Exhibits

Electric locomotives

ChS4-012

<space=1em>Iron solution

<space=1em>In 1837 the Tsarskoye Selo railway opened. It demonstrated the advantages of speed and low cost of transportation. Thus, the project of the St. Petersburg-Moscow railway was born from engineers Pavel Melnikov, Nikolai Kraft and Andrei Gotman.

<space=1em>Construction began in 1843 by decree of Nicholas I to improve transport links between the two capitals. The road, with a length of 650 km became the most important infrastructure project of that time.

<space=1em>Cars and people

<space=1em>The new railway was conceived as a double-track along the shortest route between the two capitals. The relative cheapness of construction was achieved through non-standard engineering solutions, the latest technologies and the labor of serfs.

<space=1em>During the work, the track gauge, the basics of station placement, maximum slopes, curve radii, and traction "shoulders" were determined. 69 stone and cast-iron pipes, 19 overpasses and 184 bridges were built on the route.

<space=1em>First Station

<space=1em>The St. Petersburg-Moscow Railway complex included 34 passenger stations of four classes, locomotive buildings and depots, workshops, reservoir structures and signal boxes.

<space=1em>Construction of the Moscow and St. Petersburg railway stations began simultaneously in 1844 In Moscow, the station was built on a vacant lot near Kalanchevskoye Field.

<space=1em>The First Steam Locomotive

<space=1em>In 1843, the Aleksandrovsky Iron Foundry was transferred to the Main Administration of Communications. It was re-equipped to produce steam locomotives and carriages.

<space=1em>In 1845, the Aleksandrovsky Plant produced the first domestic steam locomotive. Five years later, it began producing passenger carriages.

<space=1em>Steam Locomotives for the Masses

<space=1em>By the spring of 1847, the plant had built more than 100 locomotives and tenders. Its technical equipment included 230 machine tools and machinery. Including equipment that was unique at that time: steam hammers, a pipe drawing machine, a gear-cutting machine, a special installation for testing metal structures, mechanical and hydraulic presses.

<space=1em>The plant had mechanical, sawmill, foundry, machine-forging, metalworking and other shops equipped with new equipment.

<space=1em>Road of Stories

<space=1em>The St. Petersburg-Moscow Railway sped up communication within the country, becoming the main highway. In 1855 it was renamed Nikolaevskaya in honor of Nicholas I. In 1923 it received a new name — Oktyabrskaya.

ID экспоната: 109

Аудио: http://dpmzdr.infomedia.digital/files/b8/b3/b8b31effbf0baa78af6c72231d3d3de60c552358.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/84/8b/s1848bb8ca79c536616a9e01168912ece507449001.jpg / http://dpmzdr.infomedia.digital/files/f8/18/s1f8184afe05b6f1a685722c420683533190a76f61.jpg / http://dpmzdr.infomedia.digital/files/24/60/s12460cc3f226f1cc00b53d287e9565cd047af951f.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/84/8b/848bb8ca79c536616a9e01168912ece507449001.jpg / http://dpmzdr.infomedia.digital/files/f8/18/f8184afe05b6f1a685722c420683533190a76f61.jpg / http://dpmzdr.infomedia.digital/files/24/60/2460cc3f226f1cc00b53d287e9565cd047af951f.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/84/8b/s2848bb8ca79c536616a9e01168912ece507449001.jpg / http://dpmzdr.infomedia.digital/files/f8/18/s2f8184afe05b6f1a685722c420683533190a76f61.jpg / http://dpmzdr.infomedia.digital/files/24/60/s22460cc3f226f1cc00b53d287e9565cd047af951f.jpg

Параметры (технические характеристики): Years of production 1965–1972 Number built, units 230 / Rated voltage of contact network, V 25,000 Axle characteristic 3o-3o Continuous power, kW 4,920 Continuous traction force, kgf 16,800 Design speed, km/h 160 Service weight, t 123 Type of current Alternating Presence of electric brake No Type of traction motor AL-4442nP Type of suspension of traction motor on axle Support-frame Gear ratio of axle reducer 2.64 Type of pantograph 2SLS1 Wheel diameter, mm 1,250 Axle load on rails, tf 20.5 Power, kW 5,100 Speed, km/h 107.1 Tractive force, kgf 17,400 Continuous speed, km/h 109.1 Length by axles of automatic couplings, mm 19,980 Body width, mm 3,200 Body height, mm 4,650 Bog wheelbase, mm 4,600 Smallest radius of passable curves, m 125

