Exhibits

Steam locomotives

SU253-15

<space=1em>A new locomotive is needed

<space=1em>When restoring the railways of the young Soviet state after the upheavals of the revolution and civil war, priority was given to freight transportation for obvious reasons. By the mid-1920s, the fleet of freight locomotives on the USSR railways had been improved and replenished, mainly due to the delivery of foreign locomotives of the EG and ESh series.

<space=1em>Passenger locomotives built in the 1917–1920s (S and 2-3-1 L) were not suitable for the role of the main passenger locomotive under the changed conditions. It was impractical to build the S series machines due to the increased weight of passenger trains and the use of low-quality coal to heat the locomotives. The L type 2-3-1 steam locomotives were too complex and specific in design, since they were originally built to an individual order for the private Vladikavkaz Railway.

<space=1em>It should be noted that most domestic locomotive factories could not build locomotives that exceeded the E series machines in size and weight. This led the designers to develop a new 1-3-1 type locomotive, and it had to be very different from the S series.

<space=1em>Development of the project

<space=1em>The main goal in designing the first Soviet steam locomotive, which received the SU series, was the maximum increase in the boiler heating surface, superheater capacity and grate area for the 1-3-1 type. At the same time, the pressure from the axles should not exceed 17.5 t. The simplest way to implement these requirements was to rework the SB project, developed in 1913 by the Kolomna Plant based on the S series for the Warsaw-Vienna Railway.

<space=1em>The SU steam locomotive project was developed at the Kolomna Machine-Building Plant under the supervision of engineer K.N.Sushkin. The first SU began to arrive on the railways in 1925. The new locomotive could haul a train weighing 575 tons on a 9 ‰ incline at an average speed of 32 km/h, which was 25% higher than the weight standard for the S series.

<space=1em>The SU locomotive was best suited for heavy passenger service with speeds of 60–80 km/h and was well suited for heating with low-grade coal. The first machines built 1925 exceeded the design load on the rear supporting wheelset. After a number of measures, this problem was solved.

<space=1em>Due to the good ratios of the individual boiler elements and the good match between the boiler and the machine, the SU steam locomotive turned out to be quite powerful and economical to operate, as well as easy to repair. SU became one of the most popular locomotives among locomotive engineers, whose reviews of these machines were mostly positive.

<space=1em>The disadvantages of the SU included the weakness of the frame, which often led to the fracture of vertical units due to their insufficient thickness, the steam distribution system gave significant steam compression at small intakes, due to which the traction force of the SU at high speeds was less than that of the Sseries steam locomotive.

<space=1em>Serial production

<space=1em>The production of SU locomotives by Soviet locomotive-building plants lasted from 1925 to 1951, with the exception of 1942–1946. During construction, numerous changes were made to the design. Specialists divided SU steam locomotives into the following four groups. I release: 1925–1929, 524 units. II release: 1932–1936, 930 units. III release and SUM: 1935–1941, 816 units. IV release: 1947–1951, 411 units.

<space=1em>Thus, the number of built machines was about 2,680 units. They became the most common passenger steam locomotives on domestic railways.

<space=1em>The SU design was already considered obsolete in the mid-1930s and no longer met operational requirements. And if on the lines that underwent reconstruction, heavy passenger ISsteam locomotives successfully worked from the mid-1930s, then the real replacement of the SU came only in the 1950s with the release of the P36 series on the line.

<space=1em>Modernization

<space=1em>It is worth mentioning separately the most serious attempt to modernize the SU — SUM series. These locomotives were equipped with water heaters in the tender and a fan traction. Such locomotives were serially built at the Kolomna Plant in 1940 and 1941. The use of these devices should theoretically increase the efficiency of steam locomotives and improve the combustion conditions of fuel. At the same time, the design became significantly more complicated. Starting from 1955 on the SUM during repairs, the fan traction was replaced with a conventional conical one. The steam locomotives were of the "ordinary" Series CU type.

<space=1em>The resumption of production of Series CU steam locomotives in the post-war period at the Sormovo plant should undoubtedly be considered a forced measure. More advanced passenger locomotives with a small axle load had yet to be developed.

