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• Introduction
• 1.
• 2. Cherepanov steam locomotive
• 3. Development of domestic steam locomotive construction
• 4. Interesting facts about steam locomotives
• Conclusion
• List of used literature

Introduction

The first locomotives that were used to pull trains along railway tracks were steam locomotives. It is generally accepted that the steam locomotive was invented by the English engineer George Stephenson. locomotive of turtle sliders

Indeed, this talented man in the period 1814-1828. Several steam locomotives were built, which found practical application on small lines of individual industrial enterprises. However, steam locomotives were built before Stephenson. But they had a number of major shortcomings and could not serve as prototypes for creating efficient locomotives for public railways.

For example, back in 1803, the Englishman Richard Trevithick built a single-cylinder steam locomotive with a bulky gear train; in 1811, the Englishman Blenkinsop, thinking that the adhesion of smooth wheels to the rails was not enough to move the locomotive, built a steam locomotive that had a gear wheel that meshed with a rack laid along the rail track.

The first steam locomotive in the Russian Empire appeared in 1834. This locomotive was built at the Vyysky plant by Efim and Miron Cherepanov. The steam locomotive is a very important invention, its creation led to the 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. The abstract examines the history of the creation of Russian steam locomotives and the history of the development of domestic steam locomotive construction.

1. Steam engine I.I. Polzunova

In 1762, the predecessor of the steam locomotive was the world's first twin steam engine of the Russian inventor Ivan Ivanovich Polzunov.

The discovery of the two-cylinder steam engine is usually attributed to the Englishman James Watt, although the Russian master Ivan Polzunov created it almost twenty years earlier. However, Watt is considered the pioneer in the world, because it was his steam engine that found application and was distributed first in Great Britain and then throughout the world.

Polzunov's engine was a two-cylinder, continuous action engine that could supply blast to the furnace and pump out water. Continuity of action was achieved by the fact that two cylinders seemed to work in turn in the machine. When one was idling, the other was running. The water was heated in a cauldron made of copper sheets. Steam entered through special distribution devices into two vertical three-meter cylinders, the pistons of which acted on the rocker arms.

These rocker arms were connected to bellows for blowing ore smelting furnaces, as well as to water pumps - distributors and other additional equipment necessary to power the boiler and to maintain continuous operation of the machine.

The steam engine project was presented to the Tsar's Chancellery in St. Petersburg, and it was reported to Empress Catherine II. She ordered that Ivan Ivanovich Polzunov be promoted to “mechanics with the rank and title of engineering captain-lieutenant,” awarded 400 rubles and, if possible, sent to study in St. Petersburg. By May 1766, construction was largely completed. But on May 27, a couple of months before the launch of the machine, the inventor died. The machine started working without him.

It worked properly for 43 days. However, there was no one to correct the shortcomings that arose during testing, and the machine finally stopped due to a boiler leak.

Subsequently, by order of the managers of the Altai factories, the Polzunov machine was broken down, and the factory where the machine worked was broken down. The remaining ruins have retained the popular name “Polzunovskoye Ashes”.

Thus, the Russian serf mechanic Ivana Ivanovich Polzunov created a steam engine, and, unlike Watt, he made it from scratch and did not have working samples before his eyes.

2. Cherepanov steam locomotive

In 1834, at the Vyisky plant, which was part of Demidov’s Nizhny Tagil factories, Russian mechanic Miron Efimovich Cherepanov, with the help of his father Efim Alekseevich, built the first steam locomotive in Russia entirely from domestic materials. This word did not yet exist in everyday life, and the locomotive was called a “land steamer.” Today, a model of the first Russian steam locomotive, type 1-1-0, built by the Cherepanovs, is kept in the Central Museum of Railway Transport in St. Petersburg.

The design of this locomotive and the history of its creation were described in the fifth issue of the Mining Journal for 1835. From this article we know that when creating the steam locomotive, the Cherepanovs encountered several technical problems. In particular, initially the boiler did not produce enough heat and did not produce the required amount of steam. The Cherepanovs also faced the problem of creating a reverse device, which made it possible to change the direction of movement of the locomotive without turning around. Both technical problems were successfully resolved by the Cherepanov engineers.

The Mining Journal wrote that the first problem was solved by increasing the number of smoke pipes (the number of which was increased to eighty), and the second by using a mechanism consisting of an eccentric wheel that drove steam valves, which regulated the direction of steam inlet into the cylinder.

The first locomotive had a working weight of 2.4 tons. Its experimental trips began in August 1834. The production of the second locomotive was completed in March 1835.

It had slightly increased dimensions of the boiler - length up to 6 feet (1829 mm), diameter up to 3 feet and 4 inches (1016 mm) and cylinders - stroke up to 10 inches (254 mm) and diameter up to 7.5 inches (190. 5 mm). This made it possible to increase the power from 30 to 40 hp. With. From the drawing of a steam locomotive made from life by Efim Cherepanov's nephew Ammos, it follows that the runner wheelset of the second locomotive had a wheel diameter smaller than the driving one.

The second locomotive could transport cargo already weighing 1000 pounds (16.4 tons) at a speed of up to 16 km/h. The track on which the Cherepanovs' locomotives were tested had a gauge of 2 arshins and 5 vershoks (1645 mm). And in 1836, under their leadership, a cast-iron road was built from the Vyisky plant to the Copper mine, 3 miles long. At the same time, the mechanics independently solved a number of design and technical problems: they created a multi-tubular boiler for the locomotive, steam distribution and reverse motion, and laid a more convenient and economical wide gauge.

