английские танк-паровозы в Тагиле
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Re: английские танк-паровозы в Тагиле
Огромное спасибо за эту и все другие уникальные снимки !!!!
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Ст.1
This article on the railways of the Demidov family at Nizhne Tagil in the Ural Mountains of Russia, with which there were several British connections, is a detailed account of a system mentioned in 'Narrow Gauge in the Urals1 in TNG 166.
It is in two sections: a background to the development of railways at Nizhne Tagil and a detailed discussion on a photo of a Bagnall Delta class 2-6-2T which somehow found its way into the Nizhne Tagil archive. Part of the first story concerns the broad gauge, technically outside the normal remit of The Narrow Gauge but included as belonging to the overall story.
DEMIDOV, NIZHNE TAGIL AND THE BRITISH CONNECTION
Keith Chester
Construction of an ironworks at Nizhne Tagil (Lower Tagil) in the Ural Mountains of Russia was begun by Akinfy Demidov (1678-1745) in 1725. The son of a famous ironworker, Demidov had chosen his site well: it was near the Vysokaya mountain, which was formed from pure magnetite; it was surrounded by thick forests to supply the charcoal for smelting the iron ores and finally it was situated on the fast running river Tagil. This both powered the machinery of the works and offered (at certain times of the year) a means of transport for finished products.
Demidov was evidently a man of great industry and eventually became the master of well over a hundred mining, metal working and other enterprises throughout Russia. Upon his death in 1745, however, this sprawling empire was split up and the six works which by then comprised the Tagil group were inherited by Nikolae Nikitich Demidov. Togetherthese plants formed an integrated unit. Pig ironfromthe NizhneTagil works wassuppliedtooneoftheother sites, each of which specialised in a different finishing process. By the end of the eighteenth century, the number of plants in the group had increased to nine, to which were added several small rolling mills during the nineteenth century.
In the second half of the nineteenth century, however, the traditional metallurgy industry of the Urals was under threat from the new southern Russian iron industry centred on the Donetz basin. This not only benefited from superior transportation links with the principal markets in western Russia, but also could produce more cheaply in modern plants.
Thus, whilst Nizhne Tagil had always been a centre of technological innovation, open to the import and application of ideas from abroad, and to the employment of foreign specialists, by the beginning of the twentieth century these were no longer sufficient to preserve its competitiveness. For, in addition to the handicap of its geographical location, the Nizhne Tagil group of works was being crippled by high production costs. A great part of these arose from the need to move semi-finished products from plant to plant to complete the next stage of the manufacturing process. In 1901, for example, it was noted that the transformation of Martin steel into finished products involved transportation between the following works: Visimo-Utkinsk to Laisk; Laisk to Nizhne Tagil; Nizhne Tagil to Visimo-Utkinsk and finally back to Nizhne Tagil to be finished. This was certainly not very economic.
This drawing of their first locomotive was prepared by the Cherepanovs in 1839. (Aleksandr Kolesov collection)
Ст.2
he official Hudswell Clarke view of SAN DONATO, works number 850 of 1895.
(R.N. Redman collection)
Under a 1913 scheme the smaller works were to be closed and the three plants with the best access to the broad gauge Perm Railway (Nizhne Tagil, Nizhne Saldinsk and Verkhne Saldinsk) were to be reconstructed and expanded. Implementation of this project commenced almost immediately, but was brought to an abrupt halt by the outbreak of the First World War. Work resumed in the 1920s and was completed nearly twenty years after its conception during the great dash for industrialisation of the First and Second Five-Year Plans. The old Nizhne Tagil plant remained in operation alongsidethe new works (Novo Tagil) erected in 1929-32. It was integrated into the new iron and steel works in 1957, but was finally closed in 1987. It is now being transformed into an industrial museum.
Railways at Nizhne Tagil
Given the innovative traditions of Nizhne Tagil it is perhaps not surprising that the very first steam locomotives (or as they were called at the time "land-steamships") to be constructed in Russia were erected by two master mechanics employed at the works, Miron Cherepanov (1803-49) and his father Yefim (1774-1842). In 1833Miron visited England on a study tour and was deeply impressed by the steam locomotives he saw there. Upon his return to Russia he set about building a steam loco together with his father. Just how much of the loco's design was the work of the Cherepanovs is unclear as it is not known whether Miron had brought back with him any detailed drawings from England.
