Humanity has long needed to move around the planet. IN ancient history Animals were used as a means of transportation: horses, donkeys, elephants.

The modern history of transport development goes back about 200 years. One of the most important modes of transport in our country must be recognized as railway.

In order for train cars to move along the rails, a special machine is needed - a locomotive. A locomotive that uses steam as its driving force is called locomotive.

What is known about the inventors Cherepanovs

The Cherepanovs came from a simple family of serfs. Efim Alekseevich worked for a long time as a mechanic at Nizhny Tagil factories. Miron Efimovich studied with his father and subsequently took this position after his death.

While working at the plant, father and son improved the mechanisms that were used at the plant and invented metalworking machines and instruments.But these outstanding people went down in history as the inventors of the first Russian steam locomotive.

How the first Russian steam locomotive was invented

The owner of the Nizhny Tagil plant, N. N. Demidov, noticed that steam engines were successfully used in Europe. Returning to his factory, the manufacturer gave instructions to make a steam engine. Master Efim Alekseevich Cherepanov successfully completed this work.

The first invention of a steam engine was a grain mill with a power of only 4 horsepower.
After this, father and son traveled around Europe, where they became acquainted with the advanced technology of their time.

After their return, the Cherepanovs invented and designed many mechanisms:

• hammers
• mills
• rolling mills

The most famous invention of the Cherepanovs was made and built in 1833 - this is the first steam locomotive, the pride of the Russian railway. Immediately after the first steam locomotive, the inventors began building a second one, which became more powerful and faster.

Mark on history

The Cherepanovs' work in creating steam locomotives put Russia on a par with the four leading countries in the construction of railways.
However, for the inventors themselves, this merit did not give them either popularity or well-deserved position.

Although they received freedom, it was only formally. Their families remained serfs, their houses stood on the territory of the plant.

Only history did not let the names of these great people be forgotten; they took their place forever place of honor among Russian inventors and innovators.

The idea of ​​using steam for transport needs arose back in the 17th century. At first they tried to adapt steam engines to ordinary carts or carts.

Steam carts were designed to travel on a straight road without rails.

In 1763, the French engineer Cogneau built the first steam carriage. This machine only worked for 12-15 minutes. In 1769 (or 1770) Cognot built a more advanced carriage, but when it was launched through the streets of Paris, it turned out to be impossible to drive.

In 1787, the American Evans invented another steam carriage, but it was so imperfect that it could not be used in practice.

At the end of the 80s of the XVIII century. William Murdoch, a student and assistant of James Watt, created a steam carriage with an engine designed by his teacher. He built a row interesting models steam carts, but he also failed to make a practically usable transport machine.

William Murdoch. Portrait by John Graham Gilbert

In general, until the end of the 18th century. attempts to harness steam power for propulsion purposes were unsuccessful. And it was not just that at that time it was technically impossible to solve this problem. The introduction of steam to transport was greatly hampered by the inert, biased attitude of most of the society that had barely emerged from the depths of feudalism towards the very idea of ​​artificially increasing the speed of human movement. From the point of view of church morality, this seemed “sinful.” Inventors tried to make some “improvements” and “corrections” in the “divine providence”, which determined that a person should walk on two legs or, in extreme cases, resort to the services of horses. Any other method of transportation was considered by the clergy as “an unholy attempt to improve the creation of the creator.” People who engaged in such reprehensible activities were declared accomplices of the devil. If we consider that the church enjoyed enormous influence in England and to a certain extent shaped public opinion, it becomes clear that technicians and mechanics, who, together with the “enemy of the human race” encroached on the “divine institution,” had a very difficult time in the “pious” English society end of the 18th century

William Murdoch suffered a lot of persecution from his fellow citizens. He built a small three-wheeled cart and tested it one night on one of the less traveled roads near the city.

When the water in the boiler of the steam engine began to boil, the cart, unexpectedly for the inventor, rushed along the road alone, and developed such a speed that the inventor was unable to catch up with it. At this time, a local priest was passing along the street. Seeing a luminous and whistling object rushing towards him, the priest imagined that he was seeing the devil himself in front of him. He raised a cry, to which people came running. The inventor approached and tried to explain the secret of his “devil,” but no one listened to him. The cart was immediately broken, and its creator barely escaped from the angry crowd. From then on, Murdoch's reputation as a man who knew evil spirits. Every God-fearing ignorant considered it his duty to harm Murdoch with all his might. More than once his fellow citizens broke his car models, interfered with his experiments, turned his friends against him, and scared almost all his acquaintances away from the inventor. A similar fate befell other inventors.

However, developing capitalist production persistently demanded the reconstruction of vehicles. IN early XIX V. In many countries, work was carried out to improve the so-called steam cart, in other words, to create a steam car.

