Exhibits

Steam locomotives

P36-0251

<space=1em>They can't cope

<space=1em>After the end of the Great Patriotic War, the Soviet Union's passenger locomotive fleet was based on steam locomotives of the SU type 1-3-1 with an axle load of about 18 t (more than 2,000 locomotives) and IS type 1-4-2 with an axle load of 20 t (about 640 machines). The use of IS was limited to mainlines that had undergone reconstruction and allowed the use of such heavy locomotives. There were not too many such sections in the country after the war.

<space=1em>By the mid-1940s, the SU steam locomotives were no longer able to cope with the increased passenger traffic. The weight of the trains increased, and on many sections of the railways served by the SU series, double traction was used. On sections with a heavy track profile, freight SO and L steam locomotives, which were poorly suited for passenger work, were sometimes forced to be used to pull passenger trains. There was a need for a more powerful and advanced passenger locomotive with an axle load not exceeding 18 tons.

<space=1em>New locomotive

<space=1em>As a result of the analysis of possible variants of the prospective locomotive (types 2-3-2, 2-3-1, 1-4-1 and others were considered), it was decided to adopt the axle formula 2-4-2 for the new steam locomotive. The design assignment was given to the Kolomna Plant. The work was carried out under the supervision of the plant's chief designer L.S. Lebedyansky (1898–1968).

<space=1em>The experimental locomotive was ready by December 1949. Its official delivery was timed to coincide with the 70th anniversary of I.V. Stalin, which was celebrated on December 21 1949. Large plaques placed on the smoke shields informed that the locomotive was dedicated to the leader's anniversary.

<space=1em>The first locomotive 2-4-2 was equipped with a fan traction, which was replaced with a conventional cone traction after a short time. The locomotive P36 0001, unlike all subsequent machines of this series, was equipped with a six-axle tender manufactured by the Bryansk plant. The tender had a semi-cylindrical water tank. Similar tenders were also used on experimental freight steam locomotives P34 and UU23. The locomotive is equipped with a mechanical C-3coal gauge.

<space=1em>On tests

<space=1em>After construction, P36 0001 was tested on the experimental ring of TsNII MPS at Shcherbinka station, as well as on the Oktyabrskaya and Moscow-Kursk-Donbass railways. June 20 1951 during a test drive at an average speed of 86.4 km/h the maximum indicated power of the locomotive during all the tests was achieved — 3,360 hp

<space=1em>A major role in the long-term tests of the new locomotive, its refinement to operational standards and improvement of the design was played by the test driver of the Moscow October Railway depot, Hero of Socialist Labor N.A. Oshats. The test results were considered positive and a decision was made to build a pilot batch.

<space=1em>Serial production

<space=1em>In 1953–1954, P36 experimental (0002–0006) and pilot (0007–0036) batches were produced. In 1954, the Kolomensky Plant completed production of freight steam locomotives of the L series, and since 1955 the only type of serial production of the locomotive-building enterprise has been P36 locomotives. In 1955–1956 the plant produced 215 serial P36 steam locomotives, numbered 0037–0251.

<space=1em>Excellent design

<space=1em>The new locomotives were distinguished by their perfect design, which had many innovations. The locomotive used a welded boiler with an extended smokebox (as was written in popular science publications of those years, it could accommodate a Pobeda car) and maximally straightened steam pipes with increased gas passages. The firebox used transverse circulation pipes.

<space=1em>The firebox doors, the doors leading from the driver's cab to the counter cab, and the grate pumping mechanism had a pneumatic drive. The locomotives were equipped with a water heater mixing system designed by the Bryansk plant, which allowed for significant fuel savings. For the first time in the practice of domestic locomotive construction, all locomotive axle boxes and tenders were serially equipped with roller bearings.

<space=1em>These machines had no equal in terms of comfort and convenience for locomotive crews. As veterans who worked on the P36 at the Leningrad-Passazhirsky-Moskovsky depot half-jokingly said: "We rested on these locomotives." The drivers also noted the high operational properties of the P36: an inexhaustible boiler, ease of starting the train from a standstill, a very smooth ride even at maximum speed, good alignment with curves.

<space=1em>Displacement

<space=1em>New P36 locomotives were delivered to the October, Moscow-Ryazan, Stalin, Kalinin, Belorusskaya, Kuibyshev and Krasnoyarsk railways, serving such sections and directions as Leningrad - Moscow, Moscow - Michurinsk, Krasnoyarsk - Taishet, Moscow - Minsk and others.