<space=1em>Operation

<space=1em>Series CU steam locomotives operated at different periods on all railways of the Soviet Union without exception. They hauled all types of passenger trains: express, passenger, suburban. Sometimes these passenger vehicles were also used in freight traffic.

<space=1em>During the Great Patriotic War, a number of SU steam locomotives were used in the columns of the special reserve of the People's Commissariat of Railways. There they were used to drive sanitary trains. In 1944, after the complete lifting of the siege of Leningrad, the first express "Red Arrow" from Moscow brought the SUM steam locomotive to the liberated city.

<space=1em>Many famous drivers worked on SU steam locomotives, who were looked up to by the whole country. The most famous of them was probably the Hero of Socialist Labor, driver of the Vspolye depot of the Yaroslavl Railway A.P. Papavin. Thanks to skilled care, by 1951 its steam locomotive СУ99 07 had reached a mileage of 1,375,000 km without major repairs.

<space=1em>Retired

<space=1em>The work of SУ steam locomotives on the railways continued until the 1970s. The last locomotives in operation were II–IV production. Older steam locomotives of the I issue were excluded from the inventory fleet in the 1960s. The last SU steam locomotives were in train service on the October and Belorusskaya Railways until 1976–1978. Some locomotives were used for utility work (car washing, depot heating) until the 1980s.

<space=1em>SU steam locomotives were transferred to industrial enterprises since the 1960s. There, in the overwhelming majority of cases, they were used as sources of steam for technological needs.

<space=1em>Due to the design features of passenger steam locomotives, they were practically never kept in reserve in case of military action, therefore, in comparison with freight locomotives, there are incomparably fewer passenger vehicles left. On January 1 1992 there were only two SU locomotives in the inventory fleet of the USSR Ministry of Railways.

<space=1em>Currently, about 30 SU II–IV issue locomotives are preserved in museums and on pedestals in the post-Soviet space. Several of them are still in working order. One SU II issue is in the Ulaanbaatar Railway Museum (Mongolia). Not a single SU I issue has survived to this day.

<space=1em>Museum exhibit

<space=1em>The SU253 15 steam locomotive belongs to the IV release, it was built at the Krasnoye Sormovo plant in Gorky (now Nizhny Novgorod) in 1950, factory number 3719.

<space=1em>After construction, in July 1950 the locomotive entered service with the Leningrad Railway (in June 1953 it became part of the Oktyabrskaya). The locomotive worked at the Dno, Leningrad-Sortirovochny-Vitebsky, and Velikiye Luki depots. The last place of operation was the Novgorod depot, where the SU steam locomotives served the Novgorod - Luga, Novgorod - Chudovo and Novgorod - Leningrad sections until the end of 1976.

<space=1em>In February 1978 the steam locomotive was transferred to the asphalt concrete plant in the village of Pribrezhny in the Kaliningrad region, where it was used as a source of steam for technological needs. At the same time, it (a rare case) retained the ability to move independently and went to the Kaliningrad depot for washing repairs under its own power. The existence of this locomotive at the plant became known to enthusiasts of old railway history in the 1980s.

<space=1em>In 1991 the locomotive was purchased from the plant at the cost of scrap metal by the Central Museum of the October Railway and in 1992 delivered to St. Petersburg. It was exhibited at the exhibition site at the Shushary station until 2001 Since 2001 the locomotive has been on display at the museum at the former Varshavsky railway station in St. Petersburg.

