Leading countries in the production of locomotives. Locomotive fleet of the semi-Jurassic period. Geography of engineering industries
V.N. Balabin,
doctor of tech. Sciences, professor, full member of the International Academy of Transport, professor of the department "Locomotives and locomotive economy" MIIT
V.V. Evpakov,
cand. tech. Sciences, Head of the Center for Complex Problems of Industrial Transport, Vice-President of the Non-Profit Association "Soyuzgruzpromtrans"
Manufacture of shunting and industrial locomotives: problems of industry development
Domestic engineering for the needs of industrial transport is now developing less actively than abroad. At the same time, Russian customers are determined to buy modern convenient, economical and safe shunting equipment and do not want to purchase locomotives produced without taking into account their real needs. Determining the optimal vector for the development of the industry in the short term, one has to focus on the experience of other countries and the trends of world technological progress.
Most of the industrial enterprises of our country have their own fleet of locomotives, which is characterized by a multi-series, fragmentation, a large spread, insufficient efficiency of use, and in some cases, the parameters of diesel locomotives do not correspond to operating conditions.
In this regard, an urgent task is to determine the scope of the expedient use of hydraulic and electric transmission for shunting and industrial locomotives of the service. One of the main areas of energy saving in the locomotive industry is the use of locomotives, the parameters of which correspond to specific operating conditions.
The basis of the fleet of industrial locomotives are diesel locomotives with hydraulic transmission: TGM1, TGM23, TGM4, TGM6, TGM40 of various modifications and diesel locomotives with electric transmission of direct current TEM2 of various modifications, as well as a diesel locomotive with AC-DC transmission TEM7.
For the manager or owner of the enterprise, when buying a new diesel locomotive, its overall economic efficiency, which depends on the utilization rate of the diesel locomotive and total costs, is of decisive importance. The utilization factor of a diesel locomotive is determined by the technical properties of the power transmission system, the values of individual technical parameters vary from consumer to consumer depending on traction and operational requirements.
Due to different operating conditions, there may be changes in the structure of the total costs. Therefore, an unambiguous assessment of one or another power transmission system, valid in all cases of application, is impossible; an analysis of individual evaluation criteria for the use of a locomotive is needed. Since in the future the factor of economic benefit will play an even more important role, such an analysis must be carried out directly at the place of operation of diesel locomotives.
Limit wear
The structure of fixed assets of industrial railway transport in terms of age composition is characterized by the presence of a significant proportion of technical equipment operating beyond depreciation periods and requiring replacement.
Depreciation of fixed assets of industrial railway transport has long exceeded 80-85%, and their obsolescence is beyond description. This fully applies to the locomotive fleet of industrial transport.
Most industries keep their locomotive fleets running through life extension repairs, which are increasingly carried out by private companies.
According to statistics, today diesel locomotives over 25 years old make up about 50% of the fleet, of which 57% are obsolete models with hydraulic transmission - TGM4 and TGM6.
About 95% of the machines currently in operation are still Soviet-made equipment. Of these, 92% of the fleet of shunting diesel locomotives are models TGM4, TGM6, TEM2, TEM7. According to CJSC Transmashholding, most of the fleet of shunting diesel locomotives in different years was manufactured at three plants - Bryansk Engineering (BMZ), Lyudinovsky and Murom diesel locomotives. A much smaller share in the park is occupied by machines of the Kaluga and Kambarsk machine-building plants. The exception is the fleet of locomotives of the ChME2 and ChME3 series, which were imported from Czechoslovakia in Soviet times. Currently, the plant that produced them no longer produces locomotives.
There are several reasons for extending the life of diesel locomotives. The main ones are the lack of necessary investments for the purchase of new diesel locomotives, especially in the context of the financial crisis, as well as the insufficient technical improvement of diesel locomotive designs, the lack of an effective improvement in technical and economic parameters with a significant increase in the cost of new diesel locomotives.
The aggregate method of repair of diesel locomotives makes it possible to extend their service life. At the same time, it should be borne in mind that after 20 years of operation of a diesel locomotive, in its configuration, in fact, “native” components and assemblies may not be preserved, except for the body and frame.
Russian locomotives lose
MIIT analyzed the main parameters of foreign and domestic shunting and industrial diesel locomotives. The following parameters were chosen as specific parameters:
Specific gravity, kg/kW;
Specific tangential power, W/kN;
Specific traction force, kN/kW;
Axial tangential power, kW/axle;
Axial traction force, kN/axle;
thrust coefficient.
As a result of data processing, it was determined that domestic locomotives, compared with foreign models, tend to decrease in specific gravity, which results in an increase in the total cost of the locomotive.
By the nature of the distribution of specific thrust depending on the effective power, it can be seen that diesel locomotives of domestic production have lower traction forces per unit of power compared to foreign analogues. Diesel locomotives with AC transmission are characterized by the highest rates of specific traction force (180-593 kN/kW). They have proven themselves in difficult operating conditions, where slopes reach 30-35% (quarries, sections with a mountain profile).
The value of the diesel power efficiency factor, which characterizes the share of diesel power that actually reaches the wheel, taking into account losses in transmission and auxiliary mechanisms, is higher for foreign diesel locomotives with AC transmission than for all other types of domestic and foreign diesel locomotives.
The range of changes in the main parameters of locomotives of domestic and foreign production of shunting and industrial service is presented in tab.
