Installations
Steam locomotive boiler Shch
<space=1em><b>Old and slow</b>
<space=1em>The Russo-Japanese War <nobr>of 1903–1904</nobr> showed that it was impossible to quickly transport troops and equipment along the newly opened Trans-Siberian Railway and the Chinese Eastern Railway (CER) using O<sup>B</sup> series trains.
<space=1em>Due to the technical imperfection of the locomotives, Port Arthur, the Russian naval base in the South China Sea, was lost, and the southern branch of the CER from Harbin to Port Arthur was given up.
<space=1em><b>New generation</b>
<space=1em>In 1905, the Ministry of Railways commissioned Professor Nikolai Shchukin to develop a project for a new type of steam locomotive. It was based on the design of the Sh series locomotive of the Chinese Eastern and Vladikavkaz Railways.
<space=1em>The design was entrusted to the technical bureau of the Kharkov Locomotive Plant, where the Sh series had previously been developed. The new locomotive was built in <nobr>1906</nobr> It was assigned the series designation "Sh" by the name of Professor Shchukin.
<space=1em>The maximum speed of the Sh series locomotive was <nobr>65 km/h</nobr>. Such locomotives in various versions were built until <nobr>1924</nobr> More than <nobr>2,000</nobr> of them were produced. During the production process, constant work was done to improve them.
<space=1em>For example, to increase the area of the firebox, it had to be developed upwards and the Belper system design with a flat ceiling had to be used. During repairs, it was impossible to unrive such a firebox and pull it down through the interframe space for repairs. It was necessary to unrive the front plate in the driver's cab.
<space=1em><b>End of an era</b>
<space=1em>As more advanced locomotives appeared, the Shch series machines were sent to low-traffic lines. By the end of the <nobr>1950s</nobr> they were written off en masse. The functioning boilers of the steam locomotives were given to enterprises for heating and obtaining process steam.
<space=1em>Not a single one of the more than <nobr>2,000 steam locomotives</nobr> of this series has survived to this day. Only one boiler, which worked as a heating boiler, has survived. It is exhibited without heat-insulating lining, riveted seams, a wide Belper firebox and hundreds of tie bases that hold the firebox inside the boiler are visible. <space=1em>The exhibit arrived at the museum in <nobr>1996</nobr> from the Irinovsky peat enterprise, where it was used for heating.
ID экспоната:
85
Галерея изображений:
http://dpmzdr.infomedia.digital/files/71/5f/s1715f51f973ab055dd9a68f795e24655d606bd615.jpg / http://dpmzdr.infomedia.digital/files/dd/be/s1ddbe89a1c6619c928ce6e9730b7c5aee5634e416.jpg / http://dpmzdr.infomedia.digital/files/69/4c/s1694c58365e554fdfec262e81a9a1155fe0223bae.jpg
Галерея изображений (оригинал):
http://dpmzdr.infomedia.digital/files/71/5f/715f51f973ab055dd9a68f795e24655d606bd615.jpg / http://dpmzdr.infomedia.digital/files/dd/be/ddbe89a1c6619c928ce6e9730b7c5aee5634e416.jpg / http://dpmzdr.infomedia.digital/files/69/4c/694c58365e554fdfec262e81a9a1155fe0223bae.jpg
Галерея изображений 2000:
http://dpmzdr.infomedia.digital/files/71/5f/s2715f51f973ab055dd9a68f795e24655d606bd615.jpg / http://dpmzdr.infomedia.digital/files/dd/be/s2ddbe89a1c6619c928ce6e9730b7c5aee5634e416.jpg / http://dpmzdr.infomedia.digital/files/69/4c/s2694c58365e554fdfec262e81a9a1155fe0223bae.jpg
Исторические фото:
http://dpmzdr.infomedia.digital/files/73/84/s173841ef3a4afd522bb05f92e8bf7ef81ade2fd9b.png / http://dpmzdr.infomedia.digital/files/8c/7a/s18c7af44845d11a095d3f974080eb1fb98931ec7f.png / http://dpmzdr.infomedia.digital/files/dc/01/s1dc014299d44d060d98d0777eeee6f825bdd456b2.png / http://dpmzdr.infomedia.digital/files/e7/be/s1e7be89c4ff2593117bb568d9bb5ed464ed768bd5.png
Параметры (технические характеристики):
Steam pressure in the boiler, atm
14
Thickness of the side sheets of the firebox, mm
16 / Inner diameter of cylindrical part of boiler, mm
1,600–1,634
Thickness of sheets. 1st and 3rd links of cylindrical part of boiler, mm
17
2nd link, mm
17.5
Thickness of sheets of firebox casing, mm
Overcoat — 16; frontal — 17; grip — 20
Thickness of the copper firebox ceiling, mm
16
Thickness of the firebox grate at the top, mm
26
Thickness of the firebox grate at the bottom, mm
16
Internal width and length of the firebox at the top, mm
1,374×2,656
Internal width and length of the firebox at the bottom, mm
1,016×2,744
Front and rear firebox depth, mm
1,816×1,621
Number of smoke tubes, pcs.