ID экспоната: 106

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Параметры (технические характеристики): Steam locomotive weight in working condition, t Without tender — 86.66; with tender — 130 Design speed, km/h 115 / Maximum power at the wheel rim, hp 1,600 Axle arrangement 1–3–1 Empty weight of locomotive, t 77.8 Coupling weight of locomotive, t 54.55 Tender type Four-axle Full wheelbase of locomotive with tender, mm 20,484 Length of locomotive with tender over buffers, mm 23,682 Diameter of driving wheels, mm 1,850 Smallest radius of passable curve, m 145 Steam pressure, kg/cm² 13 Furnace type Belper Grate area, m² 4.67 Full evaporating heating surface of boiler (water), m² 187.76 Heating surface of superheater tubes (gas), m² 89.35 Number of smoke tubes, pcs. 98 Diameter of smoke tubes (outer), mm 51 Number of flame tubes, pcs. 40 Diameter of flame tubes (outer), mm 133 Type of superheater Double-turn Diameter of superheater tubes (outer), mm 35 Type of heating Coal, manual Number of cylinders, pcs. 2 Cylinder diameter, mm 575 Piston stroke, mm 700 Spool diameter, mm 250 Frame type Sheet, 29 mm thick Steam distribution system Walschaert Empty weight of the tender, t 35 Weight of the tender with full water and coal supply, t 82 Water supply, m³ 27 Coal supply, t 20 Trolley type Riveted with double spring suspension

Хронология: <space=1em>The SU steam locomotive project was implemented at the Kolomna Machine-Building Plant under the supervision of engineer K. N. Sushkin. The first SUs began to arrive on the railways in 1925. The new locomotive could pull a 575-ton train on a 9‰ incline at an average speed of 32 km/h, which was 25% higher than the weight standard for a S-series steam locomotive. <space=1em>The SU steam locomotive was ideal for heavy passenger service at speeds of 60–80 km/h and was well suited for heating with low-grade coal. However, the first machines built in 1925 had exceeded the design load on the rear supporting wheelset. This problem was solved after a series of measures. <space=1em>The production of SU steam locomotives by Soviet locomotive factories lasted from 1925 to 1951 (except for 1942–1946). During this time, numerous changes were made to the design. <space=1em>A total of about 2,682 locomotives were built. They became the most common passenger steam locomotives on domestic railways. <space=1em>The SU design ceased to meet operational requirements by the mid-1930s and was considered obsolete. But if on the lines that underwent reconstruction, since the mid-1930s, heavy passenger steam locomotives of the IS series (Joseph Stalin) successfully worked, then the real replacement of SU steam locomotives on other tracks came only in the 1950s, when the P36 series steam locomotives entered service. <space=1em>SU locomotives worked at different periods on all railways of the Soviet Union without exception. They pulled all types of passenger trains: express, passenger, suburban. Sometimes these passenger machines were also used in freight traffic. During the Great Patriotic War, a certain number of SU steam locomotives were used in special reserve columns of the People's Commissariat of Railways. There they served to pull sanitary trains. In 1944, after the complete lifting of the siege of Leningrad, the first express "Red Arrow" from Moscow brought the liberated city to the liberated city precisely by the SUM steam locomotive. <space=1em>The operation of SU steam locomotives on the railways continued until the 1970s. The last locomotives in operation were those of the II–IV types. The older locomotives of the I type were excluded from the inventory fleet in the 1960s. The last SU steam locomotives were in train service on the October and Belorusskaya Railways until 1976–1978. Individual machines were used for economic work (washing carriages, heating depots) until the 1980s. <space=1em>SU steam locomotives have been transferred to industrial enterprises since the 1960s. There, in the overwhelming majority of cases, they were used as sources of steam for technological needs.