Based on the analysis performed, the following conclusions can be drawn. Among all diesel locomotives in the world, the best indicators are:
Foreign diesel locomotives with AC-AC transmission (in terms of specific mass, specific thrust, axial thrust force, thrust coefficient, diesel power efficiency, operating speed range);
Foreign diesel locomotives with hydraulic transmission (according to axial power, diesel power efficiency).
Among domestic diesel locomotives, the best indicators are:
Diesel locomotives with hydraulic transmission (in terms of specific tangential power, specific thrust, thrust coefficient, range of operating speeds);
Diesel locomotives with AC and DC transmissions (in terms of specific mass, axial power, axial traction force, diesel power efficiency).
The main models of domestic diesel locomotives do not have the necessary unification of the equipment used, they are equipped with various models of diesel engines, which creates certain difficulties in the operation and maintenance of locomotives.
Economy is the main focus
As for production capabilities, today they are quite enough to produce new models of industrial locomotives in sufficient quantities.
Recently, the leaders in terms of production of shunting diesel locomotives can be called BMZ (part of Transmashholding) and Lyudinovo-teplovoz (part of the Sinara-Transport Machines holding). BMZ specializes in the production of diesel locomotives with electric transmission, Lyudinovsky Plant mainly produces models with hydraulic transmission.
The Bryansk Engineering Plant continues to improve the shunting locomotive based on TEM18.The modern modification is produced under the designation TEM18DM.It uses an economical diesel engine 1PD-4D without radiator sections for oil cooling, an integrated locomotive safety device,comb lubricators, microprocessor control and diagnostics system and a number of other modern technical solutions. Also, TEM18DM is equipped with a new driver's cab, which fully meets all the requirements of safety standards and sanitary regulations.
According to experts, the main direction of development of the model range of diesel locomotives will be the expansion of the power range towards less powerful, but more economical vehicles.
Transmashholding, for example, is currently working on the creation of locomotives that ensure fuel economy in operation. Taking into account that the diesel engine of a shunting locomotive is idling for a significant proportion of the time (up to 85%), technical solutions are being worked out to reduce fuel consumption by reducing the number of constantly operating cylinders. In addition, serial production of a two-diesel locomotive is planned. The unification of bodies, bogies and auxiliary equipment based on the concept of the basic platform is another direction in the development of the diesel locomotive fleet, which will allow diesel locomotive owners to significantly reduce repair costs.
In VNIKTI, work is underway to create a locomotive with a combined (hybrid) drive, in which, due to a diesel engine of low power, batteries are charged that power the electric motors at the required peak moment. World experience in the use of such systems shows that they make it possible to save up to 30% of fuel. At the same time, the reliability of batteries operating in extreme conditions is questionable.
The problem of increasing the reliability of diesel locomotives is becoming increasingly important and is gradually becoming a priority. This is due to the fact that the performance of locomotives, due to the specifics of their operation, is inextricably linked with reliability, determined by the coefficient of technical use, which is currently about 70% for a number of diesel locomotives.
An extremely unsatisfactory situation has developed with diesel locomotives with a capacity of 550 kW or less, which are produced with high-speed diesel engines that have low reliability. This shortcoming is exacerbated by the unsatisfactory state of the repair base due to the territorial fragmentation of industrial transport and the lack of a unified leadership.
Parameters of promising diesel locomotives
The main feature of assessing the economic efficiency of using diesel locomotives in the field of industrial transport is the extremely limited possibility of increasing their potential productivity as the ability to carry out a large volume of transportation per unit of time.
Unlike public railway transport locomotives, in industrial transport, efficiency is often assessed not through freight turnover, but through car turnover.
It is believed that the performance of locomotives is the most comprehensive indicator of the quality of work and one of the main ones that determines their economic efficiency. Despite the unambiguity of this concept, the performance indicator of a diesel locomotive is complex and its value depends on many factors, among which are:
The technical level and quality of industrial locomotives, determined by its reliability, traction and braking properties;
Quality of locomotive management and organization of transportation work;
The nature of the transportation process (shunting, export, and others) and the conditions for its implementation (profile, plan, track condition, and others);
Number of locomotives at the enterprise;
Maintenance and repair system.
At present, for industrial railway transport, it is necessary to provide for the development and supply of diesel locomotives with the following parameters (small errors are possible):
The most powerful plant for the production of locomotives in Ukraine and one of the largest enterprises in the world of this profile - "Luganskteplovoz" - ceased to exist.
The most powerful plant for the production of locomotives in Ukraine and one of the largest enterprises in the world of this profile - "Luganskteplovoz" - ceased to exist. The equipment was taken to Russia or looted, and the remains of the plant will be produced only by simple metal structures like trusses for ceilings or fences for cemeteries.
The Luganskteplovoz plant, which has been the property of the Russian corporation Transmashholding since the mid-2000s, has virtually irrevocably ceased to exist as a specialized and unique production of locomotives. “Luganskteplovoz has been completely stopped. Shops are basically closed. And the design of diesel locomotives has actually been stopped, ”writes the engineer of the enterprise Alexander Mikhailov (his name may have been changed).
According to the management, the reasons for stopping the enterprise are the complete wear and tear of the factory equipment, the lack of supply of components and its own buffer parts, as well as the lack of money from the so-called "LPR" for the development of the enterprise. The production of diesel locomotives stopped in the spring of 2014 as a result of hostilities, some workshops even suffered. However, starting from the fall of 2014 and into 2015, several dozen diesel locomotives were nevertheless assembled and sent to the customer - to Russia, but through the territory of Ukraine, controlled by the government.