<space=1em>The mass transition to modern types of traction that took place in the USSR in the 1950s - 1960s, led to a fairly rapid displacement of P36 locomotives from the mainlines of the European part of the country and their transfer to less congested and remote sections of the network. P36 began to work on the East Siberian, Transbaikal, Northern, Far Eastern and Lvov railways.

<space=1em>However, their work there was rather short-lived. The longest, until 1973–1974, P36 worked on the Transbaikal Railway, servicing express trains until the last days of their operation, including No. 1 "Russia". P36 steam locomotives did not work out even half of their intended service life.

<space=1em>To rest

<space=1em>After the end of their operation, P36 were in reserve on the Belarusian, Northern, East Siberian, Transbaikal and Far Eastern railways. The removal from the inventory and transfer to industrial enterprises for use as boiler houses began in 1982. Before that, the inventory of the Ministry of Railways included 247 steam locomotives P36. Ten years later, in January 1992 , only four locomotives of this series remained in the inventory.

<space=1em>Currently, 24 steam locomotives P36 have been preserved in the post-Soviet space. Two more are stored in Mongolia and Germany. Several locomotives of the P36 series are in working order and are used to haul retro trains, events held by JSC Russian Railways, and for economic work.

<space=1em>Passenger steam locomotive П36 0251 was built by the Kolomna Plant in 1956, factory number 10420. П36 0251 is the last steam locomotive built by the Kolomna Plant and at the same time the last passenger locomotive built in the USSR.

<space=1em>Museum exhibit

<space=1em>Steam locomotive П36 0251 worked on the Kuibyshev, Northern and Far Eastern Railways. The last place of registration was the Vyazemskaya depot of the Far Eastern Railway, where it was used until the early 1970s. In 1982 the locomotive was transferred from the Vyazemskaya reserve base to the Ussuri plant "Dalvodremmash", where it was used for about ten years as a stationary boiler house.

<space=1em>The fate of the last passenger steam locomotive has always been of interest to domestic enthusiasts of the history of railway transport. The location was known, correspondence was conducted with its owner, the locomotive was occasionally "visited" and photographed. However, real steps to preserve it were taken only in the fall of 1991, when the locomotive was purchased from its owner at the price of scrap metal by the Central Museum of the October Railway.

<space=1em>Saving the locomotive

<space=1em>In June 1992 a unique operation to deliver the locomotive to St. Petersburg began. The organizer and participant of this operation was V.N.Voronin (1947–2011), head of the equipment department of the Central Museum of the October Railway. The museum's research staff S.L.Pogodin and I.K.Timofeev also took part in the expedition.

<space=1em>In order to remove the locomotive from the plant grounds, it was necessary to free it from technological steam pipes and metal structures, remove mountains of slag that had accumulated around it over ten years, prepare the running gear for movement to the nearest depot, and, most importantly, repair the access road about 2.5 km long, which had not been used for a long time. About a kilometer from the locomotive, a pipeline support was installed directly in the track, which was impossible to dismantle. A detour had to be arranged on this section of the track.

<space=1em>Nevertheless, V.N. Voronin managed to solve all these problems, and the locomotive was delivered to the depot, where it was prepared for shipment over 9,000 km.

<space=1em>In addition to technical problems, other problems arose. Having received information that the locomotive had been delivered from the factory premises to the depot, a Moscow commercial structure organized under the VNIIZhT MPS attempted, using administrative resources, to have P36 0251 sent to Moscow to the VNIIZhT experimental loop. This attempt was repulsed thanks to the intervention of the October Railway management and the Deputy Minister of Railways.

<space=1em>Museum raft

<space=1em>Four more exhibits acquired from the Far Eastern Railway were attached to the locomotive being prepared for dispatch to St. Petersburg. Among them were the EA 2201 locomotive, a Canadian-built covered wagon, and an armored platform.

<space=1em>The museum raft was sent to its destination accompanied by V.N.Voronin and the locomotive crew of the St. Petersburg-Sortirovochny-Moskovsky depot, headed by the experienced driver V.A.Sergeev. On the way, the raft had a stop at the Magdagachi depot of the Transbaikal Railway to dismantle spare parts from the P36 steam locomotives. The spare parts had to be dismantled at an outside air temperature of about -40° C.