Self-taught serf inventors Efim Alekseevich Cherepanov and his son Miron came from the assigned peasants of the Vyisky plant. Efim Alekseevich, being a dam master, in 1820, with his “art and diligence,” built the first steam engine, which drove a lathe and replaced the labor of two people. Among the almost 25 devices later designed by the Ural craftsman with the help of his son, there were hand-lifting, drainage, screw-cutting, planing and gold-washing machines with power from 5 to 60 hp. According to the Cherepanovs themselves, all their lives they tried to “relentlessly start machines for the benefit of the factories and to ease the efforts of the working people.” Father and son were well acquainted with various technical innovations that were being introduced at that time at large enterprises in Russia, England and Sweden.

Meanwhile, the management of the Nizhny Tagil plant, and the manufacturer himself N. Demidov, were very skeptical about the construction of steam engines. They were much more concerned about why demand for Ural iron began to fall abroad. But none of them wanted to admit that the whole point was the technical backwardness of domestic factories, unable to achieve high quality metal.

To establish the truth, Demidov sent the elder Cherepanov to England, because he considered him an intelligent and technically competent specialist. However, as one might expect, the British did not greet the Russian mechanic very warmly, because they were not interested in sharing their experience and secrets of metal production with competitors. Moreover, in England the guest was recognized as a spy and was no longer allowed into many factories. Judging by the surviving letters, Efim was only able to visually survey the wonders of overseas technology, since he was not allowed to see the drawings and documents. Nevertheless, he coped with his main task. Cherepanov was once again convinced that in order to improve the quality of metal produced in the Urals, it is necessary to mechanize the labor of workers. And most importantly, in England he saw for the first time a steam-powered railway in operation, connecting the Middleton coal mines with Leeds.

In 1825, Demidov sent both Cherepanovs to Sweden to study mining and metallurgical industries, as well as “to inspect machines.” In 1833, Miron Cherepanov visited England, where he was interested in the work of rail transport.

The pinnacle of the Cherepanovs' creativity was their creation in 1834 of the first Russian steam locomotive. Here is an eyewitness account of the first voyage of the Cherepanovs’ steam locomotive: “That day people walked to the Vyyskoye field and stood along the line of cast iron wheel ducts. The heavy factory gates opened, and soon a land steamer appeared - an unprecedented machine, unlike anything else, with a tall, smoking chimney, sparkling with polished bronze parts. Miron Cherepanov stood on the platform at the handles.

Puffing steam, flashing the spokes of the wheels, the steamer rolled past the silent crowd. Then Myron turned some kind of handle, a cloud of steam flew out of the pipe, and the car accelerated. The driver brought the locomotive to a dead end and reversed. The car went back very quickly. The steamer made its next voyage with a trailer wagon carrying 200 pounds of cargo. And later, about two or three dozen people climbed into the carriage, wishing to become the first passengers.”

For the design and construction of various machines, Efim Alekseevich was awarded a silver medal on the Annen Ribbon in 1833. He and his wife were given their freedom. His son Miron became free three years later. The rest of the family remained serfs. The Cherepanovs took it hard to hear about the construction in 1837 near St. Petersburg of the country's first railway to Pavlovsk (27.5 km) by foreign specialists and about the purchase of steam locomotives for it in England and Belgium. The Nizhny Tagil railway had already been operating for two whole years. In 1837, the Cherepanovs built a model of a steam locomotive for an industrial exhibition in St. Petersburg. However, the “steamboat” they created was of no interest to anyone. Efim Alekseevich died in 1842. After the death of his father, Miron Efimovich continued to work in factories, but in 1849 his life suddenly ended.

Unfortunately, unlike stationary steam engines, which were in demand by Russian industry at that time, the first Russian railway of the Cherepanovs was not given the attention it deserved. The now found drawings and documents characterizing the activities of the Cherepanovs indicate that they were true innovators and highly gifted masters of technology. They created not only the Nizhny Tagil railway and its rolling stock, but also designed many steam engines, metalworking machines, and built a steam turbine.

Despite the quite successful designs, the Cherepanovs' locomotives did not become widespread. One of the reasons is considered to be opposition from horse-drawn carriage contractors who did not want to lose their income. But besides this, there were some objective reasons.

Firewood was used as fuel in the Cherepanov locomotives. The locomotive consumed them in such quantities that very soon a problem arose with their transportation. The entire forest in the vicinity of the railway was cut down, and firewood had to be transported from afar. This also greatly influenced the fate of the locomotive. For example, Stephenson's first steam locomotives worked on transporting coal from coal mines, which was used as fuel.

The local history museum in Nizhny Tagil houses a drawing of the first steam locomotive in Russia, designed by the Cherepanovs. The team of the Nizhny Tagil plant named after Kuibyshev built a working model based on it. Now a copy of the Cherepanov steam locomotive and three carriages are on display near the Vysokogorsky mine.

3. Developmentdomesticsteam locomotive building

In 1843, the construction of the St. Petersburg-Moscow Railway began, this became the impetus for the start of Russian steam locomotive building.

