Exhibits

Electric locomotives

ChS1-041

<space=1em>Foreign experience

<space=1em>In the mid-1950s, a large-scale process of replacing steam locomotives with "progressive types of traction" — diesel and electric — began on the USSR railway transport. For train operation on sections and entire lines of railways that were being converted to electric traction, a large number of new powerful electric locomotives were required that could successfully replace steam locomotives. In the case of freight locomotives, the issue was resolved by launching serial production of electric locomotives of the VL8 and VL23 series.

<space=1em>In the case of passenger locomotives, the issue was more acute. It took a long time to create special passenger electric locomotives, and it was decided to use foreign experience to quickly saturate the fleet of such machines. In addition, the political aspect played a role - in order to strengthen the recently formed Council for Mutual Economic Assistance, it was necessary to adopt specific decisions on economic cooperation between the countries of the socialist camp.

<space=1em>The Czechoslovak Project

<space=1em>As a result, in the mid-1950s, an order for the production of passenger electric locomotives for Soviet railways was placed with the Czechoslovakian Škoda plant in Pilsen - a large engineering enterprise founded back in 1859. In the post-war period, the Škoda plant produced a four-axle DC electric locomotive, designated in the Czechoslovak Socialist Republic as E499, plant type 12E. It turned out to be so successful that it later served as the basis for the creation of a large family of both freight and passenger electric locomotives, including those exported to Poland, Bulgaria, and the DPRK. It was this type of electric locomotive that was decided to be purchased for the Soviet railways.

<space=1em>Adaptation for the USSR

<space=1em>In 1957 two electric locomotives of the factory type 24E, which were 12E locomotives slightly modified for operation on the Ministry of Railways network, arrived in the USSR. The machines were designated ChS1 (Czechoslovak, first type) and were tested on the Moscow - Serpukhov, Moscow - Kalinin lines and on the experimental VNIIZhT ring in Shcherbinka. Based on the test results, Skoda made some changes to the ChS1 design and in 1959 began serial production of electric locomotives of the factory type 41E.

<space=1em>Unlike the 24E, the 41E had sandboxes placed in the body, the shape of the windows in the engine room changed (rectangular with vents instead of round ones), buffer beams, track cleaner, the bogies received a new spring suspension system, and a number of changes were made to the mechanical part.

<space=1em>In 1959 electric locomotives of the ChS1 series No. 003–005 of the factory type 41E0 and No. 006–017 of the type 41E1 were built, and in 1960 — No. 018–101 of the type 41E2. On the last electric locomotive of the series ЧС1 102 of the factory type 29Е0 manufactured in 1960, new traction electric motors of increased power were used as an experiment. Later, a whole series of similar locomotives was released, which received an independent designation ЧС3, factory types 29Е1 and 29Е2.

<space=1em>Features

<space=1em>The main feature of the ChS1 series electric locomotives was the use of a support-frame suspension of traction electric motors. Torque from the engine to the axle gearbox was transmitted through elastic crosspieces and a shaft (Sescheron system drive). The gear transmission is rigid, straight-toothed, one-sided. The control system of the electric locomotive is a rheostat-contactor, with two possible connections of the engines, serial and parallel. Two motor-compressors and two motor-fans were installed in the body.

<space=1em>Operation

<space=1em>Initially, the ChS1 passenger electric locomotives were used on the Moscow Railway on the lines Moscow - Kursk - Kharkov, Moscow - Vladimir, Moscow - Ryazan and on Oktyabrskaya on the line Leningrad - Moscow. As new, more powerful ChS2 electric locomotives arrived in the 1960s, the ChS1 from the Oktyabrskaya and Moscow railways were gradually transferred to the Pridneprovskaya and West Siberian.

<space=1em>At the end of the 1960s, some of the electric locomotives were re-equipped to operate in a two-section coupling using the "multiple-unit system". Most of the ChS1 series electric locomotives worked on Soviet railways until the end of the 1970s — early 1980s.

<space=1em>Museum exhibit

<space=1em>The ChS1 041 electric locomotive presented in the museum, built in 1960, was delivered to the Moscow Railway from the factory, and in 1968 it was transferred to the West Siberian Railway. The electric locomotive is the property of the Central Museum of Railway Transport, in whose collection it has been since the 1980s.