<space=1em>In December, shortly before the New Year, the expedition to save the unique steam locomotive, which lasted six months, ended on the tracks of the museum site in Shushary. In subsequent years, through the efforts of enthusiasts and museum staff, the locomotive was restored and occupied a place of honor in the museum exhibition in Shushary, and then at the former Varshavsky Station in St. Petersburg.

ID экспоната: 103

Аудио: http://dpmzdr.infomedia.digital/files/e5/64/e564fbf5286c1c11965d7aac2207e89cdabebfb7.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/04/57/s1045706d0951cb9a1d0cc9fd64a57e3ce65641f2b.jpg / http://dpmzdr.infomedia.digital/files/fe/7f/s1fe7fbdd3aab369e189847e38d2d256ec6e7bc56a.jpg / http://dpmzdr.infomedia.digital/files/2f/f1/s12ff1132b85907118ab6a79d996b7106f2d13dd24.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/04/57/045706d0951cb9a1d0cc9fd64a57e3ce65641f2b.jpg / http://dpmzdr.infomedia.digital/files/fe/7f/fe7fbdd3aab369e189847e38d2d256ec6e7bc56a.jpg / http://dpmzdr.infomedia.digital/files/2f/f1/2ff1132b85907118ab6a79d996b7106f2d13dd24.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/04/57/s2045706d0951cb9a1d0cc9fd64a57e3ce65641f2b.jpg / http://dpmzdr.infomedia.digital/files/fe/7f/s2fe7fbdd3aab369e189847e38d2d256ec6e7bc56a.jpg / http://dpmzdr.infomedia.digital/files/2f/f1/s22ff1132b85907118ab6a79d996b7106f2d13dd24.jpg

Исторические фото: http://dpmzdr.infomedia.digital/files/7d/f9/s17df9c5f07795190a8befa03ca942e85ffee7ea12.jpg / http://dpmzdr.infomedia.digital/files/9d/ef/s19deff3241971b402e551362a03510c05d38986e0.jpg / http://dpmzdr.infomedia.digital/files/a3/42/s1a3428d761cba24677b2d6cc3d46fd0a372285c6c.jpg / http://dpmzdr.infomedia.digital/files/35/f1/s135f12e108d17c46d0c18f8778946588b1def6bd8.jpg / http://dpmzdr.infomedia.digital/files/4c/a9/s14ca9c7a3a15b509683a7c2cc733ead91d4325b5b.jpg / http://dpmzdr.infomedia.digital/files/17/20/s11720fa213e1538ab326383577e80a5e77af6a96a.jpg

Параметры (технические характеристики): Design speed, km/h 125 Maximum power at the wheel rim, hp 3,077 / Axle arrangement 2-4-2 Weight of the locomotive in working condition, t without tender — 133.2; with tender — 230 Empty weight of locomotive, t 120.4 Coupling weight of locomotive, t 72.4 Tender type six-axle Full wheelbase of locomotive with tender, mm 26,379 Length of locomotive with tender along coupler axles, mm 29,805 Diameter of driving wheels, mm 1,850 Smallest radius of passable curve, m 117 Steam pressure, kg/cm² 15 Furnace type Radial Grate area, m² 6.75 Full evaporating heating surface of boiler (water), m² 243.2 Heating surface of superheater tubes (gas), m² 132.1 Number of smoke tubes, pcs. 66 Diameter of smoke tubes (outer), pcs. 57 Number of flame tubes, pcs. 50 Diameter of flame tubes (outer), mm 152 Type of superheater Double-turn Diameter of superheater tubes (outer), mm 38 Type of heating Coal, mechanical Number of cylinders, pcs. 2 Cylinder diameter, mm 575 Piston stroke, mm 800 Spool diameter, mm 300 Frame type Bar, 140 mm thick Steam distribution system Walschaert Empty weight, t 54.85 Weight with full water and coal supply, t 123.45 Water supply, m³ 45.6 Coal supply, t 23.5 Trolley type Double spring suspension

План: http://dpmzdr.infomedia.digital/files/92/c4/92c401803e8c9b905551fa1c9cd2bdff813cf279.jpg / http://dpmzdr.infomedia.digital/files/18/b6/18b6123da04f3eb5bd12ba7e37a4ffdc95b8b6b6.jpg / http://dpmzdr.infomedia.digital/files/73/f9/73f9ddccfa11f04570056ba199bcda887a18333a.jpg / http://dpmzdr.infomedia.digital/files/d1/10/d110b610359fd350524a9a61155fdc96bed76759.jpg

