Exhibits

Electric locomotives

VL22M-1729

<space=1em>Post-war years

<space=1em>Soon after the end of the Great Patriotic War, in light of the planned transfer of a large number of railway lines to electric traction, the USSR began to restore electric locomotive construction as an industry. Production was established at the Novocherkassk Electric Locomotive Plant named after S. M. Budyonny (NEVZ), organized on the basis of a steam locomotive plant destroyed during the war. In the late 1940s, serial production of VL22M series DC mainline electric locomotives began here.

<space=1em>The first VL22M

<space=1em>The VL22 locomotives were developed before the war and were a further development of the design of the first domestic electric locomotives SS and VL19. In 1938–1941 the Kolomna Plant, together with the Dynamo Plant, manufactured 37 VL22 electric locomotives, after which their production was discontinued due to the outbreak of the war. In the post-war period, when organizing the production of electric locomotives at NEVZ, it was the VL22 that was chosen as the starting point for creating a new locomotive. A number of improvements were made to its design (more powerful traction electric motors DPE-400 were installed, new types of some electrical devices and machines were used), resulting in the modernized VL22M.

<space=1em>In April 1947 NEVZ manufactured its first electric locomotive, VL22M 185 (the number series was continued taking into account the 184 VL19 and VL22 locomotives built before the war). Then the plant began serial production of such electric locomotives, which continued until 1958 In total, over almost a decade, 1,541 units of the VL22M were built (No. 185, 186, 188, 200–580, 681–700, 801–830, 931–2037).

<space=1em>Three varieties

<space=1em>The electric locomotives of this series were produced in parallel in the following three main varieties, not designated by separate indexes.

<space=1em>First of all, the majority of the locomotives produced (716 units) were intended for use in freight traffic, had a design speed of 75 km/h (axle reduction gear ratio 4.45 or 4.56) and were equipped with an electric (regenerative) brake.

<space=1em>Further, less than half of the total number of VL22M built (581 units) differed from the above-mentioned in that they did not have a regenerative brake. Such machines were intended for work with freight trains mainly on sections with a light track profile, where there is no urgent need to use regenerative braking.

<space=1em>Finally, individual batches of VL22M (a total of 244 units) due to an acute shortage of passenger electric locomotives on Soviet railways in the early 1950s, to be able to operate in this type of traffic, were built with a design speed of 90 km/h (axle reduction gear ratio 3.74, 3.76 or 2.76) and, as a rule, without recuperation. This is the number of VL22M 1729 presented sample.

<space=1em>Operation

<space=1em>VL22M series electric locomotives have become widespread on domestic railways. In the late 1950s they were used on the East Siberian, Transcaucasian, Kalinin, Kuibyshev, Lvov, Moscow-Kursk-Donbass, Moscow-Ryazan, Oktyabrskaya, Omsk, Sverdlovsk, Northern, North Caucasian, Stalinskaya, Tomsk, Ufa, Southern and South Ural railways.

<space=1em>Until the mid 1960s VL22M were the most common DC electric locomotives on the network. Later, after the newer VL8, VL23 and ChS2 electric locomotives were introduced to domestic railways, most VL22M electric locomotives were concentrated on the Sverdlovsk, Dnieper and Transcaucasian railways. These locomotives were especially widespread on the Sverdlovsk Railway, where they were used in large quantities in all types of traffic until the mid-1990s. The very last machines here were written off at the beginning of the 21st century. On most other roads, the VL22M were gradually removed from service and written off earlier, in the 1970s and 1980s.

<space=1em>In addition to the railways of the USSR Ministry of Railways, VL22M series electric locomotives were also used in industry, on departmental electrified lines of some large enterprises — the Apatit (Murmansk Region), Azovstal (Mariupol), Chelyabinsk Metallurgical plants, etc. d.