Interesting experiments were carried out by the Czech mechanic Joseph Bozek (1782-1832). In 1815, He built a steam cart, which was successfully tested. But attempts to repeat the experiments in 1817 with a more powerful machine did not give satisfactory results. It should be noted that in general the problem of creating a steam car was never solved. The car was created only on the basis of an internal combustion engine.

Many inventors during this era tried to build a locomotive that moved on rails. Especially great importance To create railway transport, the work of the Scottish engineer and mechanic Richard Trevithick (1771 - 1833) was the first to come up with the idea of ​​​​using steam locomotives on specially constructed rail tracks.

Portrait of Richard Trevithick

In 1803 Trevithick designed a steam locomotive for the rail track, and in February 1804 he carried out its first test.

This an important event in the history of transport technology, it was described in one English newspaper: “The day before yesterday the long-awaited test of Mr. Trevithick’s newly invented steam engine took place... The test exceeded, to everyone’s amazement, everything that the most ardent supporters expected from it. In this case... the machine was used to transport up to 10 tons of strip iron over a distance of over 9 miles; It should be noted that the weight of the load quickly increased from 10 to 15 tons thanks to no less than 70 people who climbed onto the carts. Pushed by an invincible curiosity, they were eager to take a ride, taking advantage of the first success of the inventor's talents... The car made its journey without replenishing the boiler with water and moved freely at a speed of 5 miles per hour... "

Trevithick steam locomotive

Subsequently, Trevithick managed to achieve even greater speed, and the locomotive pulled an entire train of five trolleys, with a total weight of about 25 tons. Trevithick's steam locomotive was the first rail locomotive in the world. It had one horizontally located steam cylinder. The movement of the piston was transmitted by the driving wheel of the locomotive using a connecting rod, crank and system gear wheels. To facilitate the passage of the connecting rod through dead spots, Trevithick used a flywheel. The locomotive weighed 6 tons. Its boiler had a cylindrical shape and a reverse flame tube, and the firebox was located in the front part of the locomotive.

A big difficulty during experiments with the first steam locomotive was that the track, which consisted of fragile cast-iron rails, was not suitable for the movement of such a heavy locomotive. Therefore, there were frequent delays due to broken rails. The locomotive was eventually taken off the rails and used as a stationary machine.

After three years of hard work on improving the locomotive and track, Trevithick built the world's first experimental ring road in London. By building it, the inventor set out to popularize his invention in order to gain financial support.

Trevithick steam locomotive and ring road attraction for its demonstration

Contemporary newspapers for Trevithick described the railway as follows: “The most amazing machine that has ever been invented is a steam engine on four wheels, designed in such a way that it will gallop freely and without any outside help in a circle at a speed of 15 20 miles per hour. She weighs 8 tons and at the next races in New Market she will compete with three horses in a race within 24 hours, starting at the same time as them...”

Somewhat later, Trevithick opened up to everyone common use a small ring railway near one of London's squares. Anyone could inspect the locomotive and the trailers attached to it. The ring road operated for several weeks, then the rails burst and the locomotive overturned. Trevithick, who spent all his money on building the road, was unable to repair the track and put the locomotive on the rails. Eventually Trevithick was forced to stop work on creating new locomotives.

However, other inventors continued to work on the creation of new locomotives. During the period from 1803 to 1814, many very diverse models of rail locomotives appeared. During this period, the inventors Blenkinson, Murray, the Champey brothers, Brenton, Hadley and others worked in the field of steam locomotive construction in England.

In 1814, George Stephenson (1781-1848) designed and tested his first steam locomotive, which basically solved the problem of creating steam railway transport.

Stephenson left working environment. His father and grandfather worked in coal mines near Newcastle, the center of the English coal industry. Stephenson spent his youth working in coal mines. Self-taught, with great persistence, he studied mechanics, physics and many other sciences. In parallel with his studies, he worked on the invention of various machines and mechanisms.

Stephenson named his first steam locomotive "Blücher", in honor of Napoleon's winner at Waterloo. "Blücher" repeated in its design many features of the steam locomotives of previous inventors.

Steam locomotive "Blücher", 1814

Stephenson's first locomotive was very heavy, moved slowly, worked with little productivity, but continuously (in other locomotives there were constant stoppages in work). Subsequently, Stephenson continued to work on improving the design of his locomotive.

Stephenson steam locomotive built for the Hetton Mines in 1822 and operated until 1903.

Until 1825, he built about 16 different locomotives, persistently seeking the most acceptable design. Stephenson paid a lot of attention to improving the rail track.

Before 1825, steam locomotives were used primarily on small private roads, usually serving the needs of mines or factories. The emergence of more advanced designs of steam locomotives stimulated the construction of new railway lines. In 1818, a 61 km railway line was built between the cities of Stockton and Darlingt, designed to transport coal. In 1825 the Stockton-Darlington line was opened to the public. This made a tremendous impression on his contemporaries.