План 1000: http://dpmzdr.infomedia.digital/files/92/c4/s192c401803e8c9b905551fa1c9cd2bdff813cf279.jpg / http://dpmzdr.infomedia.digital/files/18/b6/s118b6123da04f3eb5bd12ba7e37a4ffdc95b8b6b6.jpg / http://dpmzdr.infomedia.digital/files/73/f9/s173f9ddccfa11f04570056ba199bcda887a18333a.jpg / http://dpmzdr.infomedia.digital/files/d1/10/s1d110b610359fd350524a9a61155fdc96bed76759.jpg

План 2000: http://dpmzdr.infomedia.digital/files/92/c4/s292c401803e8c9b905551fa1c9cd2bdff813cf279.jpg / http://dpmzdr.infomedia.digital/files/18/b6/s218b6123da04f3eb5bd12ba7e37a4ffdc95b8b6b6.jpg / http://dpmzdr.infomedia.digital/files/73/f9/s273f9ddccfa11f04570056ba199bcda887a18333a.jpg / http://dpmzdr.infomedia.digital/files/d1/10/s2d110b610359fd350524a9a61155fdc96bed76759.jpg

Хронология: <space=1em>After the end of the Great Patriotic War, the Soviet Union's passenger locomotive fleet consisted mainly of SU series locomotives of the 1-3-1 type with an axle load of about 18 tons (more than 2,000 locomotives) and IS series locomotives of the 1-4-2 type with an axle load of 20-21 tons (about 640 locomotives). <space=1em>By the mid-1940s, SUs were no longer able to cope with the increased passenger traffic. Thus, the need for a more powerful and advanced passenger locomotive with an axle load that would not exceed 18 tons became obvious. <space=1em>In order to select a promising locomotive, an analysis was conducted and different types of locomotives were considered: 2-3-2, 2-3-1, 1-4-1 and others. In the end, it was decided to adopt the 2-4-2 axle formula. The task of designing a new machine was given to the Kolomensky Plant. Its creation was carried out under the supervision of the chief designer of the plant L. S. Lebedyansky (1898-1968). <space=1em>The experimental locomotive was ready by December 1949. Its official delivery was timed to coincide with the 70th birthday of I. V. Stalin, which was celebrated on December 21, 1949. The P36-0001 locomotive never received its own name - its P36 series comes from the serial number of the Kolomensky Plant project. Unlike all subsequent machines of this series, the P36-0001 was equipped with a six-axle tender (type P35), manufactured by the Bryansk Plant. The tender had a semi-cylindrical water tank. The locomotive was also equipped with a mechanical S-3 coal feeder. <space=1em>In 1953–1954, the experimental (0002–0006) and pilot (0007–0036) P36 locomotives were produced. In 1954, the Kolomna Plant completed production of L series freight locomotives, and since 1955, P36 locomotives have become the only type of serial production of the locomotive-building enterprise. In 1955–1956, the plant produced 215 serial P36 locomotives, which had numbers 0037–0251. <space=1em>In the 1950s and 1960s, the USSR saw a massive transition to modern types of traction. As a result, P36 locomotives were quickly displaced from the mainlines of the European part of the country and transferred to less congested and remote sections of the network. <space=1em>After the end of their service, the P36 steam locomotives were kept in reserve on the Belarusian, Northern, East Siberian, Transbaikal and Far Eastern Railways. In 1982, the locomotives were removed from inventory and transferred to industrial enterprises to be used as boiler houses. Before that, the Ministry of Railways had 247 P36 steam locomotives in its inventory. Ten years later, in January 1992, only four vehicles of this series remained in the inventory. <space=1em>Currently, there are 24 P36 steam locomotives remaining in the post-Soviet space. Two more locomotives are stored in Mongolia and Germany. Several P36 series vehicles are in working order. They are used to pull retro trains at events held by Russian Railways and for economic work.