Mikhailov assumes that the Bryansk Diesel Locomotive Plant (RF) began to produce Luhansk 2TE116 in a slightly modified form according to Ukrainian drawings under its name (2TE25KM) and cabin. In addition, he claims that there is no equipment for assembling cars in the workshops. According to his assumptions, it was taken to Bryansk.
“The plant does not exist, at least it will not build a single diesel locomotive. There is no longer a lot of equipment, workers, too, equipment (a little but already stolen), which has become scarce, ”writes Mikhailov.
The plant has been renamed Lugomash and will produce trusses for local building structures or fences for the cemetery. At the same time, there are several diesel locomotive buildings on the territory of the plant, which will not be completed.
In Europe, people often use electric trains to work in neighboring cities, where it is much more convenient than a car. In a European train, you can meet a successful businessman working on a laptop. Perhaps someday this will happen with us, but for now in Russia electric trains are used, rather, out of poverty and hopelessness.
"Expo 1520" is an international specialized Salon of the latest achievements in the field of railways. At any technical exhibition, the most spectacular part is, of course, the demo program. More than 40 units of various equipment took part in it, from old steam locomotives to the newest locomotives.
The first to pass in many respects was the legendary steam locomotive Ov (Sheep). This is one of the most massive domestic pre-revolutionary steam locomotives. Produced from 1901 to 1928. Wikipedia tells us that this particular steam locomotive with number 324 is the only steam locomotive of the O series in the post-Soviet space in running condition, it was released in 1905 at the Nevsky Plant and is currently assigned to the St. ).
And today it the oldest operating steam locomotive in Russia. This locomotive is often featured in films. The last steam locomotive of this type was decommissioned in 1964 on the Trans-Baikal Railway. I wonder how this instance got here from St. Petersburg?
Steam locomotive E listed in the Guinness Book of Records for the number of units produced (about 11 thousand) and for the total duration of the release: it was produced in various modifications for 39 years, from 1912 to 1957. This copy is assigned to the same St. Petersburg depot as the previous Ovechka.
CO series steam locomotive(Sergo Ordzhonikidze). Produced from 1934 to 1951. During the war, it was actively used to provide front-line railways. In working order, on the territory of the former USSR, 3 such steam locomotives were preserved, two in the same depot as the previous ones, and one in Kyiv:
Su series passenger steam locomotive. It was produced from 1924 to 1951 and was in operation until the 1960s. Developed on the basis of the C series steam locomotive, the best in the Russian Empire. It is considered the first steam locomotive developed after the revolution in the USSR. It is also considered one of the best steam locomotives in the world. 4 such steam locomotives have been preserved in working order. This copy came from Rostov-on-Don:
L series locomotive. Produced from 1945 to 1955. It was originally called P. It is considered one of the best and most massive Soviet steam locomotives. It could be operated on all railways of the USSR, for which its developers were awarded the Stalin Prize. Since this type of steam locomotive was produced after the war and in large quantities, many working units have survived to this day, including the very first produced copy of the L-0001 (P-0001). Actively operated until the 1970s, and some of them are still in operation as locomotives for retro trains. This copy is assigned to the Moscow depot "Podmoskovnaya":
On the ring ride in the cockpit of some officials. I tried to join them - it did not work. I guess my face didn't look formal enough for that:
Let's put a tick on the realization of this dream another time))
Passenger locomotive series P36. Produced from 1950 to 1956. It was officially operated on the Trans-Baikal Railway until 1974, but in 1976 there were 247 more such steam locomotives in the fleet of the Ministry of Railways. Steam locomotives of this type were the last passenger steam locomotives produced in the USSR. A total of 251 units were produced. It is known about 5 surviving steam locomotives of this type, including the very first copy. Moreover, the locomotive that you see in the photo, until recently, stood in quality at the depot. Ilyich at the Belorussky railway station in Moscow, after which it was removed from the pedestal and restored to running condition:
Freight locomotive L V. It was produced from 1952 to 1956 and became the last freight locomotive produced in the USSR. A total of 522 units were built. They were listed in the MPS park until 1976. At present, it is also known about 5 steam locomotives of this type that have survived in running condition. This copy was recently restored at the Podmoskovnaya depot:
VL22m. The first Soviet large-scale DC electric locomotive. Built from 1946 to 1958. A total of 1542 units were manufactured. In the 80s of the last century, they began to be actively decommissioned. But in some places in freight traffic they were used until the mid-1990s. Currently, 12 units are known to still be in operation as shunting locomotives on factory lines. This copy was issued in 1958 and assigned to VNIIZhT:
Electric locomotives VL were the most popular on domestic railways. They were built in various types and modifications from the 50s to the 90s of the last century. Outwardly, as you can see, for all this time they did not differ much. Until now, they are in operation on most railways of the former USSR:
Diesel locomotive TE3. The legend of domestic locomotive building. Produced from 1953 to 1973. It was intended to replace steam locomotives on non-electrified railways of the USSR. Actively decommissioned in the 1980s-1990s, however, they are still used on some railways of the former USSR, in depots and on industrial lines:
Shunting diesel locomotive TEM1. Produced in the USSR from 1958 to 1968. He was the heir to TE1, outwardly very similar, and that, in turn, is a copy of the American RSD-1 locomotive supplied to the USSR in the 40s. An uninitiated viewer would hardly be able to distinguish them. Later TEM2s also practically do not differ externally and are still in operation on domestic railways:
Electric locomotive ChS2 (Cheburashka) direct current. It was built at the Škoda factory (just think, the factory was then called the "People's Enterprise Škoda named after V.I. Lenin", here you have "Simply clever"!) In Czechoslovakia from 1958 to 1973. In various modifications, until 2007, it remained one of the main passenger electric locomotives on Russian railways. In the Czech Republic itself, it is still found in places. One of the experimental modifications of this electric locomotive in February 1971 on the October Railway reached a speed of 220 km / h (at present, Sapsan barely reaches this speed on a small section of this road):
Electric locomotive ChS4 alternating current. It was still produced in the same place, at Skoda in Czechoslovakia from 1963 to 1972. 230 units were produced in this GRP (!) body, and soon it was replaced by an updated version of ChS4t. Part of the electric locomotives was overhauled and modernized with a change of body. In such an original fiberglass body, ChS4 is currently not used in passenger transportation:
ChS4t. Updated and more massive series of electric locomotive ChS4. I think most saw and remember him that way. It differs from ChS4 by the presence of a rheostatic brake and a number of other updates. Produced in Czechoslovakia from 1971 to 1986. It is still in operation on some directions of Russian railways:
The driver of the electric locomotive ChS4t sends greetings to readers:
Electric locomotive ChS200 was produced by Skoda in the late 70s, in the amount of 12 units for high-speed communication on the October Railway. The design speed is 220 km/h. It is operated to this day on the routes Moscow-St. Petersburg-Helsinki-Murmansk. In particular, the Nevsky Express train carries:
Diesel locomotive M62, he is "Masha". It was produced from 1965 to 1994, while being supplied to all countries of the socialist camp. It is still in operation with us and in the countries where it was supplied:
Well, here come the modern ones. AC electric locomotive 2ES5K. Produced from 2004 to the present, it was developed to replace obsolete electric locomotives of the VL series (see above) on AC lines:
DC electric locomotive 2ES10 "Granit". It is considered one of the most powerful two-section DC electric locomotives in Russia and Europe. Produced since 2010. Developed jointly by Transmashholding, German Siemens and Sinara. It should also replace outdated VL11 electric locomotives:
Experimental AC cargo electric locomotive 2ES5. Two units have been produced since 2011. Outwardly and internally, it is 75% unified with the new passenger two-system electric locomotive EP20. Developed jointly by Transmashholding and the French company Alstom:
New two-system passenger electric locomotive EP20. Produced since 2011. Dual-system electric locomotives will speed up passenger transportation by reducing technical stops for changing locomotives at the junctions of sections with alternating and direct current. First of all, these are the directions Moscow-Helsinki, Moscow-Adler, Moscow-Nizhny Novgorod, Moscow-Kyiv and others. Locomotive design speed up to 200 km/h:
Freight locomotives 2TE25A produced since 2006:
Cargo 2x and 3x section freight diesel locomotives of the 2TE116U and 3TE116U series have been produced since 2007 (a three-section version since 2013), and are an improved version of the outdated Soviet 2TE116, which has been produced since 1971:
Passenger diesel locomotive TEP70 was developed in 1970. The TEP70BS modification has been produced since 2002, in addition to Russian Railways, it is also exported to the countries of the former USSR:
TEM14. New shunting twin-diesel locomotive. Produced since 2011:
TEM9N, a prototype shunting diesel locomotive with an intelligent hybrid asynchronous drive. The prototype was built in 2011:
"Hybridization" does not only apply to cars:
A modernized version of the old Czechoslovakian shunting locomotive ChME3. Produced at the Yaroslavl plant since 2011:
Prospective gas turbine locomotive GT1h. Only 2 experimental units have been produced since 2007. The most powerful gas turbine locomotive in the world, on which in 2011, here, on the VNIIZhT ring, a world record entered in the Guinness Book of Records was set: the locomotive drove a train of 170 cars with a total weight of 16,000 tons.
Gas turbine locomotives differ from diesel locomotives by the presence of a gas turbine plant running on liquefied gas instead of a diesel engine. One refueling is enough for 750 kilometers. At the same time, the locomotive develops a speed of up to 100 km / h. It is planned to use such locomotives primarily on the railways of Siberia, where there is enough both heavy cargo and natural gas:
After the locomotives, various special equipment passed, such as flaw detectors, rail grinders, lubricators, automotoriss and other devices.
It was a review of the dynamic exposition of the International Salon "Expo 1520".
2.2. The history of the development of locomotive building in Russia
2.2.1. The first Russian steam locomotives
The history of domestic railways begins in the 18th century. The first cast-iron road was built at the Alexander Cannon Factory in 1788. Soon a road appeared from the Zmeinogorsky mine to the Korbalikhinsky silver-smelting plant in Altai (1806). The first steam-powered railroad appeared at the Demidovs' Nizhny Tagil Metallurgical Plant (1834).
The first steam locomotives in Russia were built by Russian inventors and mechanics Cherepanovs, father and son - Efim Alekseevich and Miron Efimovich (Fig. 2.2.1), serfs of the Demidovs who worked at the Nizhny Tagil factories. The Cherepanovs learned everything themselves, visited factories in St. Petersburg and Moscow. For inventive activity, Miron Cherepanov and his wife were given freedom in 1833, Efim Cherepanov and his wife were given freedom in 1836. The Cherepanovs created about 20 different steam engines that worked at the Nizhny Tagil factories.
In 1834, they built the first Russian steam locomotive (Fig. 2.2.2), and in 1835, a second, more powerful one. But soon the Cherepanovs were forced to stop their experiments. The owners preferred cheap horse-drawn transport.
H 
Their attempt to establish the production of steam locomotives at the Pozhevsky plant of the Vsevolozhskys did not receive support, although the Permyak steam locomotive built there in 1839 was even sent to an exhibition in St. Petersburg.