The first loco, a 2-2-0, was completed in August 1834 and the second, presumably also a 2-2-0, in March 1835. Both were remarkable for being built entirely of components manufactured locally. Information on the two locos is vague and often contradictory; some authors, for example, state that they developed 3HP, whilst others claim 30HP. The principal dimensions of the two locos would appear to have been similar (the cylinders of the first loco measured 229mm x 178mm and those of the second 254mm x 190mm), but exactly how they differed is now impossible to ascertain. But differ they did. The first one was somewhat shy of steam, but once this difficulty had been overcome it proved capable of hauling 200 pud (3.3t) at a speed of 12 to 18 verst per hour (13 to 19 km/h); the second loco, however, could manage 16.5t, so clearly it was an improved version of the first.
To test the locos, approximately 850m of track with a gauge of 1645mm was laid at the Vyisk copper factory. It was also intended to construct a 3.3km long railway linking the copper mine with the works, yet, despite the apparent success of the trials and of the Cherepanovs's locomotives, this scheme was abandoned. In 1852 such a line was
Ст.3
FACTORIES AND RAILWAYS AT NIZHNE TAGIL AT THE BEGINNING OF THE TWENTIETH CENTURY
finally built; this, however, was horse-worked. Of the two locos little more is known. One at least was overhauled in 1837 and they are believed to have been demonstrated in the area on several occasions, but to no avail.
Presumably, the benefits and the potential of the steam-worked railway fell foul of Russian conservatism and it was not until 1878 that a locomotive-hauled railway was opened in the Ural Mountains. Thereafter, a number of purely local steam-worked industrial lines began to be built in the area; these, like the 1878 railway, were invariably narrow gauge (at least ten different gauges are known to have been used) and were either internal systems or connected a works with the nearest river. Broad gauge main line railways, however, came relatively late to the Urals, the first line connecting the region with western Russia was that between Ekaterinburg and Chelyabinsk, which opened in October 1896.
The previous year, construction had finally started of both 1524mm and a 884mm gauge railways to serve the various works of the Nizhne Tagil group. In 1908 the "main line" of the broad gauge railway passed to the control of the MRS (Ministerstvo putei soobshcheniia: Ministry of Ways of Communications (pre 1918 & post 1946) and subsequently was extended to Alapajevsk. Between 1895 and 1901 five 0-6-OSTs were obtained from Hudswell Clarke; these were all of the well-known San Donato class. (San Donate was the name of the estate in Italy of Prince Anatole Demidov (1812-70), perhaps the most famous scion of the by now fabulously wealthy Demidov family.)
Ст.4
The Nizhne Saldinsk works in 1911 with one of the Hudswell Clarke 0-6-OSTs drifting by in the foreground.
(Aleksandr Kolesov collection)
Karlsruhe 0-6-OT 1470/1897 as supplied to the Visimo-Utkinsk Railway.
(Uwe Bergmann collection)
Ст.5
One of the three broad gauge 0-6-2Ts delivered to Demidov between 1912 and 1914. (Uwe Bergmann collection)
San Donate 0-6-OST HC 450/1895 0-6-OST HC 497/1898
0-6-OST HC 468/1896 0-6-OST HC 592/1901
0-6-OST HC 469/1896
Additionally, three 0-6-2Ts were also obtained from Vulcan of Stettin and these eight locos formed the total broad gauge fleet up to 1917.
0-6-2T 0-6-2T 0-6-2T
Vulc Vulc Vulc
2796/1912 2897/1914 2898/1914
The Hudswells at least were long-lived locos and the allocation of four of them in the 1940s was as follows:
Nizhne Tagil Iron & Steel Works "Kuibyshev" : 450 (withdrawn 10/1950) & 469 (withdrawn 5/1961) vUzhne Salbinsk Iron & Steel Works : 468 (withdrawn 2/1969) Alapejevsk Iron & Steel Works : 592 (withdrawn after 1949).
