Exhibits

Steam locomotives

S68

<space=1em>New formula

<space=1em>At the end of the 1900s the Ministry of Railways insisted on increasing the speed and weight of passenger trains. In 1907 the construction of steam locomotives with the axle formula 2-3-0 began: four-cylinder (since 1912 — U series) and two-cylinder with steam superheating (since 1912 — B series), but these steam locomotives had an advantage primarily with oil heating.

<space=1em>But it was precisely at this time that internal combustion engines were increasingly used, and the demand and prices for oil grew accordingly, which led to the replacement of oil with coal, sometimes of low quality, when heating steam boilers, including locomotive boilers. The use of less calorific fuel required an increase in the area of the grate, but existing types of passenger steam locomotives could not be modernized in this way.

<space=1em>Since Professor N.L. Shchukin believed that the new steam locomotive should be a development of the 1-3-0 steam locomotives (since 1912 — N series), and an enlarged firebox with a larger grate area required additional support, the choice was made between the 1-3-2 and 1-3-1 formulas. But the hypothetical 1-3-2 steam locomotives, according to calculations, should have had a base that would require replacing the existing turntables. Therefore, the Railway Administration of the Ministry of Railways ordered the development of a steam locomotive with an axle arrangement of 1-3-1, which had not been used in Russia before.

<space=1em>Serial release

<space=1em>June 30 1909 The Rolling Stock and Traction Commission, chaired by Professor N.L. Shchukin, approved the proposal of the director of the Sormovo Joint-Stock Company S.I. Mikhin to build five 1-3-1 locomotives with a simple engine and steam superheating and approved their main characteristics.

<space=1em>Although the Sormovo plant had not previously developed original types of steam locomotives, its locomotive engineering bureau, under the leadership of engineer Bronislav Malakhovsky, submitted working project drawings to the Rolling Stock and Traction Commission in January 1910. By the end of the year, the Sormovo Joint-Stock Company plant had built the first five locomotives. December 13 1910 the first of them was tested.

<space=1em>Almost 700 steam locomotives

<space=1em>Series C steam locomotives were built by four plants (Sormovo, Nevsky, Kharkov and Lugansk) over the course of nine years (1910–1919). A total of slightly less than 700 machines were produced. In 1912, when a unified system of series designations was introduced on Russian railways, the 1-3-1 steam locomotives received the C series in memory of the plant that developed them. However, the numbering remained different on each road, which led to the presence of doubles, triples, and even four steam locomotives with the same designation.

<space=1em>This also caused confusion regarding the C 68 steam locomotive. A number of changes were made to the design during production. Already built machines received more advanced equipment. For example, superheaters were replaced. On the other hand, the quality of the last batches built during the First World War decreased in comparison with the pre-war ones.

<space=1em>The innovations of the S series were the 1-3-1 axle arrangement, a wide firebox extending beyond the frame and wheels, rotating axle box trims and a two-valve Tsar regulator. The presence of a two-valve regulator soon became the norm in steam locomotive construction.

<space=1em>The development of the S steam locomotive series were the SB and SU, which, although their designations differed only in indexes, are more often regarded as separate series.

<space=1em>Museum exhibit

<space=1em>The locomotive with the factory number 2289 was built by the Nevsky Shipbuilding and Mechanical Plant in the summer of 1917 for the Nikolaevskaya Railway, but was sent to the Northern Railways. Subsequently, it worked on the Leningrad and October Railways. In 1960 it was transferred from the October Railway yard to one of the Moscow reinforced concrete plants, where it was used as a boiler plant, while the driving and steam distribution mechanisms were dismantled.

<space=1em>In the 1970s it was discovered by railway enthusiasts and mistakenly identified as a C 68 steam locomotive, built by the Nevsky Shipbuilding and Mechanical Plant in 1913 for the North-Western Railways (factory number 1992). Attempts began to save the discovered locomotive, which at that time was the last surviving one of this series.

<space=1em>A lie in the name of salvation

<space=1em>Since the uniqueness of the locomotive was not a decisive argument for officials, a "revolutionary" biography was chosen for the locomotive: allegedly it was this locomotive that on March 11 1918 led the Soviet government from Tver to Moscow, which was evacuating from Petrograd. Therefore, the locomotive was passed off as C 245, built by the Sormovo plant in 1915 for the Nikolaevskaya Railway.