The first steam locomotives for this road were built by the Aleksandrovsky plant in 1845. These were freight trains of type 0-3-0 and passenger trains of type 2-2-0. To understand what kind of locomotives these were, it is necessary to explain how the type of freight train is deciphered. The first number means the number of running axles - they help the locomotive fit better into curves and relieve some of the load on its front part. The second number means the number of coupling axles (they are also called driving axles) - the operating torque from the engines is directly transmitted to these axles. It is the wheels on these axles that set the locomotive, and with it the entire train, in motion. The third number means the number of supporting axles - they help to better distribute the weight of the locomotive on the rails, somewhat relieving its rear part

The first Russian serial locomotive has not survived to ours. But the contemporary model has been preserved. The G series freight locomotive was a conversion of the first Russian freight locomotive. Used on the Nikolaev railway since 1863.

Already in the mid-60s of the 19th century, rapid construction of railways began in Russia, which, accordingly, led to an increase in the need for steam locomotives.

In 1868, the government entered into contracts with a number of Russian factories. In 1869, the construction of steam locomotives began at the Kolomna and Kama-Votkinsk factories; in 1870 - at the Nevsky and Maltsevsky factories; in 1892-1900 - in Bryansk, Putilov, Sormovsk, Kharkov and Lugansk.

The structure of steam locomotives in Russia developed in a special way. The Russian school of locomotive building was formed. Outstanding Russian engineers and designers A.P. Borodin, E.E. Noltein, V.I. Lopushinsky and others created a number of new types of steam locomotives and introduced many improvements on them.

In 1878, the world's first passenger steam locomotives with a front bogie were built at the Kolomensky Plant, which helped improve train safety. Such locomotives appeared abroad only in 1892. Steam locomotives with four moving axles, which appeared in Russia back in the 60s of the 19th century, were continuously improved and by 1893 were widely used on railways.

In 1891, for the first time in the history of locomotive building, a steam locomotive with steam condensation was built.

At the end of the 19th century, Russian engineers were the first in the world to use steam superheaters. During the same period, they were the first to use double expansion of steam on steam locomotives. The principle of unification and interchangeability of parts and assemblies in steam locomotives was justified and used. The construction of articulated steam locomotives was organized - long before their appearance in America.

At the end of the 19th century, the foundations of the doctrine of train traction were laid, which was transformed by Russian and Soviet scientists into a science that makes it possible to accurately calculate the mass of a train, the speed and time of its movement, determine braking distances depending on the track profile and the availability of braking means for the train, and solve many problems. tasks related to the use of power and traction characteristics of locomotives.

By the beginning of the 20th century, Russia was completely freed from foreign dependence in the field of steam locomotive building. By this time, many remarkable design forms of Russian steam locomotives had been created, the further development of which led to the most advanced models of steam locomotive construction.

4. Interesting facts about steam locomotives

The most trouble-free locomotive. In 1912, this locomotive was assigned the OB series, which stands for “main Walshart” (this is a steam distribution mechanism named after the inventor). The new locomotive turned out to be a trouble-free machine, easy to repair and maintain. The locomotive was “omnivorous” and could be heated with coal, fuel oil, wood and peat. Until 1925, the locomotive was used for both train and shunting work.

In the next decade, in connection with the general renewal of the locomotive fleet of the USSR, the locomotive was transferred to secondary lines, and from the mid-30s, OV locomotives were used mainly for shunting work and industrial transport.

The most straightforward and stupid locomotive. The beginning of the twentieth century became a peak in the history of the development of steam locomotive engineering. Not surprisingly, each country tried to surpass its opponents in speed, power and size. The then young USSR did not lag behind its neighbors and in 1934 produced a 21-meter locomotive of the AA series (Andrei Andreev) - the only “mainline” 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 and, in fact, this was what killed it. He walked well in a straight line, but with curves he did not work out from the very beginning - he upset the tracks at turns and went off the rails at switches. In addition, even “settling” the colossal machine somewhere was problematic: “AA” simply did not fit on the turntables and in the stalls of locomotive depots. Therefore, almost immediately it was laid up, and in the 1960s it was ingloriously cut into metal.

The most popular locomotive. The Russian and subsequently Soviet “E” class steam locomotive became the most popular locomotive in the entire history of steam locomotive construction. The first cars of this type hit the rails back in 1912, the last, already significantly modified, in 1957. Moreover, not only six domestic, but also more than two dozen foreign factories worked on the production of “Eshaks”. 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. And although it’s unlikely that you’ll be able to see “Eshki” on the line now - perhaps on a pedestal - you can see them on the move in many films, from “The Elusive Avengers” to “The Admiral”.

The most unique locomotive. The steam locomotive "IS" - "ISka" became the pride of the Soviet steam locomotive industry - at the time of its creation it was the most powerful passenger steam locomotive in Europe, and it was the one that won the Grand Prix at the Paris World Exhibition in 1937. It was the IS that drove the Red Arrow. And it was the “Stalins” that were the fastest, 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 highly unified with the FD freight locomotive - "Felix Dzerzhinsky", which greatly simplified its repair and operation. It was to the “FD” series that the “IS” steam locomotive was eventually classified: in 1962, at the height of the fight against the cult of personality, all “IS” were renamed “FDP” with the prefix “passenger”.

The heaviest locomotive. Steam locomotive P38 is the heaviest steam locomotive in the history of Soviet locomotive building (and taking into account the weight of the tender, in the history of all Soviet locomotives), the service weight of which with the tender was 383.2 tons with a length of 38.2 m. The series turned out to be limited due to the cessation of production of steam locomotives in our country there are only 4 freight locomotives produced in the USSR in 1954-1955. The length of the locomotive is 22.5 m and the tender is 15.7 m, the operating weight of the steam locomotive is 213.7-214.9 tons + tender 168 tons with water and coal, design speed is 85 km/h and power is 3,800 hp.

