IS (Joseph Stalin) - passenger locomotive. The last steam locomotive of the IS series

By the 1930s On Soviet railways it was necessary to significantly increase the speed of passenger trains. The Su steam locomotive with its maximum speed of 125 km/h and power of 1,500 hp. could no longer meet these requirements. Although the IS series steam locomotive, which appeared in 1932, had a power of up to 3,200 hp, it could not increase its speed. In the 1930s, NIIZhT, together with the Moscow Aviation Institute, conducted comprehensive tests of a locomotive model in a wind tunnel. Based on the results of these studies, in 1937 the Voroshilovgrad plant produced the IS20-16 steam locomotive with a fairing casing. During testing, this locomotive reached a speed of 155 km/h.

Production of steam locomotive No. 6998 was completed in April 1938. The wheel diameter was 2200 mm, and the design speed was 180 km/h. If on steam locomotives of type 2-3-2 of the Kolomna plant all the main parts were designed specifically for these locomotives, then on the steam locomotive of the Voroshilovgrad plant a number of parts of steam locomotives of the FD and IS series were used. Thus, from them the new locomotive received most of the elements of the steam boiler (tubular part, firebox, fittings), cylinders, rear bogie frame, axle liners and wedges, as well as much more. As a result, the repair of the new locomotive was greatly facilitated (especially if there were FD and IS locomotives in the locomotive depot).

To lighten the structure, high-strength steel was used, and welding was also widely used. Also, alloy steel was used to manufacture the driving mechanism, and all the wheels of the locomotive were disc. The supporting and running axles, as well as all axles of the tender, were equipped with roller bearings, and the locomotive was equipped with a wide-pipe superheater L40.

In June 1938, the locomotive arrived at the Slavyansk depot of the South Donetsk Railway and drove fast and courier trains on the Slavyansk - Rostov-on-Don and Slavyansk - Kharkov sections. During the month of operation, the locomotive covered about 6,000 km, and in July of the same year the locomotive was delivered to the Oktyabrskaya Railway for work on the Moscow-Bologoye section. On one of the trips, the locomotive developed a power of 3400 hp on a rise of 8 ‰; at the beginning of the climb the speed was 110 km/h, and at the end - 76 km/h. Working according to the schedule drawn up for the Su series locomotives, the new locomotive per unit of work had an excess fuel consumption of 15% compared to the Su locomotives. Unlike the steam locomotives of the Kolomna Plant, steam locomotive No. 6998 was not tested as thoroughly and its thermal performance characteristics were never fully studied.

After the war, the locomotive was operated at speeds no higher than 70 km/h, so the streamlined hood was removed. Nevertheless, in April 1957, this steam locomotive with a special train reached a speed of 175 km/h, which was the last speed record for steam traction in the USSR.

Not far from the Kyiv main station there is a steam locomotive on a high pedestal with the inscription “USSR” and the number FDp 20-578. But in fact, this is the only surviving one in the world "Joseph Stalin" (IS), a high-speed passenger steam locomotive, the pre-war flagship of the railways of the Soviet Union, which carried the Red Arrow to Leningrad and fast courier trains to the Crimea and the Caucasus. The IP was exhibited in 1938 in Paris, at the World Exhibition, and received awards. And FDp is just its Khrushchev renaming from the late 50s.
That’s how fate ultimately decreed it - of the more than 600 ISs released, only this one, in Kyiv, has been preserved in its entirety. Nowhere else. Approximately half of them “burned out” in the unusual intensive work of transporting military trains in 1941-1942. on the Trans-Siberian Railway, and the rest were mercilessly cut into metal in the 1960s. It's a shame, of course, but it's true.
It is not surprising that the Kiev IP was in my plans as a mandatory object for inspection and filming.

Kiev "IS" can be found if you go from the main station Kiev-Passazhirsky along the covered walkway over the tracks to where the new large station building, built in the early 2000s, is located, and then follow the road to the left.
You can see him there, in the distance.