ID экспоната: 112

Аудио: http://dpmzdr.infomedia.digital/files/6f/d6/6fd67275960911f750b595750bbec3c3e7240c67.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/07/4c/s1074c8a316d8f8d4cd0d1ccef72799f8ece853acd.jpg / http://dpmzdr.infomedia.digital/files/5a/7f/s15a7f719c34a8e9e3cd24d5ab4721f187df82d411.jpg / http://dpmzdr.infomedia.digital/files/d3/9d/s1d39d271fed70eaf4386ef509a534c9fe744d22dd.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/07/4c/074c8a316d8f8d4cd0d1ccef72799f8ece853acd.jpg / http://dpmzdr.infomedia.digital/files/5a/7f/5a7f719c34a8e9e3cd24d5ab4721f187df82d411.jpg / http://dpmzdr.infomedia.digital/files/d3/9d/d39d271fed70eaf4386ef509a534c9fe744d22dd.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/07/4c/s2074c8a316d8f8d4cd0d1ccef72799f8ece853acd.jpg / http://dpmzdr.infomedia.digital/files/5a/7f/s25a7f719c34a8e9e3cd24d5ab4721f187df82d411.jpg / http://dpmzdr.infomedia.digital/files/d3/9d/s2d39d271fed70eaf4386ef509a534c9fe744d22dd.jpg

Исторические фото: http://dpmzdr.infomedia.digital/files/63/0f/s1630f6491b8d288cc77779a3eeae7c5865c853a1b.jpg / http://dpmzdr.infomedia.digital/files/46/f7/s146f7aad4ea4fb3dac05fdcfcb0783a47d01c25d6.png / http://dpmzdr.infomedia.digital/files/66/ee/s166ee3fdb3ed86f4bfd5bb933f2139e53145d8b7e.png / http://dpmzdr.infomedia.digital/files/39/f3/s139f336efa6c62ebf84aa30703ee166b01b7c957b.png / http://dpmzdr.infomedia.digital/files/29/f3/s129f36f31102052079b0db51a01a7cad83ad9d6a8.jpg / http://dpmzdr.infomedia.digital/files/69/11/s16911ea54db67e3140b780d51be1362cee0a74d10.jpg / http://dpmzdr.infomedia.digital/files/62/fb/s162fb73e505258b62c9a9da63dc9b9d16298767a9.jpg

Параметры (технические характеристики): Years of production 1957–1960 Number built, units 102 / Rated voltage of contact network, V 3,000 Axial characteristic 2о-2о Continuous mode power, kW 2,032 Type of current Direct Presence of electric brake No Type of traction electric motor AL-4846zT Gear ratio of axle reducer 2.27 Type of suspension of traction electric motor on axle Support-frame Type of pantograph 9PP Wheel diameter, mm 1,250 Axle load on rails, tf 21.25 Power in hourly mode, kW 2,344 Speed in hourly mode, km/h 62.3 Tractive force in hourly mode, kgf 13,500 Speed continuous mode, km/h 65.4 Length by axles of automatic couplings, mm 17,080 Body width, mm 3,030 Body height, mm 5,100 Bog wheelbase, mm 3,330 Smallest radius of passable curves, m 120

План: http://dpmzdr.infomedia.digital/files/64/13/64131a476d3fd72a04ca472606f2a79816f265f6.png

План 1000: http://dpmzdr.infomedia.digital/files/64/13/s164131a476d3fd72a04ca472606f2a79816f265f6.png

План 2000: http://dpmzdr.infomedia.digital/files/64/13/s264131a476d3fd72a04ca472606f2a79816f265f6.png

Хронология: <space=1em>In November 1956, a contract was signed with the Skoda plant in Pilsen for the delivery of two experimental passenger electric locomotives to the USSR. They had the factory designation 24E0 and were assigned the ChS1 series — Czechoslovak, first type. <space=1em>The electric locomotives were manufactured in early 1957 and arrived for trial operation at the Pererva depot of the Moscow-Kursk-Donbass Railway. With a wheel diameter of 1,250 mm, they developed a tractive force of 13,500 kgf in hourly mode at a speed of 65.4 km/h. The maximum speed in operation was set at 120 km/h. In 1958, both electric locomotives served passenger trains on the Moscow-Leningradskaya — Kalinin (Tver) section of the October Railway. <space=1em>The design of the electric locomotive was modified based on the test results, and a batch of 100 locomotives was ordered. Its construction began in 1959 under the factory designation 41E. The electric locomotives had a different system for suspending the body from the bogie, the coil springs in the bogie were replaced with leaf springs, and the shape of the buffer beam and track cleaner was also changed. <space=1em>In 1959, electric locomotives No. 003–017 were built, and in 1960, the remaining No. 018–101. The last of this series of locomotives, the ChS1-102, was equipped with electric motors with a capacity of 700 kW in hourly mode. In 1961, another 87 electric locomotives with such electric motors were produced, which received the ChS3 series. With more powerful electric motors, which were produced for six-axle ChS2 electric locomotives, this locomotive developed a tractive force of 14,300 kgf at a speed of 70.5 km/h. <space=1em>The ChS-1 series electric locomotives were delivered for operation on the Moscow-Kursk-Kharkiv, Moscow-Vladimir, Moscow-Leningrad and Moscow-Ryazan lines. With the delivery of more powerful ChS2 passenger electric locomotives, the locomotives were transferred to the Dnieper and West Siberian Railways. <space=1em>Since 1968, some of the electric locomotives were retrofitted to operate on a multiple-unit system in the form of two four-axle sections. The ChS3 electric locomotives were delivered to the Moscow-Kharkiv-Ilovaisk lines, and in 1962-1963 they were transferred to the West Siberian Railway. <space=1em>Until the development of the six-axle electric locomotive was completed, a temporary measure was taken and electric locomotives with insufficient power to pull long trains of all-metal cars were purchased. However, operating experience eventually allowed the creation of legendary machines — the ChS2 and ChS2T, which handled all direct current passenger transportation for over 40 years. <space=1em>Since the late 1970s, the ChS1 and ChS3 series electric locomotives were gradually excluded from the inventory. Freight versions of this electric locomotive are still in service on Czech railways today. <space=1em>The ChS1-041 electric locomotive presented in the museum was built in 1960. From the factory, it was delivered to the Moscow Railway, and in 1968 it was transferred to the West Siberian Railway. <space=1em>Belongs to the Central Museum of Railway Transport, where it was delivered in the 1980s.

