In the early 1970s, employees of the All-Union Research Institute of Carriage Building (VNIIV) and the Yakovlev Design Bureau were tasked with creating a domestic electric train capable of reaching a speed of 200 km/h. However, before embarking on the implementation of such an ambitious project at that time, it was necessary to thoroughly study all the features of the interaction of carriage wheels with rails when operating the train at such high speeds.
Experimental Rocket Car
For the purpose of the experiment, a jet train was created, or rather, a laboratory car driven by an aircraft engine mounted on it. Such a design not only allowed to achieve the required speed, but at the same time reduced the risk of distortion introduced by the drive wheels, which are repelled from the rails during rotation.
The idea of creating a train with a jet engine was not original, since in the 60s a similar experiment was carried out in the USA and was widely covered in the world press. The experience of American colleagues was used by Sovietdesigners who performed all assembly work in the shops of the Kalinin (now Tver) Carriage Works. It was there that the first jet train of the USSR was created.
Jet Train
It is known that in order 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 work begun, it was decided to take an easier path and for this purpose use the usual head car of the ER 22 electric train, manufactured by the Riga Carriage Works. Of course, in order to turn a commuter train into a jet train, it was necessary to make certain changes to its design, but in any case it was much cheaper and faster than creating a new model.
Based on the experience of American specialists, the designers of VNIIV and Yakovlev Design Bureau found it expedient to strengthen two jet engines above the driver's cab. In this case, as in the issue with the locomotive, they faced a dilemma - should they design something new or use ready-made engines used in modern aviation? After lengthy discussions, preference was given to the second option.
New life for decommissioned engines
Of all the samples made available to the creators of the jet-powered train, two decommissioned engines from the Yak-40 passenger aircraft (its photo is presented in the article), intended to serve local airlines, were selected. Having exhausted their flight resource, both engines were in excellent condition andcould still serve on earth. Their use was inexpensive and quite reasonable.
In the case of a successful experiment with their installation on a jet train, another very relevant problem for the national economy could be solved, related to the further use of decommissioned aircraft engines that are not suitable for aviation, but quite suitable for ground operation. As Leonid Brezhnev put it in those years: “The economy must be economical.”
A simple and smart solution
In the process of work, the creators of the train with a jet engine had to solve a very important problem ─ how to give the head car of the electric train the aerodynamic properties necessary for carrying out high-speed tests with its help. The problem was its shape, not designed to overcome a powerful oncoming air flow. However, in this case, a simple and rational solution was also found.
Without changing the standard design of the car, the creators of the project used special pads that covered its head, running and tail parts. Their dimensions and shape were calculated in the laboratory of Moscow State University on the basis of data obtained as a result of experiments in which specially made car models were blown in a wind tunnel.
Pointed nose and heat resistant roof
After the engineers tested 15 experimental models in this way, they managed to find the optimal shape in which the head car of a jet train became the most streamlined. ATAs a result, its pointed nose is nothing more than an overlay mounted in the frontal part and creating the conditions under which the drivers looked ahead through the double glass of the fairing and cab.
Another important task was measures aimed at preventing overheating of the roof as a result of exposure to a stream of hot gases escaping from jet engines. To this end, sheets of heat-resistant steel were reinforced on top of the car, under which a thermal insulation layer was placed.
Constructive modifications of the car
In addition, the Soviet jet train, or rather, the experimental car, was stuffed with all kinds of equipment that allowed not only to make the measurements necessary during the experiment, but also to ensure the safety of its movement at such high speeds. It would hardly be an exaggeration to say that none of the wagon components was left without a corresponding refinement, since extreme operating conditions impose special requirements on all systems, including, first of all, the running gear and brakes.
The entire infrastructure of the fastest jet train has been 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 off the railway track, move the train, then when using jet traction, the wheels and rails play the role of only guiding elements that hold the car within a given trajectory.
Brakes and sideways problem
Given that, according to the calculations of the designers, their offspring had to reach speeds of up to 360 km / h, the braking system deserved special attention, capable of stopping a rapidly racing car if necessary. For this reason, completely new models of disc and magnetic rail brakes have been developed.
As for the lateral vibrations of the car, which inevitably occur when moving on the railroad, they were hoped to be extinguished thanks to the gas jet emanating from the jet engine. In practice, these calculations were fully justified.