Conclusion

The history of the steam locomotive is inextricably linked with the history of the steam engine, which became the predecessor of the steam locomotive. The first steam engine was invented by Russian mechanic I.I. Polzunov, however, due to certain circumstances, recognized James Watt as the inventor of the first steam engine.

The first steam locomotive in Russia was built at the Nizhny Tagil plant in 1834 by Russian mechanics, serfs Efim Alekseevich Cherepanov and his son Miron Efimovich 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 with a large number of tubes on the locomotive, and also used a special reverse mechanism. Following the first steam locomotive, the Cherepanovs built a second, more powerful steam locomotive in 1835.

However, the Cherepanovs’ cars were not used for the development of railway transport in our country. 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.

List of used literature

1. Koturnitsky P.V. Steam locomotives // Encyclopedic Dictionary of Brockhaus and Efron: in 86 volumes (82 volumes and 4 additional). -- St. Petersburg, 1890--1907

2. Rakov V. A. Steam locomotives of the St. Petersburg-Moscow Railway // Locomotives of Domestic Railways, 1845--1955. -- 1995. -- P. 12--19.

3. Rakov V. A. Steam locomotives of Russian railways, built in the period 1845-1880. General information // Locomotives of domestic railways, 1845--1955. -- 1995. -- P. 11--12.

4. Syromyatnikov S.P. Classification of steam locomotives // Course of steam locomotives. -- 1937. -- T. 1. -- P. 6--7.

5. Shishkin A. D. Creator of the “fiery” machine (I. I. Polzunov). -- Sverdlovsk: Sverdlovsk book. publishing house, 1963. - 83 p.

6. https://ru.wikipedia.org/ [Electronic resource]: Wikipedia. Free encyclopedia

7. http://www.rzd-expo.ru/ [Electronic resource]: All the most interesting things about the railway

8. http://www.techcult.ru/ [Electronic resource]: Techcult. News of high technologies, science and technology

9. http://cmzt.narod.ru/ [Electronic resource]: Central Museum of Railway Transport of the Russian Federation

10. http://www.inventor.perm.ru/ [Electronic resource]: Inventions of Russia

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The history of the invention of the steam locomotive has many controversial issues. It is known that the first attempts to create steam self-propelled machines were a cart on a wooden frame. It was driven by a simple steam boiler and an engine with vertical cylinders, thanks to which the wheels rotated. Despite the fact that Joseph Cugnot is considered the author of the first machines, he did not have to put his invention on rails.

Richard Trevithick

The first to invent a steam locomotive was Richard Trevithick, an engineer from England, who in 1801 first thought out the design of new steam boilers - light and practical, and then patented the world's first steam locomotive, the Puffing Devil. A distinctive feature of this model was its good technical characteristics, but its production was discontinued due to a shortage of steel from which the rails had to be made, because the cast iron rails simply could not cope with the enormous weight of the vehicle and sagged.

7 years later, Trevithick developed a more advanced machine design, capable of moving at speeds of up to 30 km/h. The name “Catch Me Who Can” was not given to this model by chance: in London there were whole competitions in the speed of a car with horses.

Followers of Trevithick

The first steam locomotives in the world were heavy and could not always move on too smooth rails. Therefore, inventors after Trevithick sought to come up with various means that would improve the adhesion of wheels to rails. So, in 1811, William Barton built a new steam engine with three pairs of wheels. The innovation of his approach was the teeth that were equipped with the middle wheels. They were needed to engage with the teeth of the rack laid along the tracks. Of course, the device moved smoothly along the rails, but it created such noise that it had to be abandoned and the teeth replaced with levers on hinges. However, this solution also did not take root.

Another version of the steam locomotive was created by mechanic Forster and blacksmith Hackworth - their machine was called "Puffing Billy", which was explained by the loud noise when releasing steam. The design turned out to be successful, since most of the elements were recreated by analogy with Trevithick’s first model.

In 1813, the Blücher steam locomotive was built, which was invented by George Stephenson. True, he had to work hard to make his vehicle perfect, and it achieved perfection only in 1816, when the third version was released, capable of carrying trains weighing up to 50 tons, reaching a speed of 10 km/h.

Cherepanovs

While steam locomotives were already beginning to travel around the world, in Russia the movement of people between cities was carried out on horse-drawn stagecoaches. The history of steam locomotive building in our country was started by Efim and Miron Cherepanov, the creators of the first Russian steam locomotive. Already in 1830 they began to work on their machine. The “steamboat Dilijan”—that’s what the Cherepanovs called their creation—was ready in 1834. The “iron miracle,” frightening those around him, moved on cast iron rails, was designed to transport ore, and reached speeds of up to 15 km/h.

The Cherepanovs were the first to create a steam locomotive in Russia, but their machine was not in demand, and most models were purchased abroad. By 1880, the number of steam units in our country increased significantly, although their production occupied only a third of the market. But it is believed that it was our engineers who were able to destroy England’s monopoly on their production. The era of steam locomotives lasted until the 50s of the 20th century, and the created vehicles were in use as early as the 70s. Today you can see the first steam locomotives only in museums.

The steam locomotive, which uses a steam engine as a power plant, has long been the dominant type of locomotive and played a huge role in the development of railway communication. It was only in the mid-20th century that steam locomotives replaced diesel and electric locomotives.