Let's come closer.
The IS is installed on a high pedestal and is located behind a fence.

Front view.

The projection is slightly from the side.

Side view (locomotive without tender).

Cabin and room.

View of the entire locomotive, with a tender (it has six axles, as you can see).

Nearby is the entrance to the Kyiv locomotive depot.

And now - some historical photographs of the IS steam locomotive in its original, pre-Khrushchev form (all photographs, except for “Red Arrow,” are from the collection of Ivan Andreev).

IS 20-08 in depot.

The first, experimental, copy of the IS 20-1 steam locomotive, produced by the Kolomna Plant in 1932 (in 1935, production was transferred to the Lugansk/Voroshilovgrad Plant). For steam locomotives without a fairing, the design speed was 115 km/h.

IS steam locomotives, “clad” in an aerodynamic fairing, reached speeds of up to 155 km/h.

Here is another photo from the depot (IS on the left).

IS 20-16 with a train (presumably the Moscow - Leningrad line).

Another shot, from a slightly lower shooting point.

Before the war (1937-1941), ISs served mainly fast, high-speed lines: Moscow - Leningrad, Moscow - Minsk - western border, Moscow - Kiev, Moscow - Kharkov - Sinelnikovo - Simferopol, Moscow - Rostov-on-Don - Armavir - Minvody, Kiev - Odessa, Moscow - Kirov - Perm. The ISs also drove the “Red Arrow” (see photo of the Moscow train station in Leningrad, 1938).

After the start of the Great Patriotic War, the fate of the IS-s did not turn out very well: almost all the steam locomotives of this series were transported to the east, mainly to the Krasnoyarsk and East Siberian railways, where they participated in the Trans-Siberian military transportation that took place in the second half of 1941 and the beginning of 1942, an extremely tense character. Since the ISs were initially designed for good coals, for service in depots with a fairly high technological level and for strict compliance with regulations and loads, it is not surprising that after a year and a half of very harsh military operation, many of them became completely unusable. After all, this is a peacetime locomotive, not a wartime locomotive. And yet, with their work, the ISs helped to hold out until the arrival of the American Lend-Lease Ea and Em in 1943, without resuming the production of steam locomotives - the capacity of the factories at that time was much more needed for the production of weapons.

But still, quite a few ISs survived the war and then drove trains in the post-war period.
Here is a very interesting photo of an IS driving a train with all-metal carriages (early 50s).

And one more rare photo: two ISs on the tracks and two IS drivers in front of them.

In the 1960s, almost all ICs were cut into metal.
How and why the real “Joseph Stalin” managed to survive in Kyiv is not entirely clear to me.
They say that Pyotr Krivonos, Hero of Socialist Labor, achieved this, but I don’t know if this is true.

To be continued.

You will laugh, but we had a lot and still have a lot. Since I try to do everything in detail, I will come from afar. Let me remind you once again that in Sapsan we have a train capable of traveling at a speed of 250 km/h. Is this a lot for the 21st century? And what Russia had in the past.

You may laugh, but I'll start with the steam locomotive.

Shilovsky's gyroscopic train
Steam locomotive IS 20 -16- 155km/h
Steam locomotive 2-3-2V – 175 km/h
TEP80 – 160-271km/h
EP200 – 200 km/h
ER200 – 200 km/h
ChS200 – 200 km/h
Sokol – 250-350 km/h
TP-05 magnetic suspension (maglev) – 200-400 km/h
STU – Unitsky String Transport – 200-400 km/h
Sapsan – 250 km/h

So, let's look at everything in order. I kindly ask you to look carefully at each sample, as this is all very important.

Shilovsky's gyroscopic train. 150 km/h

We only managed to complete the project and lay the monorail

The train was to consist of two articulated cars, a motor and a passenger, with 400 streamlined seats, powered by two 240 hp engines. with power transmission. The speed was supposed to reach 150 km/h.
In four months, 12 kilometers of monorail track were built (from Detskoe Selo to Srednyaya Rogatka), and rolling stock was ordered for enterprises in St. Petersburg. However, in May 1922, funding for the project was stopped.

