Exhibits

Electric locomotives

VL23-001

<space=1em>New locomotives

<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. New freight locomotives were required to operate on electrified lines. At the same time, the VL22M series electric locomotives produced by the industry, the design of which dates back to the pre-war period, no longer met the requirements of the new era. Therefore, in the mid-1950s, the Novocherkassk Electric Locomotive Plant (NEVZ) launched serial production of VL8 and VL23 series DC electric locomotives, unified with each other in a number of units and assemblies.

<space=1em>Design

<space=1em>The VL23 was a single-section six-axle electric freight locomotive designed for freight traffic on sections with a relatively light track profile. The more powerful VL8 was designed for operation on the main freight-intensive routes.

<space=1em>Two three-axle bogies with bar-type frames were connected to each other by means of a special articulation unit. The body had a frame design and rested on each bogie through a central support on the middle interframe mount of the bogie and an additional sliding support on the buffer beam.

<space=1em>The traction electric motors NB-406B with a continuous duty capacity of 470 kW had a support-axle suspension, a wheel diameter of 1,200 mm and a traction gearbox with a double-sided helical gear (gear ratio 82:21 = 3.905). They were similar to those used on the VL8, that is, in terms of the design of the wheel-motor units, these electric locomotives were unified. The motor-fans, motor-compressor and electrical equipment used on the VL23 had also previously been installed on the VL22M and VL8 electric locomotives.

<space=1em>Since the VL23 electric locomotive was intended to be used mainly on sections with a light (flat) track profile, the serially produced locomotives, unlike most VL22M and VL8, were not equipped with regenerative braking equipment, with the exception of the experimental VL23 No. 001, 002 and 500, 501.

<space=1em>In total, 489 electric locomotives of the VL23 series (No. 001–487, 500, 501) were built at NEVZ in 1956–1961.

<space=1em>VL23 Operation

<space=1em>In the 1960s - 1970s VL23 series electric locomotives were operated on many USSR railways: Omsk (depot Moskovka, Barabinsk), Tomsk (depot Tayga, Belovo), Moscow-Kursk-Donbass (depot Moscow-1, Tula, Orel), South (depot Lozovaya, Oktyabr), Donetsk (depot Krasnoarmeysk, Slavyansk), Pridneprovskaya (depot Nizhnedneprovsk-Uzel, Dnepropetrovsk) and Oktyabrskaya (depot Leningrad-Sortirovochny-Moskovsky, Khovrino, Kandalaksha).

<space=1em>On many sections, these locomotives worked not only with freight trains, but also with passenger trains. In particular, in 1959–1960 electric locomotives VL23 070 and 162 hauled a passenger train Moscow — Ryazan, consisting of double-decker cars.

<space=1em>Mass Fleet

<space=1em>By the end of the 1970s, a significant number of VL23 series electric locomotives transferred from other lines were concentrated on the October Railway, which in the 1980s had the largest fleet of locomotives of this series on the network. At that time, up until the mid-1990s, when the VL10 and VL10U began to enter service, the VL23 were the main and practically the only freight electric locomotives on the October Railway on the DC range. The last such machines continued to be used on the road until 1996–1997.

<space=1em>In addition, in the second half of the 1980s, a number of VL23 electric locomotives on the October Railway were combined into so-called "couplings" for work with heavy freight trains — two- and three-section electric locomotives that worked in a permanent composition, which later, for ease of accounting, received the designations 2VL23 and 3VL23, respectively, as well as new operational numbers.

<space=1em>Museum exhibit

<space=1em>The electric locomotive VL23 001 presented in the museum, manufactured in 1956 and being the very first one built in this series, was sent from the factory to the Moscow-Kursk-Donbass Railway, later operated on the South Ural, Tomsk and West Siberian Railways, and in 1974 transferred to the Oktyabrskaya. It was sent to the museum from the Kandalaksha depot in 1995

ID экспоната: 58

Аудио: http://dpmzdr.infomedia.digital/files/bc/e3/bce36ca6e83a3df60b89a637a795a9b875511ebc.ogg