<space=1em>In 1982 the Ministry of Railways ordered the restoration of this locomotive, which was done in 1982–1983 by the Khovrino locomotive depot of the October Railway (Moscow). During the repair, the tender Щ 3006 was coupled to the locomotive. The restored locomotive stood at the Khovrino depot until 1991, when it was moved to one of the pavilions of the VNIIZhT test ring at Shcherbinka station. In 1992 after cosmetic repairs it was displayed in Shcherbinka at an exhibition for the Railwayman's Day.

<space=1em>The locomotive was transferred to the museum from the VNIIZhT test ring at Shcherbinka station in 1997 When a new museum exhibition was created in 2001, it was given back its historical designation C 68.

ID экспоната: 104

Аудио: http://dpmzdr.infomedia.digital/files/7d/02/7d02da2102c9ff107ba6458cf5becfe4f7db75e8.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/cb/25/s1cb254acadb4e816192d6f1d831f0152c27540920.jpg / http://dpmzdr.infomedia.digital/files/a3/3d/s1a33d28417939677add85d3b9b0480529e05f0c9f.jpg / http://dpmzdr.infomedia.digital/files/3f/96/s13f96300ee9d606cd46a308eda7befead61549a6a.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/cb/25/cb254acadb4e816192d6f1d831f0152c27540920.jpg / http://dpmzdr.infomedia.digital/files/a3/3d/a33d28417939677add85d3b9b0480529e05f0c9f.jpg / http://dpmzdr.infomedia.digital/files/3f/96/3f96300ee9d606cd46a308eda7befead61549a6a.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/cb/25/s2cb254acadb4e816192d6f1d831f0152c27540920.jpg / http://dpmzdr.infomedia.digital/files/a3/3d/s2a33d28417939677add85d3b9b0480529e05f0c9f.jpg / http://dpmzdr.infomedia.digital/files/3f/96/s23f96300ee9d606cd46a308eda7befead61549a6a.jpg

Исторические фото: http://dpmzdr.infomedia.digital/files/1a/70/s11a70e538cb6eafa8cf9115be3ddb96f21055a2df.jpg / http://dpmzdr.infomedia.digital/files/e4/12/s1e412b1a1bed930e00c3512032b3a643b7a05f043.jpg / http://dpmzdr.infomedia.digital/files/0d/68/s10d682c7dba055c9cf717cb3a00518755d04bf88d.jpg / http://dpmzdr.infomedia.digital/files/49/76/s14976d0c7aab83db7d9b931019095e8ea61d0f7b4.png / http://dpmzdr.infomedia.digital/files/6e/83/s16e836ff615c2167db388c2b1cd6b0a396e9ce9c9.jpg / http://dpmzdr.infomedia.digital/files/fe/e6/s1fee6a748c7a1463069914eaf02097ee23649a327.jpg

Параметры (технические характеристики): Cylinder diameter, mm 550 Piston stroke, mm 700 / Outside diameter of drive wheels along rolling circumference, mm 1,830 Outside diameter of support wheels — front, mm 1,030 Outside diameter of support wheels — rear, mm 1,200 Thickness of tires, mm 65 Inside diameter of cylindrical part of boiler, mm 1,600–1,568 Thickness of boiler sheets, mm 6 Thickness of all walls of copper firebox, except for tubular wall, mm 16 Thickness of copper tubular wall at top, mm 26 Thickness of copper tubular wall at bottom, mm 16 Thickness of tubular grate of smokebox, mm 25 Thickness of upper and side sheets of firebox casing, mm 15 Thickness of front sheet, mm 16 Thickness of grip sheet, mm 18 Height of boiler axis above rails, mm 3,050 Actual steam pressure in boiler, atm 13 Number of smoke tubes, pcs. 170 Number of flame tubes, pcs. 24 Length between grates, mm 5 150 Diameter of smoke tubes, mm 46/51 Diameter of flame tubes, mm 125/133 Diameter of superheater tubes, mm 27/34 Furnace heating surface, m² 15.4 Heating surface of smoke tubes, m² 140.27 Heating surface of flame tubes, m² 51.53 Heating surface of superheater, washed by steam, m² 51.52 Total heating surface, washed by water, m² 207.20 Total heating surface with superheater, m² 258.72 Grate area, m² 3.8 Weight of locomotive in empty condition at coal heating, t 67.5 Locomotive weight in loaded condition, t 75.3 Pressure from coupling axles on rails, t 15.7 Pressure from front supporting axle, t 13.0 Pressure from rear supporting axle, t 15.3 Locomotive traction force at adhesion coefficient, t 1/6 -7833