“The scene that took place on the morning of September 27, 1825 defies any description,” one of the directors of this road later wrote. - Many who took part in this historical event, did not close their eyes all night and were on their feet. General cheerfulness and cheerfulness, the happy faces of many, amazement and fear on the faces of others diversified the picture.

At the appointed hour the procession set off. At the head of the train was a steam locomotive, driven by its builder, Stephenson; The locomotive was followed by 6 wagons with coal and flour; after them - a carriage with directors and owners of the road; then 20 coal cars, adapted for passengers and filled with them, and, finally, 6 cars loaded with coal... A large crowd of people stood on both sides of the track; many ran after the train; others on horseback followed him along the sides of the path. The latter had a slight slope towards Darlington, and at this point Stephenson decided to test the speed of the train... He increased the speed to 15 miles per hour. When the train arrived at Darlington it was found that there were 450 passengers in the carriages and that the weight of the train was 90 tons."

The new railway quickly showed the advantages of the new type of transport over the old methods of transportation. The popularity of rail transport in England was growing. Numerous inventors worked to create and improve new types of locomotives. In 1829, a competition was announced to create the best steam locomotive. Stephenson presented his new steam locomotive - the famous "Rocket" - to the competition. "Rocket" had a machine with a power of 13 hp. With. All types of locomotives were tested at the competition. “The Battle of Steam Locomotives,” as this competition was called, ended with the victory of “Rocket,” which freely pulled a train weighing 17 tons at a speed of up to 21 km per hour. The speed of a steam locomotive with one passenger carriage and 36 passengers was 38 km per hour.

Diagram of the steam locomotive D. Stephenson "Rocket"

"Rocket" was the most advanced locomotive of that time. The inventor adapted a tubular boiler that had just appeared at that time to the steam locomotive, which made it possible to significantly increase the speed of the locomotive. “Rocket” was built taking into account all the achievements of locomotive engineering of its time. She appeared as if the result initial period development of the locomotive.

In 1830, a 45 km long railway between Liverpool and Manchester was opened for passenger traffic in England. In the same year, the first Charleston-Augusta railway line, 64 in length, was built in the United States; km. The first railway was built in France in 1832, in Belgium and Germany in 1835, and in Russia and Austria in 1837.

The first steam locomotive in Russia was built at the Nizhny Tagil plant in the Urals in August 1834 by remarkable Russian mechanics, serfs Efim Alekseevich Cherepanov (1774-1842) and his son Miron Efimovich Cherepanov (1803-1849).

E. F. Cherepanov

M. E. Cherepanov

The Cherepanovs' steam locomotive carried a train weighing 3.3 tons at a speed of 13 to 16 km per hour. To increase steam generation, the Cherepanovs installed a smoke-fired boiler on the locomotive with a larger number of tubes than in the Stephenson locomotive, and also used a special reverse mechanism. Following the first steam locomotive, the Cherepanovs built a second, more powerful steam locomotive in 1835. “Mining Journal” wrote in July 1835 that the second Cherepanov locomotive “can carry up to 1000 pounds of cargo.”

Model of the first steam locomotive by E. A. and M. E. Cherepanov

However, the wonderful machines of the Cherepanovs were not used for the development of railway transport in our country. Their fate was similar to the fate of Polzunov's steam engine.

Unfortunately, Russia's first steam engine turned out to be unreliable. She often broke down. In total, she worked for just over 42 days.

Model of Polzunov's steam engine

In 1834, i.e. just at the time when the Cherepanovs were building their locomotives, the Austrian professor Gerstner came to Russia. Gerstner managed to obtain from the Tsar the privilege to build a railway between St. Petersburg and Tsarskoe Selo length 27 km. This railway was opened in 1837. Despite the domestic experience in steam locomotive building, the tsarist government preferred to order steam locomotives from England, refusing to use locomotives created by the Cherepanovs.

In 1851, the two-track St. Petersburg-Moscow railway was built in Russia.

By the middle of the 19th century. The pace of construction of public railways with steam traction is increasing more and more. From 1840 to 1870, i.e. in 30 years, the length of railways around the world increased 14 times.

As a result industrial revolution, railroads stimulated the growth of critical industries. A new branch of mechanical engineering has emerged - transport engineering. Under the influence of the ever-increasing demand of the railways, the metallurgical and coal industries began to develop rapidly.

The first Russian serial locomotive

Cherepanov steam locomotive

Even before the construction of the steam locomotive, Efim Cherepanov and his son Miron were engaged in the construction of steam engines.

They built their first steam engine with a capacity of 4 horsepower in 1824. Efim Cherepanov, as an experienced mechanic, was repeatedly sent to various European countries. Mainly in England, which was a leader in the construction of steam engines. It is believed that the Cherepanovs came to the idea of ​​building their first steam locomotive in England, after they saw Stephenson's steam locomotive.