272
Outer and inner diameter of smoke tubes, mm
51–46
Length of smoke tubes between grates, mm
4 375
Thickness of anchor bolts in smooth part, mm
22
Cross ties, mm
30
Fuel (copper), mm
23
План:
http://dpmzdr.infomedia.digital/files/10/a8/10a8092443d7009338618b1d6b03be0ba256e6a6.png / http://dpmzdr.infomedia.digital/files/d8/53/d85313880d1188128359cbabcf9def78f25d4700.png
План 1000:
http://dpmzdr.infomedia.digital/files/10/a8/s110a8092443d7009338618b1d6b03be0ba256e6a6.png / http://dpmzdr.infomedia.digital/files/d8/53/s1d85313880d1188128359cbabcf9def78f25d4700.png
План 2000:
http://dpmzdr.infomedia.digital/files/10/a8/s210a8092443d7009338618b1d6b03be0ba256e6a6.png / http://dpmzdr.infomedia.digital/files/d8/53/s2d85313880d1188128359cbabcf9def78f25d4700.png
Хронология:
<space=1em>In 1905, the Minister of Railways K. S. Nemeshaev instructed Professor N. L. Shchukin to submit a proposal for a new type of locomotive for state-owned railways. It was decided to use the design of the Sh series locomotive of the Chinese Eastern and Vladikavkaz Railways as a basis. The design of the locomotive was entrusted to the technical bureau of the Kharkov Locomotive Plant under the supervision of engineer A. S. Raevsky, since the locomotive of the series was designed at this plant. <space=1em>In 1906, the new locomotive was designed and built. It was given the name "normal type of 1905" with the series designation by the letter "Sh" - after the name of Professor N. L. Shchukin. <space=1em>The locomotive had a double-expansion compound machine with cylinders of 510 and 765 mm diameters. The piston stroke was 700 mm. Since the Shch series locomotives were heavier, their boiler pressure was raised to 14 kgf/cm². The wheel diameter was 1,300 mm (for OV series locomotives it was 1,200 mm). The maximum speed of the locomotive was set at 65 km/h. <space=1em>Locomotives of this series were built in various versions until 1924, more than 2,000 units in total. During the production of locomotives, there was constant work to improve them. The first locomotives turned out to be significantly heavier than the calculated values, and their load from the wheelset on the rail reached 17 tf, which was unacceptable for rails weighing 30 kg/running meter. <space=1em>As a result of reworking the project, it was possible to achieve a load of 16–16.2 tf. Since the maximum permissible load on the rails and bridges was set at 15 tf, special studies had to be carried out to identify the impact of such a load. No harmful effects were found, and the locomotives were allowed to operate on tracks laid with 30 kg/running meter rails. <space=1em>According to the technical specifications, the locomotives were to haul a train of 43 covered normal freight cars (NTV) on an 8% incline at a speed of at least 16 km/h. Each car contained a load weighing 750 poods (12 tons). The total mass of the train was 810 tons. In reality, the locomotives operated at speeds of 35–40 km/h, which, given their permissible design speed of up to 50–65 km/h, had a negative impact on efficiency. Attempts to replace the compound machine with a simple one with a superheater were made at the Kharkov and Sormovo plants in 1910. These attempts were unsuccessful: steam superheating within 260–280° was insufficient. <space=1em>In 1914, the Kharkov plant prepared three versions of the locomotive modernization: with a reinforced boiler and retention of the compound machine, with a superheater and compound system, and with a simple machine with a superheater. The first version proposed raising the boiler axle to 3,085 mm (2,600 mm for a production locomotive) and, accordingly, raising the firebox above the frame. Apparently, the outbreak of World War I stopped these plans. The end of the disputes between the 1–4–0 and 0–5–0 locomotive types in favor of the latter was put by the five-axle locomotive of the E series. It was designed by the Vladikavkaz Railway together with the Lugansk Hartmann Plant, counting on simple operation and the use of the entire weight of the locomotive to create traction. <space=1em>As more advanced locomotives appeared, the Shch series steam locomotives were transferred to low-traffic lines, and by the end of the 1950s they were being written off en masse.