Of course, the single-rail project looks interesting; at the time of the twenties, its economic rationale was captivating - less cast iron for rails, less wood for sleepers, simpler switches... and so on. That is, it was possible to calculate the direct effect, but there were also issues that were only planned to be resolved. Neither security nor infrastructure issues were identified in any way.

From documents. One of the proposed options for rolling stock with 400 seats

In fact, there was a project and an engineer, and there was a proven technology. Back in 1922, we could have gotten high-speed single-rail transport. By the way, the experimental site began to be built under Emperor Nicholas II, and continued under the Bolsheviks after the revolution.

Steam locomotive IS 20 -16- 155km/h (Joseph Stalin)

IS 20-16 with fairing. Moscow station in Leningrad, 1938

Steam locomotive IS (Joseph Stalin, since 1962 - FDp - passenger version of FD; factory designation - 2P, - 2nd type of steam locomotive; nicknames - ISka, ISak) - Soviet mainline passenger steam locomotive of type 1-4-2. At the time of its creation, it was the most powerful passenger locomotive in Europe. Winner of the Grand Prix at the Paris World Exhibition (1937).

Back in the early 1930s, NIIZhT, together with the Moscow Aviation Institute, conducted comprehensive tests of the model locomotive in a wind tunnel, during which it turned out that at speeds above 100 km/h, the use of a streamlined casing, due to the reduction in air resistance, can provide a power gain of 200-250 hp. Tests of this locomotive also confirmed a significant reduction in the harmful drag of the locomotive at high speeds, thanks to which the IS20-16 was able to accelerate up to a speed of 155 km/h.

IC without fairing - casing

After the “decline” of steam locomotive traction, domestic two-section diesel locomotives TE-7 drove passenger trains on the same line at speeds of up to 140 km/h. Then they were replaced by TEP-60 diesel locomotives, capable of reaching speeds even higher - up to 160 km/h.
Then, in the mid-1960s, daytime Aurora express trains went to Leningrad and Moscow with a maximum and route speed of 160/130.4 km/h! European express trains had the same speed parameters at that time. In France - "Mistral" (160/131 km/h), in Italy - "Arrow of Vesuvius" (160/120 km/h).

IS 20-16

That is, in 1960 we did not need to buy equipment from outside - our own scientific thought worked perfectly.

Steam locomotive 2-3-2V – 175 km/h

Steam locomotive 2-3-2B before start

Steam locomotive 2-3-2В (type 2-3-2 Voroshilovgrad plant; serial number - No. 6998) - an experimental Soviet high-speed steam locomotive type 2-3-2, designed and built in 1938 at the Voroshilovgrad locomotive plant under the leadership of engineer D.V. Lvov. Intended for driving courier trains. This locomotive did not receive a series designation; 2-3-2B is its main designation in the literature, including reference books on the locomotive fleet.

Diesel locomotive TEP80 – 160-271Km/h

TEP80 – fairly plucked, but not defeated. Even after 17 years, it holds the palm in terms of speed among diesel locomotives - 271 km/h and is still the fastest in the World.

The TEP80-002 locomotive is considered the world record holder for speed among diesel locomotives. The record is 271 km/h(1993), which can be read on the body of a diesel locomotive currently located in the Museum of Railway Transport at the former Warsaw Station
St. Petersburg. The second locomotive, also with a commemorative inscription, is located in the Novosibirsk Museum of Railway Equipment. The record was set by driver Alexander Vasilyevich Mankevich on October 5, 1993, but is not included in the Guinness Book of Records and is considered to be declared by the manufacturer.

Electric locomotive EP200 – 200km/h

Handsome EP200. It never went into series. It turned out that Russian Railways does not need a high-speed electric locomotive.

