Exhibits

Electric locomotives

SsМ 14

<space=1em>Mountainous sections

<space=1em>Work on the electrification of domestic railways began in the USSR in the late 1920s — early 1930s. One of the first to be converted to electric traction was the Khashuri — Zestaponi section of the Transcaucasian Railway in 1932. This line ran through mountainous terrain via the Surami Pass, and had a very complex profile and track plan (climbs up to 29 ‰, curves up to 150 m in radius), and the use of electric traction in such conditions was especially effective.

<space=1em>Following this, the Kizel-Chusovskaya mountain section of the Perm Railway, which had grades of up to 15 ‰, was electrified in the Urals. In both cases, direct current with a nominal voltage in the contact network of 3000 V was adopted as the current system.

<space=1em>Foreign experience

<space=1em>In order to quickly master electric traction, a decision was made to use foreign experience, in connection with which an order was placed with foreign firms for the manufacture of two batches of direct current electric locomotives with the prospect of subsequent mastering of the production of similar locomotives by the domestic industry. In 1932–1934 the USSR received electric locomotives S (eight units built by the American company General Electric) and SI (six units built by the Italian company Brown Boveri), which were tested and operated at the Surami Pass.

<space=1em>Due to the fact that the American-made Series S electric locomotives were, for a number of reasons, considered more suitable for operation in domestic conditions, they served as prototypes for organizing the production of such locomotives in the USSR.

<space=1em>Locomotives SS

<space=1em>Based on technical documentation received from General Electric, the USSR began producing DC electric locomotives, which received the designation SS. Initially, they were designated as SS11, where the number indicated the axle load in tons. The letter "S" in the name of all the above-mentioned electric locomotives stood for "Suramsky", and the designation SS stood for "Suramsky Soviet".

<space=1em>These locomotives, which had their own specific design features (the presence of regenerative braking, features of the undercarriage), belong to the family of electric locomotives of the so-called Suramsky type.

<space=1em>In 1932–1934 two Soviet plants, Kolomenskoye (manufacturing the undercarriage) and Dynamo (manufacturing and installing electrical equipment), built a total of 21 electric locomotives of the direct current SS11 series, No. 01–21. Such locomotives were not produced later, since by that time serial production of the then considered more advanced electric locomotives of the VL19 series had been established.

<space=1em>Modernization of the SS

<space=1em>The SS was a single-section six-axle freight electric locomotive, intended for use in freight traffic. Two three-axle bogies with bar-type frames were connected to each other by means of a special articulation unit. The body of the electric locomotive had a frame structure, and on each side there were platforms from which the control cabin was entered.

<space=1em>The traction electric motors DPE-340 with a continuous power of 300 kW had a support-axial suspension. The traction gearbox had a gear ratio of 89: 20 = 4.45. The power electrical circuit provides for three types of traction motor connections - series, series-parallel and parallel. In the future, such a scheme will become classic for Soviet DC freight electric locomotives.

<space=1em>Operation

<space=1em>Most of the SS series electric locomotives were delivered from construction to the Chusovskaya depot of the Perm Railway, where they were operated on the Chusovskaya - Kizel line, and then on other electrified sections of the road, which later became known as the Sverdlovsk Railway.

<space=1em>In the 1950s some of these electric locomotives underwent electrical equipment modernization (machines and devices used on the VL22M electric locomotives were installed), after which they received the designation SSM. The operation of these locomotives ended in 1968–1974.

<space=1em>Museum exhibit

<space=1em>Electric locomotive СС11 14 (after modernization — ССМ 14) was built in 1933 at the Kolomenskoye and Dynamo plants. By the end of its operation, it had one bogie from electric locomotive С built by General Electric, and another — from electric locomotive VL19. In the 1980s it was transferred from the depot Perm-2 of the Sverdlovsk Railway to the collection of the Central Museum of Railway Transport.

<space=1em>ССМ 14 — one of the oldest domestic electric locomotives that has survived to this day. This is a pre-war machine, belonging to the so-called Surami type of electric locomotives.