Блоки описания:
[{"quote":"","title":"Old and slow","images":[],"content":"The Russo-Japanese War of 1903–1904 showed that it was impossible to quickly transport troops and equipment along the newly opened Trans-Siberian Railway and the Chinese Eastern Railway (CER) using O<sup>B<\/sup> series trains.\r\n\r\nDue to the technical imperfection of the locomotives, Port Arthur, the Russian naval base in the South China Sea, was lost, and the southern branch of the CER from Harbin to Port Arthur was given up.","subtitle":""},{"quote":"","title":"","images":[],"content":"In 1905, the Ministry of Railways commissioned Professor Nikolai Shchukin to develop a project for a new type of steam locomotive. It was based on the design of the Sh series locomotive of the Chinese Eastern and Vladikavkaz Railways.\r\n\r\n\r\nThe design was entrusted to the technical bureau of the Kharkov Locomotive Plant, where the Sh series had previously been developed. The new locomotive was built in 1906 It was assigned the series designation \"Sh\" by the name of Professor Shchukin.\r\n\r\n\r\nThe maximum speed of the Sh series locomotive was 65 km\/h. Such locomotives in various versions were built until 1924 More than 2,000 of them were produced. During the production process, constant work was done to improve them.\r\n\r\n\r\nFor example, to increase the area of the firebox, it had to be developed upwards and the Belper system design with a flat ceiling had to be used. During repairs, it was impossible to unrive such a firebox and pull it down through the interframe space for repairs. It was necessary to unrive the front plate in the driver's cab.","subtitle":"New generation"},{"quote":"","title":"Era's end","images":[],"content":"As more advanced locomotives appeared, the Shch series machines were sent to low-traffic lines. By the end of the 1950s they were written off en masse. The functioning boilers of the steam locomotives were given to enterprises for heating and obtaining process steam.\r\n\r\n\r\nNot a single one of the more than 2,000 steam locomotives of this series has survived to this day. Only one boiler, which worked as a heating boiler, has survived. It is exhibited without heat-insulating lining, riveted seams, a wide Belper firebox and hundreds of tie bases that hold the firebox inside the boiler are visible.\r\nThe exhibit arrived at the museum in 1996 from the Irinovsky peat enterprise, where it was used for heating.","subtitle":""},{"quote":"","title":"","images":[],"content":"The locomotive had a double-expansion compound machine with cylinders of 510 and 765 mm diameters. The piston stroke was 700 mm. Since the Shch series locomotives were heavier, their boiler pressure was raised to 14 kgf\/cm². The wheel diameter was 1,300 mm (for OV series locomotives it was 1,200 mm). The maximum speed of the locomotive was set at 65 km\/h.\r\n\r\nAs a result of reworking the project, it was possible to achieve a load of 16–16.2 tf. Since the maximum permissible load on the rails and bridges was set at 15 tf, special studies had to be carried out to identify the impact of such a load. No harmful effects were found, and the locomotives were allowed to operate on tracks laid with 30 kg\/running meter rails.","subtitle":"Historical context"}]
Характеристики (блоками):
[{"name":"Steam pressure in the boiler, atm","type":"number","value":"14","is_two_colls":false},{"name":"Thickness of the side sheets of the firebox, mm","type":"number","value":"16","is_two_colls":false},{"name":"Inner diameter of cylindrical part of boiler, mm","type":"text","value":"1,600–1,634","is_two_colls":false},{"name":"Thickness of sheets. 