Wagons
№ 083 27090
Beginning in 1950, the production of all-metal passenger cars (CMV) was started at the Stalin Plant (later the Cegelski Plant) in Poznan (People’s Republic of Poland).
In 1950, the design bureau of the plant adopted a coach car project by order of the USSR, and the plant built a car prototype.
The car received the “type 66W” designation; it was a hard-seated open-type car, later it was called a couchette car.
The body structure was based on a double T-section center girder. The walls and the roof of the body were a single welded metal structure. The body frame consisted of a set of longitudinal beams, posts and roof arches. The last two elements were connected by transverse beams and formed a kind of frame. Outside, the cars were sheathed with 3 mm thick sheet steel, and the roof - with 2 mm thick steel. To lighten the body and eliminate the consequences of water condensation (corrosion of walls and transverse beams of the body) in the internal space between the outer and inner sheathing, the number of longitudinal beams in the structure was reduced. To maintain the rigidity of the body, they began to use 2 mm thick corrugated steel sheets (one above the window and two below the window) for sheathing. From the inside, the side walls were lined with 20 mm thick multilayer plywood, faced with oak veneer or lincrusta. The space between the body and the lining was filled with insulating material, such as mipora, iporka and piatherm. These products are derivatives of formalin and uric acid, which generate a foam that solidifies into a dense mass.
Ventilation of cars was forced, with air purification and heating in winter.
It was equipped with a 4.5 kW low-voltage generator driven by a flat belt from the axle of a wheelset of one of the trolleys, a pneumatic brake, coal hot-water heating, a samovar (water heater), a drinking water cooler (since 1959), and radio.
The car had 87 seats and 58 berths. The design speed was set at 140 km/h.
From 1950 to 1960, 2 746 of these cars were built at this plant. Initially, an AMC-type trolley with plain bearings was installed under the cars, and in the process of release it was replaced with a trolley of the same type, but with rolling-element bearings. This carriage model was produced from 1951 to 1960 without any significant design changes.
ID экспоната:
152
Аудио:
http://dpmzdr.infomedia.digital/files/c1/83/c183b65f5c1a083397a8a79e5219e6b6138c80fb.ogg
Галерея изображений:
http://dpmzdr.infomedia.digital/files/c9/d3/s1c9d3a4fa37e6e39b44d6b2140e2a162a20a79e82.jpg / http://dpmzdr.infomedia.digital/files/cb/30/s1cb30891188e40f7ed6a479a6580d1e99460710ab.jpg / http://dpmzdr.infomedia.digital/files/78/b2/s178b24b3be58cad557297668896caa5ac30fd0ce7.jpg
Галерея изображений (оригинал):
http://dpmzdr.infomedia.digital/files/c9/d3/c9d3a4fa37e6e39b44d6b2140e2a162a20a79e82.jpg / http://dpmzdr.infomedia.digital/files/cb/30/cb30891188e40f7ed6a479a6580d1e99460710ab.jpg / http://dpmzdr.infomedia.digital/files/78/b2/78b24b3be58cad557297668896caa5ac30fd0ce7.jpg
Галерея изображений 2000:
http://dpmzdr.infomedia.digital/files/c9/d3/s2c9d3a4fa37e6e39b44d6b2140e2a162a20a79e82.jpg / http://dpmzdr.infomedia.digital/files/cb/30/s2cb30891188e40f7ed6a479a6580d1e99460710ab.jpg / http://dpmzdr.infomedia.digital/files/78/b2/s278b24b3be58cad557297668896caa5ac30fd0ce7.jpg
Исторические фото:
http://dpmzdr.infomedia.digital/files/89/31/s18931a1cef416d27ce35cf802051bcca184eb06fa.jpg / http://dpmzdr.infomedia.digital/files/f1/3b/s1f13b7192d04995c7e498ce5b431dd1b642754591.png
Параметры (технические характеристики):
Year of built
1953
Axles
4 / Car length at automatic coupler axes SA-3, mm
24 540
Body length, mm
23 600
Body width, mm
3 105
Car height from crown of rail, mm
4 352
Accommodation
87 seats
58 berths
Factory of origin
Stalin Plant in Poznań, Poland (Cegielski Plant)
body
full metal
Trolley type
Full metal with roll-bearings
Trolley base, mm
2 700
Trolley base, m
17 000
Tare, t
54,0
Lighting
Electric, incandescent lamps
Generator power, kW
4,5
Window frame type
lowerable
План:
http://dpmzdr.infomedia.digital/files/63/4d/634dd0385a37ee008697ce4ff6758fb2dd3e00c0.png
План 1000:
http://dpmzdr.infomedia.digital/files/63/4d/s1634dd0385a37ee008697ce4ff6758fb2dd3e00c0.png
План 2000:
http://dpmzdr.infomedia.digital/files/63/4d/s2634dd0385a37ee008697ce4ff6758fb2dd3e00c0.png
Хронология:
<space=1em>In 1935, using the drawings of the Central Design Bureau for Carriage Building, the Kalinin Carriage Building Plant built several experimental all-metal cars (CMW) 25 m long. <space=1em>In 1939, the Yegorov Plant developed drawings of the CMV with a body designed according to the American scheme. That is, the body frame consisted of many bent sections and shaped fastening elements of complex shapes. The car turned out to be very difficult to manufacture due to the fitting and joining of the elements. The American industry had extensive experience and potential for the manufacture of precise dies for complex shaped products, which the USSR did not have. In America, dies were ordered and purchased for the manufacture of body elements for almost all pre-war cars. <space=1em>Before the war, the CMV car body was built and tested, developed jointly with the Department of Structural Mechanics of the Zhukovsky Air Force Academy. A more technologically advanced design for the placement of stiffening elements was developed. <space=1em>The first carriage using this design was built after the end of the war in December 1946 at the Yegorov Carriage Works in Leningrad. This carriage had a body length of 23.6 m, and rested on a double center beam, meaning it was not a one-piece structure. The length of pre-war carriages was 20.2 meters. Along with the length of the body, the number of passenger compartments also increased — from 8 to 10 (90 seats and 60 beds). During operation, two rest areas were allocated for conductors in the compartment adjacent to the work compartment. The total passenger capacity decreased to 87 and 58 seats, respectively. <space=1em>Since 1947, the Yegorov plant in Leningrad and the Lianozovo Carriage Works in Moscow switched to serial production of the CMV. After testing and trial operation, a number of shortcomings in the layout, heating, water supply, braking equipment and ventilation were revealed. Therefore, the design of the car was significantly changed. <space=1em>In July 1948, the Lianozovo Plant redesigned the brake, and in September 1948, the Yegorov Plant completed the design and manufacture of a prototype. Since November 1948, the Yegorov Plant and since January 1949, the Lianozovo Plant switched to the production of the modernized CMV. Since 1950, the Stalin Plant (later the Tsigelsky Plant) in Poznan (Polish People's Republic) began producing CMVs of this design. <space=1em>In 1950, the plant's design bureau adapted the design of a passenger car by order of the USSR, and the plant built a prototype car. <space=1em>The car was designated 66W. This was a rigid open-type carriage, or, as it was later called, a reserved seat carriage. <space=1em>Cars of this type were produced from 1951 to 1960 without any significant design changes. <space=1em>In the 1960s, the plant built about 400 carriages a year for the USSR, and these were only open-type carriages and interregional carriages with seats instead of compartments. Some interregional carriages had a buffet section. In total, the plant produced about 7,500 carriages for the USSR by 1975. <space=1em>The carriage in the museum is model 66W and was built at the I. V. Stalin Plant in 1953. <space=1em>As of 1993, carriage number 083 27090 was assigned to the Omsk carriage depot of the West Siberian Railway. The number 083 in the carriage number shows that it belongs to the West Siberian Railway, the next five numbers are the carriage number. The first number 2 indicates that it is a compartment carriage. <space=1em>The carriage arrived at the museum in 1994 from the Fadino station, where it was stored at the West Siberian Railway carriage stock depot.
Блоки описания:
[{"quote":"","title":"","images":[],"content":"By the 1930s, countries with the most developed transport engineering had started building passenger cars with all-metal bodies. All passenger cars in the USA had use this design since 1913.\r\n\r\nAll-metal bodies were much stronger than those built with a wooden frame, and therefore safer. But building them required rolled steel.","subtitle":"The End of Wood"},{"quote":"The first series-produced all-metal passenger cars in the USSR were built for the metro.","title":"In the USSR","images":[],"content":"During the industrialisation of the USSR, steelworks were built and updated, making rolled and stamped steel more affordable. Electric welding, including automatic welding, developed rapidly in the USSR, and new technologies in car building became possible.","subtitle":"The First All-Metal Cars"},{"quote":"The first series-produced all-metal passenger cars in the USSR were built for the metro.","title":"","images":[],"content":"The Mytishchi Wagon Works began construction of electric multiple units for suburban traffic in 1929. Their cars had metal frames and wall cladding, but the roof cladding was still made of wood, and the roof itself was made of canvas.","subtitle":""},{"quote":"","title":"","images":[],"content":"After ceasing construction of two-axle passenger cars in 1930, the Mytishchi Wagon Works stopped building passenger cars with wooden frames. In 1934, the plant began building all-metal cars for the Moscow metro — the first series-produced all-metal cars in the USSR.","subtitle":""},{"quote":"","title":"","images":[],"content":"The production of all-metal cars for mainline railways was more complicated. In 1934, there were plans to convert the Kalinin Carriage Works for mass production of all-metal cars with a body length of 25.2 m (or, to be precise, 25,198 mm). However, these plans never came to pass. In 1935, the plant built the body and crew sections of a prototype all-metal car, with the internal finish done by the I.E. Egorov Carriage Works in Leningrad. Both plants continued project development and prototype production until 1941, but not a single all-metal car was put into regular passenger