Stephenson locomotive

The Cherepanovs' first steam locomotive was built in 1834. This was the first steam locomotive in the history of Russian technology. They encountered several technical problems while building it. First, their steam boiler did not produce enough steam. To solve this problem, they increased the number of tubes in the boiler to 80.
Another problem was solving the problem of reversing the locomotive. To do this, the Cherepanovs use a mechanism consisting of an eccentric wheel, which allows steam to be supplied to the steam cylinder so that the wheels of the locomotive begin to rotate in the opposite direction.

The weight of the Cherepanovs' locomotive was 2.4 tons. With a load of 3.5 tons, the locomotive reached a speed of 15 km/h. To transport supplies of coal and water, a special cart was used - a tender.
The locomotive had two pairs of wheels of the same size. There was only one couple leading.
For the first steam locomotive of the Cherepanovs, a road with cast iron rails was built from the plant to the copper mine. The length of the road was 835 meters.

For the construction of a steam locomotive, Miron Cherepanov was awarded a certificate of freedom (his father, Efim Cherepanov, received his freedom even earlier, for the construction of steam engines)

The second locomotive of the Cherepanovs
Following the first steam locomotive, in March 1835, the Cherepanovs built a second locomotive. Unlike the first locomotive, the second locomotive of the Cherepanovs had big sizes and a number of design changes. The wheels of the runner pair, which were not driven by a steam engine, were reduced in size. The locomotive could already transport 16 tons at a speed of 15 km/h.
In 1837, the Cherepanovs built a model of a steam locomotive for an industrial exhibition in St. Petersburg.

AlthoughlocomotiveCherepanov appeared in Russia back in 1833, forthe first Russian railwayforeign ones were purchasedlocomotives from England and Belgium. Even the coal for them was originally delivered from England. In those days, seagoing ships were supplied with overseas coal, since Russian coal, according to the then British scientists, was supposedly harmful to both boilers and stokers, just as much as domestic gasoline is now harmful compared to Euro-5 fuel.

The Tsarskoye Selo Railway is the first railway in Russia, until 1851 the only one in the country and the 6th in the world, built in 1836 - 1838. between St. Petersburg and Pavlovsk. The day of the opening of traffic on the St. Petersburg - Tsarskoe Selo section (now the city of Pushkin), October 30, 1837, is considered the beginning of regular railway communications in Russia. The Tsarskoye Selo Railway was built in May 1836 with funds from the joint-stock company of the Tsarskoye Selo Railway, the founders of which were F.A. Gerstner, A.A. Bobrinsky, other representatives of Russian, as well as German and American capital.

Franz Anton von Gerstner Alexey Alexandrovich Bobrinsky

Among the shareholders (186 people) were large industrialists and merchants, courtiers, and high dignitaries. The length of the road was 25 versts (26.3 km). Single track with 6 ft (1829 mm) gauge. At first, trains traveled along it by horse-drawn trains, and only on Sundays and holidays by steam trains. They completely switched to steam traction in 1838 after the opening of the St. Petersburg - Pavlovsk line. Also in 1838, the “Provorny” steam locomotive was created at the St. Petersburg Technological Institute for the Tsarskoye Selo Railway.

“Agile” in the museum pavilion

The following stations were built on the Tsarskoye Selo Railway: Pavlovsky, where a special concert hall(since 1838), Vitebsk in St. Petersburg (1902-1904), Tsarskoye Selo (1911-1912).

Pavlovsky railway station - concert hall

Tsarskoye Selo Railway

However, these locomotive We turned out to be technically extremely imperfect. Their brakes were hand-operated and the brake pads were made from aspen. The buffer bars were also made of wood. When the train departed, the assistant driver walked next to locomotive ohm and opened the cylinder-blowing valves, and when the water accumulated in the cylinders came out, he climbed onto the locomotive. Therefore, as soon as construction began Nikolaevskaya railway from St. Petersburg to Moscow, it was decided to equip it exclusively with domestic locomotive ami. The order for their production was received by the Aleksandrovsky Iron Foundry. It was founded in 1824 and was located near St. Petersburg on the banks of the Neva.

Alexandrovsky plant

In 1843, the plant was transferred from the Department of Mining and Salt Affairs to the Main Directorate of Communications and Public Buildings and renamed the Alexandrovsky Mechanical Plant. The plant had experience in producing steam engines. Back in 1827, the Nevka, one of the first steamships designed for sea navigation, was built at this plant, and in 1834, at the shipyard of the Aleksandrovsky plant, according to the design of Adjutant General K. A. Schilder, the first Russian metal submarine with a displacement of 16 was built ,4 t.