With domestic locomotive manufacturers unable to deliver modern, powerful narrow gauge locos in the 1920s, Soviet industry was forced to purchase engines abroad. Among these were three O&K 2-8-2Ts supplied to "Uralmet" for the Bogoslovsk - Sosvinsk Railway which were transferred to the Visimo - Utkinsk line in 1940. Illustrated here is O&K 174477 1928. (Uwe Bergmann collection)
Ст.6
Construction of the 884mm gauge line, known as the Visimo - Utkinsk Railway, was begun in 1895. The section between Nizhne Tagil and Antonovsk zavod (Antonov works) saw its firsttrains in 1896 and in the July of the following year, all 64km of the line were open to traffic, including the 12km branch to Dunitz. The main loco depot was at Vysokaja Gora (= high mountain). By 1913 nine steam locos were in use on the line, but unlike the broad gauge with its Hudswells, these were all purchased in Germany. From 1930 to 1942 this narrow gauge line was part of the NKPS (Narodnyi Komissariat putei soobshcheniia: People's Commissariat of Ways of Communications (1918-46) and acquired additional locomotives from the nearby 875mm gauge Bogoslovsk - Sosvinsk Railway.
In 1937, two of the Karlsruhe 0-6-OTs, nos. 1442 and 1470, were sold to the Nizhne Tagil steel works for shunting. As of 1 February 1942, the railway came under the control of the Novo Tagil steelworks. Today this organisation, now known as the Nizetagilskii metallurgichesky zavod im. V.V. Kuibysheva (= V.V. Kuibyshev Nizhne Tagil Metallurgic Works),still operates the narrowgauge railway. Although primarily serving the steelworks, passenger services were, and still are, operated over the line.
In 1960, the entire railway was closed for regauging purposes and converted to 750mm. This was necessitated by the difficulty of obtaining new locomotives and rolling stock for the unusual gauge of 884mm. At the same time, the opportunity was taken to dieselise the line. In May 1961 two of the O&K 2-8-2Ts were transferred to the "Uralets" wagon repair works, where they found employment for a few more years as stationary boilers, but all the other locos were cut up.
Additionally, a metre gauge forestry railway was opened near Tupinsk during the First World War. This is known to have been operating two 0-8-Os in 1926, nos. 48 & 54, the former a product of Kolomna. This forestry railway was later rebuilt to 750mm gauge.
I would like to thank Aleksandr Kolesov for his assistance in the preparation of this article.
Kolomna built six of these 0-6-2Ts for the 900mm gauge Sarukhanovo-Kurinsk Railway in 1913-15, where they were designated class bp. Four were later transferred to Bogoslovsk, where they were numbered SHKP.27-30; two of these had a brief (andpresumably unsatisfactory) sojourn on the Visimo - Utkinsk Railway in the late 1930s. bp.3 was Kolo 4484/1914.
(Keith R. Chester collection)
Ну и гугперевод -
По переводу статьи выше -
Оригинал:
Ст.1
This article on the railways of the Demidov family at Nizhne Tagil in the Ural Mountains of Russia, with which there were several British connections, is a detailed account of a system mentioned in 'Narrow Gauge in the Urals1 in TNG 166.
It is in two sections: a background to the development of railways at Nizhne Tagil and a detailed discussion on a photo of a Bagnall Delta class 2-6-2T which somehow found its way into the Nizhne Tagil archive. Part of the first story concerns the broad gauge, technically outside the normal remit of The Narrow Gauge but included as belonging to the overall story.
DEMIDOV, NIZHNE TAGIL AND THE BRITISH CONNECTION
Keith Chester
Construction of an ironworks at Nizhne Tagil (Lower Tagil) in the Ural Mountains of Russia was begun by Akinfy Demidov (1678-1745) in 1725. The son of a famous ironworker, Demidov had chosen his site well: it was near the Vysokaya mountain, which was formed from pure magnetite; it was surrounded by thick forests to supply the charcoal for smelting the iron ores and finally it was situated on the fast running river Tagil. This both powered the machinery of the works and offered (at certain times of the year) a means of transport for finished products.
Demidov was evidently a man of great industry and eventually became the master of well over a hundred mining, metal working and other enterprises throughout Russia. Upon his death in 1745, however, this sprawling empire was split up and the six works which by then comprised the Tagil group were inherited by Nikolae Nikitich Demidov. Togetherthese plants formed an integrated unit. Pig ironfromthe NizhneTagil works wassuppliedtooneoftheother sites, each of which specialised in a different finishing process. By the end of the eighteenth century, the number of plants in the group had increased to nine, to which were added several small rolling mills during the nineteenth century.