<space=1em>In the museum

<space=1em>The electric locomotive VL22M 1729 presented in the museum was built in 1957 and was operated on the Ufa and Kuibyshev railways

ID экспоната: 56

Аудио: http://dpmzdr.infomedia.digital/files/21/74/2174b0cfd5e6daa06d256fbefee66a176b0a370a.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/e0/a6/s1e0a621f59fb017b5d4b16031b6223ebc76aa8d34.jpg / http://dpmzdr.infomedia.digital/files/f6/dc/s1f6dced522c991d29bf26cb542a006ac70bf0f2e1.jpg / http://dpmzdr.infomedia.digital/files/16/85/s1168584041a0b0161f0017db9a5e60996d5602190.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/e0/a6/e0a621f59fb017b5d4b16031b6223ebc76aa8d34.jpg / http://dpmzdr.infomedia.digital/files/f6/dc/f6dced522c991d29bf26cb542a006ac70bf0f2e1.jpg / http://dpmzdr.infomedia.digital/files/16/85/168584041a0b0161f0017db9a5e60996d5602190.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/e0/a6/s2e0a621f59fb017b5d4b16031b6223ebc76aa8d34.jpg / http://dpmzdr.infomedia.digital/files/f6/dc/s2f6dced522c991d29bf26cb542a006ac70bf0f2e1.jpg / http://dpmzdr.infomedia.digital/files/16/85/s2168584041a0b0161f0017db9a5e60996d5602190.jpg

Параметры (технические характеристики): Years of production 1946–1958 Number built, pcs. 1,541 / Rated voltage of contact network, V 3,000 Axial characteristic 3o+3o Continuous power, kW 1,860 Continuous traction force, kgf 14,800 Design speed, km/h 90 Service weight, t 132 Continuous power, kW 1,860 Continuous traction force, kgf 14,800 Design speed, km/h 90 Service weight, t 132 Type of current DC Presence of electric brake No Type of traction electric motor DPE-400A Gear ratio of axle reducer 3.74 Type of brake compressor E-500 Type pantograph J-5K Wheel diameter, mm 1,200 Axle load on rails, tf 22 Hourly mode parameters Power — 2,400 kW; speed — 42.9 km/h; traction force — 19,800 kgf Continuous mode speed, km/h 45.3 Length along coupler axles, mm 16,442 Body width, mm 3,106 Body height, mm 4,900 Bog wheelbase, mm 4,200 Smallest radius of passable curves, m 75

План: http://dpmzdr.infomedia.digital/files/5b/6a/5b6a20edf286d6b91f69b80aa8ba6870d332254d.png

План 1000: http://dpmzdr.infomedia.digital/files/5b/6a/s15b6a20edf286d6b91f69b80aa8ba6870d332254d.png

План 2000: http://dpmzdr.infomedia.digital/files/5b/6a/s25b6a20edf286d6b91f69b80aa8ba6870d332254d.png

Хронология: <space=1em>Soon after the end of the Great Patriotic War, a large number of railway lines in the USSR were planned to be converted to electric traction. In light of this, the restoration of electric locomotive construction as an industry began. The production of mainline electric locomotives was established at the Novocherkassk Electric Locomotive Plant named after S. M. Budyonny (NEVZ), organized on the basis of a steam locomotive plant destroyed during the war. In the late 1940s, serial production of mainline DC electric locomotives of the VL22M series began here. <space=1em>The VL22 locomotives were developed before the war, and they became a further development of the design of the first domestic electric locomotives Ss and VL19. In 1938–1941, the Kolomna Plant, together with the Dynamo Plant, manufactured 37 VL22 electric locomotives, after which their production was discontinued due to the outbreak of war. During the organization of electric locomotive production at NEVZ after the war, it was the VL22 that was chosen as the starting point for creating a new locomotive. Its design was improved: more powerful DPE-400 traction electric motors were installed, and new types of some electrical devices and machines were used. The result was the modernized VL22M electric locomotive. <space=1em>In April 1947, NEVZ manufactured its first electric locomotive, the VL22M-185, and later began serial production of such machines, which was completed only in 1958. The number series was continued taking into account the 184 VL19 and VL22 locomotives built before the war. In total, 1,541 VL22M electric locomotives (No. 185, 186, 188, 200–580, 681–700, 801–830, 931–2037) were produced over almost a decade. <space=1em>The VL22M series electric locomotives were widely used and were the most common DC electric locomotives on the network until the mid-1960s. Later, after newer machines (VL8, VL23, ChS2) entered service on domestic roads, most VL22M electric locomotives were concentrated on the Dnieper, Transcaucasian, and especially Sverdlovsk railways. On the latter’s tracks, they were used in large numbers in all types of traffic until the mid-1990s. The use of the very last machines of this series ended here already at the beginning of the 21st century. On most other roads, the VL22M was gradually removed from service and written off earlier, in the 1970s and 1980s. <space=1em>Locomotives of the VL22M series were used not only on the railways of the USSR Ministry of Railways. They were also used in industry, on departmental electrified lines of some large enterprises: the Apatit (Murmansk Region), Azovstal (Mariupol), Chelyabinsk Metallurgical Plant, and so on. <space=1em>The VL22M-1729 electric locomotive presented in the museum was built in 1957 and worked on the Ufa and Kuibyshev railways. It arrived at the museum practically under its own power from the Ruzayevka locomotive depot of the Kuibyshev railway in 1996.

