Exhibits

Steam locomotives

SO17-2413

<space=1em>A new type is needed

<space=1em>In the early 1930s the industry of the Soviet Union was experiencing rapid growth. Naturally, rail transport — the main type of transport in the USSR — could not remain on the sidelines of this process. Major repairs of railway tracks were carried out, the speeds and weights of freight trains increased.

<space=1em>On the lines that underwent track reconstruction, FD steam locomotives with an axle load of 20 tons began to operate, serial production of which began in 1933 at the Lugansk Locomotive Plant. On the main lines that had not undergone reconstruction, the main traction unit remained steam locomotives of the E series of different indexes, with an axle load of 16–17 t, which no longer met the traction requirements. Repeated attempts to modernize E steam locomotives did not produce the desired effect.

<space=1em>The way out of this situation was to create a new type of steam locomotive with an axle load of 17.5 t, which was supposed to increase the speed and weight of trains, thereby increasing the capacity of unreconstructed railway sections. At the same time, the steam locomotive had to fit into existing depots and turntables and be able to be built at old locomotive factories.

<space=1em>New project

<space=1em>A draft design of a locomotive with an axle arrangement of 1-5-0 that meets these requirements was developed in 1933 at the Institute for Traction Reconstruction of the People's Commissariat of Railways. The author of the design was an engineer of the institute I.E.German. Detailed development of the design and working drawings were made at the Kharkov Locomotive Plant under the supervision of engineer P.M.Sharoyko.

<space=1em>The locomotive used the running gear of the EM series almost unchanged with the addition of a runner bogie, the same type as the bogie of the FD locomotive. This made it possible to place a new boiler on the locomotive, much more powerful than the EM locomotive, significantly improving the traction characteristics of the new machine.

<space=1em>The First Steam Locomotive

<space=1em>The first steam locomotive was built in November 1934 at the Kharkov Steam Locomotive Plant. Then, by the end of the year, two more locomotives of the new type were produced there.

<space=1em>According to the tradition of the 1930s the new locomotive was designated the SO17 series in honor of the People's Commissar of Heavy Industry Sergo Ordzhonikidze. The number 17 denoted the axle load.

<space=1em>During testing it was found that the locomotive, at high boost, developed a power of 2,000 hp versus 1,300 hp the maximum power of the EM. That is, the SO17 turned out to be more than one and a half times more powerful than the EM.

<space=1em>Serial production

<space=1em>In 1935 the SO steam locomotives completely displaced the EM series from the production program of the Kharkov plant. Since 1936 the SO17 began to be produced at the Bryansk steam locomotive plant. In 1938 one SO17 steam locomotive was produced at the new Ulan-Ude steam locomotive and carriage plant.

<space=1em>In total, 334 SO17 steam locomotives were produced by the Kharkov, Bryansk and Ulan-Ude plants in 1934–1938. Their production was discontinued in connection with the transition to the SO series locomotives equipped with steam condensation, the SO19.

<space=1em>The new steam locomotives were delivered to the Western, Moscow-Kyiv, Southern, East Siberian and other railways.

<space=1em>Variety

<space=1em>A variety of the SO17 series steam locomotives is the SO18, which was produced in 1939–1941 in Kharkov, Bryansk and Voroshilovgrad. These locomotives are equipped with a fan traction instead of a cone traction and water heating in the tender with exhaust steam. The first such locomotive was converted from СО17 1 at the Bryansk Locomotive Plant in March 1939.

<space=1em>The use of water heating and fan traction was supposed to increase the efficiency of the locomotive and improve the combustion of low-grade coals in the firebox. The downside was the increased complexity of such machines and problems with the smoke exhaust system that arose under certain operating conditions.

<space=1em>Since 1955 the fan traction on the СО18 was replaced with a conventional cone traction. Thus, the locomotive was transformed into a СО17.

<space=1em>A total of about 420 СО18 locomotives were built.

<space=1em>During the war

<space=1em>The resumption of production of the CO17 occurred in 1943, when the Ulan-Ude plant began to build them instead of the condensing CO19, and the Bryansk "Red Profintern", evacuated to Krasnoyarsk, began production of the CO17 at a new plant built practically on an empty site. The production of steam locomotives at these plants, due to the weakness of their production capacities, was very insignificant until 1946.