Another experimental model of the Kolomna depot, which never went into production. Electric locomotive EP200 (Passenger Electric Locomotive, design speed 200 km/h) is an experimental high-speed AC electric locomotive, produced in 1997 by the Kolomna Plant in two copies. It was developed with the participation of OJSC "VelNII" and underwent structural tests at its test site.

Electric locomotives were tested for a long time on the experimental ring in Shcherbinka. At the beginning of August 2002, both electric locomotives were spotted on the Shcherbinka ring. According to available information, the electric locomotives were returned to eliminate deficiencies and for further testing. In 2004, the EP200-0001 electric locomotive was transferred for permanent operation to the Vyazma depot
Moscow Railway, but soon it was returned to the Kolomensky Plant, where it stood until 2009.

Based on test results, it was decommissioned in 2009.

The wording of the write-off is simply amazing: “Russian Railways does not need electric locomotives of this type.”

In 2009 it was transferred to the Museum of Railway Technology at the Riga Station.

Two brothers in misfortune: TEP80 and EP200. Both are not needed by Russian Railways

It should be noted that the EP200 had a number of shortcomings that needed to be addressed. It's funny to say, it didn't have microprocessor control, nor did it have software to control it. I don’t think that these are significant problems for a country where 1/3 IT companies work outsourced, developing software to the West. And microelectronics is not a problem now - in China-Taiwan, anything can be assembled according to drawings.

The only problem is the reluctance of the Russian Railways management to spend money on promising domestic developments.

Some historical photographs of one of the most charismatic steam locomotives of the Soviet era - the high-speed passenger "IS", pre-war production. Design speed - 115 km/h without a fairing, 155 km/h - with an aerodynamic fairing.

IS 20-16 in fairing with courier train (presumably Kursky railway station in Moscow)

IS 20-08 in depot.

IS steam locomotives, “clad” in an aerodynamic fairing, reached speeds of up to 155 km/h.

Here is another photo from the depot (IS on the left).

Another photo from the Kursk station Moscow, from the shooting point just below.

But still, quite a few ISs survived the war and then drove trains in the post-war period.
Here is a very interesting photo of an IS driving a train with all-metal carriages (early 50s).

And one more rare photo: two ISs on the tracks and two IS drivers in front of them.

In the 1960s, almost all ICs were cut into metal.
How and why the authentic “Joseph Stalin” monument in Kyiv managed to survive is not entirely clear to me. They say that Pyotr Krivonos, Hero of Socialist Labor, achieved this, but I don’t know if this is true.

Description

Not far from the Kyiv main station there is a steam locomotive on a high pedestal with the inscription “USSR” and the number FDp 20-578. But in fact, this is the world's only surviving Joseph Stalin (IS), a high-speed passenger steam locomotive, the pre-war flagship of the Soviet Union's railways, which carried the Red Arrow to Leningrad and fast courier trains to the Crimea and the Caucasus. The IP was exhibited in 1938 in Paris, at the World Exhibition, and received awards. And FDp is just its Khrushchev renaming from the late 50s.
That’s how fate ultimately decreed it - of the more than 600 ISs released, only this one, in Kyiv, has been preserved in its entirety. Nowhere else. Approximately half of them “burned out” in the unusual intensive work of transporting military trains in 1941-1942. on the Trans-Siberian Railway, and the rest were mercilessly cut into metal in the 1960s. It's a shame, of course, but it's true.