Блоки описания: [{"quote":"In the late 1940s, serial production of the class VL22M<\/sup> direct current mainline electric locomotive began at the Novocherkassk Electric Locomotive Plant.","title":"","images":[],"content":"Shortly after the end of the Great Patriotic War, in anticipation of the planned conversion of many of the railway lines to electric traction, the USSR began to restore electric locomotive construction as an industry. Production was established at the Novocherkassk Electric Locomotive Plant, at the site of the steam locomotive construction plant destroyed in the war. In the late 1940s, serial production of the VL22M<\/sup> direct current mainline electric locomotive began here.","subtitle":"The Post-War Years"},{"quote":"","title":"Vehicle Class","images":[],"content":"VL22 locomotives were developed before the war and were a further development of the design of the first Soviet electric locomotives, S S<\/sup> and VL19. In 1938–1941, the Kolomna Locomotive Works and the Dynamo Plant together produced 37 VL22 electric locomotives; production was then stopped due to the outbreak of war. In the post-war period, when organising the production of electric locomotives at the Novocherkassk Electric Locomotive Plant, the VL22 was selected as the starting point for the creation of a new locomotive. A number of improvements were made to its design (more powerful DPE-400 electric traction engines installed, new types of some of the electrical apparatus and machines used), resulting in the modernised VL22M<\/sup>.\r\n\r\nIn April 1947, the Novocherkassk Electric Locomotive Plant built its first electric locomotive, VL22M<\/sup> 185 (numbering continued from the 184 VL19 and VL22 locomotives built before the war). The plant then began series production of the electric locomotives up until 1958. In total, over the course of a decade, 1,541 VL22M<\/sup> units were built (no. 185, 186, 188, 200–580, 681–700, 801–830, 931–2037).","subtitle":"The First VL22M<\/sup>"},{"quote":"Class VL22M<\/sup> electric locomotives were produced in three main variants: freight, freight with a flat track profile, and passenger.","title":"","images":[],"content":"This class of electric locomotive was produced in three main variants, which were not distinguished by index.\r\n\r\nFirstly, most of the locomotives produced (716 units) were intended for use with freight traffic, had a design speed of 75 km\/h (axial gear ratio of 4.45 or 4.56) and were equipped with electric (regenerative) braking.\r\n\r\nNext, less than half of the remaining number of VL22M<\/sup>s built (581 units) differed from the above-mentioned only in that they did not have regenerative braking. These machines were intended for use with freight trains mains running on sections with a flat track profile, where there was no particular need for regenerative brakes.","subtitle":"Three Variants"},{"quote":"","title":"","images":[],"content":"Finally, due to the severe shortage of passenger electric locomotives on Soviet railways in the early 1950s, some batches of VL22M<\/sup>s (244 units in total) were built with a design speed of 90 km\/h (axial gear ratio of 3.74, 3.76 or 2.76) and, as a rule, without regenerative brakes to allow for this use. The VL22M<\/sup> 1729 on display belongs to the latter variant.","subtitle":""},{"quote":"Until the mid-1960s, VL22M<\/sup> electric locomotives were the most common direct current electric locomotives.","title":"","images":[],"content":"VL22M<\/sup>-class electric locomotives were widely used on Soviet railways. In the late 1950s, they were in operation on the East Siberian, South Caucasus, Kalinin, Kuybyshev, Lviv, Moscow-Kursk-Donbas, Moscow-Ryazan, Oktyabrskaya, Omsk, Sverdlovsk, Northern, North Caucasus, Stalin, Tomsk, Ufa, Southern and South Ural railways.\r\n\r\nUntil the mid-1960s, VL22M<\/sup>s were the most common direct current electric locomotives on the network. Later, after the arrival of the newer VL8, VL23 and ChS2 electric locomotives on Soviet railways, most VL22M<\/sup> electric locomotives were concentrated on the Sverdlovsk, Prydnipro and South Caucasus Railways. These locomotives were especially widespread on the Sverdlovsk Railway, where they were used in large numbers for all types of traffic until the mid-1990s. The last of these vehicles were decommissioned in the early 21st century. On most other railways, VL22M<\/sup>s were removed from service and decommissioned earlier, in the 1970s–80s.\r\n\r\nAs well as on the railways of the USSR’s Ministry of Railways, class VL22M<\/sup> electric locomotives were also used in industry, on in-house electrified lines at some large enterprises — for example, Apatit (Murmansk Oblast), Azovstal (Mariupol), the Chelyabinsk Metallurgical Plant, and so on.","subtitle":"Operation"},{"quote":"","title":"","images":[],"content":"The electric locomotive VL22M<\/sup> 1729 displayed in the museum was built in 1957 and operated on the Ufa and Kuybyshev railways.","subtitle":"In the Museum"}]