Блоки описания: [{"quote":"During the reconstruction following the revolution and civil war, the focus was on freight locomotives, which were not suitable for passenger transport. As a result, it became easier to design a passenger locomotive from scratch.","title":"","images":[],"content":"When restoring the railways of the young Soviet state after the disruptions of the revolution and civil war, priority was understandably given to freight transport. By the mid-1920s, the fleet of freight locomotives on Soviet railways had been upgraded and expanded, largely through the importation of foreign locomotives of the EG<\/sup> and ESh<\/sup> classes.","subtitle":"The Need for New Steam Locomotive"},{"quote":"","title":"","images":[],"content":"Passenger locomotives built in 1917–1920 (S and 2-3-1L) were not well-suited to serve as the main passenger steam locomotive under the new conditions. The S class machines were impractical to build due to the increased weight of passenger trains and the use of low-quality coal for heating the steam locomotives. The L class 2-3-1 steam locomotives were too complex and specialised in design, as they were originally built on order for the private Vladikavkaz Railway.\r\n\r\nIt is also important to note that most domestic steam locomotive plants could not build locomotives larger or heavier than the E class machines. This limitation led designers to develop a new 1-3-1 type locomotive, which would differ significantly from the S class.","subtitle":""},{"quote":"The SU<\/sup> locomotive was well suited for high-capacity passenger service with speeds of 60–80 km\/h and was adapted to burn low-grade coal.","title":"SU<\/sup> Class","images":[],"content":"The main goal when designing the first Soviet steam locomotive of the SU<\/sup> class was to maximize the heating surface of the boiler, the power of the superheater, and the area of the firebox grate for the 1-3-1 type. At the same time, the axle load should not have exceed 17.5 t. The simplest way to meet these requirements was to modify the SV<\/sup> project, developed in 1913 by the Kolomna Locomotive Works based on the S class for the Warsaw-Vienna Railway.\r\n\r\nThe design of the SU<\/sup> steam locomotive was developed at the Kolomna plant under the supervision of Engineer K.N. Sushkin. The first SU<\/sup> locomotives entered service in 1925. The new steam locomotive was capable of pulling a train weighing 575 t on a 9 % grade at an average speed of 32 km\/h, which was 25 % higher than the weight standard for the S class.","subtitle":"Project Development"},{"quote":"","title":"","images":[],"content":"The SU<\/sup> steam locomotive was best suited for high-capacity passenger service with speeds of 60–80 km\/h and was well adapted to burning low-grade coal. The first machines built in 1925 exceeded the design load on the rear supporting wheelset. After a number of adjustments, this problem was resolved.\r\n\r\nThanks to the well-balanced ratios of the individual elements of the boiler and the good match between the boiler and the machine, the SU<\/sup> steam locomotive proved to be powerful, economical in operation, and easy to repair. The SU<\/sup> became one of the most popular locomotives among locomotive men, with reviews generally being positive.\r\n\r\nHowever, the SU<\/sup> had its drawbacks, including a weak frame, which often led to the failure of vertical units due to their insufficient thickness. Additionally, the steam distribution system caused significant steam compression at small inlets, reducing the traction force of the SU<\/sup> at high speeds compared to the S class locomotives.","subtitle":""},{"quote":"The SU<\/sup> steam locomotive became the most popular passenger locomotive on Soviet railways. A total of about 2,680 machines were produced.","title":"","images":[],"content":"The production of SU<\/sup> locomotives by Soviet steam locomotive plants continued from 1925 to 1951, with the exception of the years 1942–1946. During this period, numerous changes were made to the design. Specialists classified the SU<\/sup> steam locomotives into four distinct groups. Production series I: 1925–1929, 524 machines. Production series II: 1932–1936, 930 machines. Production series III and SUM<\/sup>: 1935–1941, 816 machines. Production series IV: 1947–1951, 411 machines.","subtitle":"Mass Production"},{"quote":"","title":"","images":[],"content":"Thus, the total number of machines built amounted to about 2,680 units. They became the most widely used passenger steam locomotives on domestic railways.\r\n\r\nHowever, by the mid-1930s, the design of the SU<\/sup> was considered obsolete and no longer met operational requirements. While heavy passenger steam locomotives like the IS class successfully operated on reconstructed lines from the mid-1930s, the true replacement for the SU<\/sup> came only in the 1950s with the introduction of the P36 class.","subtitle":""},{"quote":"","title":"","images":[],"content":"The most significant attempt to modernise the SU<\/sup> locomotives — the SUM<\/sup> class — deserves special mention. These locomotives were fitted with water heaters in the tender and featured a fan-driven exhaust system. They were mass-produced at the Kolomna Locomotive Works in 1940 and 1941. Theoretically, these devices were intended to improve the efficiency of steam locomotives and enhance fuel combustion. At the same time, the design became significantly more complex. Starting from 1955, during repairs the SUM<\/sup> fan-driven exhaust systems were replaced with the conventional blast pipe exhaust system. The locomotives were designated as the “standard” SU<\/sup> class.