The first jet train in the USSR: history, characteristics, photo

In the early 1970s, the staff of the All-Union Research Institute of Carriage Engineering (VNIIV) and the design bureau of Yakovlev set the task of creating a domestic electric train capable of developing a speed of 200 km / h. However, before proceeding to the implementation of such an ambitious project for those times, it was necessary to thoroughly study all the features of the interaction of wagon wheels with rails when operating the train at such high speeds.

Experimental car-rocket

For the purpose of carrying out the experiment, a jet train was created, more precisely, a laboratory car driven by an aircraft engine mounted on it. Such a design not only made it possible to achieve the required speed, but at the same time reduced the risk of distortions introduced by the drive wheels during the rotation by repelling from the rails.

The idea of creating a train with a jet engine was not original, because in the 1960s a similar experiment was conducted in the USA and widely covered in the world press. The experience of American colleagues was used by Soviet designers who carried out all assembly work in the shops of the Kalininsky (now Tver) car-building plant. It was there that the first jet train of the USSR was created.

Jet engine with jet engine

It is known that to create the necessary laboratory car it was originally planned to design a special locomotive that meets all the requirements for it. But in the course of the works started it was decided to go on an easier route and for this purpose to use the ordinary head car of the electric train ER 22, produced by the Riga Carriage Works. Of course, in order to turn a suburban train into a jet train, it was required to make certain changes to its design, but this was in any case much cheaper and faster than creating a new model.

Taking as a basis the experience of American specialists, the designers of VNIIV and KB Yakovlev considered it expedient to strengthen two jet engines over the driver's cab. In this case, as in the matter of the locomotive, they faced a dilemma ─ whether to design something new or to use ready-made engines used in modern aviation? After long discussions, the second option was given preference.

The new life of decommissioned engines

Of all the samples placed at the disposal of the creators of the train on jet propulsion, two decommissioned engines were selected from the Yak-40 passenger airplane (pictured in the article) intended for servicing local airlines. Having exhausted its flying resource, both engines were in excellent condition and could still serve on the ground. Their use was inexpensive and quite reasonable solution.

In the case of a successful experiment with their installation on a jet train, another very urgent problem for the national economy could be solved, related to the further use of decommissioned aircraft engines not suitable for aviation, but quite suitable for ground operation. As Leonid Brezhnev put it: "The economy must be economical."

Simple and reasonable solution

In the process of work, the creators of a train with a jet engine had to solve a very important task - how to give the head car electric trains the aerodynamic properties necessary to carry out high-speed tests with it. The problem was its form, not designed to overcome the powerful counter-flow of air. However, in this case a simple and rational solution was found.

Without changing the standard design of the car, the creators of the project used special lining that covered the head, running and tail parts of it. Their size and shape were calculated in the laboratory of Moscow State University on the basis of data obtained from experiments in which specially manufactured models of the car were blown in a wind tunnel.

Pointed nose and heat resistant roof

After the engineers tested in this way 15 experimental models, they managed to find that optimal form, in which the head car of the jet train became the most streamlined. As a result, his pointy nose is nothing more than an overlay mounted in the frontal part and creating the conditions under which the drivers looked forward through the double glass of the fairing and the cockpit.

Another important task was the measures aimed at preventing overheating of the roof as a result of the influence of the flow of hot gases escaping from jet engines on it. For this purpose, sheets of heat-resistant steel were fastened over the car, under which a thermo-insulating layer was placed.

Structural modifications of the car

In addition, the Soviet jet train, or rather, the experimental car, was stuffed with all sorts of equipment that allowed not only to make the necessary measurements during the experiment, but also to ensure the safety of its movement at such high speeds. It is hardly an exaggeration to say that without any appropriate modification, none of the wagon units remained, as extreme operating conditions make special demands on all systems, including primarily the chassis and brakes.

The entire infrastructure of the fastest ─ reactive - train, was changed due to a number of technical reasons. Suffice it to say that if under normal conditions the engine drives the wheels, forcing them to rotate and pushing the train, pushing the train, then using the reactive traction, the wheels and rails take the role of only the guiding elements that hold the car within the specified trajectory.

Brakes and the problem of lateral oscillations

Considering that, according to the designers' calculations, their offspring should have been able to reach speeds of up to 360 km / h, the braking system deserved special attention, which, if necessary, could stop the rapidly rushing car. For this reason, completely new samples of disk and magneto-rail brakes were developed.

As for the lateral oscillations of the car, which inevitably arise when driving by rail, they were hoping to extinguish it thanks to the gas jet emanating from the jet engine. In practice, these calculations were fully justified.