<space=1em>It is necessary It should be noted that the release of the SO17 after the end of the Great Patriotic War was caused primarily by the dire situation at domestic locomotive factories, which were unable to produce more modern machines.

<space=1em>In 1945 the restored Voroshilovgrad Locomotive Factory produced its first post-war SO. SO were produced there until 1950 After their production ended, the factory switched to producing more advanced locomotives of the L series. The Ulan-Ude and Krasnoyarsk factories, having produced their last SO in 1951, completed their locomotive production program.

<space=1em>In total, about 2,270 SO17 locomotives were produced between 1943–1951.

<space=1em>Operation

<space=1em>The SO17 and SO18 steam locomotives became some of the most common locomotives on domestic railways. In addition, a certain number of machines were built at locomotive factories for large industrial enterprises.

<space=1em>SO steam locomotives operated on almost all railways of the Soviet Union. On some difficult sections of the profile, SO pulled passenger and express trains. During the Great Patriotic War, SO17 locomotives equipped the column of special reserve steam locomotives of the People's Commissariat of Railways No. 7, whose locomotives were among the first to pull trains to defeated Berlin. Mass operation of SO was completed in the 1960s when the railways received a sufficient number of diesel and electric locomotives. On some sections, the SO were in train service until the 1970s, and individual machines were used in economic work until the beginning of the 1990s.

<space=1em>«Sergo»

<space=1em>Despite the inherent shortcomings of the SO series, such as the weakness of the undercarriage, inconvenient spring suspension and the absence of a coal feeder, with a grate area of 6 m2 these locomotives were loved by drivers for their virtually inexhaustible boiler and good traction characteristics. On flat sections, advanced drivers on SO steam locomotives often drove heavy trains weighing 4,000 - 5,000 tons. SOs were nicknamed "Sergo" by locomotive drivers.

<space=1em>A large number of SO steam locomotives, starting in the 1950s, were transferred to work at various industrial enterprises: from sugar factories to metallurgical plants. A significant number of SOs were also stored at the MPS reserve bases. Their mass exclusion from the inventory fleet began in the 1980s. On January 1 1992 in the inventory fleet of the MPS USSR there were still 117 locomotives of the SO series.

<space=1em>Museum exhibit

<space=1em>Currently, in the post-Soviet space, in museums, on pedestals and in working condition, about 20 locomotives SO17 and SO18 are preserved.

<space=1em>The СО17 2413 locomotive was built by the Krasnoyarsk Locomotive Plant in October 1948, factory number 5017. When released, the locomotive was decorated with symbols dedicated to the 30th anniversary of the Komsomol organization. Unfortunately, some of the symbols were lost during operation. Some of its elements were dismantled for political reasons during the fight against the personality cult of I.V. Stalin. At present, it is not possible to restore the lost elements due to the lack of reliable archival information.

<space=1em>After construction, the locomotive entered the Perm Railway, where it worked at the Chusovskaya and Usolskaya depots. In August 1955 it was transferred to the Kirov Railway (in 1959 merged with the Oktyabrskaya) in the Volkhovstroy depot. In August 1959 the locomotive was equipped with oil heating. From October 1961 it worked in the Pskov depot. From March 1965 it was put into reserve and was stored first on the territory of the depot, and then, from 1967 at the Unduksa reserve base. The total mileage of the locomotive was 1,110,886 km.

<space=1em>The locomotive was excluded from the inventory of the Ministry of Railways by order 16/ЦТЖЛ dated August 22 1986 After decommissioning, it was transferred to the Malaya Vishera locomotive depot for scrap metal cutting. However, local veterans decided to install it on a pedestal in their depot, and the locomotive was removed from scrapping. It was probably the presence of Komsomol symbols that influenced the veterans' choice of the locomotive for installation on the pedestal. Nevertheless, until the early 1990s the locomotive remained on the territory of the Malaya Vishera depot, gradually losing its parts and spare parts.

<space=1em>In 1992 the locomotive was transferred to the Central Museum of the October Railway and was exhibited at the Shushary station, and then from 2001 to 2016 in the museum at the former Varshavsky railway station in St. Petersburg.