“Nevka”

steam locomotive 1-3-0

The first Russian serial locomotive has not survived to ours. But the contemporary model has been preserved.

On March 23, 1844, the mechanical establishment, which previously belonged to the Mining Department, was transferred to the Main Directorate of Communications and was named the “Alexandrovsky Plant of the St. Petersburg-Moscow Railway.”

The construction of the rolling stock was carried out by engineers - students of the St. Petersburg Institute of the Corps of Railway Engineers. First locomotive they built not only during the day, but also at night, by the light of smoky torches and smoking oil lamps. In March 1845, to the enthusiastic cries of a huge crowd of St. Petersburg residents who had gathered in the vacant lot in front of the plant, from the workshops locomotive new workshops came out locomotive No. 1, later called the “D” series. The letter D was probably given by capital letter the surname of the designer - engineer Dokuchaev. The first Russian highways locomotive s didn't look like the English ones. They were more powerful and easier to manage. These were locomotives of the 1-3-0 type, which had never been used anywhere in the world before. The rear drive axle was located behind the combustion part of the boiler. True, some locomotive They did not have a front runner wheel, and were classified as 0-3-0 locomotives.

Steam locomotive formula 0-3-0

In equipped condition locomotive had a mass of about 30 tons; the diameter of the driving wheels was 1371 mm, the diameter of the cylinders was 457 mm, and the piston stroke was 508 mm. Steam distribution was carried out by so-called expansion valves, since the rocker steam distribution mechanism was not yet used at that time; expansion valves made it possible to change the direction of movement and set a certain steam cutoff. The cylinder blow-off valves were opened only from the outside, and therefore, when the train departed, the assistant driver, having opened the valves, walked next to locomotive until the water stopped blowing, after which he closed the taps and jumped on the locomotive. The wheels were made of cast iron without tires or counterweights, which made the locomotive's running very restless. The connecting rods had a round cross-section. There were no booths for the driver and assistant, no platforms or railings around the boiler, no sandboxes, no valves near the ash pit. The firebox and connections were made of red copper, the smoke pipes were made of brass. The boiler was fed with water by a pump, since injectors did not yet exist.
Only firewood was used as fuel. They were still afraid of domestic coal, but they decided not to import British coal for both economic and political reasons - the Crimean War was approaching.
Commodity locomotive s, like all rolling stock built for the St. Petersburg-Moscow Railway, had a central buffer coupler.
First locomotive The Aleksandrovsky plant did not yet have a driver’s cabin, but very soon a canopy appeared above the driver, and then improvised homemade cabins.

Wanting to improve your locomotive ny park, the Nikolaev railway began a major reworking of commodity goods in 1863 locomotive ov types 0-3-0 and 1-3-0. During 1863 - 1867 93 were converted at the Aleksandrovsky plant locomotive a, of which 42 received the designation Ga series, 31 - Gs and 20 - Gv. The remaining 28 are not converted locomotive They were assigned the role of snowplows and shunting locomotives. The latter were deprived of their tender and serial number. Instead, they were designated by letters. The first of them received the letter A, and the last, tenth, the letter K.

Commodity locomotive series G was a reworking of the first Russian commercial steam locomotive Used on the Nikolaev railway since 1863.

On locomotive ah series GV horizontal cylinders, connecting rods were supplied rectangular section and Allan rocker steam distribution mechanism. On locomotive ah series G6 cylinders remained inclined, connecting rods round section, a Stephenson rocker mechanism was installed. Somewhat later on locomotive ah series G injectors were supplied to replace feed pumps.
A year later from the workshops locomotive from the workshops of the Aleksandrovsky plant, the first passenger locomotive series "B". In terms of boiler, steam engine, tender, length and weight, it did not differ from the commercial locomotive a, but it had not three, but two wheelsets and a front two-axle bogie. The trolley supported the front locomotive A.
First passenger locomotive received No. 122 - before that the account was kept as a commodity locomotive am.
P wagon carrier series "B" had huge wheels with a diameter of 1705 millimeters, almost equal to the current one. Only the runners were small. Wheels big size allowed locomotive develop as high a speed as possible. With a small wheel diameter, the speed locomotive and less, but the traction force is greater.
Hand brakes were operated using a brake wheel and rods. When the driver turned the brake wheel, the screw gear pulled the brake shoe and pressed it against the car wheel. The train did not stop immediately due to such braking, but after traveling a distance of more than a kilometer. Modern air brakes stop a train within eight hundred meters, while electro-pneumatic brakes stop a train at a shorter distance.

The evaporating heating surface of the boiler was 101 m2, the steam pressure was 8 kgf/cm2. Most of the parts were the same as commercial parts locomotive ov type 0-3-0 series D. A spark arrester was located at the base of the pipe, the wheels were cast iron and had no counterweights, tenders with wooden frame; as with commodity locomotive ov, y locomotive ov type 2-2-0 coupling-buffer was central.

