popular Soviet film released after the war (The Train Goes East), this locomotive is the focus.

Not far from the Kyiv main station there is a steam locomotive on a high pedestal with the inscription “USSR” and the number FDp 20-578. But in fact, this is the only surviving one in the world "Joseph Stalin" (IS), a high-speed passenger steam locomotive, the pre-war flagship of the railways of the Soviet Union, which carried the Red Arrow to Leningrad and fast courier trains to the Crimea and the Caucasus. The IP was exhibited in 1938 in Paris, at the World Exhibition, and received awards. And FDp is just its Khrushchev renaming from the late 50s.
That’s how fate ultimately decreed it - of the more than 600 ISs released, only this one, in Kyiv, has been preserved in its entirety. Nowhere else. Approximately half of them “burned out” in the unusual intensive work of transporting military trains in 1941-1942. on the Trans-Siberian Railway, and the rest were mercilessly cut into metal in the 1960s. It's a shame, of course, but it's true.
It is not surprising that the Kiev IP was in my plans as a mandatory object for inspection and filming.

Kiev "IS" can be found if you go from the main station Kyiv-Passazhirsky along the covered walkway over the tracks to where the new large station building, built in the early 2000s, is located, and then follow the road to the left.
You can see him there, in the distance.

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

Front view.

The projection is slightly from the side.

Side view (locomotive without tender).

Cabin and room.

View of the entire locomotive, with a tender (it has six axles, as you can see).

Nearby is the entrance to the Kyiv locomotive depot.

And now - some historical photographs of the IS steam locomotive in its original, pre-Khrushchev form (all photographs, except for “Red Arrow,” are from the collection of Ivan Andreev).

IS 20-08 in depot.

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

IS steam locomotives, “clad” in an aerodynamic fairing, reached speeds of up to 155 km/h.

Here is another photo from the depot (IS on the left).

IS 20-16 with a train (presumably the Moscow - Leningrad line).

Another shot, from a slightly lower shooting point.

Before the war (1937-1941), ISs served mainly fast, high-speed lines: Moscow - Leningrad, Moscow - Minsk - western border, Moscow - Kyiv, Moscow - Kharkov - Sinelnikovo - Simferopol, Moscow - Rostov-on-Don - Armavir - Minvody, Kyiv - Odessa, Moscow - Kirov - Perm. The ISs also drove the “Red Arrow” (see photo of the Moscow train station in Leningrad, 1938).

After the start of the Great Patriotic War, the fate of the IS-s did not turn out very well: almost all the steam locomotives of this series were transported to the east, mainly to the Krasnoyarsk and East Siberian railways, where they participated in the Trans-Siberian military transportation that took place in the second half of 1941 and the beginning of 1942, an extremely tense character. Since the ISs were initially designed for good coals, for service in depots with a fairly high technological level and for strict compliance with regulations and loads, it is not surprising that after a year and a half of very harsh military operation, many of them became completely unusable. After all, this is a peacetime locomotive, not a wartime locomotive. And yet, with their work, the ISs helped to hold out until the arrival of the American Lend-Lease Ea and Em in 1943, without resuming the production of steam locomotives - the capacity of the factories at that time was much more needed for the production of weapons.

But still, quite a few ISs survived the war and then drove trains in the post-war period.
Here is a very interesting photo of an IS driving a train with all-metal carriages (early 50s).

And one more rare photo: two ISs on the tracks and two IS drivers in front of them.

In the 1960s, almost all ICs were cut into metal.
How and why the real “Joseph Stalin” managed to survive in Kyiv is not entirely clear to me.
They say that Pyotr Krivonos, Hero of Socialist Labor, achieved this, but I don’t know if this is true.

To be continued.

I present to your attention my 3rd steam locomotive IS-20

Scale - 1:25
Model length 70 cm
Width approximately 11.5 cm
Height approximately 20 cm
Locomotive weight 3 kg

Materials:
Wheels - 3D printed (plastic)
Connecting rods and elements of complex geometric shapes - wooden rulers
Everything else is PVC sheet 1-6 mm thick
The whole work took about 5 months

Technology:
Everything is described in as much detail as possible in the fairy tale: http://karopka.ru/forum/forum191/topic20819/
First, a 3D model was built, then elements were cut out from the resulting drawings.

Tools - Dremel drill, Proxon jigsaw

I was not attached to a specific car, here is a collective image of this locomotive after version 20-1

Country of origin USSR;
Years of construction 1932 - 1942
Factories: Kolomensky, Voroshilovgradsky
Operating period 1933 - 1972
A total of 649 units were built.

Design speed 115 km/h
Locomotive length 16,365 mm
Service weight of the locomotive 133 - 136 t
Power 2,500 - 3,200 hp
Traction force up to 15,400 kgf

Story:

By the 1930s On Soviet railways it was necessary to significantly increase the speed of passenger trains. The Su steam locomotive with its maximum speed of 125 km/h and power of 1,500 hp. could no longer meet these requirements. The mainline passenger steam locomotive type 1-4-2 was developed by the Central Locomotive Design Bureau (CLPB) in 1932. And at the time of its creation, it was the most powerful passenger locomotive in Europe. Winner of the Grand Prix at the Paris World Exhibition (1937). The strongest and most powerful passenger locomotive in the history of Soviet locomotive building. A special feature of the locomotive was its great unification in many parts with the FD freight locomotive.
When designing this model, the most advanced technologies then used in steam locomotive construction were used. During development, designers K. Sushkin, L. Lebedyansky, A. Slominsky managed to use for the new steam locomotive not only the boiler and cylinders from its predecessor, the FD steam locomotive, but many other components.
In April, working drawings of the new steam locomotive were sent from the Central Laboratory of Production Bureau to the Kolomna Plant, which, with the participation of the Izhora Plant, produced the first passenger steam locomotive of type 1-4-2 on October 4, 1932. By decision of the plant workers, the new locomotive was assigned the IS series - Joseph Stalin.
From April to December 1933, tests were carried out. In them, the locomotive showed a power of 2500 hp, which was more than twice the power of the Su steam locomotive, and in some cases the power value of the IS even reached 3200 hp.
In 1934, at the 17th Congress of the All-Union Communist Party of Bolsheviks, a decision was made that the IS steam locomotive should become the main unit of the passenger locomotive fleet in the second five-year plan.
In the pre-war years, IS series steam locomotives operated on many roads in the European part of the USSR and Siberia. It was the IS that drove the Red Arrow. And it was the “Stalins” that were the fastest, accelerating up to 115 km/h, and in a streamlined casing – up to 155 km/h.
During the war they were concentrated in the eastern regions of the country.
After the war, the locomotive was operated at speeds no higher than 70 km/h, so the streamlined hood was removed. Nevertheless, in April 1957, this steam locomotive with a special train reached a speed of 175 km/h, which was the last speed record for steam traction in the USSR.
IS steam locomotives served such important routes as: Kharkov - Mineralnye Vody, Moscow - Smolensk - Minsk, Moscow - Ozherelye - Valuyki, Michurinsk - Rostov-on-Don and others, on which they replaced passenger steam locomotives of the Su, S, L series etc.
These locomotives worked with trains until 1966-1972.
In the midst of the fight against the cult of personality, all “IS” were renamed “FDP” with the prefix “passenger”
Time has been cruel to the once famous series. Only one car has survived, installed on a pedestal in Kyiv.