Хронология: <space=1em>Locomotives of this series were built during the First World War as part of the distribution of orders from the Prodparovoz syndicate. This was done by the Sormovsky, Lugansk, Kharkov and Nevsky plants with the participation of the Kolomensky plant. From 1910 to 1919, 678 locomotives of this series were built. <space=1em>At the time of construction, the locomotive was one of the most powerful and fastest locomotives in Russia. It was designed by the engineer of the Sormovsky plant B. S. Malakhovsky in 1909-1910 on the initiative of the engineer (director-engineer) S. I. Mikhin. <space=1em>The first locomotive of the S series with the factory number 1630 was released at the end of 1910. This was the first independent project for the Sormovsky plant. <space=1em>The first steam locomotives C1–C5 entered trial operation on the North-Western Railways for hauling express trains in the direction of St. Petersburg — Warsaw. <space=1em>This trial series also featured two windows in the side wall of the driver’s cab. Later, locomotives were built with three windows. <space=1em>On March 12, 1911, two steam locomotives of this type made trial trips on the Nikolaevskaya Railway. They traveled the distance from St. Petersburg to Bologoye — 300 versts, or about 320 kilometers. The trips were made by the Rolling Stock and Traction Commission under the Engineering Council of the Ministry of Railways, chaired by N. L. Shchukin. <space=1em>The train consisted of nine four-axle passenger cars and weighed 345 tons. The train made the trip in just 4 hours and 50 minutes, not counting stops. Net travel time is 4 hours 15 minutes. <space=1em>On December 6, 1913, this locomotive and two Kolomensky (type K) made the first record run with a train from St. Petersburg to Moscow in 8 hours. The train also consisted of nine four-axle cars and covered a distance of 609 miles in 7 hours 59 minutes. This is almost 650 kilometers. The speed reached 100 miles per hour. The train made only two stops: at Bologoye station and Tver station, where the locomotives were changed. The trips were conducted under the direction of engineer Yu. V. Lomonosov. The extensive archive of this outstanding Russian engineer includes more than 9,000 work and family photographs. The archive is now stored in the library of the University of Leeds in England. <space=1em>The last C-series locomotives were decommissioned by 1966. <space=1em>During operation, design changes were made: Zyablov bypasses were replaced with Trofimov sliding valves, a Westinghouse brake system, and a type of superheater. The coupling weight increaser was also removed and electric lighting was installed.