The first Russian mainline passenger locomotive Series B had huge wheels with a diameter of 1705 millimeters. The cylinder diameter of the steam engine was 406.4 mm and the piston stroke was 508 mm.

Initially passenger locomotive s type 2-2-0 had only a number designation (numbers 122 - 164), but then, when in 1863 - 1867. they began, like commercial ones, to be overhauled without undergoing alteration locomotive s received the designation series B. During their reconstruction, boilers and frames were overhauled, covered booths were installed for locomotive noah brigade, on some locomotive ah, the steam distribution mechanism with expansion spools was replaced with a rocker mechanism. Remade locomotive s of type 2-2-0 received the designation series B with subscripts A, B and C, which characterized certain design changes. A total of 33 were converted locomotive and series B: 12 ​​- to series BA, 6 - to series BB and 15 - to series Bv. The remaining 10 locomotives were dismantled and scrapped in the early 70s. Modernized locomotive We had 156 smoke pipes with a length of 3317 mm and an outer diameter of 57 mm. On locomotive ah series Ba boilers with a diameter of 1191 mm were installed, on locomotive ah series Bg and B. - with a diameter of 1189 mm.

In 1858 - 1859 to service trains of “special importance” (royal) two were built at the Aleksandrovsky plant locomotive and type 2-2-0, which, to reduce the load from wheel pairs on the rails, were then converted into locomotive s like 3-2-0. These locomotive s designated series A had a working weight of 48.5 tons. (adhesion weight 26 t), diameter of driving wheels 1980 mm, distance between outer wheel pairs 7128 mm. The boiler with a diameter of 1319 mm contained 157 smoke pipes with a length of 4280 mm and an outer diameter of 57 mm; the evaporating heating surface was 138.8 m2, the grate area was 1.85 m2, the steam pressure was 8 kgf/cm2; the cylinder diameter was 558.5 mm, the piston stroke was 558 mm. On locomotive e internal steam distribution with an Allan scaffold was used. locomotive Series A's were more powerful than locomotive s series B.

After construction locomotive from series A, trains of “special importance” were transported exclusively by these locomotive ami: one of them drove the train from St. Petersburg to Bologoe, and the second - from Bologoe to the final station.

Nikolaevsky (Moskovsky) station in St. Petersburg

Nikolaevsky (Leningradsky) railway station in Moscow

P-36

Nowadays, the only reminders of the times when dinosaurs clanking and smoking the sky reigned on the earth are old photographs and lonely monuments at the entrances to train stations. But it was steam locomotives that gave the world the first records of speed, power and carrying capacity.

The very first

British engineer Richard Trevithick was the first to “cross” a steam engine and a trolley rolling on rails. In 1803, he created the first steam locomotive, and on February 21, 1804, he attached several trolleys to it during testing, thereby making the world's first train. At first, the possibility of driving heavy trains on smooth rails was viewed with doubt.

In 1812, a steam locomotive was even created, in which traction was realized due to gear wheel, rolling along the rack.

But as soon as locomotives became heavier, disbelief in the union of smooth rails and smooth wheels disappeared. The first locomotive to pull cars on the world's first public railway in 1825 was the Stephensons' machine, which was called Locomotion No. 1, thereby giving the world one of the first railway terms - locomotive. The locomotive survives to this day in the Darlington Railway Museum.

Most Olympic locomotive

IN 1935 The Berlin company Borsig produced the BR 05 steam locomotives. Only three of them were made, and all of them survived the war. These locomotives ran under courier trains and served guests and participants of the Berlin Olympics.

The cars looked futuristic and quite in the spirit of the triumph of the ideas of the Third Reich: closed in a streamlined casing, painted red, and also with the Olympic rings on board. And in 1936, “Borzig” with the serial number “002 Borzo” set a world speed record of that time, accelerating to 200.4 km/h.

The most straightforward

In 1934, a 21-meter locomotive of the AA series (“Andrey Andreev”) was manufactured in Lugansk - the only steam locomotive in the world with seven moving axles on a rigid frame versus the usual five (there were 11 axles in total).

The locomotive was huge in all respects. He walked well in a straight line, but there were problems with curves - he upset the tracks at turns and went off the rails at switches. In addition, “AA” did not fit on turntables and in the stalls of locomotive depots. Therefore, it did not find any practical use and, unfortunately, was cut into metal in the 1960s.

The most unique

Another Lugansk steam locomotive, Joseph Stalin, became the pride of the Soviet locomotive industry - at the time of its creation, it was the most powerful passenger locomotive in Europe, and it won the Grand Prix at the Paris World Exhibition in 1937. The IS led the Red Arrow, a night Express "Moscow-Leningrad".