service.","subtitle":""},{"quote":"","title":"","images":[],"content":"From 1945, the I.E. Egorov Carriage Works resumed development of the all-metal car, and the pre-war efforts were deemed a failure. By 1946, the first car of a completely new type and a body length of 23.6 m had been built. This all-metal car entered into series production and set the standards for the further construction of the passenger car fleet of the USSR and Russian Federation to this day. Serial production of all-metal cars began as early as 1947 in three plants: in Leningrad, Tver, and Moscow.","subtitle":"Series Production"},{"quote":"","title":"Polish Reserved-Seat Cars","images":[],"content":"At the same time as the start of series production of all-metal cars in the USSR, orders for all-metal cars were placed in East Germany, Hungary, and Poland.","subtitle":"Orders Abroad"},{"quote":"","title":"","images":[],"content":"The Joseph Stalin Metal Works in Poznań (before and now H. Cegielski-Poznań S.A.) began production of cars for the USSR with model 52W hard-seated compartment cars, which had a body length of 21.12 m. These cars left the plant in 1950.","subtitle":""},{"quote":"All-metal reserved-seat cars with 58 sleeping berths of 87 seats were built in Poland for the USSR.","title":"","images":[],"content":"In 1950, the development of cars more in line with the requirements of the Ministry of Railways of the USSR began. These were cars without compartments (reserved-seat cars) with 58 sleeping berths or 87 seats. From 1951 to 1960, 2,746 of these cars, which were given the designation 66W, were built. Numerous changes were being made during production, to the point that later designs with corrugated side walls could be considered a different type of car.","subtitle":"Model 66W"},{"quote":"","title":"","images":[],"content":"Model 66W car was built at the Joseph Stalin Metal Works in Poznań in 1953. Under the 1967 indexing system, the index of this type of car is OP-53-1 (“open, built by a Polish plant, 1953, type 1”). By 1993, car no. 083 27090 was assigned to the Omsk Wagon Depot on the West Siberian Railway.","subtitle":"Museum Exhibit"}]
Характеристики (блоками):
[{"name":"Plant","type":"text","value":"Stalin in Poznan (Cegielski)","is_two_colls":false},{"name":"Year of construction","type":"number","value":"1953","is_two_colls":false},{"name":"Number of axles","type":"number","value":"4","is_two_colls":false},{"name":"Length of the car along the axles of the SA-3 automatic couplings, mm","type":"number","value":"24,540","is_two_colls":false},{"name":"Body length, mm","type":"number","value":"23 600","is_two_colls":false},{"name":"Body width, mm","type":"number","value":"3 105","is_two_colls":false},{"name":"Height of the car from UVGR, mm","type":"number","value":"4 352","is_two_colls":false},{"name":"Body","type":"text","value":"All metal","is_two_colls":false},{"name":"Trolley base, mm","type":"number","value":"2 700","is_two_colls":false},{"name":"Trolley base, m","type":"number","value":"17","is_two_colls":false},{"name":"Tara, t","type":"number","value":"54","is_two_colls":false},{"name":"Generator power, kW","type":"number","value":"4.5","is_two_colls":false},{"name":"Number of seats","type":"number","value":"87","is_two_colls":false},{"name":"Number of beds","type":"number","value":"58","is_two_colls":false},{"name":"Lighting","type":"text","value":"Electric, incandescent lamps","is_two_colls":false},{"name":"Type of window frames","type":"text","value":"Drop-down","is_two_colls":false},{"name":"Cart type","type":"number","value":"CMV","is_two_colls":false},{"name":"Bearings","type":"text","value":"Rolling","is_two_colls":false}]
История (блоками):
[{"year":"1949","content":"The Joseph Stalin Metal Works in Poznań begins production of passenger cars for the Ministry of Railways of the USSR, producing model 52W hard-seated compartment cars with a body length of 21.12 m."},{"year":"1950","content":"Completion of construction of the first type 52W cars. The Joseph Stalin Metal Works in Poznań begin development of the type 66W, more in line with the requirements of the Ministry of Railways of the USSR. Production of type 66W hard-seated open cars begins."},{"year":"1951","content":"Completion of construction of the first batch of type 66W cars."},{"year":"1953","content":"The type 66W car now exhibited at the Russian Railway Museum is built."},{"year":"1960","content":"Production of type 66W cars at the Joseph Stalin Metal Works in Poznań ends with 2,746 units built."},{"year":"1994","content":"Type 66W car 083 27090 enters the collection of the Oktyabrskaya Railway Museum."}]
Чертежи (блоками):
[{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/63\/4d\/s2634dd0385a37ee008697ce4ff6758fb2dd3e00c0.png","title":"General drawing of an all-metal passenger car"}]
Модель (деталка):
No. 083 27090
Заголовок (деталка):
Passenger compartment car
Подвал описания:
The car came to the museum in 1994 from the Fadino Station, where it was the car storage base for the West Siberian Railway.
Заголовок истории:
Chronology
Mnemonic code:
152
Code in external DB source:
18476
Name:
№ 083 27090