In the second half of the nineteenth century, however, the traditional metallurgy industry of the Urals was under threat from the new southern Russian iron industry centred on the Donetz basin. This not only benefited from superior transportation links with the principal markets in western Russia, but also could produce more cheaply in modern plants.
Thus, whilst Nizhne Tagil had always been a centre of technological innovation, open to the import and application of ideas from abroad, and to the employment of foreign specialists, by the beginning of the twentieth century these were no longer sufficient to preserve its competitiveness. For, in addition to the handicap of its geographical location, the Nizhne Tagil group of works was being crippled by high production costs. A great part of these arose from the need to move semi-finished products from plant to plant to complete the next stage of the manufacturing process. In 1901, for example, it was noted that the transformation of Martin steel into finished products involved transportation between the following works: Visimo-Utkinsk to Laisk; Laisk to Nizhne Tagil; Nizhne Tagil to Visimo-Utkinsk and finally back to Nizhne Tagil to be finished. This was certainly not very economic.
This drawing of their first locomotive was prepared by the Cherepanovs in 1839. (Aleksandr Kolesov collection)
Ст.2
he official Hudswell Clarke view of SAN DONATO, works number 850 of 1895.
(R.N. Redman collection)
Under a 1913 scheme the smaller works were to be closed and the three plants with the best access to the broad gauge Perm Railway (Nizhne Tagil, Nizhne Saldinsk and Verkhne Saldinsk) were to be reconstructed and expanded. Implementation of this project commenced almost immediately, but was brought to an abrupt halt by the outbreak of the First World War. Work resumed in the 1920s and was completed nearly twenty years after its conception during the great dash for industrialisation of the First and Second Five-Year Plans. The old Nizhne Tagil plant remained in operation alongsidethe new works (Novo Tagil) erected in 1929-32. It was integrated into the new iron and steel works in 1957, but was finally closed in 1987. It is now being transformed into an industrial museum.
Railways at Nizhne Tagil
Given the innovative traditions of Nizhne Tagil it is perhaps not surprising that the very first steam locomotives (or as they were called at the time "land-steamships") to be constructed in Russia were erected by two master mechanics employed at the works, Miron Cherepanov (1803-49) and his father Yefim (1774-1842). In 1833Miron visited England on a study tour and was deeply impressed by the steam locomotives he saw there. Upon his return to Russia he set about building a steam loco together with his father. Just how much of the loco's design was the work of the Cherepanovs is unclear as it is not known whether Miron had brought back with him any detailed drawings from England.
The first loco, a 2-2-0, was completed in August 1834 and the second, presumably also a 2-2-0, in March 1835. Both were remarkable for being built entirely of components manufactured locally. Information on the two locos is vague and often contradictory; some authors, for example, state that they developed 3HP, whilst others claim 30HP. The principal dimensions of the two locos would appear to have been similar (the cylinders of the first loco measured 229mm x 178mm and those of the second 254mm x 190mm), but exactly how they differed is now impossible to ascertain. But differ they did. The first one was somewhat shy of steam, but once this difficulty had been overcome it proved capable of hauling 200 pud (3.3t) at a speed of 12 to 18 verst per hour (13 to 19 km/h); the second loco, however, could manage 16.5t, so clearly it was an improved version of the first.
To test the locos, approximately 850m of track with a gauge of 1645mm was laid at the Vyisk copper factory. It was also intended to construct a 3.3km long railway linking the copper mine with the works, yet, despite the apparent success of the trials and of the Cherepanovs's locomotives, this scheme was abandoned. In 1852 such a line was
Ст.3
FACTORIES AND RAILWAYS AT NIZHNE TAGIL AT THE BEGINNING OF THE TWENTIETH CENTURY
finally built; this, however, was horse-worked. Of the two locos little more is known. One at least was overhauled in 1837 and they are believed to have been demonstrated in the area on several occasions, but to no avail.
Presumably, the benefits and the potential of the steam-worked railway fell foul of Russian conservatism and it was not until 1878 that a locomotive-hauled railway was opened in the Ural Mountains. Thereafter, a number of purely local steam-worked industrial lines began to be built in the area; these, like the 1878 railway, were invariably narrow gauge (at least ten different gauges are known to have been used) and were either internal systems or connected a works with the nearest river. Broad gauge main line railways, however, came relatively late to the Urals, the first line connecting the region with western Russia was that between Ekaterinburg and Chelyabinsk, which opened in October 1896.