Блоки описания: [{"quote":"The 1-3-1 wheel arrangement used in the class S locomotives had not previously been used in Russia.","title":"","images":[],"content":"In the late 1900s, the Ministry of Railways pushed for an increase in the speed and weight of passenger trains. In 1907, the construction of steam locomotives with a 2-3-0 wheel arrangement began, including both four-cylinder (class U, starting in 1912) and two-cylinder locomotives with steam superheating (class B from 1912), although these locomotives offered advantages primarily in oil heating.\r\n\r\nHowever, during this period, internal combustion engines were becoming more widely used, driving up the demand and prices for oil. This, in turn, led to the replacement of oil with coal — often of lower quality — used to heat steam boilers, including those of locomotives. The use of lower-calorific fuel necessitated an increase in the firebox grate area, but the existing passenger steam locomotives could not be easily modernised to accommodate this change.","subtitle":"New Arrangement"},{"quote":"","title":"","images":[],"content":"Since Professor N.L. Shchukin believed that the new locomotive should be an evolution of the type 1-3-0 locomotives (the class N, introduced in 1912), and the enlarged firebox and larger grate area required additional support, the decision was made to choose between the 1-3-2 and 1-3-1 wheel arrangements. However, calculations showed that the hypothetical type 1-3-2 locomotives would have had a base too wide, necessitating the replacement of the existing turntables. As a result, the Railway Administration of the Ministry of Railways ordered the development of a steam locomotive with the 1-3-1 wheel arrangement, which had not previously been used in Russia.","subtitle":""},{"quote":"","title":"Mass Production","images":[],"content":"On 30th June 1909, the Rolling Stock and Traction Commission, chaired by Professor N.L. Shchukin, approved a proposal by S.I. Mikhin, Director of the Sormovo Joint-Stock Company Plant, to build five type 1-3-1 locomotives featuring a simple engine and steam superheating, and validated their basic specifications.\r\n\r\nAlthough the Sormovo Plant had no prior experience in designing original types of steam locomotives, its locomotive engineering bureau, led by Engineer Bronislav Malakhovsky, submitted detailed project drawings for review by the Rolling Stock and Traction Commission in January 1910. By the end of that year, the Sormovo Joint-Stock Company Plant had completed the construction of the first five locomotives. The first locomotive was tested on 13th December 1910.","subtitle":"The First Machines"},{"quote":"In total, just under 700 class S machines were produced.","title":"","images":[],"content":"The class S steam locomotives were produced by four plants — Sormovo, Nevsky, Kharkiv, and Luhansk — over nine years (1910–1919). In total, just under 700 vehicles were built. In 1912, when a unified system for series designations was introduced on Russian railways, the type 1-3-1 steam locomotives were assigned the class S designation in honour of the plant that developed them. However, numbering remained unchanged for each railway, resulting in duplicates, triplicates, and even quadruplicates of locomotives sharing the same designation.","subtitle":"Almost 700 Steam Locomotives"},{"quote":"","title":"","images":[],"content":"This also led to confusion regarding the S 68 steam locomotive. During production, several design modifications were introduced; the locomotives already built were retrofitted with more advanced equipment. For example, the superheaters were replaced. However, the quality of the later batches, produced during World War I, declined compared to pre-war models.\r\n\r\nKey innovations of the class S included the 1-3-1 wheel arrangement, a wide firebox extending beyond the frame and wheels, rotating axle box trims, and a Zara two-valve regulator. The two-valve regulator soon became a standard feature in steam locomotive production.\r\n\r\nThe development of the class S steam locomotives ultimately led to the SV<\/sup> and SU<\/sup> models, which, despite their similar designations, are often considered separate classes.","subtitle":""},{"quote":"","title":"Museum Exhibit","images":[],"content":"The locomotive with serial number 2289 was built by the Nevsky Shipbuilding and Mechanical Plant in the summer of 1917 for the Nikolaevskaya Railway, but instead sent to the Northern Railways. It subsequently operated on the Leningrad and Oktyabrskaya Railways. In 1960, it was transferred from the Oktyabrskaya Railway fleet to a Moscow reinforced concrete plant, where it was repurposed as a boiler plant, while the driving and steam distribution mechanisms were dismantled.\r\n\r\nIn the 1970s, railway enthusiasts discovered it and mistakenly identified it as the S 68 steam locomotive, built by the Nevsky Shipbuilding and Mechanical Plant in 1913 for the North-Western Railways (serial number 1992). Efforts were taken to preserve the locomotive, which at that time was the last surviving example of this class.","subtitle":"Mistaken Identification"},{"quote":"The uniqueness of the locomotive was not a compelling argument for the officials in the matter of its preservation, so a “revolutionary” backstory biography was created for the S 68.","title":"","images":[],"content":"Since the uniqueness of the steam locomotive was not a compelling argument for the officials, a “revolutionary” backstory was created: it was claimed that this locomotive hauled the Soviet government from Tver to Moscow during its evacuation from Petrograd on 11th March 1918. As a result, it was misrepresented as the S 245, built by the Sormovo Plant in 1915 for the Nikolaevskaya Railway.","subtitle":"Noble Lie"},{"quote":"","title":"","images":[],"content":"In 1982, the Ministry of Railways ordered the restoration of this locomotive, which was done in 1982–1983 by the Khovrino Locomotive Depot of the Oktyabrskaya Railway (Moscow). During the repair, tender Shch 3006 was attached to the locomotive. The restored steam locomotive remained at the Khovrino Depot until 1991 when it was moved to one of the pavilions of the Railway Research Institute of JSC Russian Railways test loop at the Shcherbinka Station. In 1992, following cosmetic repairs, it was displayed in Shcherbinka at the Railway Worker’s Day exhibition.","subtitle":""}]