Блоки описания: [{"quote":"","title":"","images":[],"content":"After the end of the Great Patriotic War, the Soviet Union’s passenger steam locomotive fleet was primarily composed of class SU<\/sup> steam locomotives type 1-3-1, with an axial load of about 18 t (more than 2,000 locomotives), and class IS locomotives type 1-4-2, with an axial load of 20 t (about 640 units). The use of class IS was limited to mainlines that had been reconstructed to support such heavy locomotives. After the war, there were few areas in the country that met these requirements.","subtitle":"Failed to Cope"},{"quote":"","title":"","images":[],"content":"By the mid-1940s, the SU<\/sup> steam locomotives were no longer able to cope with the increased passenger traffic. The weight of trains had increased, and on many sections of the railway served by the class SU<\/sup>, double traction was employed. In areas with steep gradients, freight locomotives like the classes SO and L, which were poorly suited for passenger transport, were sometimes used to haul passenger trains. This created a need for a more powerful and advanced passenger locomotive with an axial load not exceeding 18 t.","subtitle":""},{"quote":"","title":"New Locomotive","images":[],"content":"As a result of an analysis of potential designs for the new locomotive (with options such as 2-3-2, 2-3-1, 1-4-1, and others considered), the decision was made to adopt the 2-4-2 wheel arrangement fo the new steam locomotive. The design work was assigned to the Kolomna Locomotive Works. It was conducted under the supervision of the plant’s Chief Designer L.S. Lebedyansky (1898–1968).","subtitle":"Wheel Arrangement 2-4-2"},{"quote":"The commissioning of the experimental locomotive was dedicated to Stalin’s 70th birthday celebration.","title":"","images":[],"content":"The experimental steam locomotive was completed by December 1949, and its official commissioning was timed to coincide with the 70th anniversary of Joseph Stalin, celebrated on 21st December 1949. Large signs placed on the smoke deflectors indicated that the locomotive was dedicated to the leader’s anniversary.","subtitle":""},{"quote":"","title":"","images":[],"content":"The first 2-4-2 steam locomotive was equipped with a fan-driven exhaust system, which was replaced after a short time with a conventional blast pipe exhaust system. The P36 0001 steam locomotive, unlike all subsequent machines in this class, is equipped with a six-axle tender manufactured by the Bryansk Locomotive Works. The tender had a semi-cylindrical water tank. Similar tenders were also used on experimental freight locomotives of classes P34 and UU23. The locomotive is equipped with a mechanical stoker S-3.","subtitle":""},{"quote":"","title":"","images":[],"content":"After construction, the P36 0001 was tested on the closed-loop test track of the Central Research Institute of the Ministry of Railways at the Shcherbinka Station, as well as on the Oktyabrskaya and Moscow-Kursk-Donbas Railways. On 20th June 1951, during a test run at an average speed of 86.4 km\/h, the maximum indicated power of the locomotive across all tests was achieved — 3,360 hp.","subtitle":"Tests"},{"quote":"","title":"","images":[],"content":"The test driver from the Oktyabrskaya Railway’s Moscow Depot, Hero of Socialist Labour N.A. Oshats, played a major role in the long-term testing of the new locomotive, its refinement to operational standards, and the improvement of its design. The test results were deemed positive, and a decision was made to build an experimental batch.","subtitle":""},{"quote":"","title":"Mass Production","images":[],"content":"In 1953–1954, class P36 experimental (0002–0006) and pilot (0007–0036) batches were produced. In 1954, the Kolomna Locomotive Works finished the production of class L freight locomotives. From 1955 onward, the P36 locomotives became the sole type of mass-produced locomotive at the enterprise. In 1955–1956, the plant manufactured 215 class P36 steam locomotives, numbered 0037 to 0251.","subtitle":"251 Steam Locomotives"},{"quote":"","title":"Excellent Design","images":[],"content":"The new locomotives were distinguished by their exceptional design, featuring numerous innovations. The locomotive was equipped with an all-welded boiler and an extended smokebox (which, as noted in popular science publications of the time, could accommodate a Pobeda automobile), along with steam pipes that were maximally straightened and had enlarged gas passages. The firebox utilised cross circulation pipes.","subtitle":""},{"quote":"These locomotives were unmatched in terms of both comfort and ease of operation.","title":"","images":[],"content":"The firebox doors and the doors leading from the cab to the tender vestibule, as well as the firebox grate’s air bleed mechanism, were all pneumatically operated. The locomotives also featured a mixing feedwater heater designed by the Bryansk Locomotive Works, which allowed for significant fuel savings. For the first time in the history of domestic steam locomotive production, all axle boxes, both on the locomotive and the tender, were equipped with roller bearings.","subtitle":""},{"quote":"","title":"","images":[],"content":"In terms of comfort and ease of operation for locomotive crews, these machines were unparalleled. Veterans from the Leningrad-Passazhirsky-Moskovsky Depot, who worked on the P36, half-jokingly remarked, “We could relax on these locomotives”. The drivers also praised the P36’s outstanding performance — its inexhaustible boiler, ease of starting from a standstill, incredibly smooth ride even at maximum speed, and excellent cornering ability.","subtitle":""},{"quote":"The mass transition to modern types of traction resulted in these steam locomotives being quickly replaced.","title":"Operation","images":[],"content":"The new P36 steam locomotives were delivered to the Oktyabrskaya, Moscow-Ryazan, Stalin, Kalinin, Belorusian, Kuybyshev, and Krasnoyarsk Railways, operating on routes such as Leningrad-Moscow, Moscow-Michurinsk, Krasnoyarsk-Tayshet, Moscow-Minsk, and