\r\n\r\nThe decision to resume production of the SU<\/sup> series steam locomotives at the Sormovo plant in the post-war period was undoubtedly a forced measure. More advanced passenger locomotives with low axial load had yet to be developed.","subtitle":"Modernisation"},{"quote":"The SU<\/sup> class steam locomotives hauled all types of passenger trains: express, passenger, and commuter.","title":"Operation","images":[],"content":"The SU<\/sup> class steam locomotives operated at different periods on all railways of the Soviet Union without exception. They hauled all types of passenger trains: express, passenger, and commuter. Sometimes these passenger machines were also used for freight traffic.","subtitle":"Universal Machine"},{"quote":"","title":"","images":[],"content":"During the Great Patriotic War, a certain number of SU<\/sup> locomotives were used in the special reserve columns of the People’s Commissariat of Communication Routes. There they were used to haul ambulance trains. In 1944, after the complete lifting of the siege of Leningrad, the first Red Arrow Express from Moscow was delivered to the liberated city by the SUM<\/sup> steam locomotive.\r\n\r\nMany renowned engineers worked on the SU<\/sup> steam locomotives, and the entire country admired their work. The most famous of them was probably A.P. Papavin, Hero of Socialist Labour and driver at the Vspolye Depot of the Yaroslavl Railway. Thanks to his expert care, by 1951 his SU<\/sup>99-07 steam locomotive had reached a mileage of 1,375,000 km without requiring major repairs.","subtitle":""},{"quote":"SU<\/sup> steam locomotives were used in industrial enterprises as sources of steam for process purposes.","title":"","images":[],"content":"The operation of SU<\/sup> steam locomotives on the railways continued until the 1970s, with the last ones in service being of the production series II–IV. Older steam locomotives from the production series I were retired from the fleet in the 1960s. The last SU<\/sup> locomotives were used in train service on the Oktyabrskaya and Belarusian Railways until 1976–1978. Some locomotives remained in service for utility work, such as washing cars and heating depots, until the 1980s.","subtitle":"Retirement"},{"quote":"","title":"","images":[],"content":"SU<\/sup> steam locomotives were transferred to industrial enterprises starting in the 1960s. There, in the overwhelming majority of cases, they were used as sources of steam for process purposes.\r\n\r\nDue to the design features of passenger steam locomotives, they were almost never kept in reserve for military purposes. Therefore, compared to freight locomotives, far fewer passenger locomotives have survived. As of 1st January 1992, only two SU<\/sup> locomotives were included in the USSR Ministry of Railways inventory.\r\n\r\nCurrently, about 30 SU<\/sup> II–IV models are preserved in museums and displayed on pedestals across the post-Soviet space. Several of them are still in working order. One SU<\/sup> of production series II is located in the Mongolian Railway History Museum (Ulaanbaatar). Not a single SU<\/sup> of the production series I has survived to this day.","subtitle":""},{"quote":"The SU<\/sup>253 15 locomotive remained operational and was able to move under its own power to the Kaliningrad Depot for cleaning and repairs.","title":"Museum Exhibit","images":[],"content":"The steam locomotive SU<\/sup>253-15 belongs to the production series IV. It was built at the Krasnoye Sormovo Plant in Gorky (now Nizhny Novgorod) in 1950, serial number 3719.\r\n\r\nAfter its completion, in July 1950 the locomotive entered service with the Leningrad Railway (in June 1953, it became part of the Oktyabrskaya Railway). The locomotive operated at the Dno, Leningrad-Sortirovochny-Vitebsky, and Velikiye Luki Depots. Its last place of operation was the Novgorod Depot, where the SU<\/sup> steam locomotives served the Novgorod-Luga, Novgorod-Chudovo, and Novgorod-Leningrad sections until the end of 1976.","subtitle":"Steam Locomotive SU<\/sup>253 15"},{"quote":"","title":"","images":[],"content":"In February 1978, the locomotive was transferred to the asphalt concrete plant in the Village of Pribrezhny of the Kaliningrad Region, where it was used as a source of steam for process purposes. Remarkably, it still remained operational (which is a rare case) and travelled to the Kaliningrad Depot under its own power for cleaning and repairs. Vintage railway enthusiasts discovered the existence of this locomotive at the plant in the 1980s.\r\n\r\nIn 1991, the locomotive was purchased from the plant at the cost of scrap metal by the Central Museum of the Oktyabrskaya Railway, and in 1992 it was delivered to Saint Petersburg. It was displayed at the exhibition site at Shushary station until 2001.","subtitle":""}]