Model of the first steam locomotive of the Cherepanovs, Novosibirsk Museum of Railway Equipment.
Photo by: Maxim Votyakov

In Russia, the invention of the word “steam locomotive” is attributed to N.I. Grech, who published the newspaper “Northern Bee” in the middle of the 19th century. Before this, the steam locomotive was called differently: “scooter steam engine”, “steam wagon”, “steam cart”, “steamboat”, “steam stagecoach” and even “steamboat”. In the first reports of the builder of the Tsarskoye Selo railway F.A. Gerstner also uses the names “steam engine”, “steam carriage”, “steam carriage”. But already since 1837, Gerstner has been using the word “locomotive”.

The first steam locomotives that found practical application on small lines of individual industrial enterprises in England were, as is known, built by the English engineer George (George) Stephenson in the period 1814–1828. They tried to build steam locomotives before Stephenson, but they had major shortcomings and could not serve as prototypes for creating efficient locomotives. For example, in 1803, the Englishman Richard Trevithick built a single-cylinder steam locomotive with a bulky gear train; in 1811, the Englishman Blenkinsop, thinking that the adhesion of smooth wheels to the rails was not enough to move the locomotive, built a steam locomotive that had a gear wheel that meshed with a rack laid along the rail track.

Model of the Cherepanov steam locomotive, stored
at the railway transport museum in St. Petersburg

In 1825, Georg Stephenson, at the world's first steam locomotive plant, which he organized in Darlington, built the Locomoshen steam locomotive for the 40 km long Stockton-Darlington Railway. The successful operation of this first public railway in the world contributed to the popularization of a new type of transport, followed by the widespread construction of railways, locomotive factories and steam locomotives themselves. In 1829, Stephenson built the famous steam locomotive "Rocket", all the main elements of which began to be used on other prototypes, in particular, a box-shaped firebox, a boiler with smoke pipes, devices for creating artificial draft with exhaust steam, etc. Georg Stephenson, who played a large role in development of locomotive technology and locomotive engineering, to the question “Who invented the steam locomotive?” rightly answered: “The steam locomotive is the invention not of one person, but of a whole generation of engineers and mechanics.”

Five years after the construction of the “Rocket,” in 1834, at the Vyisky plant, which was part of Demidov’s Nizhny Tagil factories, the Russian mechanic Miron Efimovich Cherepanov, with the help of his father Efim Alekseevich, built the first steam locomotive in Russia entirely from domestic materials. This word did not yet exist in everyday life, and the locomotive was called a “land steamer.” Today, a model of the first Russian steam locomotive, type 1-1-0, built by the Cherepanovs, is kept in the Central Museum of Railway Transport in St. Petersburg.

The creators of the first Russian steam locomotive were Ural craftsmen
Efim Alekseevich Cherepanov and his son Miron Efimovich Cherepanov

“At the first start of this enterprise,” the fifth issue of the “Mining Journal” for 1835 reported about this locomotive, “the Cherepanovs encountered the following difficulties. Firstly, the stove they chose did not produce enough heat, so the boiler took a long time to heat up, and there was not enough steam, and, secondly, they were preoccupied with finding a convenient mechanism for making a steamship capable of walking back and forth without turning, like they make ordinary carts. Given the extraordinary cleverness of the Cherepanovs and the methods given to them, they, however, soon reached their chain; The land steamer they built now sails in both directions along cast iron wheel ducts specially prepared over a length of 400 fathoms (853.5 m). Their steamship was in action several times and showed in practice that it could transport more than 200 pounds (3.3 tons) of weight (ore) at a speed of 12 to 15 versts per hour (13–16 km/h). The steamer itself consists of a cylindrical boiler 51/2 feet (1676 mm) long, 3 feet (914 mm) in diameter, and two steam recumbent cylinders 9 inches (229 mm) long, 7 inches (178 mm) in diameter.

After the first experiments, to increase the heat, a certain number of steam-generating copper tubes were added to the boiler, and now there are up to 80 of them. The reverse movement of the machine, without turning, is now produced by changing the intake of steam in the other direction, by the action of an eccentric wheel driving the steam spools. A supply of combustible material, consisting of charcoal and water required for the action, follows the steamer in a special van, behind which is further attached a decent cart for any luggage or for passengers of 40 people.

Model of the Cherepanov steam locomotive in Yekaterinburg.
Photo by: irina-rodigina

The mentioned cast-iron wheel ducts on which the steamship sailed were assembled at the Nizhny Tagil plant for testing; they are intended for use during the transportation of ores, where they will be transferred in a short time. After testing this steamer, the Cherepanovs began building another similar steamer, somewhat larger than the previous one. It is already being assembled, and there is hope that it will be possible to begin testing it soon.”

The first steam locomotive had a working weight of 2.4 tons. Its experimental trips began in August 1834. The production of the second locomotive was completed in March 1835. Its boiler dimensions were slightly increased - length up to 6 feet (1829 mm), diameter up to 3 ft. 4 in. (1016 mm) and cylinders - stroke up to 10 in. (254 mm) and bore up to 7.5 in. (190.5 mm). This made it possible to increase the power from 30 to 40 hp. With. From the drawing of a steam locomotive made from life by Efim Cherepanov's nephew Ammos, it follows that the runner wheelset of the second locomotive had a wheel diameter smaller than the driving one.