others.","subtitle":"Replacement"},{"quote":"","title":"","images":[],"content":"The mass transition to modern traction types in the USSR during the 1950s and 1960s led to the rapid displacement of P36 steam locomotives from mainlines in the European part of the country, relegating them to less busy and remote sections of the network. P36 locomotives began operating on the East Siberian, Transbaikal, Northern, Far Eastern, and Lviv Railways.","subtitle":""},{"quote":"","title":"","images":[],"content":"However, their service on these routes was relatively short-lived. The P36s operated the longest on the Transbaikal Railway, where they ran express trains, including No. 1 “Russia”, until 1973–1974. The P36 steam locomotives did not even reach half of their intended service life.","subtitle":""},{"quote":"","title":"","images":[],"content":"After their service ended, P36 steam locomotives were kept in reserve on the Belarusian, Northern, East Siberian, Transbaikal, and Far Eastern Railways. Their removal from inventory and transfer to industrial enterprises for use as stationary boiler houses began in 1982. At that time, the Ministry of Railways’ inventory fleet still included 247 P36 steam locomotives. Ten years later, in January 1992, only four locomotives of this class remained in inventory.","subtitle":"Retirement"},{"quote":"P36 0251 is the last passenger steam locomotive built in the USSR.","title":"","images":[],"content":"Today, 24 P36 locomotives remain in the post-Soviet space. Two more are preserved in Mongolia and Germany. Several class P36 locomotives are still in working order and are used for pulling retro trains, participating in events organised by Russian Railways, and performing economic tasks.","subtitle":""},{"quote":"","title":"","images":[],"content":"Passenger steam locomotive P36 0251 was built by the Kolomna Locomotive Works in 1956 under serial number 10420. P36 0251 is the last steam locomotive built by the Kolomna Locomotive Works and the last passenger steam locomotive built in the USSR.","subtitle":""},{"quote":"","title":"Museum Exhibit","images":[],"content":"Steam locomotive P36 0251 served on the Kuybyshev, Northern, and Far Eastern Railways. Its last registered location was the Vyazemskaya Depot of the Far Eastern Railway, where it remained in operation until the early 1970s. In 1982, the locomotive was transferred from the Vyazemskaya Storage Depot to the Dalvodremmash Plant in Ussuriysk, where it was used as a stationary boiler house for about ten years.","subtitle":"Service History"},{"quote":"","title":"","images":[],"content":"The fate of this last passenger steam locomotive has long intrigued domestic railway history enthusiasts. Its location was well-known, correspondence was maintained with its owner, and enthusiasts occasionally “visited” the locomotive, documenting it through photographs. However, meaningful efforts to preserve it began only in the autumn of 1991, when the locomotive was purchased from its owner at scrap metal value by the Central Museum of the Oktyabrskaya Railway.","subtitle":""},{"quote":"","title":"","images":[],"content":"In June 1992, a unique operation was launched to transport the locomotive to St. Petersburg. It was organised and led by V.N. Voronin (1947–2011), head of the technology department at the Central Museum of the Oktyabrskaya Railway. Museum research associates S.L. Pogodin and I.K. Timofeev also participated in the expedition.","subtitle":"Saving the Locomotive"},{"quote":"","title":"","images":[],"content":"To remove the locomotive from the plant’s premises, it was required to detach it from technological steam pipes and metal structures, clear ten years’ worth of accumulated slag, prepare the running gear for movement to the nearest depot, and, most importantly, repair the 2.5 km-long access track, which had been unused for years. A major obstacle emerged about a kilometre from the locomotive, where pipeline support had been installed directly across the track, making dismantling impossible. A detour had to be constructed for this section of the route.","subtitle":""},{"quote":"","title":"","images":[],"content":"Despite these challenges, V.N. Voronin successfully overcame the difficulties, and the locomotive was delivered to the depot, where it was prepared for a journey of over 9,000 km.","subtitle":""},{"quote":"","title":"","images":[],"content":"In addition to technical issues, other hurdles also arose. Having received information that the locomotive was delivered from the plant to the depot, a Moscow-based commercial organisation under the Railway Research Institute of JSC Russian Railways of the Ministry of Railways attempted to claim it, using an administrative resource, and redirect P36 0251 to the test loop of the institute in Moscow. This effort was thwarted thanks to the intervention of the Oktyabrskaya Railway’s management and the Deputy Minister of Railways.","subtitle":""},{"quote":"Four additional exhibits, including the EA<\/sup> 2201 steam locomotive, a Canadian-built boxcar, and an armoured platform, were attached to the locomotive itself.","title":"","images":[],"content":"Four additional exhibits, acquired from the Far Eastern Railway, were attached to the locomotive being prepared for dispatch to St. Petersburg. Among these were the steam locomotive EA<\/sup> 2201, a Canadian-built boxcar, and an armoured platform.","subtitle":"Museum Train"},{"quote":"","title":"","images":[],"content":"The museum train was escorted to its destination by V.N. Voronin and the locomotive crew from the St. Petersburg-Sortirovochny-Moskovsky Depot, led by the experienced driver V.A. Sergeev. During the journey, the train made a stop at the Magdagachi Depot of the Transbaikal Railway to dismantle spare parts from the P36 steam locomotives. These parts had to be removed in temperatures as low as −40°C.","subtitle":""},{"quote":"","title":"","images":[],"content":"In December, just before the New Year, the six-month expedition to save the unique steam locomotive concluded at the track of the museum site in Shushary.","subtitle":""}]