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Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/2b/65/s22b65c3c0daca9dc3829d32d2af95e090c4fe1124.jpg / http://dpmzdr.infomedia.digital/files/cb/a3/s2cba3a134ba7eccc319d3eddb231c8e54ce7fa285.jpg / http://dpmzdr.infomedia.digital/files/ea/82/s2ea82f4c7853c3be385c9f3716f87e9b3c9c38b3f.jpg

Параметры (технические характеристики): Current type Direct Nominal voltage, V 3,000 / Axle arrangement 3о+3о Presence of electric regenerative brake Yes Traction motor type NB-406B Gear ratio of axle reducer 3,905 Hourly power, kW 525 Wheel diameter, mm 1,200 Axle load on rails, tf 23 Hourly mode power, kW 3,150 Hourly mode speed, km/h 42.6 Hourly mode traction force, kgf 26,400 Continuous mode power, kW 2,820 Continuous mode speed, km/h 44.3 Continuous mode traction force, kgf 22,600 Length along coupler axes, mm 16,442 Body width, mm 3,106 Body height, mm 4,900 Truck wheelbase, mm 4,200 Design speed, km/h 100 Smallest radius of passable curves, m 75 Service weight, t 135.2

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Хронология: <space=1em>When the Great Patriotic War ended, the planned conversion of many railway lines in the USSR to electric traction began. Electric locomotive construction as an industry was being restored. 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 April 1947, NEVZ manufactured its first electric locomotive, the VL22M-185. Serial production of these machines was carried out there until 1958. <space=1em>The VL22M electric locomotives were designed based on the electrical equipment that was used in the first pre-war electric locomotives of the General Electric Company. The VL22M were designed for use on the heavy mountain profile of the Transcaucasian Railway. On flat and hilly areas, the traction characteristics of the DPE-400 electric motors did not meet operating requirements. At speeds above 40 km/h, the electric motors quickly lost traction, and the mechanical design of the bogies was initially designed for 65 km/h. <space=1em>In 1954, the Novocherkassk Plant, on instructions from the Ministry of Railways, developed a draft design for a new locomotive. It was a six-axle freight electric locomotive, which received the designation VL23: VL - Vladimir Lenin, 23 - the load from the wheelset on the rails is 23 tons. The development was carried out under the supervision of the plant's chief designer B. V. Suslov. <space=1em>In parallel, the development and preparation for production of an eight-axle two-section DC freight electric locomotive of the VL8 series was underway. Until 1963, the series was designated as H8 - Novocherkassk eight-axle. Serial production of VL8 series electric locomotives was launched in 1956. <space=1em>Therefore, for the purposes of unification, the new electric locomotive used wheel-motor units of the VL8 electric locomotive with an electric motor power of 525 kW. Electrical equipment was used from VL8 electric locomotives and partially from the VL22M. <space=1em>The first two experimental electric locomotives used block bogies. These VL23-001 and VL23-002 electric locomotives were manufactured in January-February 1956 and equipped with a recuperation system. In the summer of 1956, the VL23-001 electric locomotive was tested on the experimental ring of VNIIZhT (All-Union Scientific Research Institute of Railway Transport). There it demonstrated satisfactory dynamics, so it was decided to increase its design speed to 100 km/h. After testing, the electric locomotive was sent for trial operation to the Tomsk Railway. <space=1em>Traction tests showed that the new electric locomotive could haul trains of the same weight as the VL22M electric locomotive, but at higher speeds. At speeds of 60–70 km/h, the traction force was 3–3.5 times greater than its predecessor. In continuous mode, the electric locomotive could realize a traction force of 22,600 kgf at a speed of 44.3 km/h. <space=1em>In January 1958, the plant produced two more VL23 electric locomotives without regenerative braking and with an increased number of starting stages. The plant began serial production immediately after the end of production of VL22M electric locomotives in the same 1958. <space=1em>In total, by mid-1961, the plant produced 489 electric locomotives of this type. They were put into operation on the Omsk, Tomsk, Moscow-Kursk-Donbass, Southern, Donetsk, Dnieper and October Railways. <space=1em>In the 1980s, the VL23 electric locomotives worked on the October Railway, where some of the electric locomotives were used as permanently coupled two or three electric locomotives to handle heavy freight trains. <space=1em>The VL23-001 electric locomotive on display in the museum was manufactured in 1956. It was the first electric locomotive of this series to be built. From the factory, it was put into trial operation on the Tomsk Railway, then transferred to the Moscow-Kursk-Donbass Railway, and later used on the South Ural, Tomsk and West Siberian Railways. In 1974, it was transferred to the October Railway. Entered the museum from the Kandalaksha depot in 1995.