The previous year, construction had finally started of both 1524mm and a 884mm gauge railways to serve the various works of the Nizhne Tagil group. In 1908 the "main line" of the broad gauge railway passed to the control of the MRS (Ministerstvo putei soobshcheniia: Ministry of Ways of Communications (pre 1918 & post 1946) and subsequently was extended to Alapajevsk. Between 1895 and 1901 five 0-6-OSTs were obtained from Hudswell Clarke; these were all of the well-known San Donato class. (San Donate was the name of the estate in Italy of Prince Anatole Demidov (1812-70), perhaps the most famous scion of the by now fabulously wealthy Demidov family.)
Ст.4
The Nizhne Saldinsk works in 1911 with one of the Hudswell Clarke 0-6-OSTs drifting by in the foreground.
(Aleksandr Kolesov collection)
Karlsruhe 0-6-OT 1470/1897 as supplied to the Visimo-Utkinsk Railway.
(Uwe Bergmann collection)
Ст.5
One of the three broad gauge 0-6-2Ts delivered to Demidov between 1912 and 1914. (Uwe Bergmann collection)
San Donate 0-6-OST HC 450/1895 0-6-OST HC 497/1898
0-6-OST HC 468/1896 0-6-OST HC 592/1901
0-6-OST HC 469/1896
Additionally, three 0-6-2Ts were also obtained from Vulcan of Stettin and these eight locos formed the total broad gauge fleet up to 1917.
0-6-2T 0-6-2T 0-6-2T
Vulc Vulc Vulc
2796/1912 2897/1914 2898/1914
The Hudswells at least were long-lived locos and the allocation of four of them in the 1940s was as follows:
Nizhne Tagil Iron & Steel Works "Kuibyshev" : 450 (withdrawn 10/1950) & 469 (withdrawn 5/1961) vUzhne Salbinsk Iron & Steel Works : 468 (withdrawn 2/1969) Alapejevsk Iron & Steel Works : 592 (withdrawn after 1949).
With domestic locomotive manufacturers unable to deliver modern, powerful narrow gauge locos in the 1920s, Soviet industry was forced to purchase engines abroad. Among these were three O&K 2-8-2Ts supplied to "Uralmet" for the Bogoslovsk - Sosvinsk Railway which were transferred to the Visimo - Utkinsk line in 1940. Illustrated here is O&K 174477 1928. (Uwe Bergmann collection)
Ст.6
Construction of the 884mm gauge line, known as the Visimo - Utkinsk Railway, was begun in 1895. The section between Nizhne Tagil and Antonovsk zavod (Antonov works) saw its firsttrains in 1896 and in the July of the following year, all 64km of the line were open to traffic, including the 12km branch to Dunitz. The main loco depot was at Vysokaja Gora (= high mountain). By 1913 nine steam locos were in use on the line, but unlike the broad gauge with its Hudswells, these were all purchased in Germany. From 1930 to 1942 this narrow gauge line was part of the NKPS (Narodnyi Komissariat putei soobshcheniia: People's Commissariat of Ways of Communications (1918-46) and acquired additional locomotives from the nearby 875mm gauge Bogoslovsk - Sosvinsk Railway.
In 1937, two of the Karlsruhe 0-6-OTs, nos. 1442 and 1470, were sold to the Nizhne Tagil steel works for shunting. As of 1 February 1942, the railway came under the control of the Novo Tagil steelworks. Today this organisation, now known as the Nizetagilskii metallurgichesky zavod im. V.V. Kuibysheva (= V.V. Kuibyshev Nizhne Tagil Metallurgic Works),still operates the narrowgauge railway. Although primarily serving the steelworks, passenger services were, and still are, operated over the line.
In 1960, the entire railway was closed for regauging purposes and converted to 750mm. This was necessitated by the difficulty of obtaining new locomotives and rolling stock for the unusual gauge of 884mm. At the same time, the opportunity was taken to dieselise the line. In May 1961 two of the O&K 2-8-2Ts were transferred to the "Uralets" wagon repair works, where they found employment for a few more years as stationary boilers, but all the other locos were cut up.