Характеристики (блоками): [{"name":"Plant","type":"text","value":"Kolomna Locomotive","is_two_colls":false},{"name":"Serial number","type":"number","value":"10420","is_two_colls":false},{"name":"Year","type":"number","value":"1956","is_two_colls":false},{"name":"Weight of the locomotive in working condition without tender, t","type":"number","value":"133.2","is_two_colls":false},{"name":"Weight of the locomotive in working condition with tender, t","type":"number","value":"230","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"125","is_two_colls":false},{"name":"Maximum power at the wheel rim","type":"number","value":"3 077 л. с.","is_two_colls":false},{"name":"Axial formula","type":"number","value":"2 – 4 – 2","is_two_colls":false},{"name":"General data","type":"text","value":"","is_two_colls":false},{"name":"Empty weight of a steam locomotive, t","type":"number","value":"120.4","is_two_colls":false},{"name":"Adhesive weight of a steam locomotive, t","type":"number","value":"72.4","is_two_colls":false},{"name":"Complete wheelbase of a steam locomotive with tender, mm","type":"number","value":"26,379","is_two_colls":false},{"name":"Length of a locomotive with tender along the axles of the automatic coupling, mm","type":"number","value":"29,805","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1,850","is_two_colls":false},{"name":"Minimum radius of a passable curve, m","type":"number","value":"117","is_two_colls":false},{"name":"Tender type","type":"text","value":"Six-axle","is_two_colls":false},{"name":"Boiler","type":"text","value":"","is_two_colls":false},{"name":"Steam pressure, kg\/cm2<\/sup>","type":"number","value":"15","is_two_colls":false},{"name":"Firebox type","type":"text","value":"Radial","is_two_colls":false},{"name":"Grate area","type":"number","value":"6.75 m2","is_two_colls":false},{"name":"Total evaporating heating surface of the boiler (water)","type":"number","value":"243.2 m2","is_two_colls":false},{"name":"Heating surface of superheater pipes (gas)","type":"number","value":"132.1 m2","is_two_colls":false},{"name":"Number of smoke tubes, pcs.","type":"number","value":"66","is_two_colls":false},{"name":"Smoke tube diameter (outer), mm","type":"number","value":"57","is_two_colls":false},{"name":"Number of fire tubes, pcs.","type":"number","value":"50","is_two_colls":false},{"name":"Diameter of fire tubes (outer)152 мм, mm","type":"number","value":"152","is_two_colls":false},{"name":"Superheater type","type":"text","value":"Double-turn","is_two_colls":false},{"name":"Superheater tube diameter (outer), mm","type":"number","value":"38","is_two_colls":false},{"name":"Type of heating","type":"text","value":"Coal, mechanical","is_two_colls":false},{"name":"Car and crew","type":"text","value":"","is_two_colls":false},{"name":"Number of cylinders, pcs.","type":"number","value":"2","is_two_colls":false},{"name":"Cylinder diameter, mm","type":"number","value":"575","is_two_colls":false},{"name":"Piston stroke, mm","type":"number","value":"800","is_two_colls":false},{"name":"Diameter of valves, mm","type":"number","value":"300","is_two_colls":false},{"name":"Frame type","type":"text","value":"Block","is_two_colls":false},{"name":"Frame thickness, mm","type":"number","value":"140","is_two_colls":false},{"name":"Steam distribution system, t","type":"text","value":"Walschaer","is_two_colls":false},{"name":"Tender","type":"text","value":"","is_two_colls":false},{"name":"Empty weight, t","type":"number","value":"54.85","is_two_colls":false},{"name":"Weight with full supply of water and coal, t","type":"number","value":"123.45","is_two_colls":false},{"name":"Water supply, m3<\/sup>","type":"number","value":"45.6","is_two_colls":false},{"name":"Coal stock, t","type":"number","value":"23.5","is_two_colls":false},{"name":"Sidewalls of trolleys","type":"text","value":"Stamped, welded","is_two_colls":false},{"name":"Cross beams","type":"number","value":"Cast","is_two_colls":false},{"name":"Suspension","type":"text","value":"Double spring","is_two_colls":false}]