The second locomotive could transport cargo already weighing 1000 pounds (16.4 tons) at a speed of up to 16 km/h. The track on which the Cherepanovs' locomotives were tested had a gauge of 2 arshins and 5 vershoks (1645 mm). And in 1836, under their leadership, a cast-iron road was built from the Vyisky plant to the Copper mine, 3 miles long. At the same time, the mechanics independently solved a number of design and technical problems: they created a multi-tubular boiler for the locomotive, steam distribution and reverse motion, and laid a more convenient and economical wide gauge.

Self-taught serf inventors Efim Alekseevich Cherepanov and his son Miron came from the assigned peasants of the Vyisky plant. Efim Alekseevich, being a dam master, in 1820, with his “art and diligence,” built the first steam engine, which drove a lathe and replaced the labor of two people. Among the almost 25 devices later designed by the Ural craftsman with the help of his son, there were hand-lifting, drainage, screw-cutting, planing and gold-washing machines with power from 5 to 60 hp. According to the Cherepanovs themselves, all their lives they tried to “relentlessly start machines for the benefit of the factories and to ease the efforts of the working people.” Father and son were well acquainted with various technical innovations that were being introduced at that time at large enterprises in Russia, England and Sweden.

Meanwhile, the management of the Nizhny Tagil plant, and the manufacturer himself N. Demidov, were very skeptical about the construction of steam engines. They were much more concerned about why demand for Ural iron began to fall abroad. But none of them wanted to admit that the whole point was the technical backwardness of domestic factories, unable to achieve high quality metal.

Monument to the Cherepanov steam locomotive in Nizhny Tagil.
Photo credit: Hardscarf

To establish the truth, Demidov sent the elder Cherepanov to England, because he considered him an intelligent and technically competent specialist. However, as one might expect, the British did not greet the Russian mechanic very warmly, because they were not interested in sharing their experience and secrets of metal production with competitors. Moreover, in England the guest was recognized as a spy and was no longer allowed into many factories. Judging by the surviving letters, Efim was only able to visually survey the wonders of overseas technology, since he was not allowed to see the drawings and documents. Nevertheless, he coped with his main task. Cherepanov was once again convinced that in order to improve the quality of metal produced in the Urals, it is necessary to mechanize the labor of workers. And most importantly, in England he saw for the first time a steam-powered railway in operation, connecting the Middleton coal mines with Leeds.

In 1825, Demidov sent both Cherepanovs to Sweden to study mining and metallurgical industries, as well as “to inspect machines.” In 1833, Miron Cherepanov visited England, where he was interested in the work of rail transport.

Construction of the first Russian Nizhny Tagil railway
(from a painting by artist Vladimirov)

The pinnacle of the Cherepanovs' creativity was their creation in 1834 of the first Russian steam locomotive. Here is an eyewitness account of the first voyage of the Cherepanovs’ steam locomotive: “That day people walked to the Vyyskoye field and stood along the line of cast iron wheel ducts. The heavy factory gates opened, and soon a land steamer appeared - an unprecedented machine, unlike anything else, with a tall, smoking chimney, sparkling with polished bronze parts. Miron Cherepanov stood on the platform at the handles.

Puffing steam, flashing the spokes of the wheels, the steamer rolled past the silent crowd. Then Myron turned some kind of handle, a cloud of steam flew out of the pipe, and the car accelerated. The driver brought the locomotive to a dead end and reversed. The car went back very quickly. The steamer made its next voyage with a trailer wagon carrying 200 pounds of cargo. And later, about two or three dozen people climbed into the carriage, wishing to become the first passengers.”

For the design and construction of various machines, Efim Alekseevich was awarded a silver medal on the Annen Ribbon in 1833. He and his wife were given their freedom. His son Miron became free three years later. The rest of the family remained serfs. The Cherepanovs took it hard to hear about the construction in 1837 near St. Petersburg of the country's first railway to Pavlovsk (27.5 km) by foreign specialists and about the purchase of steam locomotives for it in England and Belgium. The Nizhny Tagil railway had already been operating for two whole years. In 1837, the Cherepanovs built a model of a steam locomotive for an industrial exhibition in St. Petersburg. However, the “steamboat” they created was of no interest to anyone. Efim Alekseevich died in 1842. After the death of his father, Miron Efimovich continued to work in factories, but in 1849 his life suddenly ended.

Unfortunately, unlike stationary steam engines, which were in demand by Russian industry at that time, the first Russian railway of the Cherepanovs was not given the attention it deserved. The now found drawings and documents characterizing the activities of the Cherepanovs indicate that they were true innovators and highly gifted masters of technology. They created not only the Nizhny Tagil railway and its rolling stock, but also designed many steam engines, metalworking machines, and built a steam turbine.

Despite the quite successful designs, the Cherepanovs' locomotives did not become widespread. One of the reasons is considered to be opposition from horse-drawn carriage contractors who did not want to lose their income. But besides this, there were some objective reasons. Firewood was used as fuel in the Cherepanov locomotives. The locomotive consumed them in such quantities that very soon a problem arose with their transportation. The entire forest in the vicinity of the railway was cut down, and firewood had to be transported from afar. This also greatly influenced the fate of the locomotive. For example, Stephenson's first steam locomotives worked on transporting coal from coal mines, which was used as fuel.

