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PM-36, which completed the history of steam locomotive building in the USSR

PM-36, which completed the history of steam locomotive building in the USSR
Steam-powered locomotives played such a huge role in the road economy of the USSR that it is simply impossible to overestimate. Their contribution to peaceful construction and military merits are forever inscribed in the history of the now non-existent country.


However, already at the beginning of the XNUMXth century, advanced minds thought about how to transfer the locomotive fleet to electric traction. Most of these engineers were in the United States and advanced European countries. There were such specialists in tsarist Russia. But these were only the first timid attempts, but steam locomotives continued their hegemony on steel lines for several more decades.

ПМ-36, завершивший историю паровозостроения в СССРRed "lampas" - why not a general. Photo: youtube.com

The Soviet country, one of the last among the industrially developed ones, came to the need for fundamental changes in the locomotive economy. True, the same Americans tipped the scales not in favor of electric traction, but preferred powerful diesel locomotives. Surprisingly, this country today has one of the lowest levels of railway electrification, only 0,5% (less than 1600 out of almost 300 km). But the Soviet leaders preferred electric locomotives, bringing electrified sections to the highest rate in the world.

But this process began to develop actively only from the beginning of the 60s. In the post-war period, everyone was sure that, despite the lower power and efficiency, steam locomotives were more reliable and autonomous. Therefore, new models of such equipment were further developed.

PM-36 - as an update of the locomotive fleet


In the 40s, the passenger locomotive fleet of the USSR consisted of Su (axle load up to 18 tons) and IS (“Joseph Stalin”, a passenger version of FD with an axle load of up to 20 tons). If we add to this a power not exceeding 1500 liters. With. and the adhesion weight is not higher than 55 tons, it becomes clear that they no longer corresponded to the increased passenger traffic. The decision to switch to electric traction was yet to come, so a new, more powerful and faster steam locomotive was needed.

Trailer tender locomotive. Photo: youtube.com

This task was entrusted to the chief designer of the Kolomna plant, Lev Lebedyansky. Under the guidance of an experienced engineer, the design of new equipment took place, which was completed at the end of 1949. Soviet specialists really wanted to please their leader on the eve of his 70th birthday.

At the enterprise, they strained and prepared a prototype P1950-36 for May 0001. The latest developments were used in the locomotive, and the coupling weight increased by 36% (up to 75 tons).


It seemed to all the participants in the testing of the new technology that the Soviet steam locomotive industry was reaching a new, higher quality level. After all, the efficiency of the improved design broke the records of all passenger predecessors, giving a figure of 9,22%. This was facilitated by new technical solutions applied by Soviet engineers:

✅ all-welded boiler
✅ water heater
✅ air drive
✅ mechanical type coal feeder

First, the locomotive went to the Experimental Ring (Shcherbinka). During the tests, the commission was also convinced of the good driving performance of the locomotive. Demonstrating a speed slightly above 86 km / h, the steam unit produced 3077 liters. With. The maximum performance indicator was 3360 "horses". They also checked the equipment on other sections of Soviet roads. The data obtained impressed everyone and the locomotive was recommended for serial production.

He was entrusted to the same Kolomna plant. At the end of 1953 and the beginning of the next assembly shop, the enterprises managed to prepare an experimental batch of six units of road equipment. During the same year, the pace increased, having issued 1955 locomotives by the beginning of 30. The successful development of production and operation allowed at the same time to start mass production. But no one knew that political and other changes in the country would make it very short.

XX Congress of the CPSU as a new milestone in the Soviet locomotive industry


Just a year later, the Soviet society was waiting for grandiose changes. After Nikita Sergeevich Khrushchev debunked Stalin's personality cult and announced more freedom for the Soviet people, another fateful decision was made. At the same congress, the party members decided to change not only the course, but also many other things in the Soviet country. In particular, a resolution was adopted on the development of the production of locomotives for thermal and electric traction. In parallel, a decree was adopted on the complete cessation of steam locomotive building in the USSR.

Of course, for many, such a turn has become painful, but change is always difficult to take root. We have to give up something familiar, in favor of the unfamiliar: stress, reluctance and uncertainty. But, in the Soviet system, it was customary not to discuss, but to fulfill.

Farewell of the plant staff with the last steam locomotive. Photo: youtube.com

The successful design of the PM-36 allowed it to quickly take root on the Oktyabrskaya, Kuibyshevskaya and other leading roads of the country, but the course taken for change did its job. Having received the order from above, local officials rushed to put it into practice. In the late 50s and early 60s, new traction locomotives began to displace the last Soviet steam locomotive from the busiest sections of highways. His story was rapidly approaching its decline.

On June 29, 1956, in a solemn atmosphere, the staff of the Kolomna Plant said goodbye to their offspring. On that day, the last, 251 steam locomotives, left the gates of the enterprise. Thus ended this page of history. But the locomotives themselves continued to operate in places further.

History of the PM-36 after production ended


The locomotive, nicknamed "general" for the longitudinal red stripes on the body sides, was used for almost two more decades. He even managed to drive the train on the famous Red Arrow route, showing excellent driving dynamics.

And in our time, some are still on the go. Photo: youtube.com

But the last locomotive went first to the Kuibyshev road. Then, having changed a number of postscripts, the locomotive ended up in the Far East. Its last non-purpose use was in Ussuriysk since 1982. Here, until the end of the Soviet era, it was used as a boiler room. By the way, this is not an isolated case. Many depots in the 70s and 80s used locomotive boilers to heat their production areas.

His other "comrades" in the mid-70s were assigned to the reserve base of the Trans-Baikal railway. at the beginning of the next decade, they were removed from the inventory and transferred for non-purpose use. Although some of them, who remained on the move, were more fortunate.

For example, locomotive No. 0071 was idle at the Sosnogorsk depot. It seemed that his story would end there. But in the 90s, the commercial idea of ​​retro tourist trains appeared. It was then that Intertek LLC chose him as a locomotive for this business project. After its closure, the locomotive was sold to the Nizhny Novgorod Museum of Railway Transport.

Exhibit of the Nizhny Novgorod Museum. Photo: youtube.com

And today this exhibit is considered by many to be the highlight of the collection. After all, the last Soviet steam locomotive P-36 received a very stylish design, different from its predecessors. Thanks to the red stripe on the protective background, it is easy to recognize from afar.

But board number 00251 experienced an even more touching story. In the early 90s, enthusiasts tried to save the road legend. Thanks to the merits of the group under the leadership of the head of the department of the October Museum V. Voronin, the steam locomotive was released from the captivity of the pipeline (it was used as a boiler room) and transported to St. Petersburg. Many years have gone into restoration and restoration. But today it takes pride of place in the composition of the Museum of Russian Railways.

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Photos used: youtube.com

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