Характеристики (блоками): [{"name":"Weight of the locomotive in working condition: without tender, t","type":"number","value":"86,66","is_two_colls":false},{"name":"Locomotive weight in working order with tender, t","type":"number","value":"130","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"115","is_two_colls":false},{"name":"Maximum power at the wheel rim, l. s.","type":"number","value":"1 600","is_two_colls":false},{"name":"Axial formula","type":"number","value":"1–3–1","is_two_colls":false},{"name":"Locomotive empty weight, t","type":"number","value":"77,8","is_two_colls":false},{"name":"Locomotive coupling weight, t","type":"number","value":"54,55","is_two_colls":false},{"name":"Tender type","type":"text","value":"Four-axle","is_two_colls":false},{"name":"Full wheelbase steam locomotive with tender, mm","type":"number","value":"20 484","is_two_colls":false},{"name":"Length of locomotive with tender by buffers, mm","type":"number","value":"23 682","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1 850","is_two_colls":false},{"name":"Smallest radius of a traversable curve, m","type":"number","value":"145","is_two_colls":false},{"name":"Boiler","type":"text","value":"","is_two_colls":false},{"name":"Steam pressure, kg\/cm2<\/sup>","type":"number","value":"13","is_two_colls":false},{"name":"Firebox type","type":"text","value":"Belpera","is_two_colls":false},{"name":"Grate area, m2<\/sup>","type":"number","value":"4,67","is_two_colls":false},{"name":"Full evaporative heating surface of the boiler (water), m2<\/sup>","type":"number","value":"187,76","is_two_colls":false},{"name":"Heating surface of steam superheating tubes (gas), m2<\/sup>","type":"number","value":"89,35","is_two_colls":false},{"name":"Number of smoke pipes, pcs.","type":"number","value":"98","is_two_colls":false},{"name":"Diameter of smoke pipes (outer), mm","type":"number","value":"51","is_two_colls":false},{"name":"Number of flame tubes, pcs.","type":"number","value":"40","is_two_colls":false},{"name":"Diameter of flame tubes (outer), mm","type":"number","value":"133","is_two_colls":false},{"name":"Superheater type","type":"text","value":"Double-turn","is_two_colls":false},{"name":"Diameter of steam superheating pipes (outer), mm","type":"number","value":"35","is_two_colls":false},{"name":"Type of heating","type":"text","value":"Coal, manual","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":"700","is_two_colls":false},{"name":"Spool diameter, mm","type":"number","value":"250","is_two_colls":false},{"name":"Frame type","type":"text","value":"Sheet","is_two_colls":false},{"name":"Frame thickness, mm","type":"number","value":"29","is_two_colls":false},{"name":"Steam distribution system","type":"text","value":"Valsharta","is_two_colls":false},{"name":"Tender","type":"text","value":"","is_two_colls":false},{"name":"Empty weight, t","type":"number","value":"35","is_two_colls":false},{"name":"Weight with full supply of water and coal, t","type":"number","value":"82","is_two_colls":false},{"name":"Water supply, m3<\/sup>","type":"number","value":"27","is_two_colls":false},{"name":"Coal reserve, t","type":"number","value":"20","is_two_colls":false},{"name":"Trolley type","type":"text","value":"Riveted","is_two_colls":false},{"name":"Suspension","type":"text","value":"Double spring","is_two_colls":false}]