ID экспоната: 10

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Параметры (технические характеристики): Design speed, km/h 70  Service weight,  t 132 / Year of make 1932-1934 Number of built, pcs. 21  Contact wire nominal voltage, V 3000  Axial formula 3₀ + 3₀ Continuous mode power, kW 1 800  Continuous mode tractive effort, kgf 20 500  Current type DC Electric brake available, regenerative Electric traction motor type DPE-340 Axial gearbox drive ratio 4,45 Battery type ETP-63 Current collector type DZh-4 Wheel diameter, mm 1200  Service weight, t 132 Axle load on rail, tf 22  Hourly mode parameters: Power, kW 2 040  Speed, km/h 30,5  Tractive effort, kgf 24 000  Continuous mode speed, km/h 32  Buffer length,mm 16 480  Body width, mm 3 070  Body height, mm 4 825  Trolley wheel base, mm 4 200  Min. curve radius, m 75 

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Хронология: <space=1em>The first mainline electric locomotives appeared on the Surami Pass of the Transcaucasian Railways. The pass section between the Khashuri and Zestaponi stations was part of the Poti-Tiflis Railway, built in 1872. Initially, this section had a very steep climb and small-radius curves, but in 1890, the four-kilometer Surami Tunnel was completed, which made it possible to soften the plan and profile of the road. <space=1em>First of all, the reconstruction of this narrow section was prompted by the growth of oil transportation from Baku to Poti. By the early 1930s, freight trains were pulled by two E-series steam locomotives at the head and another one - a "pusher" - at the back. It was not possible to automate the synchronous operation of three steam locomotives. The trains were driven by engineers who simply "felt" their steam locomotives and trains. Therefore, the decision was made to electrify. <space=1em>A direct current of 3,000 V was chosen as the power supply system. With this voltage, factories could manufacture electrical equipment with the required protective insulation, and locomotive control on direct current had already been worked out at that time. <space=1em>The track was reconstructed: more sleepers were laid per kilometer of track, crushed stone ballast and heavier rails (43 kg/running meter) were used. This made it possible to increase the axle load to 22 tf. In 1928, work began on the construction of hydroelectric power stations on the Rioni and Kura rivers, power lines and traction substations. <space=1em>The first test run of a mainline electric locomotive along the electrified pass from Khashuri station to Likhi station took place on August 2, 1932. The electric locomotive and two passenger cars were on the road for 1 hour and 10 minutes. Two weeks later, the electrified section of Khashuri - Zestafoni was ceremoniously opened, along which a passenger train with a delegation from Tbilisi passed. The train was pulled by an American-made electric locomotive C10-03. <space=1em>The NKPS (People's Commissariat of Railways) contacted a number of foreign firms through foreign trade organizations. For the initial period of operation, they planned to purchase locomotives, as well as documentation for them, in order to begin their own production. <space=1em>The electric locomotive received the designation Cs and the serial number 01. Cs stood for "Suram Soviet". Electric locomotives Cs-02 and Cs-03 arrived at the Khashuri depot of the Transcaucasian Railway, and electric locomotives with numbers from 04 to 21 were sent to the Chusovskaya depot of the Perm Railway. There they worked on the single-track Chusovskaya-Kizel section, electrified in 1933 and with grades up to 15 ‰ (an excess of 15 m per 1 km of track). <space=1em>With the arrival of new locomotives, the work of 42 steam locomotives was performed by 17 electric locomotives - electric traction turned out to be 2.5 times more efficient than steam. If with steam locomotives the speed was 12-15 km/h, then with electric locomotives it reached 30-35 km/h. The electric locomotive accelerated faster and braked more effectively. On the same descent, one electric locomotive, combining electric regenerative and pneumatic braking, could pull a train weighing 2,200 tons. <space=1em>Since 1952, when conducting major repairs on the CC series locomotives, they began to be modernized. Auxiliary machines and electrical equipment from the VL22M electric locomotive without regenerative braking were replaced. The electrical circuits of the power circuits of the traction electric motors and control circuits were made identical to those of the VL19-028 electric locomotive. During repairs, the DPE-340 electric motors were replaced with DPE-400A with a capacity of 400 kW in hourly mode. <space=1em>The modernized electric locomotives were assigned the designation СсМ — "Suram Soviet modernized". <space=1em>The electric locomotives were removed from the fleet between 1968 and 1974. Today, two electric locomotives of this series СсМ 05 have been preserved in the Museum of History, Science and Technology of the Sverdlovsk Railway.