ID экспоната: 31

Аудио: http://dpmzdr.infomedia.digital/files/a7/d2/a7d2ba7ffc807e289c7a0a3f6d2ecebc4ccf3726.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/f8/a0/s1f8a0efd3050af23e9af14261196ad510d13e00a2.jpg / http://dpmzdr.infomedia.digital/files/68/a4/s168a42172d01f81660334d482ce7011ca9ed0e0cf.jpg / http://dpmzdr.infomedia.digital/files/a1/8c/s1a18c416127dd8bc4a6715812ef9620b3e38e167d.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/f8/a0/f8a0efd3050af23e9af14261196ad510d13e00a2.jpg / http://dpmzdr.infomedia.digital/files/68/a4/68a42172d01f81660334d482ce7011ca9ed0e0cf.jpg / http://dpmzdr.infomedia.digital/files/a1/8c/a18c416127dd8bc4a6715812ef9620b3e38e167d.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/f8/a0/s2f8a0efd3050af23e9af14261196ad510d13e00a2.jpg / http://dpmzdr.infomedia.digital/files/68/a4/s268a42172d01f81660334d482ce7011ca9ed0e0cf.jpg / http://dpmzdr.infomedia.digital/files/a1/8c/s2a18c416127dd8bc4a6715812ef9620b3e38e167d.jpg

Исторические фото: http://dpmzdr.infomedia.digital/files/e9/20/s1e92064b4e89dc3cf8818c509aa3b1184a7ce267a.png / http://dpmzdr.infomedia.digital/files/b8/17/s1b817bd0475fec478ffd79b27e0c0ac43e00207c4.png / http://dpmzdr.infomedia.digital/files/ef/f4/s1eff4617b7b894d344bcdbc9a80de1405ec29094d.png / http://dpmzdr.infomedia.digital/files/15/20/s1152091e33288e30f1e8d3e694b173001ed803f66.png / http://dpmzdr.infomedia.digital/files/1f/8c/s11f8c656474ca21754e0c0eb09ae31dc295b3399f.png / http://dpmzdr.infomedia.digital/files/aa/3c/s1aa3c4fff1f0f062e411228cb68a2baf7124caaeb.png / http://dpmzdr.infomedia.digital/files/24/6a/s1246a3468a6c1c19523d1577d2cd8813325ebfccc.png / http://dpmzdr.infomedia.digital/files/d7/8a/s1d78adb9845a7d57245a14edf5ccdf4116645c790.png

Параметры (технические характеристики): Locomotive operating weight,  t 97,8 Steam locomotive weight with tender, t 165  / Design speed, km/h 70  Max power at wheel tread,  hp 2 200 GENERAL DATA Steam locomotive empty weight, t 85 Steam engine coupled weight,  t 87,5 Tender type 4-axles Full locomotive wheelbase with tender, mm 18 688  Locomotive length with tender at automatic coupling axes, mm 21 591  Driving wheel diameter, mm 1320  Min. curve radius, m 85  BOILER Steam pressure, kg/cm² 14  Firebox type radial Grid bar area, m² 6,0  Full boiler evaporating heating surface(water),  m² 229,67 Superheater tube heating surface (gas), m² 93,6  Smoke tubes, pcs. 147  Smoke tube diameter (outer),  mm 51 Fire tubes, pcs. 52  Fire tube diameter (outer), mm 133  Steam superheater type double ﬂange Superheater tube diameter (outer), mm 35  Heating type coal, manual MACHINE AND CREW Cylinders, pcs. 2  Cylinder diameter, mm 650  Piston stroke, mm 700  Valve diameter, mm 250  Frame type sheet, thickness, mm 32  The Walschaerts steam distribution system TENDER Empty weight, t 35  Weight at full stock of water and coal,  t 82 Water stock, m³ 27  Coal stock, t 20  Trolley type frame with single bow spring suspension

План: http://dpmzdr.infomedia.digital/files/0f/9a/0f9acec823bcd7e6b241392ad946a25928a3f434.png / http://dpmzdr.infomedia.digital/files/e2/ea/e2ea3d4e271cfc35de7bd7b7473f11d5e7f838f8.png

План 1000: http://dpmzdr.infomedia.digital/files/0f/9a/s10f9acec823bcd7e6b241392ad946a25928a3f434.png / http://dpmzdr.infomedia.digital/files/e2/ea/s1e2ea3d4e271cfc35de7bd7b7473f11d5e7f838f8.png