Блоки описания: [{"quote":"The 1950s marked a major initiative in the Soviet railways to replace steam locomotives with innovative types of traction — diesel and electric.","title":"","images":[],"content":"The mid-1950s marked a major initiative in the USSR’s railway network to replace steam locomotives with innovative types of traction — diesel and electric. For train operations on sections and entire railway lines being converted to electric traction, a large number of new, powerful electric locomotives were needed to replace steam locomotives. For freight locomotives, this need was addressed by initiating the mass production of VL8 and VL23 electric locomotives.","subtitle":"Foreign Experience"},{"quote":"","title":"","images":[],"content":"For passenger locomotives, however, the challenge was more acute. Developing dedicated passenger electric locomotives required significant time, so it was decided to use foreign experience to quickly expand the fleet of such machines. Additionally, the political aspect played a role: in order to strengthen the newly formed Council for Mutual Economic Assistance, specific decisions regarding economic cooperation between the countries of the socialist camp had to be adopted.","subtitle":""},{"quote":"","title":"Czechoslovakian Project","images":[],"content":"As a result, in the mid-1950s, an order for the production of passenger electric locomotives for Soviet railways was placed with the Škoda Plant in Pilsen, Czechoslovakia — a large engineering enterprise founded in 1859. In the post-war period, the Škoda plant produced a four-axle DC electric locomotive, designated E499 in the Czechoslovak Socialist Republic, with factory type 12E. The locomotive proved to be so successful that it became the basis for a large family of both freight and passenger electric locomotives, which were also exported to Poland, Bulgaria, and the DPRK. It was decided to purchase this particular type of electric locomotive for Soviet railways.","subtitle":"Successful Model"},{"quote":"In 1959, the Czechoslovakian Škoda Plant began mass production of the ChS1 electric locomotives.","title":"","images":[],"content":"In 1957, two factory-type 24E electric locomotives, which were modified 12E locomotives designed for use on the Ministry of Railways network, arrived in the USSR. These vehicles were designated ChS1 (Czechoslovakian, first type) and were tested on the Moscow-Serpukhov and Moscow-Kalinin lines, as well as on the test loop of the Railway Research Institute in Shcherbinka. Based on the test results, Škoda made several changes to the ChS1 design and, in 1959, began the mass production of factory type 41E electric locomotives.","subtitle":"Modification for the USSR"},{"quote":"","title":"","images":[],"content":"Unlike the 24E, the 41E featured several modifications: sandboxes were placed in the body, changes were made to the shape of the windows in the engine room (rectangular with vents instead of round ones), dead-woods, and track-cleaners; the trucks were equipped with a new spring suspension system, and various changes were introduced to mechanical components.","subtitle":""},{"quote":"","title":"","images":[],"content":"In 1959, electric locomotives of the ChS1 class — Nos. 003–005 of factory type 41E0<\/sub> and Nos. 006–017 of type 41E1<\/sub> — were built, followed by Nos. 018–101 of type 41E2<\/sub> in 1960. On the last factory-type 29Е0<\/sub> ChS1 locomotive (No. 102) manufactured in 1960, new traction electric motors with increased capacity were used as part of an experiment. Later, a class of similar locomotives was produced, designated ChS3 with factory types 29E1<\/sub> and 29E2<\/sub>.","subtitle":""},{"quote":"","title":"","images":[],"content":"The main feature of the ChS1 class electric locomotives was the use of a support-frame suspension for the traction electric motors. The torque from the engine to the axle gearbox was transmitted via elastic crossings and a shaft, utilizing the Secheron system drive. The gearwheel was rigid, straight, and one-way. The electric locomotive’s control system was a rheostat-contactor system, with two possible engine connections: series and parallel. The body also housed two motor-compressors and two motor-fans.","subtitle":"Features"},{"quote":"Initially, the ChS1 electric locomotives were used on the Moscow and Oktyabrskaya Railways.","title":"","images":[],"content":"Initially, the ChS1 passenger electric locomotives were used on the Moscow Railway, servicing the Moscow-Kursk-Kharkiv, Moscow-Vladimir, and Moscow-Ryazan lines, as well as the Leningrad-Moscow line on the Oktyabrskaya Railway. In the 1960s, as new and more powerful ChS2 electric locomotives arrived, the ChS1s were gradually transferred from the Oktyabrskaya and Moscow Railways to the Prydnipro and West Siberian Railways.","subtitle":"Operation"},{"quote":"","title":"","images":[],"content":"In the late 1960s, some electric locomotives were modernised to operate in a two-section coupling using the “multiple-unit system”. Most of the ChS1 class electric locomotives remained in service on the Soviet railways until the late 1970s and early 1980s.","subtitle":""},{"quote":"","title":"","images":[],"content":"The electric locomotive ChS1 041, presented in the museum, was built in 1960 and sent from the plant to the Moscow Railway, and in 1968 it was transferred to the West Siberian Railway.","subtitle":"Museum Exhibit"}]