Блоки описания: [{"quote":"A section of the South Caucasus Railway was one of the first to be converted to electric traction in 1932.","title":"","images":[],"content":"Work on the electrification of domestic railways in the USSR began in the late 1920s and early 1930s. One of the first sections to be converted to electric traction was the Khashuri–Zestaponi section of the South Caucasus Railway in 1932. This line passed through mountainous terrain via the Surami Pass, featuring very steep gradients of up to 29‰ and curves with a radius of up to 150 m. The use of electric traction was particularly effective in these challenging conditions.","subtitle":"Mountain Areas"},{"quote":"","title":"","images":[],"content":"Following that, the Kizel–Chusovskaya mountain section of the Perm Railway, which had gradients of up to 15‰, was electrified in the Urals. In both cases, direct current with a nominal voltage in the contact network of 3000 V was adopted as the current system.","subtitle":""},{"quote":"","title":"","images":[],"content":"In order to quickly adopt electric traction, a decision was made to adopt foreign experience. As a result, orders were placed with foreign companies for the production of two batches of DC electric locomotives, to eventually master the production of similar locomotives domestically. Between 1932 and 1934, the USSR received electric locomotives of the class S series (eight units built by the American company General Electric) and the class SI (six units built by the Italian company Brown Boveri). These locomotives were tested and operated at the Surami Pass.\r\n \r\nDue to the fact that the American-made class S electric locomotives were deemed more suitable for domestic conditions, they were used as prototypes for the production of similar locomotives in the USSR.","subtitle":"Foreign Experience"},{"quote":"The SS<\/sub> locomotives had specific design characteristics, including regenerative braking and unique undercarriage features.","title":"","images":[],"content":"Based on technical documentation received from General Electric, the USSR began producing DC electric locomotives, which received the SS designation. Initially, they were designated as SS<\/sub> 11, where the number indicated the axial load in tonnes. The letter “S” in the names of all the above-mentioned electric locomotives stood for “Surami”, and the designation SS specified them as “Surami Soviet”.\r\n\r\nThese locomotives that feature specific design characteristics such as regenerative braking and unique undercarriage features, belong to the family of electric locomotives known as the Surami type.","subtitle":"SS<\/sub> Locomotives"},{"quote":"","title":"","images":[],"content":"In 1932–1934, through the joint efforts of two Soviet plants—Kolomna Locomotive Works, manufacturing the undercarriage, and Dynamo, manufacturing and installing electrical equipment—a total of 21 DC electric locomotives of the class SS<\/sub><11 series, No.01–21, were built. These locomotives were no longer produced afterwards, as by that time, mass production of what were considered more advanced electric locomotives of the class VL19 had been established.","subtitle":""},{"quote":"","title":"Modernisation of the SS<\/sub>","images":[],"content":"The SS<\/sub> was a single-section, six-axle freight electric locomotive designed for freight traffic. Two three-axle trucks with bar-type frames were connected to one another via a special articulated connector. The body of the electric locomotive had a frame structure with platforms on each side, allowing entry into the control cab.\r\n \r\nThe traction electric motors, DPE-340, with a continuous rating of 300 kW featured a support-axle suspension. The traction gearbox had a gear ratio of 89 ÷ 20 = 4.45. The power electrical circuit provided three types of traction motor connections: series, series-parallel, and parallel. In the future, this design would become a staple of Soviet freight DC electric locomotives","subtitle":"Design"},{"quote":"In the 1950s, some of these electric locomotives underwent electrical equipment modernisation, after which they were designated as SS<\/sub>М<\/sup>.","title":"","images":[],"content":"Most of the SS<\/sub>< series electric locomotives were delivered directly to the Chusovskaya Depot of the Perm Railway, where they were initially used on the Chusovskaya–Kizel line. Later, they were deployed on other electrified sections of the railway, which eventually became part of the Sverdlovsk Railway.\r\n \r\nIn the 1950s, some of these locomotives underwent modernisation of their electrical equipment, incorporating machines and devices used on the VL22М<\/sup> electric locomotives. After this upgrade, they were re-designated as SS<\/sub>М<\/sup>. The operation of these locomotives ended in 1968–1974.","subtitle":"Operation"},{"quote":"","title":"","images":[],"content":"The SS<\/sub>11 14 electric locomotive (SS<\/sub>М<\/sup> 14 after modernisation) was built in 1933 both at the Kolomna Locomotive Works and Dynamo Plant. By the end of its service life, it had one truck from the S electric locomotive built by General Electric and the other from the VL19 electric locomotive. In the 1980s, it was transferred from the Perm-2 Depot of the Sverdlovsk Railway to the collection of the Central Museum of Railway Transport.","subtitle":"Museum Exhibit"}]