План 2000: http://dpmzdr.infomedia.digital/files/0f/9a/s20f9acec823bcd7e6b241392ad946a25928a3f434.png / http://dpmzdr.infomedia.digital/files/e2/ea/s2e2ea3d4e271cfc35de7bd7b7473f11d5e7f838f8.png

Хронология: <space=1em>Repeated attempts to modernize the E series locomotives did not bring the desired effect. A solution was found in creating a new type of locomotive with an axle load of 17.5 tons. <space=1em>A draft design for a locomotive with an axle arrangement of 1-5-0 was developed in 1933 at the Institute for Traction Reconstruction of the People's Commissariat of Railways. For the new product, the running gear of the EM series locomotive was used practically without changes with the addition of a runner bogie, the same type as the bogie of the FD steam locomotive. This made it possible to install a boiler with a much greater power compared to the EM steam locomotive, which significantly improved the traction characteristics of the new machine. <space=1em>The first such locomotive was built in November 1934 at the Kharkov Steam Locomotive Plant. According to the tradition of the 1930s, the new model was given the SO17 series, in honor of the People's Commissar of Heavy Industry Sergo Ordzhonikidze. Locomotive engineers nicknamed the SO locomotives "Sergo". <space=1em>In 1935, the SO completely replaced the EM series locomotives from the production program of the Kharkov plant. Since 1936, they began to be produced at the Bryansk Locomotive Plant, and in 1938, one SO locomotive was built by the Ulan-Ude Locomotive and Carriage Works. A total of 334 SO17 locomotives were produced in 1934–1938. Their production was discontinued due to the transition to locomotives of the same series equipped with steam condensation — the SOK19. <space=1em>СО17 were delivered to the Western, Moscow-Kyiv, Southern, East Siberian and other railways. <space=1em>Production of SO17 steam locomotives was resumed in 1943. There were reasons for returning to SO17 steam locomotives after the end of the Great Patriotic War. First of all, domestic steam locomotive construction was in dire straits and was not able to produce more modern machines. <space=1em>The Bryansk plant "Krasny Profintern", evacuated to Krasnoyarsk, began creating SO17 at a new plant, which was built practically from scratch. Production continued at the Ulan-Ude plant. Until 1946, the production of steam locomotives at these enterprises was insignificant, since their production capacities were low. The Ulan-Ude and Krasnoyarsk plants, having produced the last SO in 1951, completed the locomotive construction program. <space=1em>In 1945, the restored Voroshilovgrad Locomotive Plant produced its first post-war SO series locomotive. It built SO locomotives until 1950, after which the company switched to creating more advanced L series machines. <space=1em>A total of about 2,270 SO17 steam locomotives were built between 1943 and 1951. <space=1em>The SO17 and its modifications, the SO18 and SO19, became some of the most common locomotives on domestic railways. The SOs were used on virtually all main lines in the Soviet Union. On some heavy-duty sections, they hauled passenger and express trains. A number of them were built for large industrial enterprises. <space=1em>During the Great Patriotic War, the SO17 steam locomotives equipped the NKPS special reserve locomotive column No. 7. Their locomotives were among the first to pull trains to the defeated Berlin. <space=1em>The mass use of SO was completed in the 1960s, when the railways received a sufficient number of diesel and electric locomotives. On some sections, SO steam locomotives were in train operation until the 1970s, and individual machines were used in economic work even until the early 1990s. <space=1em>Since the 1950s, many SO steam locomotives were transferred to work at various industrial enterprises: from sugar factories to metallurgical plants. A significant number of such machines were also preserved at the reserve bases of the Ministry of Railways. Their mass exclusion from the inventory fleet began in the 1980s. On January 1, 1992, the USSR Ministry of Railways inventory still included 117 SO steam locomotives. <space=1em>Currently, in the post-Soviet space, in museums, on pedestals, and in working condition, about 20 SO17 and SO18 steam locomotives are preserved.