Блоки описания: [{"quote":"In the 1950s, new freight locomotives were needed to operate on the electrified lines.","title":"","images":[],"content":"The mid-1950s marked a major initiative in the USSR’s railway network to replace steam locomotives with “progressive types of traction” — diesel and electric. New freight locomotives were needed to operate on the electrified lines. At the same time, the class VL22M<\/sup> electric locomotive produced by the industry sector, with a design that dated back to the pre-war period, no longer met the needs of the new era. Therefore, in the mid-1950s, the Novocherkassk Electric Locomotive Plant launched serial production of VL8- and VL23-class direct current electric locomotives, which matched in terms of number of assemblies and power units.","subtitle":"New Locomotives"},{"quote":"","title":"","images":[],"content":"VL23 was a single-unit six-axle freight electric locomotive intended for use with freight traffic on sections with a relatively flat track profile. The more powerful VL8 was designed for use on the main heavy-traffic lines.\r\n\r\nTwo three-axle trucks with bar-type frames were connected to one another via a special articulated connector. The body had a frame design and was supported by each truck via a central support on the middle truck inter-frame connector and an additional slipper on the dead-wood.\r\n\r\nThe 470-kW-continuous-rating NB-406B electric traction motors had support-axle suspension, a wheel diameter of 1,200 mm and traction gearbox with a double-sided helical gear (gear ratio 82:21 = 3.905). They were similar to those used on the VL8, i.e. the two electric locomotives had similar wheel-motor block designs. The motor-fans, motor-compressor and electric equipment installed on the VL23 were also previously installed on the VL22M<\/sup> and VL8 electric locomotives.\r\n\r\nSince VL23 electric locomotives were intended for use mainly on sections with flat track profiles, these series-produced locomotives — unlike most VL22M<\/sup> and VL8 locomotives — were not fitted with regenerative braking, except of prototype locomotives VL23 no. 001, 002, 500, and 501.\r\n\r\nFrom 1956 to 1961, a total of 489 class VL23 electric locomotives were built at the Novocherkassk Electric Locomotive Plant (no. 001–487, 500, 501).","subtitle":"Design"},{"quote":"VL23 locomotives were used not only for freight, but also for passenger trains.","title":"Operation of VL23","images":[],"content":"In the 1960s and 1970s, class VL23 electric locomotives were operated on many rail networks in the USSR: Omsk (Moskovka, Barabinsk Depots), Tomsk (Taiga, Belovo Depots), Moscow-Kursk-Donbas (Moscow-1, Tula, Oryol Depots), Southern (Lozovaya, Oktyabr Depots), Donets (Krasnoarmeysk, Sloviansk Depots), Prydnipro (Nizhnyodniprovsk-Vuzol, Dnipropetrovsk Depots), and Oktyabrskaya (Leningrad-Sortirovochny-Moskovsky, Khovrino, Kandalaksha Depots).\r\n\r\nOn many sections, these locomotives were used not only for freight, but also for passenger trains. Of particular note, from 1959 to 1960, electric locomotives VL23 070 and 162 pulled the Moscow-Ryazan passenger train, which consisted of double-decker cars.","subtitle":"Double-Decker Cars"},{"quote":"Some VL23 electric locomotives were coupled together for use with heavy freight trains.","title":"","images":[],"content":"In the late 1970s, a significant number of class VL23 electric locomotives transferred from other railways ended up at the Oktyabrskaya Railway. In 1980, this railway had the largest fleet of class VL23 locomotives in the USSR. From that time until the mid-1990s, when the VL10s and VL10Us started to appear on the railway, VL23s were the main and nearly sole type of freight electric locomotive on the Oktyabrskaya Railway on the direct current range. The last VL23s were in operation on the railway until 1996–1997.","subtitle":"Massive Fleet"},{"quote":"","title":"","images":[],"content":"Additionally, in the second half of the 1980s, a number of VL23 electric locomotives on the Oktyabrskaya Railway were coupled together for use with heavy freight trains. These two- and three-unit electric locomotives formed a permanent part of the line-up and later, for ease of accounting, received the designations 2VL23 and 3VL23 respectively as well as new operating numbers.","subtitle":""},{"quote":"","title":"","images":[],"content":"Electric locomotive VL23 001, which is one of our museum exhibits, was produced in 1956 and was the very first in its class to be built. It was delivered from the plant to the Moscow-Kursk-Donbas Railway, was later operated on the South Ural, Tomsk and West Siberian Railways, before being transferred to the Oktyabrskaya Railway in 1974.","subtitle":"Museum Exhibit"}]