The long-awaited debut

Finally, all the preparatory work was completed, and in May 1971, the first in the USSR train with jet engines passed the test on the Golutvin railroad near Moscow. At that time, it had a length of 28 meters and a weight of 59.4 tons. To this should be added 4 tons of weight of two jet engines, and 7.2 tons of aviation kerosene, which served as fuel for them.

During the first trip, a speed of 180 km / h was recorded ─ high enough for those times, but far from the calculated 360 km / h. The reason for this unsatisfactory result was not in technical defects, but in a large number of curved sections of the road, on which, for obvious reasons, it was necessary to drop the speed.

Nevertheless, the appearance of the first domestic jet train was noted in the press as a significant event. Below in the article the cover of the popular magazine "Technique of Youth", devoted to him an enthusiastic article, is presented.

Further testing

To eliminate possible obstacles, the following tests, conducted during the period 1971-1975, were carried out on the straight main section of the Dnieper railway between Novomoskovsk and Dneprodzerzhinsk stations. It was there that in February 1972 a jet train from the Soviet Union set a world record for the speed of a 1520-mm railroad track, which amounted to 250 km / h. Today, this is not surprising, but in those years such a result was an outstanding achievement.

Such a high result allowed us to hope that in the coming years the country will begin mass production of high-speed rail trains driven by jet thrust. The engineers who participated in the creation of the first successfully tested sample were ready to begin the development of the three-speed high-speed train. However, their dreams were never to be realized.

Ways unsuitable for high-speed trains

The reasons why locomotives with turbojet traction did not enter into mass production are several. Among them, the inertness and clumsiness of the Soviet economic system played an important role. But, in addition, there were also very significant objective factors that prevented this innovation.

The main obstacle was the Soviet railways, built in accordance with the technical requirements that were presented many years ago. Radii of curvature on them were planned by the designers solely in accordance with the topographic conditions of the terrain and in the majority of their passage required a speed reduction of up to 80 km / h and lower. To put into operation high-speed trains, it would be necessary to build new routes that require significant capital investments, or to soften roundings on old ones, which was recognized as ineffective. None of these options was considered promising in the USSR.

Jet train and its attendant problems

Successful tests revealed a number of problems related to the railway infrastructure. Speech in this case is about open station platforms, which are equipped with all the country's railway stations without exception. The train, passing by them at a speed of 250 km / h, is able to create an air wave that in a blink of an eye will sweep away all the people on the platform. Accordingly, to ensure adequate security, their universal modernization is required, which will also require enormous resources.

Among the problems was such a trifle, as it seemed, like gravel, which covered all railroad tracks in the USSR. A train with jet propulsion, passing by stations and railway crossings, formed around it with an aerodynamic flow inevitably lifted into the air a huge amount of this loose material, turning its fine particles into a kind of shrapnel. Conclusion one - for the operation of such trains would have to concreate all the railway tracks.

Completion of the experiment

The carried out researches have shown that in the 70s most of the railways of the Soviet Union allowed them to develop a top speed of 140 km / h. Only in some areas it could be increased to 200 km / h without increasing the degree of risk. Thus, the further increase in the speed of movement of rolling stock was recognized at that time inexpedient, since it inevitably required huge capital investments.

As for the most high-speed car-laboratory, after completing the experiments in 1975, he was sent to the city of Kalinin to the manufacturing plant. Based on the results obtained in the course of the performed work, appropriate design changes were made to new factory developments, such as the locomotive PT 200 and the electric train ER 200.

Sad old age

Completed his mission and no one needed after that, the aircraft car for ten years was in various factory dead ends, rusting and being looted. Finally, in the mid-80s, enterprising young people from the local Komsomol committee came up with the idea of making a video salon that was fashionable in those years, using for this purpose a body that looked very unusual with the engines installed on it.

Said ─ done. The abandoned car was dragged from the sump to the factory workshop and reconstructed in accordance with its new purpose. All the previous stuffing was thrown out of it and video equipment and places for spectators were installed on the vacated square. In the former cab of the driver and the adjoining tambour, they set up a bar. To top it off, they removed the outer rust and painted their jet video salon in blue and white tones.

It would seem that his new life will begin, but the commercial plans of the Komsomol members have crept into an unfortunate discrepancy ─ it was not possible to reach an agreement with the local bandits about the acceptable amount of rollback from the proceeds. And again the long-suffering car returned to its impasse, where it spent another 20 years, finally turning into a shed on wheels.

They remembered it only in 2008, when they were preparing to celebrate the 110th anniversary of the plant. Its streamlined and created by all the laws of aerodynamics, the nose was cut, cleaned, painted and used to create a commemorative wall, installed near the factory entrance. Her photo ends our article.