Блоки описания: [{"quote":"","title":"","images":[],"content":"In the early 1930s, the Soviet Union’s industry experienced rapid growth. Naturally, railway transport, the USSR’s primary mode of transportation, played a key role in this process. Major repairs were performed on railway tracks, leading to increased freight train speeds and weights.\r\n \r\nOn reconstructed lines, FD steam locomotives with a 20 t axial load began operation, with serial production starting in 1933 at the Luhansk Locomotive Works. However, on unreconstructed main lines, the class E steam locomotives with axial load of 16–17 t remained the primary traction units, despite no longer meeting the required tractive force. Repeated attempts to modernise the E steam locomotives failed to achieve the desired results.\r\n \r\nThe solution laid in designing a new locomotive type with a 17.5 t axial load, capable of increasing train speed and weight, thus enhancing the capacity of unreconstructed railway sections. At the same time, the steam locomotive had to fit into existing depots and turntables and be buildable in old steam locomotive plants.","subtitle":"The Need for a New Type"},{"quote":"","title":"New Design","images":[],"content":"A draft design for a steam locomotive with a 1-5-0 wheel arrangement meeting these requirements, was developed in 1933 at the Institute for Traction Reconstruction of the People’s Commissariat of Communication Routes. The project was authored by the Institute Engineer I. E. German. Detailed development of the design and production drawings were completed at the Kharkiv Locomotive Works under the supervision of Engineer Pavel Sharoiko.\r\n \r\nThe steam locomotive used the undercarriage of the class EM<\/SUP> almost unchanged, with the addition of a lead truck, identical to the one used on the FD locomotive. This allowed the installation of a new boiler of much higher capacity, significantly improving the traction characteristics of the new steam locomotive.","subtitle":"Undercarriage from EM<\/sup>"},{"quote":"In the 1930s, cities, factories, and airplanes were named after Communist Party figures as a way to honour them. The class was named SO17 in honour of Sergo Ordzhonikidze, the People’s Commissar of Heavy Industry.","title":"","images":[],"content":"The first steam locomotive of the new type was built in November 1934 at the Kharkiv Locomotive Works. By the end of the year, two more locomotives of the same type were produced there.","subtitle":"The First Steam Locomotive"},{"quote":"","title":"","images":[],"content":"In keeping with the 1930s tradition, the new steam locomotive was designated as the class SO17 in honour of the People’s Commissar of Heavy Industry, Sergo Ordzhonikidze. The number 17 indicated the axial load.\r\n \r\nDuring testing, it was proved that the locomotive, at high impulse excitation, performed at maximum capacity of 2,000 hp, compared to the EM<\/SUP> s <\/sub>’ 1,300 hp. In other words, the SO17 was more than one and a half times more powerful than the EM<\/SUP>.","subtitle":""},{"quote":"","title":"Mass Production","images":[],"content":"In 1935, the SO steam locomotives completely replaced the class EM<\/SUP> in the production plan of the Kharkiv Locomotive Works. Starting in 1936, the SO17 locomotives began to be produced at the Bryansk Locomotive Works. In 1938, one SO17 steam locomotive was produced at the newly established Ulan-Ude Steam Locomotive and Carriage Works.\r\n \r\nA total of 334 SO17 steam locomotives were produced by the Kharkiv, Bryansk, and Ulan-Ude Works between 1934 and 1938. Their production was discontinued with the shift to the class SO locomotives equipped with steam condensation—the SO19s.\r\n \r\nThe new locomotives were delivered to the Western, Moscow–Kiyv, Southern, East Siberian, and other railways.","subtitle":"334 Steam Locomotives"},{"quote":"","title":"","images":[],"content":"A variation of the SO17 series steam locomotives is the SO18, which was produced from 1939 to 1941 at the Kharkiv, Bryansk, and Voroshilovgrad Works. These steam locomotives were equipped with a fan-driven exhaust system instead of a blast pipe exhaust system, with water heating of a tender with exhaust steam. The first such locomotive was converted from SO17 1 at the Bryansk Locomotive Works in March 1939.\r\n \r\nThe addition of water heating and a fan-driven exhaust system was intended to increase the steam locomotive’s efficiency and improve the combustion of low-grade brown coal in the firebox. However, the downside was the increased complexity of these machines and issues with the smoke exhauster system that arose under certain operating conditions.\r\n \r\nSince 1955, the fan-driven exhaust system on the SO18 was replaced with a conventional blast pipe exhaust system. Thus this steam locomotive was transformed into CO17.\r\n \r\nA total of about 420 class SO18 steam locomotives were built.","subtitle":"Variation"},{"quote":"","title":"","images":[],"content":"A new round of SO17 production took place in 1943 when the Ulan-Ude Works began producing them instead of the condensation-type SO19s. At the same time, the Bryansk Machine-Building Plant (“Krasny Profintern” at the given time), which had been relocated to Krasnoyarsk, started producing SO17 locomotives at a newly-built facility, essentially constructed from the ground up. Due to the limited production capacity at these plants, the steam locomotive production remained very low until 1946.\r\n \r\nIt is important to note that the continuation of SO17 production after the Great Patriotic War was primarily due to the dire situation at domestic steam locomotive plants, which were unable to produce newer models.\r\n \r\nIn 1945, the restored Voroshilovgrad Locomotive Works produced their first post-war SO. The production of the class SO continued there until 1950. Afterwards, the plant transitioned to producing the more advanced class L locomotives. The Ulan-Ude and Krasnoyarsk Plants, after producing the last SO in 1951, completed their steam locomotive production programs.\r\n \r\nIn total, approximately 2,270 SO17 steam locomotives were built between 1943 and 1951.","subtitle":"In Wartime"},{"quote":"","title":"Operation","images":[],"content":"Steam locomotives SO17 and SO18 became some of the most widely-used locomotives on domestic railways. Several machines were also built at steam locomotive plants for large industrial enterprises.\r\n \r\nThe SO steam locomotives operated on nearly all railways across the Soviet Union. On certain sections with steep gradients, SOs hauled passenger and express trains. During the Great Patriotic War, the SO17 locomotives were part of the special reserve steam locomotive column No. 7 of the People’s Commissariat of Communication Routes, whose locomotives were among the first to haul trains to defeated Berlin. The widespread use of SO locomotives ended in the 1960s, as railways began to receive sufficient number of diesel and electric locomotives. However, in some regions, SO locomotives continued to operate in train service into the 1970s, with a few machines remaining in commercial use until the early 1990s.","subtitle":"Widely Used"},{"quote":"","title":"","images":[],"content":"Despite the inherent shortcomings of the class SO, such as a relatively weak undercarriage, an operationally inconvenient spring suspension, and the lack of a stoker—these locomotives, with a firebox grate area of 6 m², were highly appreciated by drivers for near-inexhaustible boiler and strong traction characteristics. On plain sections, leading drivers often hauled heavy trains weighing 4,000–5,000 t with the SO steam locomotives. The SO locomotives were affectionately nicknamed “Sergo” by locomotive crews.\r\n\r\nStarting in the 1950s, many SO steam locomotives were transferred to various industrial enterprises, ranging from sugar factories to metallurgical plants. A considerable number were also conserved at the Ministry of Railways’ reserve bases. Their mass decommission from the active use began in the 1980s. However, as of 1st January 1992, the inventory fleet of the USSR Ministry of Railways still included 117 SO locomotives.","subtitle":"\"Sergo\""},{"quote":"Exhibit SO17 2413 was spared from being scrapped due to the commemorative Komsomol symbols that adorned it. A decision was made to preserve the locomotive and place it on a pedestal at the Malaya Vishera Depot.","title":"Retirement","images":[],"content":"Currently, in the post-Soviet space, approximately 20 SO17 and SO18 steam locomotives are preserved in museums, displayed on pedestals, or maintained in working condition.\r\n \r\nThe SO17 2413 steam locomotive was built by the Krasnoyarsk Locomotive Plant in October 1948, with the factory number 5017. Upon its release, this steam locomotive was adorned with decorations commemorating the 30th anniversary of the Komsomol youth organisation. Unfortunately, some of these decorations were lost during its operation. Some of them were dismantled for political reasons during the campaign against Stalin’s cult of personality. Due to the absence of reliable archival information, it is currently impossible to restore these lost decorations.\r\n \r\nAfter production, the locomotive was assigned to the Perm Railway, where it served in the Chusovskaya and Usolskaya Depots. In August 1955, it was transferred to the Kirov Railway (in 1959, it was merged with the Oktyabrskaya Railway) as part of the Volkhovstroy Depot. In August 1959, the steam locomotive was equipped with oil heating. Starting in October 1961, it operated at the Pskov Depot. In March 1965, it was put into reserve, first stored at the depot and later, from 1967 onward, kept at the Unduksa reserve base. The total mileage of the steam locomotive was 1,110,886 km.","subtitle":"Museum Exhibit"},{"quote":"","title":"","images":[],"content":"The locomotive was removed from the inventory of the Ministry of Railways by Order 16\/TSTZHL dated 22th August 1986. After decommissioning, it was transferred to the Malaya Vishera Locomotive Depot for scrapping. However, local veterans decided to place it on a pedestal at their depot, and the steam locomotive was spared from being scrapped. The Komsomol symbols likely influenced the veterans’ decision to honour this locomotive. Nevertheless, the steam locomotive remained at the Malaya Vishera Depot until the early 1990s, slowly losing parts and spare components over time.","subtitle":""}]