Additionally, a metre gauge forestry railway was opened near Tupinsk during the First World War. This is known to have been operating two 0-8-Os in 1926, nos. 48 & 54, the former a product of Kolomna. This forestry railway was later rebuilt to 750mm gauge.
I would like to thank Aleksandr Kolesov for his assistance in the preparation of this article.
Kolomna built six of these 0-6-2Ts for the 900mm gauge Sarukhanovo-Kurinsk Railway in 1913-15, where they were designated class bp. Four were later transferred to Bogoslovsk, where they were numbered SHKP.27-30; two of these had a brief (andpresumably unsatisfactory) sojourn on the Visimo - Utkinsk Railway in the late 1930s. bp.3 was Kolo 4484/1914.
(Keith R. Chester collection)
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"Бороться и искать, найти и не сдаваться"
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Re: английские танк-паровозы в Тагиле
Вдобавок к этой интересной теме.
Две фотографии найденные на просторах интернета из открытых источников.
Вполне возможно, как заметил Алексей Фролов, что на обоих фото изображен один и тот же локомотив.
Из переписки с известнейшим знатоком, Александром Владимировичем Колесовым выяснилась очень интересная подробность, что один из этих паровозов дожил на заводе до 1970 годов.
Что интересно, в фундаментальном труде James W. Lowe "British Steam Locomotive Builders", где даны полные сведения обо всех Британских производителей паровозов, в главе посвященной компании Hudswell & Clarke сведений о поставке паровозов в Россию нет.
Две фотографии найденные на просторах интернета из открытых источников.
Вполне возможно, как заметил Алексей Фролов, что на обоих фото изображен один и тот же локомотив.
Из переписки с известнейшим знатоком, Александром Владимировичем Колесовым выяснилась очень интересная подробность, что один из этих паровозов дожил на заводе до 1970 годов.
Что интересно, в фундаментальном труде James W. Lowe "British Steam Locomotive Builders", где даны полные сведения обо всех Британских производителей паровозов, в главе посвященной компании Hudswell & Clarke сведений о поставке паровозов в Россию нет.
- Вложения
Последний раз редактировалось ho-oleg Ср окт 21, 2020 9:36 pm, всего редактировалось 1 раз.
- ho-oleg
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Re: английские танк-паровозы в Тагиле
Для любителей постройки моделей, вдогонку к предыдущему посту.
Фирма HELJAN производит интересную модельку. Правда масштаб ОО, 1:76, но думаю такой оригинальный паровоз можно построить и в таком масштабе, хоть такая малюська, по моему мнению будет нормально смотреться и в НО.
В интернет магазине Rails of Sheffield, по моему они до сих пор есть и весьма не дорого, что актуально в нынешний исторический момент.
Фирма HELJAN производит интересную модельку. Правда масштаб ОО, 1:76, но думаю такой оригинальный паровоз можно построить и в таком масштабе, хоть такая малюська, по моему мнению будет нормально смотреться и в НО.
В интернет магазине Rails of Sheffield, по моему они до сих пор есть и весьма не дорого, что актуально в нынешний исторический момент.
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Re: английские танк-паровозы в Тагиле
ho-oleg писал(а): ↑Ср окт 21, 2020 9:22 pmВдобавок к этой интересной теме.
Две фотографии найденные на просторах интернета из открытых источников.
Вполне возможно, как заметил Алексей Фролов, что на обоих фото изображен один и тот же локомотив.
Из переписки с известнейшим знатоком, Александром Владимировичем Колесовым выяснилась очень интересная подробность, что один из этих паровозов дожил на заводе до 1970 годов.
Что интересно, в фундаментальном труде James W. Lowe "British Steam Locomotive Builders", где даны полные сведения обо всех Британских производителей паровозов, в главе посвященной компании Hudswell & Clarke сведений о поставке паровозов в Россию нет.
не удивлен что про Россию у них там ни слова.
яркий пример:
в свое время будучи в Лндоне, в Британском музее уа не увидел ни одной(!) картины Русских художников....
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Re: английские танк-паровозы в Тагиле
Это бельгиец завода Леонард.ДНЦГ писал(а): ↑Ср фев 01, 2023 10:46 amПусть пока побудет здесь.
Енакиево, сентябрь 1943 г.
https://railgallery.ru/photo/201092/