The use of rail transport as an auxiliary mechanism was limited to mining and metallurgical production.
The need for railways for the rapid economic development of the country was not yet realized at the state level. While abroad the first sections of public railways were already being put into operation, the department of railways of Russia, having considered the issue of building general railways in 1826, considered it economically unprofitable.
However, the advantages of the railways built in England in the 1825-30s and bringing significant profits, as well as the launch of the Stephenson steam locomotive in 1829, still impressed the Russian emperor.
On April 15, 1836, the decree of Nicholas I on the construction of the Tsarskoye Selo railway was published - exclusively in the form of an experiment, the purpose of which was to test how far our climate allows the construction of railroad tracks in the country.
On October 30, 1837, the road between St. Petersburg and Tsarskoye Selo was officially opened, and six months later, a section of the road between Tsarskoye Selo and Pavlovsk, another suburb of the capital, was put into operation.
Contemporaries described the Tsarskoye Selo road as follows: “Here comes a steam locomotive with a chimney from which smoke is pouring; the car pulls several wagons with more than 300 people; strength is equal to the strength of 40 horses; in one hour it covers a space of 30 versts. From Tsarskoye to Pavlovsk 5 miles runs exactly in 7 and a half minutes. A pipe of a different kind is attached to the car; in the course of the journey, the conductor trumpets, warning the spectators. A long line of carriages is attached to the locomotive: here is a huge stagecoach, here are Berlins, charabans, wide covered wagons with six rows of benches for five people each; wagons, wagons open to accommodate the same number of passengers; here are huge trucks and carts for various luggage; here is a series of dissolutions for the transport of animals: horses, cows, sheep, calves and domestic birds; here are vats for various liquids, sideboards for provisions.
The cars of the first trains were of four types (Fig. 2.2.3), each of which had a specific name. The most comfortable were considered "Berlins" (1st class) and "stagecoaches" (2nd class), which were closed wagons. "Charabans" were intended for passengers of the 3rd class. They had a roof and walls up to half the height of the body, later they were called "open rulers". "Wagons" (4th class) differed from "chaises" in that they did not have a roof and springs. There were not many passengers in the carriages. The crew of the 1st class could take 32 people, while he had one separate compartment. The 2nd class car had 30 seats, the 3rd class - 42. Tariffs (ticket prices) on the Tsarskoye Selo road, established in 1838, did not change significantly until the second half of the 70s of the same century. Travel in a 1st class carriage from P 
Petersburg to Tsarskoye Selo cost 75 kopecks. silver, in the 2nd class carriage - 50 kopecks, 3rd - 35 kopecks. and 4th - 20 kop.
Tickets were made of brass, so they were called "tins". They were repeatedly used, which did not require the administration to spend on their reproduction. Since April 1860, instead of "tins", paper tickets of different colors appeared: for 1st class cars - white, 2nd - pink, 3rd - green.
The first Russian railway, 25 versts long, with a gauge of 0.857 sazhens (182.85 cm), was built in a year and eight months. A specially formed joint-stock company of the Tsarskoye Selo railway spent 5 million rubles in banknotes on its construction.
So, the history of railway transport in Russia begins in 1837.
In 1845, the first steam locomotive of the Stephenson type was made at the plant. By 1849, 42 passenger and 120 freight locomotives, 70 passenger and about 2,000 freight cars were built for the St. Petersburg-Moscow Railway. January 26, 1857 Alexander II signed a decree on the creation of a network of railways. To implement the planned plans, the Main Society of Russian Railways was formed with the participation of Russian, French, English and German banking capital. By the beginning of the 1860s. the first sections of the Moscow railway lines were built. Nizhny Novgorod, Yaroslavl and Kursk railway stations appeared in Moscow.
By 1865, the length of Russian railways was 3,000 km. In the next three years, concessions were issued for the construction of 26 lines, including the Kursk - Kyiv, Kursk - Kharkov - Taganrog, Orel - Vitebsk roads. In the early 1870s, a real railway boom finally began in Russia. In 1865, the Main Directorate was transformed into the Ministry of Railways, which, wishing to cover the entire territory of Russia with a railway network, determined the development of the Donetsk and Krivoy Rog mining basins, access to the Urals, Siberia and Central Asia as primary tasks. Construction was supposed to be carried out mainly at the expense of the state.
Foreign steam locomotives ran on the first Russian railways. And then it was decided to assemble domestic locomotives at the Alexander iron foundry in St. Petersburg, using foreign experience and taking into account the peculiarities of the Russian railway line.
The work of locomotive brigades was hard. Arriving at the terminal station, the driver and his assistant went to the "bedroom". It was a large smoky room lined with wooden trestle beds. Having somehow washed themselves and thrown meager grubs “in the burnouts”, both, without undressing, fell asleep. After two or three hours they were awakened. It's time to go back! And the stoker? Both in summer and in winter he remained on the locomotive and, waiting for his "bosses", kept the fire in the furnace.
Commodity steam locomotives of the “normal type of 1901 0-4-0 of the Ov series (the famous “Sheep”) (Fig. 2.2.4) at the beginning of the 20th century were adopted as the main type of imperial railways.
They worked at speeds up to 55 km/h. The trailed tender for firewood and water could be either three-axle or four-axle. Since 1905, coal has been used for heating steam locomotives of all series.
The increased need for transportation required the introduction of more powerful steam locomotives on the state railway network.