Характеристики (блоками): [{"name":"Plant","type":"text","value":"Novocherkassk Electric Locomotive","is_two_colls":false},{"name":"The factory number","type":"text","value":"Unknown","is_two_colls":false},{"name":"Years of production","type":"number","value":"1946–1958","is_two_colls":false},{"name":"Number of built units","type":"number","value":"1,541","is_two_colls":false},{"name":"Nominal voltage of the contact network, V","type":"number","value":"3000","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":"1,860","is_two_colls":false},{"name":"Continuous thrust force, kgf","type":"number","value":"14,800","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"90","is_two_colls":false},{"name":"Service mass, t","type":"number","value":"132","is_two_colls":false},{"name":"Type of current, t","type":"text","value":"Constan","is_two_colls":false},{"name":"Electric brake","type":"number","value":"Absent","is_two_colls":false},{"name":"Axial gear ratio","type":"number","value":"3,74","is_two_colls":false},{"name":"Brake compressor type","type":"number","value":"E-500","is_two_colls":false},{"name":"Type of pantograph","type":"number","value":"J-5K","is_two_colls":false},{"name":"Wheel diameter, mm","type":"number","value":"1 200","is_two_colls":false},{"name":"Axle load on rails, ts","type":"number","value":"22","is_two_colls":false},{"name":"Clock mode power, kW","type":"number","value":"2,400","is_two_colls":false},{"name":"Clock mode speed, km\/h","type":"number","value":"42,9","is_two_colls":false},{"name":"Hourly mode thrust force, kgf","type":"number","value":"19,800","is_two_colls":false},{"name":"Continuous mode speed, km\/h","type":"number","value":"45,3","is_two_colls":false},{"name":"Length along the axles of automatic couplings, mm","type":"number","value":"16,442","is_two_colls":false},{"name":"Body width, mm","type":"number","value":"3 106","is_two_colls":false},{"name":"Body height, mm","type":"number","value":"4,900","is_two_colls":false},{"name":"Wheelbase of the bogie, mm","type":"number","value":"4 200","is_two_colls":false},{"name":"Minimum radius of passable curves, m","type":"number","value":"75","is_two_colls":false},{"name":"Traction motor type","type":"text","value":"DPE-400A","is_two_colls":false}]

История (блоками): [{"year":"Late 1940s","content":"The Novocherkassk Electric Locomotive Plant begins serial production of the class VL22M<\/sup> of direct current mainline electric locomotives."},{"year":"April 1947","content":"The plant builds the first VL22M<\/sup> 185 electric locomotive and goes on to begin series production of these electric locomotives."},{"year":"1947–1958","content":"Series production of the VL22M<\/sup> electric locomotive begins."},{"year":"1957","content":"Electric locomotive VL22M<\/sup> 1729 is built."},{"year":"1970–1980s","content":"Gradual decommissioning of VL22M<\/sup> electric locomotives from service on the railways."},{"year":"1996","content":"Electric locomotive VL22M<\/sup> 1729 arrives at the Russian Railway Museum from the Ruzayevka Locomotive Depot on the Kuybyshev Railway."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/5b\/6a\/s25b6a20edf286d6b91f69b80aa8ba6870d332254d.png","title":""}]

Модель (деталка): VL22M 1729

Заголовок (деталка): Direct Current Electric Locomotive

Подвал описания: The electric locomotive arrived at the museum from the Ruzayevka Depot on the Kuybyshev Railway in 1996.

Заголовок истории: Chronology

Mnemonic code: 56

Code in external DB source: 316

Name: VL22M-1729

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Russian Railways Museum

Exhibits

Electric locomotives

VL22<sup>M</sup>-1729