The local history museum in Nizhny Tagil houses a drawing of the first steam locomotive in Russia, designed by the Cherepanovs. The team of the Nizhny Tagil plant named after Kuibyshev built a working model based on it. Now a copy of the Cherepanov steam locomotive and three carriages are on display near the Vysokogorsky mine. In the year of the 170th anniversary of the first Russian steam locomotive, a museum of its creators, the father and son Cherepanovs, was opened in the homeland of the “steam stagecoach” in Nizhny Tagil. The engineers of Uralvagonzavod, who made the model of the Cherepanov mechanism, were able to repeat it only by a third, since most of the descriptions and drawings were irretrievably lost. Only one drawing survived; the rest had to be invented. It was especially difficult to decide how to stitch the body. After all, all known locomotives are made using welding, but it didn’t exist then. We decided to rivet a “steamboat”.

USSR postage stamp. 1978. Cherepanovs' steam locomotive.

Richard Trevithick), the first railway opened in 1825 between Stockton and Darlington, operated by Stephenson steam locomotives. George Stephenson). This locomotive became the prototype for all further developments of steam locomotives. In Russia, the first steam locomotive was developed by the Cherepanov father and son in 1834 (see Cherepanov Steam Locomotives).

origin of name

Trevithick steam locomotive, 1804

The invention of the word “steam locomotive” is attributed to N. I. Grech, who published the newspaper “Northern Bee” in the mid-19th century. Before this, the steam locomotive was called “scooter steam engine”, “steam wagon”, “steam cart”, “steamboat” - by the Cherepanovs and V.A. Zhukovsky, and even “steamboat”. In the first reports of the builder of the Tsarskoye Selo railway, F.A. Gerstner, the following words are found: “steam engine”, “steam carriage”, “steam carriage”. Since 1837, Gerstner has already used the word “locomotive”.

Classification of steam locomotives

Climax steam locomotive

Steam locomotives are divided into:

• By track width:
  • wide gauge, in Russia with a gauge of 1524 mm
  • narrow gauge, in Russia with gauge 1000, 900 and 750 mm
• By type of roads served:
  • main
    • by type of trains served:
      • passenger
      • freight
    • by type of service:
      • train
      • shunting
  • industrial
  • driveways
• By cylinder arrangement:
  • steam locomotive with external cylinders (outside frames)
  • steam locomotive with internal cylinders
• By gender of the couple:
  • saturated steam locomotives (produced until the 1900s)
  • steam locomotives with superheated steam
• By type of steam engine:
  • with a simple (single) expansion steam engine
  • with compounding machine (double expansion)
• According to the number of cylinders - steam locomotives are 2-, 3- or 4-cylinder.
• By type of fuel - with coal, wood or oil heating.
• By type (number and location of driving, supporting and guiding axes).

Axial formula of a steam locomotive

Type, or axial formula The locomotive is indicated by three numbers: the first is the number of running axles (front bogie), the second is the number of driving (“coupling”) axles, the third is the number of supporting axles (under the booth and firebox). In English-language literature, the formula is indicated by the number of wheels, not axles - then to obtain the usual designation, all numbers must be divided by two.

In some cases, individual axial formulas had international names borrowed from American practice, for example:

• 1-3-0 - "Mogul"
• 1-3-1 - "Prairie"
• 2-3-1 - "Pacific"
• 1-4-1 - "Mikado"
• 2-4-2 - Niagara
• 1-5-0 - "Decapod"
• 1-5-1 - "Santa Fe"
• 1-5-2 - "Texas"

The number of coupling axles of a steam locomotive is determined by the calculated traction force and the permissible load on the wheel. In the case when the number of coupling axles turns out to be more than 5, switch to articulated types of locomotives designated 1-3+3-1 or 1-4+4-2. Such a locomotive has two crews, but one common boiler.

Steam locomotives of the same design, built according to the same design, represent the series.

Designation of steam locomotive series in Russia

Fuel is burned in firebox boiler The bottom of the firebox is grate, where combustion occurs. Ash and slag are poured through the grate into ash pit. The firebox is fixed inside the boiler on connections and is completely covered with water in order to make maximum use of the heat of combustion of the fuel.

The boiler is penetrated by many pipes called smoke-burning And heat, surrounded by water filling the boiler, through which smoke from the firebox passes through the entire boiler, enters the smoke box and is then released into the atmosphere through the chimney. The smoke and flame pipes are thus a heat exchanger that transfers the heat of the burned fuel to the water in the boiler.

The water in the boiler heats up and boils. The resulting steam is collected in the boiler located at the top steam room, which in its shape somewhat resembles a bell or a dome. In most steam locomotives, the steam then passes through a superheater.

From the superheater, steam flows through pipes into the steam engine. Spool(spool valve) directs steam alternately to the front and rear steam cylinder, causing the piston located in the cylinder to reciprocate. This movement is transformed into rotational motion through the crank mechanism and is transmitted to the wheels of the locomotive.

Pulverized coal heating

Repeatedly, both in our country and abroad, attempts have been made to use pulverized coal heating. Theoretically, flaring coal dust made it possible to increase the efficiency of a steam locomotive (or increase power while maintaining the volume of the firebox). But the required operational reliability of pulverized coal locomotives was not achieved. The combustion of a mass of coal in a torch flow at high temperatures, occurring not only in the combustion space, but also in the tubular part of the boiler, led to clogging of the rear grate of the furnace and the inner surface of the flame tubes with molten particles of slag, which sharply worsened their thermal conductivity, therefore, reducing the heat transfer from torch to the water in the boiler, and thus reduced the efficiency of the locomotive.