These locomotives were quite fast, accelerating up to 115 km/h, and in a streamlined casing - up to 155 km/h. At the same time, the "IS" had its own peculiarity: it was unified with the FD freight locomotive - "Felix Dzerzhinsky", which simplified its repair and operation. In 1962, at the height of the fight against the cult of personality, all “IS” were renamed “FD” with the prefix “passenger”. Until now, only one “Joseph Stalin” has survived in the world.

The fastest

The fastest in the history of steam locomotive building was the British A4 class locomotive - Mallard. It looked no less impressive than its German predecessor - a streamlined body, double chimney and wheels more than 2 m in diameter. It was developed for long trips at speeds over 160 km/h. In 1938, the locomotive managed to accelerate to 202.7 km/h, and no one has broken this record. To be fair, it is worth noting that the train, firstly, was heading towards the record on a slight slope, and secondly, immediately after that it had operational problems and it was difficult to get to the repair shops.

The heaviest

The USA can boast of the heaviest and most powerful steam locomotives: in 1941-1944. 25 class 4000 locomotives were built there with the series name “Big Man”. These were twin locomotives with eight moving axles (four each), which became the largest production locomotives in the world - the total length including tenders exceeded 40 m, and the weight reached almost 550 tons. These tractors were relatively slow (70 km/h) and were used in freight transport. The nickname for these cars came into use with light hand an unnamed employee of the manufacturing plant who wrote the name with chalk on board, which became the prophetic “Big Boy”.

The most widespread

The Russian and then Soviet “E” class steam locomotive became the most popular locomotive in the entire history of steam locomotive building. The first cars of this type hit the rails back in 1912, the last, already significantly modified, in 1957. They were also produced at the Lugansk Locomotive Plant.

The locomotive turned out to be very unpretentious and worked on both freight and passenger transportation. In just 45 years, more than 11 thousand of these locomotives were produced - none of the competitors can boast of such a mass production. You can see them on the go in many films, from “The Elusive Avengers” to “The Admiral”.

The most popular

The legendary Orient-Express train, restored to its original splendor, enjoys almost as much fame today as it did when it first appeared. late XIX centuries. The interiors of the train cars, exquisitely decorated in the Art Deco style, became a platform for filming films and fashion photo shoots for prestigious glossy magazines. Although this train has never been deprived of the attention of writers, journalists and filmmakers, it is enough to recall Agatha Christie’s popular detective novel “Murder on the Orient Express”. An atmosphere of luxury, romance and mystery still envelops the famous train. Its departure and arrival points are the most beautiful European cities with a rich historical and cultural heritage, such as Paris, Venice, Vienna, Rome, London and others.

Most revolutionary

The H2-293 steam locomotive was built in 1900 by the American locomotive company Richmond Locomotive Works. In 1913, it was acquired by the Finnish Railways Administration, the driver was G. E. Yalava.

On August 9, 1917, the driver of the steam locomotive H2-293 G. Yalava, traveling with train No. 71, at the station. Udelnaya took V.I. Lenin, who was hiding from the Provisional Government, under the guise of a fireman into the locomotive hut. Having passed the border control at the station. Beloostrov, Lenin left the locomotive at the station. Terijoki (now the village of Zelenogorsk). On October 7, 1917, on the same steam locomotive, with the assistance of Yalava, Lenin returned from Finland to Petrograd.

On April 22, 1961 (on the 91st anniversary of the birth of V.I. Lenin), the historical locomotive was installed at one of the platforms of the Finlyandsky station in the city of Leningrad, now St. Petersburg. By 1964, a glass pavilion was built for the locomotive according to the design of architects P. A. Ashastin and E. V. Lokhanova (Lenmetrostroy). On November 4, 1964, at 8:40 a.m., the H2-293 steam locomotive was placed in permanent berth.

Sources:

1.wikipedia.org
2. comments.ua
3. dekozap.ru 4. http://www.diletant.ru/articles/13441682/

HISTORY OF THE STEAM LOGO

The invention that changed the world

For a long time railways were built only in mines, but then horse-drawn passenger roads became widespread. The first such rail road was built in 1801 in England between Wandsworth and Croydon.

The first steam locomotive was built in 1804 by Richard Trevithick, who in his youth knew James Watt, the inventor of the steam engine. However, iron in those years was too expensive, and cast iron rails could not support a heavy machine.

In subsequent years, many engineers tried to create steam locomotives, but the most successful of them was George Stephenson, who in 1812-1829. not only proposed several successful designs for steam locomotives, but also managed to persuade the mine owners to build the first railway from Darlington to Stockton, capable of supporting a steam locomotive. Later, Stephenson's steam locomotive, the Rocket, won a specially arranged competition and became the main locomotive of the first Manchester-Liverpool public railway.