История (блоками): [{"year":"December 1949","content":"Commissioning of the first experimental steam locomotive, P36 0001, designed under the supervision of L.S. Lebedyansky, the chief designer of the Kolomna Locomotive Works."},{"year":"20th June 1951","content":"During the test run, at an average speed of 86.4 km\/h, the maximum power of the locomotive is achieved — 3,360 hp."},{"year":"1953–1954","content":"The Kolomna Locomotive Works produces steam locomotives of the experimental (0002–0006) and pilot (0007–0036) batches of P36."},{"year":"1955–1956","content":"215 production steam locomotives P36 with numbers 0037–0251 are built."},{"year":"1956","content":"The last steam locomotive P36 0251 is built at the Kolomna Locomotive Works."},{"year":"1974","content":"End of service of P36 steam locomotives on Soviet railways."},{"year":"1982","content":"Removal of steam locomotives from inventory and their transfer to industrial enterprises for use as boiler houses."},{"year":"1982","content":"Steam locomotive P36 0251 from the Vyazemskaya Storage Depot of the Far Eastern Railway is transferred to the Dalvodremmash Plant in Ussuriysk."},{"year":"Autumn 1991","content":"Steam locomotive P36 0251 is purchased from its owner by the Central Museum of the Oktyabrskaya Railway at scrap metal value."},{"year":"June–December 1992","content":"An operation is carried out to deliver the steam locomotive to the museum site in Shushary."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/92\/c4\/s292c401803e8c9b905551fa1c9cd2bdff813cf279.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/18\/b6\/s218b6123da04f3eb5bd12ba7e37a4ffdc95b8b6b6.jpg","title":"Чертёж"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/73\/f9\/s273f9ddccfa11f04570056ba199bcda887a18333a.jpg","title":"Чертёж"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/d1\/10\/s2d110b610359fd350524a9a61155fdc96bed76759.jpg","title":"Drawing"}]

Модель (деталка): P36 0251

Заголовок (деталка): Passenger Steam Locomotive

Подвал описания: In the following years, thanks to the efforts of enthusiasts and museum staff, the locomotive was restored and took its place of honour in the museum exhibition in Shushary, before being relocated to the former Varshavsky Station in St. Petersburg.

Заголовок истории: Chronology

Mnemonic code: 103

Code in external DB source: 427

Name: P36-0251

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