P 
Therefore, the Minister of Railways K.S. Nemeshaev instructed Professor N.L. Shchukin to make a proposal on a new type of freight locomotive. In 1906, the plant built the first steam locomotive of the "normal type of 1905" of the Shch series. It had a maximum speed of 65 km / h.
Commodity steam locomotives of the E series (Fig. 2.2.5) worked at speeds up to 65 km / h.
IN 
passenger traffic since 1911, a good fate fell on the steam locomotives of the C series (Fig. 2.2.6). Their maximum speed is 115 km/h. The designer B. Malakhovsky himself called these locomotives "hounds".
« 
Machine "IS"(fig.2.2.7) , the only one then in our traction section, with its very appearance evoked a feeling of inspiration in me; I could look at her for a long time, and a special touched joyawakened in me - as beautiful as in childhood whenReading Pushkin's Poems.A. Platonov
Freight locomotives of type 1-5-0 of the L series (Fig. 2.2.8) were built in 1946 by the Kolomna Plant according to a project developed under the guidance of engineer Lebedyansky. Their maximum speed is 80 km/h.
In the mid-30s of the last century, high-speed passenger steam locomotives of the FD series (Fig. 2.2.9) with a maximum speed of 115 km / h were already built in our country. However, the designers set themselves the task of achieving a speed record.
IN 
in the same years, a project was developed for a courier steam locomotive called 2-3-2B. The work on its creation was led by engineer D. Lvov. The locomotive was made in April 1938. Already after the Great Patriotic War, in April 1957, a speed of 175 km / h was reached on a 2-3-2V locomotive with a special train. And this was the last record for the speed of steam locomotives in our country. In February 1956, a resolution "On the master plan for the electrification of railways" was adopted. The country stopped building steam locomotives.
2.2.2. Stages of development of diesel locomotive building in Russia
At the end of the 19th century, internal combustion engines appeared. At first they were gas. The gas duct car that ran on the Dresden city railway in 1892 can be considered the first diesel locomotive. Its engine power was 7.35 kW (10 hp). Attempts were also made to use gasoline engines - on narrow-gauge shunting locomotives.
In 1897, Rudolf Diesel introduced a variant of the internal combustion engine, which was named after him. The first diesel had a power of 20 hp. Very economical, compact, convenient and simple in design, diesel quickly became widespread, including in transport.
But it turned out that it was not suitable for train work, since it developed great power only at high speeds, and during acceleration and on climbs, there was not enough power. It turned out that an internal combustion engine without a special transmission between it and the moving wheels cannot provide the necessary traction qualities of a locomotive, dictated by various factors in the operation of the railway - track profile, speed, train weight, weather.
Yuri Vladimirovich Lomonosov, professor of the department of railways at the St. Petersburg Institute of Communications, got excited about the idea of building a locomotive with an internal combustion engine back in 1906, when he served as the head of traction at the Tashkent railway. But he did not have time to implement the idea: in 1910 he was recalled to St. Petersburg.
The principle of operation of the locomotive: the internal combustion engine converts the heat of diesel fuel into mechanical energy of the crankshaft, which rotates the armature of the DC or AC generator, which is fed to the traction motors that drive the wheelsets.
Yakov Modestovich Gakkel was born on May 12, 1874 in Irkutsk, in the family of a military engineer. In 1897 he graduated from the St. Petersburg Electrotechnical Institute, after which he went to work in Siberia.
In Siberia, he took part in the completion of a hydroelectric power station and the laying of the first high-voltage power line in Russia from it to the mines. In 1905, Yakov Gakkel returned to St. Petersburg, where he began teaching at the Electrotechnical Institute, while simultaneously participating in the design and construction of an electric St. Petersburg tram. In the 1920s, Yakov Modestovich began to engage in diesel locomotive building. On August 5, 1924, the Shchel1 diesel locomotive, one of the first diesel locomotives in the world, built according to his project, entered the path of the Baltic Shipbuilding Plant.
Lomonosov and Gakkel met while discussing the issue of building diesel locomotives at the collegium of the People's Commissariat of Railways on July 14, 1920. Speaking at the meeting, Lomonosov said:
We, poor, hungry, bastards, can today find ourselves on the captain's bridge of world industry. We will force European factories to build for us locomotives with the engine of the late Rudolf Diesel, which they voluntarily refuse to build for themselves ...
When the devil wants to laugh, he forces the poor to help the rich ..., - Gakkel quietly retorted and, catching the speaker's confusion, explained:
I say, it is a sin to pay for your future technical backwardness with your own Russian gold. If we now begin to invest in German industry, we ourselves will not move from market lighters. As long as we build a diesel locomotive, it will build us.
T 
diesel locomotive 001 Yu.V. Lomonosov was built in Germany, at the Esslingen plant near Stuttgart, and the project of Ya.M. Gakkel was adapted by the Thermal Engineering Institute to the possibilities of manufacturing in the conditions of the dilapidated Petrograd industry. On February 1, 1925, demonstration comparative trips of both diesel locomotives with a train took place, from Moscow to Kryukov and back to Povarov, the train was driven by diesel locomotive 001, from Povarov to Moscow - 002.
Diesel locomotive Yu EL 001 with a capacity of 1200 hp under the new name E EL 2 was accepted into the railway fleet immediately after the tests. Locomotive Yu.V. Lomonosov worked for almost 30 years, but, unfortunately, it was not possible to save it.
The diesel locomotive Shch EL 1, due to improvements, was accepted into the inventory fleet only on December 30, 1925. After a run of about 60 thousand kilometers, it was decommissioned in December 1927, but it was preserved. In 1974, the diesel locomotive was installed for eternal parking in Moscow, at the Khovrino locomotive depot of the Oktyabrskaya railway.