Характеристики (блоками): [{"name":"Cylinder diameter, mm","type":"number","value":"550","is_two_colls":false},{"name":"Piston stroke, mm","type":"number","value":"700","is_two_colls":false},{"name":"Outer diameter of drive wheels on the rolling circumference, mm","type":"number","value":"1 830","is_two_colls":false},{"name":"Outer diameter of support wheels — front, mm","type":"number","value":"1 030","is_two_colls":false},{"name":"Outer diameter of support rear wheels, mm","type":"number","value":"1 200","is_two_colls":false},{"name":"Thickness of bandages, mm","type":"number","value":"65","is_two_colls":false},{"name":"Inner diameter of the cylindrical part of the boiler, mm","type":"number","value":"1600–1568","is_two_colls":false},{"name":"Sheet thickness of boiler plates, mm","type":"number","value":"16","is_two_colls":false},{"name":"Thickness of all walls of the copper fire box, except for the tubular wall, mm","type":"number","value":"16","is_two_colls":false},{"name":"Thickness of copper tube wall at the top, mm","type":"number","value":"26","is_two_colls":false},{"name":"Thickness of copper tube wall at the bottom, mm","type":"number","value":"16","is_two_colls":false},{"name":"Thickness of the smoke box tube grille, mm","type":"number","value":"25","is_two_colls":false},{"name":"Thickness of the top and side plates of the firebox casing, mm","type":"number","value":"15","is_two_colls":false},{"name":"Frontal plate thickness, mm","type":"number","value":"16","is_two_colls":false},{"name":"Height of boiler axis above the rails, mm","type":"number","value":"3 050","is_two_colls":false},{"name":"Actual steam pressure in the boiler, atm.","type":"number","value":"13","is_two_colls":false},{"name":"Number of smoke tubes, units","type":"number","value":"170","is_two_colls":false},{"name":"Number of flame tubes, units","type":"number","value":"24","is_two_colls":false},{"name":"Length between grids, mm","type":"number","value":"5 150","is_two_colls":false},{"name":"Diameter of smoke tubes, mm","type":"number","value":"46\/51","is_two_colls":false},{"name":"Diameter of flame tubes, mm","type":"number","value":"125\/133","is_two_colls":false},{"name":"Diameter of superheating steam pipes, mm","type":"number","value":"27\/34","is_two_colls":false},{"name":"Superheater heating surface flushed with steam, m2<\/sup>","type":"number","value":"51,52","is_two_colls":false},{"name":"Total heating surface washed with water, m2<\/sup>","type":"number","value":"207,2","is_two_colls":false},{"name":"Full heating surface with superheater, m2<\/sup>","type":"number","value":"258,72","is_two_colls":false},{"name":"Grate surface area, m2<\/sup>","type":"number","value":"3,8","is_two_colls":false},{"name":"The whole steam locomotive in empty condition with coal heating approx., tonnes","type":"number","value":"67,5","is_two_colls":false},{"name":"The whole steam locomotive is laden with about, tonnes","type":"number","value":"75,3","is_two_colls":false},{"name":"Pressure from coupling axles on rails approx., tf","type":"number","value":"15,7","is_two_colls":false},{"name":"Pressure from the front support axle approx., tf","type":"number","value":"13,0","is_two_colls":false},{"name":"The pressure from the rear support axle is approx., tf","type":"number","value":"15,3","is_two_colls":false},{"name":"Traction force of a steam locomotive at a coupling coefficient of 1\/6, kg","type":"number","value":"7,833","is_two_colls":false},{"name":"Grip plate thickness, mm","type":"number","value":"18","is_two_colls":false},{"name":"Heating surface, washable with water, firebox, m2<\/sup>","type":"number","value":"15,4","is_two_colls":false},{"name":"Heating surface, washable with water, chimney pipes, m2<\/sup>","type":"number","value":"140,27","is_two_colls":false},{"name":"Heating surface, washable with water, “flame” pipes, m2<\/sup>","type":"number","value":"51,53","is_two_colls":false}]

История (блоками): [{"year":"1909","content":"The director of the Sormovo Plant, S.I. Mikhin, proposes building passenger steam locomotives with a 1-3-1 wheel arrangement, which had not previously been used in Russia."},{"year":"1910","content":"The Sormovo Plant builds five class S locomotives."},{"year":"13th December 1910","content":"Testing of the first class S locomotive begins."},{"year":"1910–1919","content":"The class S steam locomotives are produced by four steam locomotive plants (Sormovo, Nevsky, Kharkiv, and Luhansk)."},{"year":"1917","content":"The Nevsky Shipbuilding and Mechanical Plant builds a steam locomotive with serial number 2289, which later becomes a museum exhibit."},{"year":"1960","content":"The steam locomotive is transferred to a Moscow reinforced concrete plant, where it is used as a boiler plant."},{"year":"1982–1983","content":"The locomotive is restored by the Khovrino Locomotive Depot of the Oktyabrskaya Railway."},{"year":"1992","content":"After cosmetic repairs, the locomotive is displayed in Shcherbinka at the Railway Worker’s Day exhibition."},{"year":"1997","content":"The steam locomotive is transferred to the museum from the test loop of the Railway Research Institute of JSC Russian Railways at the Shcherbinka Station."},{"year":"2001","content":"When the new museum exhibition is created, the locomotive is given back its historical designation S 68."}]

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Модель (деталка): S 68

Заголовок (деталка): Passenger Steam Locomotive

Подвал описания: The steam locomotive was brought to the museum from the test loop of the Railway Research Institute at the Shcherbinka Station in 1997. When a new museum exhibition was created in 2001, it was given back its historical designation S 68.

Заголовок истории: Chronology

Mnemonic code: 104

Code in external DB source: 317

Name: S68

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