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Хронология: <space=1em>By the end of the 1950s and the beginning of the 1960s, the length of lines electrified with alternating current on the USSR railways had increased significantly. At the same time, the problem that had arisen years earlier during the expansion of the DC electric traction range gradually worsened. Passenger electric locomotives were needed, but the designs of such locomotives had not been mastered in the production of the domestic industry. <space=1em>It was decided to order DC passenger electric locomotives from the Czechoslovakian Skoda plant. This choice was due to both technical features and the division of production within the framework of the newly formed CMEA - Council for Mutual Economic Assistance. And then, a few years later, the problem of the lack of AC passenger electric locomotives was solved in a similar way. <space=1em>In the early 1960s, the Skoda plant created a new design of AC electric locomotive, which in the USSR was designated ChS4. In 1963, a prototype was built — the experimental six-axle electric locomotive S699.001 (factory type 32E0), which underwent various tests in the Czechoslovak Socialist Republic. In 1964, taking into account the experience of creating this locomotive, the electric locomotive ChS4-001 (factory type 52E0) was built. After delivery from Czechoslovakia in 1965-1966, it underwent tests on the North Caucasian Railway. Subsequently, the Skoda plant began serial production of ChS4 electric locomotives, which continued until 1972. A total of 230 locomotives of this series (No. 001-160, 162-231) were manufactured and delivered to Soviet railways. The electric locomotive batches belonged to the factory types 52E1 (No. 002–011), 52E2 (No. 012–061), 52E3 (No. 062–160), 52E4 (No. 162–211), and 52E5 (No. 212–231), which had minor differences in design. <space=1em>The ChS4-012 electric locomotive presented in the museum was built in 1967, the factory number of the electric locomotive is 5444. It was used on the South-West and Volga Railways. It was received by the museum from the Saratov locomotive depot of the Volga Railway in 2005.

Блоки описания: [{"quote":"There was a shortage of passenger electric locomotives running on alternating current in the USSR. The Czechoslovakian Škoda Plant was called upon to address this issue.","title":"","images":[],"content":"By the end of the 1950s and the early 1960s, the length of railway lines electrified with alternating current in the USSR had increased significantly. At the same time, a problem that had emerged a few years earlier during the expansion of the DC electric traction loops continued to grow. Specifically, there was a pressing need for passenger electric locomotives, with no domestically produced designs that had been successfully mastered in production.","subtitle":"Shortage of Electric Locomotives"},{"quote":"","title":"","images":[],"content":"In the case of DC passenger electric locomotives, a decision was made — due to both technical and political reasons — to order locomotives from the Czechoslovakian Škoda Plant. Several years later, the shortage of AC passenger electric locomotives was addressed in a similar manner.","subtitle":""},{"quote":"","title":"New Model","images":[],"content":"In the early 1960s, the Škoda Plant developed a new design for an AC electric locomotive, which was designated ChS4 in the USSR. In 1963, a prototype was created — a six-axle experimental electric locomotive, S699.001, factory type 32E0<\/sub>, which underwent various tests in the Czechoslovak Socialist Republic. In 1964, based on the experience gained from developing this locomotive, the ChS4 001 electric locomotive of factory type 52E0<\/sub> was built. After being delivered from Czechoslovakia, it was tested on the North Caucasus Railway in 1965–1966.\r\n\r\nLater, the Škoda Plant began mass production of the ChS4 electric locomotives, which continued until 1972. A total of 230 locomotives of this class (Nos. 001–160 and 162–231) were manufactured and delivered to Soviet railways. The batches of electric locomotives belonged to the factory types 52Е1<\/sub> (002–011), 52Е2<\/sub> (012–061), 52Е3<\/sub> (062–160), 52Е4<\/sub> (162–211), and 52Е5<\/sub> (212–231), which had minor differences in design.","subtitle":"Testing"},{"quote":"Czech designer Otakar Diblik developed a very unique design for an electric locomotive: large windshields, the outlines of the headlight and buffer lamps, and the smooth shape of the body.","title":"","images":[],"content":"The design of the ChS4 electric locomotives, made in Czechoslovakia, featured many technical solutions that were completely uncharacteristic of Soviet electric locomotive construction. Many components and assemblies differed significantly from the corresponding design elements found in domestic electric locomotives. An interesting feature of the ChS4 electric locomotive was its body, which was made of fiberglass. Large windshields, the outlines of the headlight and buffer lamps, and the smooth shape of the body gave this locomotive a very unique and memorable appearance (the exterior design was created by Czech designer Otakar Diblik).","subtitle":"Interesting Solutions"},{"quote":"","title":"","images":[],"content":"The power circuit of the electric locomotive uses a so-called “high-voltage regulation” system, which involves regulating the voltage of the traction electric motors on the primary (high) winding of the traction transformer. This approach, typical for European electric locomotive construction of that time, simplified the electrical circuit of the locomotive. However, it required very advanced technology for the manufacture of switching equipment, which was not typical for Soviet AC electric locomotives. In contrast, Soviet locomotives like the VL60 and VL80 employed “low-voltage regulation”, where the voltage was regulated on the secondary winding of the transformer.\r\n\r\nIn addition, the first batches of ChS4 electric locomotives (Nos. 001–011) had an electric (rheostatic) brake. Although this approach was abandoned in later-produced locomotives due to design imperfections, the idea was revisited during the creation of the new ChS4T electric locomotives.","subtitle":""},{"quote":"In Russia, these electric locomotives operated until 2006.","title":"","images":[],"content":"The ChS4 electric locomotives have proven reliable in operation on Soviet railways. They were used in passenger service across several regions, including the North Caucasian (Kavkazskaya Depot), Southwestern (Kyiv Depot), Moscow (Bryansk-2 Depot), Gorky (Kirov Depot), Privolzhskaya (Saratov Depot), and South-Eastern (Balashov Depot) Railways.","subtitle":"Operation"},{"quote":"","title":"","images":[],"content":"Regular operation of these locomotives on the Russian Railways network ended at the Balashov Depot in 2005–2006. In Ukraine, however, where a significant number o ChS4 locomotives (105 units) underwent major repairs and extensive modernisation at the Zaporizhzhia Electric Locomotive Repair Plant from 1999 to 2013, these locomotives continue to operate successfully to this day.","subtitle":""},{"quote":"","title":"","images":[],"content":"The ChS4 012 electric locomotive displayed in the museum was built in 1967 and was used on the Southwestern and Privolzhskaya Railways.","subtitle":"Museum Exhibit"}]