IS (Joseph Stalin, since 1962 - FDp - passenger version of FD; factory designation - 2P, - 2nd type of steam locomotive; nicknames - ISka, ISak) - Soviet mainline passenger steam locomotive of type 1-4-2. At the time of its creation, it was the most powerful passenger locomotive in Europe. Winner of the Grand Prix at the Paris World Exhibition (1937). The most powerful passenger locomotive in the history of Soviet locomotive building. A special feature of the locomotive was its great unification in many parts with the FD freight locomotive.
Steam locomotive design:
In 1929, a design for a steam locomotive of type 1-4-1 (“Mikado”) was created at the Kolomensky Plant. The designed steam locomotive had a grate area of 6 m2, and the diameter of the driving wheels was 1700 mm. However, this project was not implemented, and instead, in 1931, the design of a more powerful locomotive began.
The main requirements for the new locomotive were the following: the axle load from the driving wheel pairs is no more than 20 tons, the traction force is 50% greater than that of the Su, the maximum number of interchangeable parts with the FD series locomotive. The diameter of the driving wheels was taken to be 1850 mm, like the Su series locomotives, the axle formula was adopted 1-4-2, since only with such a formula was it possible to use the boiler and cylinders of the FD steam locomotive. In February 1932, the Technical Bureau of the Transport Department of the OGPU completed the development of a preliminary design, after which it was transferred to the Locomotive Project of the People's Commissariat of Heavy Industry of the USSR (Central Locomotive Design Bureau - TsLPB) for detailed design. In April of the same year, the working design of a new powerful steam locomotive of the 1-4-2 type, which was given the designation 2P (2nd type of steam locomotive), was completed. During its development, the designers of the Central Locomotive Design Bureau - K. Sushkin, L. Lebedyansky, A. Slominsky and others - managed to use for the new locomotive not only the boiler and cylinders from the FD, but also axle boxes, axles and a number of other parts, as well as despite the different axial formula, repeat its spring suspension scheme.
The first steam locomotive of the IS series:
In April 1932, working drawings from the Central Design Bureau were sent to the Kolomna Plant, which, with the participation of the Izhora Plant, produced the first passenger locomotive of the 1-4-2 type on October 4, 1932. By decision of the plant workers, the new locomotive was assigned the IS series (Joseph Stalin), and the full designation was IS20-1 (20 is the axle load from the driving wheelset on the rails, in vehicles, No. 1). On November 5, the first run-in of the locomotive was carried out, and on November 7, on the day of the 15th anniversary of the October Revolution, it arrived in Moscow for display. On December 20, the second steam locomotive of the series, IS20-2, was assembled at the Kolomensky Plant, and in 1933, IS20-3. From April to December 1933, tests of the IS20-2 steam locomotive were carried out alternately on three roads (Yuzhnaya, Ekaterininskaya and Oktyabrskaya). In these tests, the steam locomotive showed a power of 2500 hp, which was more than twice the power of the Su steam locomotive, and in some cases the power value of the IS even reached 3200 hp. In addition, the locomotive had an unusually high boiler boost - up to 80 kgf/m? h, - higher than all previous Soviet steam locomotives, including the FD (65 kgf/m? h).
In 1934, at the 17th Congress of the All-Union Communist Party of Bolsheviks, a decision was made that the IS steam locomotive should become the main unit of the passenger locomotive fleet in the second five-year plan. In the same year, the Kolomna Plant produced 2 more IS steam locomotives and the same number in 1935. However, due to the lack of proper equipment (for example, for the manufacture and assembly of a timber frame), it was not possible to establish mass production of steam locomotives of this series at this plant in the near future impossible, therefore, at the end of 1935, the documentation for the production of IS series steam locomotives was transferred to the Voroshilovgrad Steam Locomotive Plant, whose new workshops (built in 1927-1931) made it possible to build steam locomotives of “American design” (with block frames and block cylinders). In 1936, the Voroshilovgrad Locomotive Plant produced its first 3 IS steam locomotives (No. 20-8 - 20-10; IS20-7 was never completed). Unlike the IS of the Kolomna plant, these IS were produced with a six-axle tender 6P (steam locomotives IS No. 1-6 were produced with a four-axle), which was developed at the Voroshilovgrad plant specifically for these locomotives. In 1937, the plant switched to large-scale production of IS steam locomotives, producing 105 steam locomotives that year. In parallel with this, the plant continues large-scale production of FD freight locomotives.
In 1937, the plant produced the IS20-16 steam locomotive, on which a streamlined casing was installed as an experiment. Back in the early 1930s, NIIZhT, together with the Moscow Aviation Institute, conducted comprehensive tests of a locomotive model in a wind tunnel, during which it turned out that at speeds above 100 km/h, the use of a streamlined casing, due to the reduction in air resistance, can provide a power gain of 200 -250 hp Tests of this locomotive also confirmed a significant reduction in the harmful drag of the locomotive at high speeds, thanks to which the IS20-16 was able to accelerate to a speed of 155 km/h. Subsequently, these results were used to create high-speed steam locomotives of the 2-3-2 type (P12 and No. 6998). Also in 1937, one of the steam locomotives of the IS series (namely IS20-241) was presented at the World Exhibition in Paris, where it received the Grand Prix award (beating out the Polish Pm36).
During production, the design of IS locomotives was constantly improved, including:
from IS20-25 on tenders, instead of the B-K stocker (B-Kay, TsLPB system), they began to install the S-1 stocker (Rachkov system);
with IS20-269, driving wheels began to be produced with disk centers instead of spokes, due to which the amount of lead in counterweights was reduced;
in 1940, the plant switched to the production of all-welded steam boilers;
with IS20-576, solid lubricant began to be used instead of liquid lubricant in the axle frames of the 2nd, 3rd and 4th driving wheel pairs.
In 1941, using the results of operating steam locomotives FD No. 20-894, 20-895 and 20-939 with wide-pipe superheaters (L40), the Vooroshilovgrad Locomotive Plant produced a batch of 10 IS steam locomotives, on which the small-pipe superheater Eleksko-E was replaced by the wide-pipe L40. By analogy with FD locomotives, IS locomotives with such superheaters were designated the IS21 series. However, in the same year, due to military events, the plant stopped producing IS steam locomotives. The last steam locomotive of the IS21-648 series was completed in 1942 at the Ulan-Ude Steam Locomotive Repair Plant. In total, from 1933 to 1942, 649 steam locomotives of the IS series were produced, of which 11 were IS21. The production of steam locomotives by year is given in the table below:
Design:
In terms of the design of most elements, the IS steam locomotive is similar to the FD steam locomotive. Earlier, even on the railways of the Russian Empire, there was already experience in unifying components of steam locomotives of different series: freight Ш (type 1-4-0) and passenger Г (type 2-3-0) had the same steam boilers and steam engine cylinders. In the case of FD and IS, even greater unification is applied: they have the same not only boilers and cylinder block, but also the axles of the driving wheel sets, axle boxes, runner and supporting (with FD20-4) wheel sets, as well as the same layout spring suspension (three-point statically determined) and the thickness of the timber frames (125 mm). The differences are due to the difference in the axle formulas (IS - 1-4-2, FD - 1-5-1) and the diameters of the driving wheels (IS - 1850 mm, FD - 1500 mm). So the boiler of the IS is raised above the rail heads 175 mm higher than that of the FD (3225 versus 3050 mm) and moved back for better weight distribution along the axes. In turn, this caused the smoke box to be lengthened from 2880 to 3173 mm, which however improved the draft. Also, the IS has longer piston (by 825 mm) and coupling (by 325 mm) drawbars than on the FD, the height of the frame blades is increased by 10 mm (from 835 to 845 mm), and the depth of the grooves is reduced by 25 mm (from 57 to 32 mm). The IS also has a reduced distance between the blades in the rear of the carriage, which is necessary to prevent the blades from touching the 4th driving wheel pair, as well as a completely different design of the supporting trolley.