Long-awaited debut
Finally, all the preparatory work was completed, and in May 1971, on the Moscow region section of the Golutvin-Ozery railway, the first train in the USSR with jet engines was tested. At that time, it had a length of 28 meters and a deadweight of 59.4 tons. To this should be added 4 tons ─ the weight of two jet engines, and 7.2 tons ─ aviation kerosene, which served as fuel for them.
During the first trip, a speed of 180 km / h was recorded ─ quite high for those times, but far from the calculated 360 km / h. The reason for such an unsatisfactory result was not technical shortcomings, but a large number of curved sections of the track, on which, for obvious reasons, it was necessary to slow down.
Nevertheless, the appearance of the first domestic jet train was noted in the press as a significant event. Below in the articlethe cover of the popular magazine "Technique of Youth" is presented, which devoted an enthusiastic article to him.
Further tests
To eliminate possible obstacles, the following tests, carried out in the period 1971─1975, were carried out on the direct main section of the Pridneprovskaya railway between Novomoskovsk and Dneprodzerzhinsk stations. It was there that in February 1972 a jet train from the Soviet Union set a world speed record on a 1520 mm railway track, amounting to 250 km / h. Today you will not surprise anyone with this, 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 railway trains driven by jet traction. The engineers involved in the creation of the first successfully tested sample were ready to start developing a three-car high-speed train. However, their dreams never came true.
Routes unsuitable for fast trains
There are several reasons why turbojet locomotives have not entered mass production. Among them, the inertia and sluggishness of the Soviet economic system played an important role. But besides this, 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,presented many years ago. The curvature radii on them were planned by the designers solely in accordance with the topographical conditions of the area, and for the most part, during their passage, they required a reduction in speed to 80 km / h and below. In order to put high-speed trains into operation, it would be necessary to build new tracks that require significant capital investments, or soften the roundings on old ones, which was recognized as ineffective. None of these options was recognized as promising in the USSR.
The jet train and its attendant problems
Successfully tested meanwhile revealed a number of problems related to the railway infrastructure. In this case, we are talking about open station platforms, which are equipped with all stations in the country without exception. A train rushing past them at a speed of 250 km / h is able to create an air wave that will sweep away all the people on the platform in the blink of an eye. Accordingly, to ensure proper security, their widespread modernization is required, which will also require huge funds.
Among the problems was such a seemingly trifle as gravel, which covered all the railway tracks in the USSR. A jet-powered train, passing by stations and railway crossings, the aerodynamic flow formed around it inevitably raised a huge amount of this bulk material into the air, turning its small particles into a kind of shrapnel. There is only one conclusion ─ for the operation of such trains, all railway tracks would have to be concreted.
End of experiment
Studies 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, a further increase in the speed of movement of rolling stock was recognized at that time as inexpedient, since it inevitably required huge investments.
As for the fastest laboratory car, after the completion of the experiments in 1975, it was sent to the city of Kalinin to the manufacturing plant. Based on the results obtained in the course of the work carried out, appropriate design changes were made to new factory developments, such as the RT 200 locomotive and the ER 200 electric train.
Sad old age
Fulfilled its mission and no one needed after that, the plane car for ten years was in various factory dead ends, rusting and being looted. Finally, in the mid-80s, enterprising guys from the local Komsomol committee came up with the idea to turn it into a fashionable video salon in those years, using for this purpose a body that looked very unusual with engines installed on it.
No sooner said than done. The abandoned car was dragged from the sump to the factory floor and reconstructed in accordance with its new purpose. All the old stuffing was thrown out of it and video equipment and places for spectators were installed on the vacated area. In the former driver's cab anda bar was set up in the vestibule adjacent to it. To top it off, they removed the exterior rust and painted their jet video salon blue and white.
It would seem that his new life will begin, but an unfortunate discrepancy crept into the commercial plans of the Komsomol members ─ they failed to agree with local bandits on an acceptable amount of kickback from the proceeds. And again the long-suffering carriage returned to its dead end, where it spent another 20 years, finally turning into a shed on wheels.
Remembered about him only in 2008, when they were preparing to celebrate the 110th anniversary of the plant. Its streamlined and once aerodynamic nose was cut off, cleaned, painted and used to create a memorial wall installed near the factory entrance. Her photo completes our article.