Характеристики (блоками): [{"name":"Factories","type":"text","value":"Kolomensky, Dynamo","is_two_colls":false},{"name":"The serial numbe","type":"text","value":"Unknown","is_two_colls":false},{"name":"Years of manufacture","type":"number","value":"1932–1934","is_two_colls":false},{"name":"Number of built, units","type":"number","value":"21","is_two_colls":false},{"name":"Nominal contact line voltage, V","type":"number","value":"3 000","is_two_colls":false},{"name":"Axial characteristic","type":"number","value":"3О<\/sub>+3О<\/sub>","is_two_colls":false},{"name":"Continuous power, kW","type":"number","value":"1,800","is_two_colls":false},{"name":"Continuous traction force, kgf","type":"number","value":"20,500","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"70","is_two_colls":false},{"name":"Service mass, t","type":"number","value":"132","is_two_colls":false},{"name":"Type of current","type":"text","value":"Constant","is_two_colls":false},{"name":"Electric brake","type":"text","value":"Recuperative","is_two_colls":false},{"name":"Traction motor type","type":"number","value":"DPE-340","is_two_colls":false},{"name":"Axial gear ratio","type":"number","value":"4,45","is_two_colls":false},{"name":"Battery type","type":"number","value":"ETP-63","is_two_colls":false},{"name":"Type of pantograph","type":"number","value":"DJ-4","is_two_colls":false},{"name":"Wheel diameter, mm","type":"number","value":"1 200","is_two_colls":false},{"name":"Service mass, t","type":"number","value":"132","is_two_colls":false},{"name":"Axle load on rails, ts","type":"number","value":"22","is_two_colls":false},{"name":"Clock mode parameters","type":"text","value":"","is_two_colls":false},{"name":"Power, kW","type":"number","value":"2,040","is_two_colls":false},{"name":"Speed, km\/h","type":"number","value":"30.5","is_two_colls":false},{"name":"Traction force, kgs","type":"number","value":"24 000","is_two_colls":false},{"name":"Continuous speed, km\/h","type":"number","value":"32","is_two_colls":false},{"name":"Length by buffers, mm","type":"number","value":"16 480","is_two_colls":false},{"name":"Body width, mm","type":"number","value":"3 070","is_two_colls":false},{"name":"Body height, mm","type":"number","value":"4 825","is_two_colls":false},{"name":"Wheelbase of the trolley, mm","type":"number","value":"4 200","is_two_colls":false},{"name":"Smallest radius of traversable curves, m","type":"number","value":"75","is_two_colls":false}]

История (блоками): [{"year":"1932","content":"A section of the South Caucasus Railway was one of the first to be converted to electric traction."},{"year":"1932–1934","content":"Class S electric locomotives (eight units built by the American company General Electric) arrived in the USSR."},{"year":"1932–1934","content":"Through the joint efforts of two Soviet plants—Kolomna and Dynamo—21 DC electric locomotives of the class SS11 were built."},{"year":"1933","content":"The SS<\/sub> 11 14 electric locomotive was built (after modernisation it was designated as SS<\/sub>М<\/sup> 14)."},{"year":"1950s","content":"On some of SS electric locomotives, the electrical equipment was modernised (hardware and devices used on the VL22М<\/sup> electric locomotives were installed), after which they received the designation SS<\/sub>М<\/sup>."},{"year":"1968–1974","content":"The SS<\/sub>М<\/sup> locomotives were withdrawn from service."},{"year":"1980s","content":"The SS<\/sub>М<\/sup> 14 electric locomotive was transferred from the Perm-2 Depot of the Sverdlovsk Railway to the collection of the Central Museum of Railway Transport."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/5a\/80\/s25a80883324d7079ccbe5ca2e0993053eb0a7a35e.jpg","title":"Расположение оборудования на электровозе серии Сс"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/08\/8e\/s2088e357013c2a293d85177158576bdf66f545eb9.jpg","title":"Scheme of the electric locomotive of the Ss series"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/4e\/c4\/s24ec4a7b95c5b749630cb8f3ceee7ea558836de7c.jpg","title":"План кузова электровоза серии Сс"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/6d\/dd\/s26ddd2d35ee8e9514c7d338037bd05084c9ac9c60.jpg","title":"Общий вид электровоза серии Сс"}]

Модель (деталка): SSM 14

Заголовок (деталка): DC Freight Electric Locomotive

Подвал описания: The SSМ 14 is one of the oldest domestic electric locomotives that has survived to this day. This is a pre-war machine, belonging to the so-called Surami type of electric locomotives.

Заголовок истории: Chronology

Mnemonic code: 10

Code in external DB source: 324

Name: SsМ 14

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Russian Railways Museum

Exhibits

Electric locomotives

Ss<sup>М</sup> 14