Характеристики (блоками): [{"name":"Years of production","type":"number","value":"1957–1960","is_two_colls":false},{"name":"Number built units","type":"number","value":"102","is_two_colls":false},{"name":"Rated voltage of contact network, V","type":"number","value":"3,000","is_two_colls":false},{"name":"Axle characteristic","type":"number","value":"20 – 20","is_two_colls":false},{"name":"Continuous mode power, kW","type":"number","value":"2,032","is_two_colls":false},{"name":"Type of current, t","type":"text","value":"Direc","is_two_colls":false},{"name":"Presence of electric brake","type":"number","value":"No","is_two_colls":false},{"name":"Type of traction electric motor, T","type":"text","value":"AL-4846z","is_two_colls":false},{"name":"Gear ratio of axle reducer","type":"number","value":"2.27","is_two_colls":false},{"name":"Type of suspension of traction electric motor on axle","type":"text","value":"Support-frame","is_two_colls":false},{"name":"Type of pantograph, PP","type":"number","value":"9","is_two_colls":false},{"name":"Wheel diameter, mm","type":"number","value":"1,250","is_two_colls":false},{"name":"Axle load on rails, tf","type":"number","value":"21,25","is_two_colls":false},{"name":"Hourly mode parameter power, kW","type":"number","value":"2,344","is_two_colls":false},{"name":"Speed, km\/h","type":"number","value":"62,3","is_two_colls":false},{"name":"Traction force, kgf","type":"number","value":"13,500","is_two_colls":false},{"name":"Continuous speed, km\/h","type":"number","value":"65,4","is_two_colls":false},{"name":"Length over coupler axles, mm","type":"number","value":"17,080","is_two_colls":false},{"name":"Body width, mm","type":"number","value":"3,030","is_two_colls":false},{"name":"Body height, mm","type":"number","value":"5,100","is_two_colls":false},{"name":"Truck wheelbase, mm","type":"number","value":"3,330","is_two_colls":false},{"name":"Smallest radius of passable curves, m","type":"number","value":"120","is_two_colls":false}]

История (блоками): [{"year":"1950s","content":"A major initiative took place in the USSR’s railway network to replace steam locomotives with innovative types of traction — diesel and electric. The USSR placed an order with the Czechoslovakian Škoda Plant to produce passenger electric locomotives for Soviet railways."},{"year":"1957","content":"Two modified electric locomotives were delivered to the USSR and designated as ChS1."},{"year":"1959","content":"The Czechoslovakian Škoda Plant began mass production of the ChS1 electric locomotives."},{"year":"1960s","content":"ChS1 from the Oktyabrskaya and Moscow Railways were transferred to the Prydnipro and West Siberian railways."},{"year":"1960","content":"Electric locomotive ChS1 041 was built."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/64\/13\/s264131a476d3fd72a04ca472606f2a79816f265f6.png","title":"Drawing"}]

Модель (деталка): ChS1 041

Заголовок (деталка): Direct Current Passenger Electric Locomotive

Подвал описания: The electric locomotive is owned by the Central Museum of Railway Transport and has been part of its collection since the 1980s.

Заголовок истории: Chronology

Mnemonic code: 112

Code in external DB source: 383

Name: ChS1-041

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