And now let's get acquainted with some series of machines on which the fuel carriers have worked and are still working.
In June 1973, the Kolomna Plant built a passenger diesel locomotive of the TEP 70 series (Fig. 2.2.11). Power 4000 l service weight 129 tons, design speed 160 km/h.
In 1976, the Voroshilovgrad plant began to produce two-section diesel locomotives of the 2M62 series (Fig. 2.2.12).
Today Lyudinovsky Locomotive Plant, in cooperation with foreign suppliers, is working on two projects to create the next generation of diesel locomotives. The TERA main locomotive for Russian railways was developed jointly with the General Motors Corporation (USA), and the Eurodiesel export project is being developed with a consortium of several Western European firms.
2.2.3. Stages of development of electric locomotive building in Russia
The history of electrical engineering begins with a drawing in the workbooks of Michael Faraday, an employee of a chemical laboratory, who in 1821 created a device that became the first working electric motor. In 1838, the Russian scientist Boris Semenovich Jacobi created an electric motor with a circular rotation of the armature in St. Petersburg and installed it on a boat, and also thought about the possibility of using his engine with a power of only half a kilowatt on the railway: “A small electromagnetic locomotive with my small car will be able to carry on rails, a load of 160 kg at a speed of 5 km / h.
The birthday of electric traction is considered to be May 31, 1879, when the first electric railway, 274 meters long, built by W. Siemens, was demonstrated at the industrial exhibition in Berlin. The electric locomotive, resembling a modern electric car, was driven by a 9.6 kW (13 hp) electric motor.
In Russia, projects for the electrification of railways existed even before the First World War. The electrification of the St. Petersburg - Oranienbaum line began, but the war prevented its completion. The first commuter trains in the Soviet Union went in 1926 on the Baku-Sabunchi-Surakhani section, and freight electric locomotives - on August 16, 1932 on the Surama Pass of the Caucasus between the stations of Khashuri and Zestaponi. In the same year, the first domestic electric locomotive of the Cs series was built (Fig. 2.2.14). Two years later - another one, the PB series. Already by 1935, 1907 km of tracks were electrified in the USSR and 84 electric locomotives were in operation.
P 
The growth of the design of DC electric locomotives was of decisive importance. This led to the spread of the direct current system on the railways of the USSR in the early years of electrification. Six-axle electric locomotives of the Cs series (for railways with a mountain profile) worked on such lines.
H 
The widespread introduction of electric train traction began only in the mid-1950s. A powerful eight-axle DC electric locomotive VL8 was built.
2.3.From the Ryazan-Ural railway to the Volga
2.3.1. From the history of the origin and development of the Volga Railway
2006 is a significant year for the Volga Railway. 135 years ago, on January 15, 1871, regular traffic was opened on the Umet-Atkarsk section of the Tambovo - Saratov railway, now part of the Volga railway.
In the late 50s of the XIX century, the Russian government, after a break in the construction of railways, decided to use the funds of foreign shareholders. The "Main Society of Russian Railways" was formed, which received concessions for the construction of railway lines St. Petersburg-Warsaw, Moscow - Nizhny Novgorod, Moscow-Feodosia, Kursk - Libava with a total length of 4000 versts.
Following the Main Society, based on foreign capital, a Russian Society is formed for the construction of the Moscow-Saratov railway. The latter, however, could not fulfill its tasks and built only the Moscow-Ryazan section, spending 6 years on this.
The financial failures in the construction of the first railways did not discourage the enterprising director of the Board of the Moscow-Ryazan Railway, Pavel Grigoryevich Fon-Derviz. He won a concession for the construction of the Ryazan-Kozlov (now Michurinsk) railway and carried out its construction with unprecedented speed for that time in less than a year and a half. Opened for traffic on September 4, 1866, this line was the main cell from which, constantly developing, the network of the Ryazan-Ural railway was created.
The Ryazan-Kozlovskaya road immediately began to work so intensively that in 1870 it was already necessary to lay a second track on it. The return on the road was very high, giving shareholders up to 25% in dividends.
The income of the shareholders of this road has generated a lot of entrepreneurs.
In the same year, the government issued a concession for the construction of the Tambovo - Saratov line 340 miles long under the guarantees of the Saratov provincial zemstvo, Kirsanov zemstvo and the Saratov city society. The line was commissioned one by one: the Tambov-Umet section was introduced on August 9, 1870, Umet-Atkarsk - on January 15, 1871. From this date (according to the old style) the Privolzhskaya railway leads the chronology. The section from Atkarsk to Saratov was introduced on July 3, 1871 and connected the old Volga city with Moscow by rail.
Shortly after the opening of the Tambovo - Saratov railway, it turned out that its operation was prohibitively expensive. The road company was unable to fulfill its obligations under the guarantee of profitability, and on January 1, 1883, the Tambovo - Saratov railway passed into the treasury. On August 1, 1890, the Kozlovsko-Tambovskaya road was bought out to the treasury and attached to the Tambovo-Saratovskaya line, forming a single Kozlovsko-Saratovskaya line.
While the Kozlovsko-Saratovskaya line was in financial trouble, the Ryazansko-Kozlovskaya line prospered, continuing to provide shareholders with large returns, while not showing serious intentions to develop the road.