Automatic fuel supply

When the volumes of the fireboxes of powerful steam locomotives reached the limit of the possibility of heating them manually, an urgent need arose to create a mechanical coal feeder. The first attempts to create a mechanical carbon feeder - stoker- were undertaken in the USA in 1889, but they turned out to be unsatisfactory. After many years of research, powerful steam locomotives began to be equipped with two types of stockers: with top and bottom fuel supply. Steam locomotives with a large grate area were also equipped with a “Duplex” stocker - with a double-sided top supply of coal into the firebox. In the USSR, stockers were first installed on FD and IS steam locomotives.

The tenders of some powerful American locomotives were equipped pusher- a mechanical device that loosens frozen coal and moves it to the stoker conveyor.

Disadvantages of a steam locomotive

The disadvantages of a steam locomotive that predetermined its replacement by electric and diesel locomotives are as follows:

• Extremely low efficiency - maximum up to 5-10%. Currently, there are developments that make it possible to increase the efficiency of a steam locomotive to 50-60%, that is, there are practical examples in Switzerland. But at the moment it is too expensive to repurpose production.
• The need to refill the locomotive with water.
• The impossibility of using a system of many units (when one driver controls several coupled locomotives).
• Difficult working conditions for the locomotive crew.

Speed ​​of locomotives

Year	Country/Road	Locomotive name	Speed ​​(km/h)
	France Paris	Cugno steam car	3,5-4
	England / Stockton-Darlington	Stephenson steam locomotive	24
	England/Liverpool-Manchester	Stephenson's "Rocket"	48
	England/Liverpool-Manchester	Sharp & Roberts locomotive	over 100
	France	"Crampton no. 604"	144
	US/New York Central Railroad	No. 999	181
	France / Northern	3.1174	174
	US/Pacific Railroad	Class A Nr. 1	181
	Germany / German Reichsbahn	05 002	200,4
	England/LNER	Class A4 Nr. 4468 Mallard	201,2

History of the locomotive

Modern replica of "Rocket"

The very first steam locomotive was built by Richard Trevithick in 1804, but the first truly efficient steam locomotive, Rocket, was created by George Stephenson in 1830. During the 19th century, steam locomotives were improved, for example, a superheater was invented, and new types of steam engines were introduced (for example, compound machines). By the beginning of the 20th century, an established design of a steam locomotive had developed. At the same time, the steam locomotive had competitors - electric and diesel locomotives. After World War II, steam locomotives stopped being built in Europe and North America. The surviving machines still worked until the sixties and eighties, after which they were taken out of service.

Steam locomotives lasted longer in Asian countries. Thus, in India, steam locomotives were used on broad gauge railways until 1996. In China, steam locomotives were built until the eighties, and they are widely used at the beginning of the 21st century.

A large number of very old (average age 70-80 years) US-made steam locomotives have been preserved in Cuba. The fact is that after F. Castro came to power in Cuba, the United States imposed a trade embargo against Cuba, and, thus, Cuba could not purchase more modern locomotives.

In Europe, Russia and North America today, steam locomotives are used on museum railways, and steam locomotive infrastructure is also maintained (depots, coal reserves, water towers, etc.): a steam locomotive is a strategic vehicle in case of war.

Steam locomotives coloring page

In Russia, passenger locomotives were painted as follows:

• Green or blue: boiler (except smoke box), cylinders, booth and tender;
• Bright red: wheel centers, frame, bogies, buffer beam;
• White: side surfaces of wheel tires and ends of axles;
• Black: all other parts;
• The road name, series and number were painted on the walls of the booth with white paint. The series and number were also repeated on the buffer beam.

Freight locomotive coloring pages:

• Red: locomotive frame, buffer beam, wheels, drawbars (piston for stamping), running bridge along the boiler from the end;
• White: wheel tires;
• Black: all other parts of the locomotive;
• The license plate is red with a red border. It was applied on both sides on the lower part of the driver's booth and on the buffer beam.

Characteristics of a steam locomotive

Steam locomotive S u -250-64

• Design speed is the maximum speed at which the locomotive could move;
• Maximum power;
• Traction force;
• Grate area. The larger this area was, the higher the boiler boost. Steam locomotives with large grates worked better on low-quality coal;
• Boiler heating surface. It consisted of an area of ​​smoke and flame pipes passing from the firebox through the water to the smoke box. The final power of the locomotive also depended on the heating area;
• Axle load. It was measured in tons and showed the degree of influence of the locomotive on the track - the greater this value, the greater the load on the rails when the locomotive passed;
• Operating steam pressure in the boiler. The larger this value, the more power the steam engine provided;
• Cutoff angle. The smaller the value of the steam cut-off angle at the required power, the lower the steam consumption, and, accordingly, the required amount of fuel.

The latest steam locomotives in the USSR carried trains weighing 3000-4500 tons. The power of some series of steam locomotives at a speed of 50 km/h reached 4500 hp. With. The efficiency of the first steam locomotives did not exceed 2-4%, while for the latter it reached 9.3%.

see also

Links

• Websites in Russian dedicated to steam locomotives:
  • parovoz.com (The Parovoz IS website has a database of surviving steam locomotives)

• Separate pages about steam locomotives:
  • History of the invention, development and improvement of the steam locomotive
  • Photos of steam locomotives in the railway museum of St. Petersburg
  • Steam locomotives of unconventional design

Literature

• Nikolsky A. S. Steam locomotives of the S. series - Victoria, 1997.
• Khmelevsky A.V., Smushkov P.I. Steam locomotive (Design, operation and repair). Textbook for technical schools of railway transport. - 2nd edition. - M.: 1979.
• TSB. - 2nd edition.

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