Характеристики (блоками): [{"name":"Plant","type":"text","value":"Škoda, Czechoslovakia","is_two_colls":false},{"name":"Factory type","type":"number","value":"52E2","is_two_colls":false},{"name":"Factory number","type":"number","value":"5444","is_two_colls":false},{"name":"Years of production","type":"number","value":"1965–1972","is_two_colls":false},{"name":"Number of built, units","type":"number","value":"230","is_two_colls":false},{"name":"Nominal voltage of the contact network, V","type":"number","value":"25,000","is_two_colls":false},{"name":"Axial characteristic","type":"number","value":"30<\/sub>–30<\/sub>","is_two_colls":false},{"name":"Continuous Power, kW","type":"number","value":"4 920","is_two_colls":false},{"name":"Continuous thrust force, kgf","type":"number","value":"16,800","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"160","is_two_colls":false},{"name":"Service mass, t","type":"number","value":"123","is_two_colls":false},{"name":"Type of current","type":"text","value":"Variable","is_two_colls":false},{"name":"Electric brake available","type":"number","value":"No","is_two_colls":false},{"name":"Traction motor type","type":"text","value":"AL-4442nP","is_two_colls":false},{"name":"Type of suspension of the traction electric motor on the axle","type":"text","value":"Support frame","is_two_colls":false},{"name":"Axial gear ratio","type":"number","value":"2.64","is_two_colls":false},{"name":"Type of pantograph","type":"number","value":"2SLS1","is_two_colls":false},{"name":"Wheel diameter, mm","type":"number","value":"1 250","is_two_colls":false},{"name":"Axle load on rails, tc","type":"number","value":"20.5","is_two_colls":false},{"name":"Clock mode power, kW","type":"number","value":"5 100","is_two_colls":false},{"name":"Clock mode speed, km\/h","type":"number","value":"107.1","is_two_colls":false},{"name":"Hourly mode thrust force, kgf","type":"number","value":"17,400","is_two_colls":false},{"name":"Continuous mode speed, km\/h","type":"number","value":"109.1","is_two_colls":false},{"name":"Length along the axles of automatic couplings, mm","type":"number","value":"19,980","is_two_colls":false},{"name":"Body width, mm","type":"number","value":"3 200","is_two_colls":false},{"name":"Body height, mm","type":"number","value":"4 650","is_two_colls":false},{"name":"Wheelbase of the bogie, mm","type":"number","value":"4 600","is_two_colls":false},{"name":"Minimum radius of passable curves, m","type":"number","value":"125","is_two_colls":false}]

История (блоками): [{"year":"1965","content":"Start of production of ChS4 electric locomotives in Czechoslovakia."},{"year":"1967","content":"The ChS4 012 electric locomotive was built in Czechoslovakia."},{"year":"1972","content":"Discontinuation of production of ChS4 electric locomotives."},{"year":"2005","content":"ChS4 012 electric locomotive was transferred to the Russian Railway Museum in Saint Petersburg."},{"year":"2006","content":"ChS4 electric locomotives were withdrawn from service."}]

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Модель (деталка): CHS4 012

Заголовок (деталка): Alternating Current Passenger Electric Locomotive

Подвал описания: The electric locomotive arrived at the museum from the Saratov Locomotive Depot of the Privolzhskaya Railway in 2005.

Заголовок истории: Chronology

Mnemonic code: 109

Code in external DB source: 404

Name: ChS4-012

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