История (блоками): [{"year":"Mid-1920s","content":"The fleet of freight locomotives on Soviet railways was upgraded and expanded, largely through the importation of foreign locomotives of the EG<\/sup> and ESh<\/sup> classes."},{"year":"1925","content":"The first steam locomotives of the SU<\/sup> class entered service on the railways."},{"year":"1925–1951","content":"Production of SU<\/sup> steam locomotives by Soviet steam locomotive plants, with the exception of 1942–1946."},{"year":"Mid-1930s","content":"The design of the SU<\/sup> steam locomotives was considered obsolete and no longer met operational requirements."},{"year":"1940–1941","content":"Mass production of SUM<\/sup> steam locomotives at the Kolomna Locomotive Works."},{"year":"1944","content":"After the complete lifting of the siege of Leningrad, the first Red Arrow Express from Moscow was brought to the liberated city by none other than the SUM<\/sup> steam locomotive."},{"year":"1950","content":"The locomotive SU<\/sup>253 15 was built at the Krasnoye Sormovo Plant in Gorky (now Nizhny Novgorod)."},{"year":"June 1953","content":"Steam locomotive SU<\/sup>253 15 entered service with the Leningrad Railway."},{"year":"1950s","content":"The introduction of the P36 class steam locomotives marked the first true replacement for the SU<\/sup> steam locomotives."},{"year":"","content":"Older steam locomotives of the production series I were removed from the inventory fleet."},{"year":"February 1978","content":"Steam locomotive SU<\/sup>253 15 was transferred to the asphalt concrete plant in the Village of Pribrezhny of the Kaliningrad Region, where it was used as a source of steam for process purposes."},{"year":"1991","content":"Steam locomotive SU<\/sup>253 15 was purchased from the plant at the cost of scrap metal by the Central Museum of the Oktyabrskaya Railway."},{"year":"January 1, 1992","content":"Only two SU<\/sup> steam locomotives were included in the USSR Ministry of Railways inventory."},{"year":"1992","content":"Steam locomotive SU<\/sup>253 15 was delivered to Saint Petersburg, where it was displayed at the exhibition site at Shushary station until 2001."},{"year":"2001","content":"Steam locomotive SU<\/sup>253 15 was on display at the museum at the former Varshavsky Station in Saint Petersburg."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/96\/c7\/s296c73acba6be662c3a27754da863207b0fc06e9e.jpg","title":"Cross section"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/b2\/81\/s2b28142a3e98a0457c19c810df7e8201082771f5f.jpg","title":"Longitudinal section"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/b1\/42\/s2b1421d3c38bafbf8ff796044ead3aa8d47d5ebff.jpg","title":"Inscriptions on the inspection board"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/c4\/a5\/s2c4a5bdd7d458bdbf2104b7f79444e639948c63de.jpg","title":"Branded board"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/ea\/92\/s2ea920436a191fb94694afa0dec6eb5760fb8e4d1.jpg","title":"Lantern in the driver's cabin"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/0f\/b2\/s20fb27bc1e7a669b8030cecbacf8557f52c4f513f.jpg","title":"Lantern of the monometer and water gauge glass"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/53\/6a\/s2536a2dc7a182b1654fc1b4ff329c017549fef956.jpg","title":"Taillight"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/ef\/ae\/s2efae1111c3f13a257d67ecb92dca7706d8ab3d62.jpg","title":"Combined screw clutch"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/d1\/a4\/s2d1a4d5e1123eeefb30171238350e79b70ce5fef2.jpg","title":"General view of the tender"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/4b\/c8\/s24bc88cd31a2826cb450b002c8b1a646cd1eda468.jpg","title":"Раздвижная дверка топочного отверстия"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/8d\/36\/s28d36a462d30b5c9228de6884d14dc0ba3fcbe89d.jpg","title":"Drive axle with wheels"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/34\/77\/s234779d1704ea29a881bf2902e2f377a06cf1503f.jpg","title":"Общий вид паровоза серии Су, 1947 год"}]

Модель (деталка): SU253 15

Заголовок (деталка): Passenger Steam Locomotive

Подвал описания: Since 2001, the locomotive has been on display at the museum at the former Varshavsky Station in Saint Petersburg.

Заголовок истории: Chronology

Mnemonic code: 106

Code in external DB source: 357

Name: SU253-15

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Russian Railways Museum

Exhibits

Steam locomotives

S<sup>U</sup>253-15