Exploitation:
The first IS arrived on the Moscow-Leningrad line of the Oktyabrskaya Railway, where they served long-distance passenger trains (including the Red Arrow) on the Moscow-Bologoe section along with the Su series locomotives. In 1935, they were transferred from the Oktyabrskaya Railway to the Moscow-Kurskaya to the Moscow-Passenger depot, and in 1936, several more steam locomotives of the series were sent to the Kharkov depot of the Southern Railway, which made it possible to create the first direction where long-distance passenger trains were served by IS steam locomotives (replacing Su ): Moscow - Kursk - Kharkov - Sinelnikovo. However, on most Soviet railways of that time, IS steam locomotives could not operate, which was primarily due to the low technical condition of the railway tracks of that time with high axle loads (20.5 tf) of this locomotive. Thus, according to the Transport Reconstruction Committee, for passenger steam locomotives with axle loads of 20 tf, depending on the design of the upper track, the following speeds were allowed (the numerator indicates parameters for wear of the rail surface up to 6 mm, the denominator - up to 3 mm).
However, thanks to the ongoing strengthening of railway tracks on the most important routes, IS steam locomotives began to operate on an increasing number of roads since 1937, including:
Western Railway
Moscow-Donbass Railway
Moscow-Kyiv Railway
Oktyabrskaya Railway
North Donetsk Railway
Stalin's railway
South Eastern Railway
South Western Railway
South Donetsk Railway
Railway named after K. M. Voroshilov
Railway named after F. E. Dzerzhinsky
IS steam locomotives served such important routes as: Kharkov - Mineralnye Vody, Moscow - Smolensk - Minsk, Moscow - Ozherelye - Valuyki, Michurinsk - Rostov-on-Don and others, on which they replaced passenger steam locomotives of the Su, S, L series etc. Since 1939, in addition to the above, IS steam locomotives also operated on the following roads:
Kalininskaya Railway
Kazan Railway
Leningrad Railway
Odessa Railway
Omsk Railway
Penza Railway
Perm Railway
Tomsk railway
South Ural Railway
Railway named after L. M. Kaganovich
Railway named after V.V. Kuibyshev