1st and 3rd links of cylindrical part of boiler, mm","type":"number","value":"17","is_two_colls":false},{"name":"2nd link, mm","type":"number","value":"17.5","is_two_colls":false},{"name":"Thickness of sheets of firebox casing, mm","type":"text","value":"Overcoat — 16; frontal — 17; grip — 20","is_two_colls":false},{"name":"Thickness of the copper firebox ceiling, mm","type":"number","value":"16","is_two_colls":false},{"name":"Thickness of the firebox grate at the top, mm","type":"number","value":"26","is_two_colls":false},{"name":"Thickness of the firebox grate at the bottom, mm","type":"number","value":"16","is_two_colls":false},{"name":"Internal width and length of the firebox at the top, mm","type":"text","value":"1,374×2,656","is_two_colls":false},{"name":"Internal width and length of the firebox at the bottom, mm","type":"text","value":"1,016×2,744","is_two_colls":false},{"name":"Front and rear firebox depth, mm","type":"text","value":"1,816×1,621","is_two_colls":false},{"name":"Number of smoke tubes, pcs.","type":"number","value":"272","is_two_colls":false},{"name":"Outer and inner diameter of smoke tubes, mm","type":"text","value":"51–46","is_two_colls":false},{"name":"Length of smoke tubes between grates, mm","type":"number","value":"4 375","is_two_colls":false},{"name":"Thickness of anchor bolts in smooth part, mm","type":"number","value":"22","is_two_colls":false},{"name":"Cross ties, mm","type":"number","value":"30","is_two_colls":false},{"name":"Fuel (copper), mm","type":"number","value":"23","is_two_colls":false}]
История (блоками):
[{"year":"1905","content":"In 1905, the Minister of Railways K. S. Nemeshaev instructed Professor N. L. Shchukin to submit a proposal for a new type of locomotive for state-owned railways. It was decided to use the design of the Sh series locomotive of the Chinese Eastern and Vladikavkaz Railways as a basis. The design of the locomotive was entrusted to the technical bureau of the Kharkov Locomotive Plant under the supervision of engineer A. S. Raevsky, since the locomotive of the series was designed at this plant."},{"year":"1906","content":"In 1906, the new locomotive was designed and built. It was given the name \"normal type of 1905\" with the series designation by the letter \"Sh\" - after the name of Professor N. L. Shchukin."},{"year":"1910","content":"According to the technical specifications, the locomotives were to haul a train of 43 covered normal freight cars (NTV) on an 8% incline at a speed of at least 16 km\/h. Each car contained a load weighing 750 poods (12 tons). The total mass of the train was 810 tons. In reality, the locomotives operated at speeds of 35–40 km\/h, which, given their permissible design speed of up to 50–65 km\/h, had a negative impact on efficiency. Attempts to replace the compound machine with a simple one with a superheater were made at the Kharkov and Sormovo plants in 1910. These attempts were unsuccessful: steam superheating within 260–280° was insufficient."},{"year":"1914","content":"In 1914, the Kharkov plant prepared three versions of the locomotive modernization: with a reinforced boiler and retention of the compound machine, with a superheater and compound system, and with a simple machine with a superheater. The first version proposed raising the boiler axle to 3,085 mm (2,600 mm for a production locomotive) and, accordingly, raising the firebox above the frame. Apparently, the outbreak of World War I stopped these plans. The end of the disputes between the 1–4–0 and 0–5–0 locomotive types in favor of the latter was put by the five-axle locomotive of the E series. It was designed by the Vladikavkaz Railway together with the Lugansk Hartmann Plant, counting on simple operation and the use of the entire weight of the locomotive to create traction."},{"year":"1924","content":"Locomotives of this series were built in various versions until 1924, more than 2,000 units in total. During the production of locomotives, there was constant work to improve them. The first locomotives turned out to be significantly heavier than the calculated values, and their load from the wheelset on the rail reached 17 tf, which was unacceptable for rails weighing 30 kg\/running meter."},{"year":"1950s","content":"As more advanced locomotives appeared, the Shch series steam locomotives were transferred to low-traffic lines, and by the end of the 1950s they were being written off en masse."}]
Чертежи (блоками):
[{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/10\/a8\/s210a8092443d7009338618b1d6b03be0ba256e6a6.png","title":"Чертёж"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/d8\/53\/s2d85313880d1188128359cbabcf9def78f25d4700.png","title":"Drawing"}]
Модель (деталка):
Shch
Заголовок (деталка):
Steam locomotive boiler
Заголовок истории:
Chronology
Mnemonic code:
85
Code in external DB source:
440
Name:
Steam locomotive boiler Shch