Характеристики (блоками): [{"name":"Serial number of the locomotive (continuation of the numbering of the Bryansk plant)","type":"number","value":"5017","is_two_colls":false},{"name":"Locomotive empty weight, t","type":"number","value":"85","is_two_colls":false},{"name":"Locomotive coupling weight, t","type":"number","value":"87,5","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":"18 688","is_two_colls":false},{"name":"Length of the locomotive with tender along the axes of the automatic coupler, mm","type":"number","value":"21 591","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1 320","is_two_colls":false},{"name":"Smallest radius of a traversable curve, m","type":"number","value":"85","is_two_colls":false},{"name":"Boiler","type":"text","value":"","is_two_colls":false},{"name":"Steam pressure, kg\/cm2<\/sup>","type":"number","value":"14","is_two_colls":false},{"name":"Firebox type","type":"text","value":"Radial","is_two_colls":false},{"name":"Grate area, m2<\/sup>","type":"number","value":"6,0","is_two_colls":false},{"name":"Full evaporative heating surface of the boiler (water), m2<\/sup>","type":"number","value":"229,67","is_two_colls":false},{"name":"Heating surface of steam superheating tubes (gas), m2<\/sup>","type":"number","value":"93,6","is_two_colls":false},{"name":"Number of smoke pipes, pcs.","type":"number","value":"147","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":"52","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":"650","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 thickness, mm","type":"number","value":"32","is_two_colls":false},{"name":"Frame type","type":"text","value":"Sheet","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":"Waist","is_two_colls":false},{"name":"Suspension","type":"text","value":"Single spring","is_two_colls":false}]