Under pressure from the Minister of Finance I.A. Vyshnegradsky and his closest assistant S.Yu. Witte, these lines were combined. On January 11, 1892, the Society of the Ryazan-Kozlovskaya Railway was renamed the Society of the Ryazan-Ural Railway with the approval of a new charter, which provided for the lease and operation of the Kozlovsko-Saratovskaya line, the construction of new lines, the construction of a steamship enterprise in Uralsk and the equipment of the Kozlovsko-Saratovskaya and Ryazanskaya - Ural Railways with the necessary additional devices.
In 1890, the Ryazan-Kozlovskaya Railway Company built the lines Astapovo - Dankov (22 versts) and Bogoyavlensk - Lebedyan (85 versts).
Within five years (from 1892 to 1897), the Ryazan-Ural Railway Society built lines with a length of:
Lebedyan - Yelets - 75 versts
Tambov - Kamyshin - 444 versts
Pokrovsk - Uralsk - 396 versts
Ershov - Nikolaevsk (now Pugachev) - 88 versts
Urbach - Aleksandrov Gai - 178 versts
Atkarsk - Volsk - 235 versts
Bogoyavlensk - Sosnovka - 79 versts
Krasavka - Balanda (now Kalininsk) - 75 versts
Saratov - Oil - 12 versts
Penza - Tavolzhanka - 256 versts
Ranenburg - Pavelets - 73 versts
The construction of almost 2,000 versts in a five-year period is a lot of work, and the data presented speak convincingly enough of the talent, energy and devotion to the cause of the people who were then at the head of the society.
In 1896, the first railway ferry crossing in Russia was built near Saratov near Uvek. Soon after the construction of the road network, it was discovered that it had, as it were, an unfinished configuration. The flows of cargo collected by new lines did not have free exits for themselves, since they could only be sent to Moscow along the already busy Moscow-Ryazan railway, and to the west - along the Kozlov-Gryazi-Orel line, which was also quite full.
Therefore, the question was raised about the construction of the lines Dankov - Smolensk and Pavelets - Moscow.
The permission to build the Dankovo - Smolensk line did not meet with any difficulties.
The permission to build a section of the road from Pavelets to Moscow met with serious resistance from the society of the Moscow-Kazan railway, which itself sought this construction, fearing that the new direction would divert cargo from its lines.
As stated in historical documents, "The joint presence of the Committee of Ministers and the Department of Economics of the State Council" spoke in favor of granting the construction of the Moscow-Pavelets line to the Ryazan-Ural Railway Society.
With the opening in 1899 for traffic of the line Dankov - Smolensk with a length of 498 versts, and in 1900 - the line Pavelets - Moscow with a branch line to Venev 297 versts long, the total length of the network of the Ryazan - Ural railway reached 3494 versts.
ContestWhich reflects the results of the control measure "Verification of the use of funds from the National Wealth Fund, aimed at financing the infrastructure project" Acquisition of traction rolling stock ".
The Document, in particular, notes that, as noted at the Board of the Accounts Chamber, as of January 1, 2016, Russian Railways received 60.2 billion rubles from the NWF funds for the project implementation, which corresponds to the Project Passport*. According to the results of the audit, the funds of the NWF were not used in full. “57.4 billion rubles were spent, the unused balance amounted to 2.8 billion rubles, or 4.6% of the funds provided by the National Welfare Fund,” auditor Valery Bogomolov said at the Board meeting.
Two-section main diesel locomotive TG16M built by OAO Lyudinovsky Diesel Locomotive Plant (c) Sinara Group
In addition, at the suggestion of Russian Railways, the Detailed Plan included a greater need for the purchase of locomotives than was stipulated by the terms of the contracts and the established price for locomotives. Thus, for the purchase of 5 TG16M locomotives, the draft Detailed Plan of Russian Railways included 953 million rubles, while their actual price was 731 million rubles. “The overestimation of demand by 222 million rubles led to the creation of a hidden reserve, which was subsequently used to purchase additional locomotives in excess of the number established by the project passport **,” said Valery Bogomolov.
He also said that due to non-compliance with locomotive delivery schedules by manufacturers, the Detailed Plan was adjusted twice during the year. Significant deviations from the plan that had taken place were eliminated by bringing the planned indicators in line with the fact for the past period. In total, as of January 1, 2016, manufacturers delivered 500 locomotives (against the plan - 502), which is 33 units of locomotives more than it was envisaged by the project passport. Among the shortcomings at the Board was the inclusion in the Detailed Delivery Plan of two locomotives that do not have a certificate of conformity of the Customs Union for serial production.
According to the auditor, the purchase of such non-serial locomotives at the expense of the National Welfare Fund is an inefficient use of budgetary funds, since, due to the risks of technical malfunctions, it does not guarantee the achievement of the main goal of the Project - ensuring the uninterrupted transportation of goods and passengers, as well as the safety of train traffic. “Further on,” Valery Bogomolov stressed, “the acquisition of such locomotives should be carried out by Russian Railways at its own expense, with the risks and consequences of failure to achieve the planned results being attributed to the Company’s activities.”
The inspection results also testify to the low quality of the supplied locomotives. “Despite the presence at the manufacturing plants of goods receivers from JSC Russian Railways who control the production process, in 2015, 467 claims were filed for purchased locomotives due to the failure of individual parts and assemblies,” said Valery Bogomolov.
In addition, the share of imported components in locomotives produced by Russian enterprises remains high. For some series of locomotives, import-dependent products reach 60-80% of the cost. At the same time, the rate of reduction in the volume of purchases of imported components planned by Russian Railways will not make it possible to ensure the Company's complete independence from imports during the project implementation period.