The creation of the railway network led to explosive growth of industry from the mid-19th century, especially metallurgy. In many ways, it was the invention of the steam locomotive that gave impetus to the creation of the world in which we now live.

Complication of design

Basically, the design of the steam locomotive was formed by 1900 and remained until recent years its buildings.

The growth of railway freight turnover and the laying of routes in mountainous conditions required the creation of steam locomotives with an increasing number of traction axles, the number of which reached 7. Fearing strong lateral destruction of the track by a multi-axle rigid crew, locomotive technology took the path of creating powerful steam locomotives with an articulated crew. The most widely used steam locomotive is the Mallet type, first built in 1894.

There are also other types of articulated steam locomotives, which, however, are not widely used due to their complexity and high cost: steam locomotives Ferlie, Garratta, Gollwe, Du Bousquet, etc. The Mallet type steam locomotive had, as a rule, two frames: a rear, rigidly attached to the boiler, and a movable front one, connected to the rear by means of a hinge. Each frame was located on separate group moving axles (from two to five), which had their own steam engine. These locomotives were most widely used on railways USA and Canada.

In 1915-1916 In the United States of America, a triple articulated freight locomotive (triplex) “Mallet” was created with 12 coupling axles of the 1-4-0+0-4-0+0-4-1 type. The third group of driving axles of this locomotive with the machine was located under the tender. To increase the power of American freight steam locomotives, an auxiliary steam engine was used - a “booster” (Lime locomotives), which was located on the rear (supporting) bogie of the locomotive and was activated during starting and acceleration.

Steam locomotives of Russia and the USSR

In Russia, the first railway with a length of 27 kilometers was opened on November 12, 1837 between St. Petersburg and Tsarskoye Selo. The locomotive that drove the train was purchased from George Stephenson in England.

At the end of the 19th century, Russia was sharply behind Europe in terms of the density of railways. And the need for intensive passenger transportation, aggravated by enormous distances, was very high and increasing. There was a steady increase in passenger traffic, which quadrupled between 1893 and 1913 alone.

Earlier than in other countries, sleeping cars appeared on Russian railways, in which passengers could live for a week or more. Earlier than in Europe, there was also a need to increase the weight of passenger trains to 500 tons and above.

The first steam locomotive in Russia was built by father and son mechanics at the Nizhne Tagil plant in 1833-1834. The Cherepanovs' steam locomotive transported trains with ore weighing more than 200 poods (3.2 tons) at a speed of 12-13 versts per hour (13-14 km/h).

Locomotive E. A. and M. E. Cherepanov

In the first half of the 19th century, steam locomotives were mainly imported into Russia from abroad. Serial production was established only in the 1870s. Before this, since 1845, a small number of foreign-designed steam locomotives had been produced in Russia. And if in 1869 only about 20 cars were produced, then by 1880 the production of steam locomotives had grown to almost three hundred and continued to increase. It is even believed that Russia was the first country to break England’s monopoly on their production. But, despite this, at the end of the 1870s, domestic steam locomotives made up a little more than 1/3 of the total fleet, largely thanks to officials who believed that imported ones were obviously better than their own.

During Civil War and in the early 1920s, Russia practically did not produce its own steam locomotives; the required number was ordered from Germany and Sweden (part of the E series). Since 1925, production of steam locomotives was restored and continued until 1956.

Since the 1920s, electric lighting began to be installed on steam locomotives. At first, the lights were powered by the cars' generators (the acetylene lights were not removed and were used when moving without a train), and then steam turbine generators began to be installed on the locomotive itself.

From 1914 to 1931, the technical condition of steam locomotives deteriorated sharply, which was associated with the introduction of the so-called. "impersonal" ride. If previously each locomotive was assigned to its own crew of drivers, which monitored the technical condition of “their” locomotive, but its work was tied to the crew’s work shifts, then with impersonal driving the locomotive could work around the clock. However, this approach had significant drawback- it became unprofitable for drivers to treat the locomotive with care and monitor its condition. Therefore, due to the catastrophic technical condition locomotives, “attached” driving was restored in 1931. It should be noted that due to the widespread transition to diesel and electric locomotives, impersonal driving was restored in the 1960s, which again had a negative impact on the condition of the rolling stock, but the advantages of this method are modern conditions exceeded its shortcomings.

In the USSR, the most common types of steam locomotives were: Ov (“sheep”), SU, E, EU, EM, ER, SO, FD, IS (FDP), L, LV, P36. The production of steam locomotives in the USSR was completely stopped in 1956.

Decline of the steam locomotive era

The era of steam locomotives continued until the 1950s, when their production was completely curtailed. In most countries, the remaining steam locomotives were in service until the mid-1970s, during which time they were mostly destroyed, a small part was kept in reserve in case of an energy crisis, and a few were transferred to museums or tourist routes.