Характеристики (блоками): [{"name":"Type of current","type":"text","value":"Constant","is_two_colls":false},{"name":"Nominal voltage, V","type":"number","value":"3000","is_two_colls":false},{"name":"Axial formula","type":"number","value":"30<\/sub>+30<\/sub>","is_two_colls":false},{"name":"Availability of electric regenerative brake, t","type":"number","value":"Ea","is_two_colls":false},{"name":"Traction motor type","type":"number","value":"NB-406B","is_two_colls":false},{"name":"Axial gear ratio","type":"number","value":"3,905","is_two_colls":false},{"name":"Hourly power, kW","type":"number","value":"525","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":"23","is_two_colls":false},{"name":"Clock mode power, kW","type":"number","value":"3 150","is_two_colls":false},{"name":"Clock mode speed, km\/h","type":"number","value":"42.6","is_two_colls":false},{"name":"Hourly mode thrust force, kgf","type":"number","value":"26,400","is_two_colls":false},{"name":"Continuous Power, kW","type":"number","value":"2 820","is_two_colls":false},{"name":"Continuous mode speed, km\/h","type":"number","value":"44.3","is_two_colls":false},{"name":"Continuous thrust force, kgf","type":"number","value":"22,600","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":"Design speed, km\/h","type":"number","value":"100","is_two_colls":false},{"name":"Minimum radius of passable curves, m","type":"number","value":"75","is_two_colls":false},{"name":"Service mass, t","type":"number","value":"135.2","is_two_colls":false}]

История (блоками): [{"year":"Mid-1950s","content":"A large-scale initiative to replace steam locomotives with “progressive types of traction” on the railways of the USSR begins. Serial production of VL8- and VL23-class direct current electric locomotives begins at the Novocherkassk Electric Locomotive Plant."},{"year":"1956","content":"Electric locomotive VL23 001 — the first locomotive in this class to be built — is produced."},{"year":"1956–1961","content":"489 class VL23 electric locomotives are built at the plant."},{"year":"1959–1960","content":"Electric locomotives no. VL23 070 and 162 drive the Moscow-Ryazan passenger train, which consists of double-decker cars."},{"year":"1960–1970s","content":"Class VL23 electric locomotives are used on many railways in the USSR."},{"year":"Late 1970s","content":"A significant number of class VL23 electric locomotives are concentrated on the Oktyabrskaya Railway."},{"year":"Late 1980s","content":"A number of VL23 electric locomotives on the Oktyabrskaya Railway are permanently coupled together for use with heavy freight trains."},{"year":"1995","content":"Electric locomotive VL23 001 is delivered to the Russian Railway Museum from the Kandalaksha Depot."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/52\/17\/s25217578fbb6a0a56aea01b7dde971535a6b76674.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/95\/7f\/s2957f964bbf4e1bf42568940c9b2859fc06c69019.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/8c\/c8\/s28cc818a5a99f4645ca960fafb6a7572fb0dfd391.jpg","title":""}]

Модель (деталка): VL23 001

Заголовок (деталка): Direct Current Freight Electric Locomotive

Подвал описания: The electric locomotive arrived at the museum from the Kandalaksha Depot in 1995.

Заголовок истории: Chronology

Mnemonic code: 58

Code in external DB source: 431

Name: VL23-001

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