In the summer of 1941, in connection with military events, most of the IS steam locomotives were sent to the eastern regions of the Soviet Union, including the Krasnoyarsk and East Siberian railways. However, due to the high adhesion weight, the operation of these locomotives on the railways of Siberia was difficult. In addition, after the end of the war, not all restored railway tracks were designed to operate steam locomotives with axle loads of 20 tf. Because of this, IS steam locomotives in the second half of the 1940s served only southwestern, southern and southeastern directions. In 1950, the Kolomna Plant produced a passenger steam locomotive of type 2-4-2 of the P36 series, which was similar in power to the IS steam locomotive, but had an axle load of no more than 18 t, thanks to which it could be operated even on type IIIa rails, replacing Su steam locomotives. In addition, its efficiency was almost a quarter higher (9.22, versus 7.45%), that is, every fourth or fifth trip was made using saved coal. The massive transition to diesel and electric locomotive types of traction further limited the operation of the IS, in which in 1962 (during the period of the fight against the personality cult of Stalin) the series designation was changed to FDp (passenger version of the FD steam locomotive, in the literature you can sometimes find the designation FDP). The last place of work of these locomotives was the Gorky (Kirov depot) and Pridneprovskaya (Melitopol and Sinelnikovo depots) railways, where the FDP worked until 1966-1972.
The only known complete preserved steam locomotive of the IS series is located in Kyiv. This is FDp20-578, which is installed as a monument in the local depot. The locomotive was preserved on the initiative of the head of the South-Western Railway P.F. Krivonos. Also at the Bryansk-2 station, the front part of the IS was installed, on which the designation FDp20-2549 was applied. This part of the locomotive is located at the end of a concrete block, which has impressive dimensions. In this regard, there is a widespread legend that the entire locomotive was poured into concrete (but without the tender), and only its front part was left outside. Thus, there may be another complete IS series locomotive in satisfactory condition in the concrete.

Shilovsky's gyroscopic train. 150 km/h

Steam locomotive IS 20 -16- 155km/h (Joseph Stalin)

Steam locomotive 2-3-2V – 175 km/h

Diesel locomotive TEP80 – 160-271Km/h

Electric locomotive EP200 – 200km/h

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