История (блоками): [{"year":"1934","content":"The first SO17 steam locomotive was built in Kharkiv."},{"year":"1948","content":"The SO17 2413 steam locomotive was built by the Krasnoyarsk Locomotive Plant."},{"year":"1955","content":"The SO17 2413 steam locomotive was transferred to the Kirov Railway to the Volkhovstroy Depot."},{"year":"1959","content":"The steam locomotive was equipped with oil heating."},{"year":"1961","content":"The SO17 2413 steam locomotive operated at the Pskov Depot."},{"year":"1965–1967","content":"The SО17 2413 was put into reserve and stored first on the territory of the depot, then at the Unduksa reserve base."},{"year":"1992","content":"The SO17 2413 was transferred to the Central Museum of the Oktyabrskaya Railway and was exhibited at the museum site at Shushary Station."},{"year":"2001–2016","content":"The SO17 2413 was displayed in the museum at the former Varshavsky Station in Saint Petersburg."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/0f\/9a\/s20f9acec823bcd7e6b241392ad946a25928a3f434.png","title":"Чертёж"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/e2\/ea\/s2e2ea3d4e271cfc35de7bd7b7473f11d5e7f838f8.png","title":"Drawing"}]

Модель (деталка): SO17 2413

Заголовок (деталка): Freight Steam Locomotive

Подвал описания: In 1992, the steam locomotive was moved to the Central Museum of the Oktyabrskaya Railway and was displayed at the Shushary Station. Later, from 2001 to 2016, it was exhibited at the museum located at the former Varshavsky Station in Saint Petersburg.

Заголовок истории: Chronology

Mnemonic code: 31

Code in external DB source: 319

Name: SO17-2413

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