Kolomna Diesel Locomotive Plant named after. V. Kuibysheva. JSC "Kolomensky Plant" Kolomensky Diesel Locomotive Plant products

The industrialization of the country began with the advent of railway communication. And the first domestic steam locomotives were assembled at the Diesel Locomotive Plant named after. V.V. Kuibysheva is one of the oldest enterprises in Russia. The history of the company goes back more than 150 years, and during this time the main direction of production has not changed.

History of creation

Kolomna Diesel Locomotive Plant named after. began its history with the construction of bridges. By 1862, the construction of the Moscow-Saratov railway was suspended, the reason for this was the need to build a bridge across the Oka River. The engineer and construction manager of the Struve branch, Amand Egorovich, was called to help. Previously, he had already built a bridge for the Moscow-Kazan section of the road. Having taken a contract for the construction of an iron bridge, in order to ensure production processes in 1863, he rented a plot of land from the peasants of the village of Bobrovo. A small production was organized on the site. The foundry produced up to 300 pounds of castings per day; a forge, a machine shop and sheds for assembling bridge trusses and wooden bridge parts were also equipped.

Struve successfully completed the initial task of building a bridge across the Oka. After that, he received orders for the construction of many bridge structures. Thus, he built all the bridges along the lines Kolomna - Voronezh, Serpukhov - Kursk - Kyiv. The bridge over the Dnieper near the Ukrainian capital became Struve's most famous building. At that time, the bridge was the longest in Europe and exceeded a length of 1 kilometer. There were more than enough orders, so the Moscow bridges were built - Borodinsky, Moskvoretsky, Krasnokholmsky and others. Petersburg, built in 1879, is still in service and amazes with its beauty and grace. The last bridge of the Kolomensky Plant is considered to be the Palace Bridge in St. Petersburg, built in 1915.

New tasks for the factory

In 1865, Struve decided to master another specialty - there was an urgent need for Russian-made railway transport, the purchase of foreign cars and cars was very expensive. The factory for the production of bridges was reoriented to the production of commodity platforms, wagons, and turning circles for railway transport. Additionally, equipment for water supply on the railway was produced - tanks for water towers, collapsible pumps. The plans included organizing the production of steam locomotives. So, on the basis of a bridge-building factory, the Kolomensky Plant appeared ( locomotive-building).

The partners had to ensure the implementation of the main potential direction of steam locomotive building. Amand Struve invited his brother Gustav as director, who had experience and fame as a specialist in the construction of military facilities and had a corresponding engineering education. Financial support for the project was provided by another member of the team - the merchant of the first guild A. I. Lessing, whose main trump card was extensive connections on stock exchanges and in the banking system. The factory received a new name - “Mechanical and Foundry Plant of Struve Engineers”. The administrative staff consisted of foreign specialists. The first steam locomotive was assembled according to French drawings and saw the light of day in 1869.

Until the revolution of 1917, the Komensky plant ( locomotive-building) was a leading enterprise in the construction and development of new types of locomotives (139 new projects). Since 1987, the plant has been building river vessels, the first of which was the steamer “Kulebaki”.

During the formation of Soviet power, the Kolomensky Plant ( locomotive-building) produced a limited volume of products in the main areas - trams, steam locomotives, carriages. Since 1932, the company launched the first serial production of diesel locomotives of the E series and electric locomotives marked VL19. These products were a joint production with the Dynamo plant. In 1934, the enterprise mastered the production of submarines of the “Pike” type, which were redirected by tow to the Nizhny Novgorod plant “Krasnoe Sormovo” in 1937.

Subsequently, until the start of the Great Patriotic War, the Kolomna Plant ( locomotive-building) increased the pace of production, producing tubes for the subway, diesel engines, steam locomotives, electric locomotives and much more.

The period of hostilities made significant adjustments to the work of the enterprise. Production facilities were focused on providing assistance to the front. The workshops repaired tanks, built armored trains, and produced ammunition. Main production resumed in 1943. The ten thousandth anniversary steam locomotive left the factory in the fall of 1953.

Since 1956, the Kolomna Diesel Locomotive Plant named after Kuibyshev has been producing diesel engines for power plants, diesel locomotives, ships and submarines. Serial diesel locomotives produced at the enterprise successfully operate on Ukrainian, Belarusian, and Kazakh railways. The plant produced the fastest diesel locomotives of the TEP80 brand by world standards, unique passenger electric locomotives EP200 and many other products.

Today Kolomensky plant ( locomotive-building) is part of the Transmashholding holding.

Production structure

The production complex consists of 28 workshops, where the main facilities are located, and 15 auxiliary production facilities. The entire structure of the plant is closed to the full production cycle; the enterprise occupies an area of about 124 hectares.

Main productions:

Mechanical assembly.
Assembly-welded.
Metallurgical.
Design and technology workshop.

To support the activities and development of new equipment, the enterprise has design, technological and experimental research services. There is also a design bureau with extensive experience, which allows the plant not to involve third-party institutions to organize research, design, testing and production of prototypes of new products, which the Kolomna Diesel Locomotive Plant is proud of.

Products

Kolomna Diesel Locomotive Plant produces:

Diesels (design, manufacturing, maintenance). Designed for ships, power plants, etc.
Diesel locomotives (passenger - freight - 2TE70).
Electric locomotives (main DC EP2K).
Diesel generator sets for nuclear power plants (medium speed engines, type - D49 (ChN26/26)).
Marine diesel units.
Power plants and autonomous electrical units.
Spare parts for all products manufactured by the company.

Traditions

Mechanical Engineer's Day is a holiday when guests are invited and the doors are opened for everyone to see the production facilities that are part of an enterprise such as the Kolomna Diesel Locomotive Plant. took place on September 29. The holiday program included a skill competition in which young workers took part; the winners received certificates and valuable gifts.

Visitors to the plant had the opportunity to go into the workshops where production processes take place. The administration invited curious tourists to get acquainted with the history of the plant in the museum, where models of steam and diesel locomotives are exhibited, and learn more about the founders of the enterprise and its best employees. On the territory of the plant, anyone could climb inside a diesel locomotive and feel like a driver.

Museum

One of the oldest enterprises in Russia and the Moscow region is the Kolomna Diesel Locomotive Plant. The museum created at the enterprise has been operating since 1923. The first exhibition featured historical documents, a collection of photographs and reports of achievements. It did not work for long, the second time the opening occurred in 1963. The event was timed to coincide with the anniversary of the plant, which was turning 100 years old.

The modern exhibition consists of models of products produced in different years, which include diesel locomotives, motor ships, tractors, power plants and much more. The stands display documents and photographs reflecting the history of the plant's development from a historical perspective. A visit to the museum requires prior arrangement and registration.

Struve Brothers Engineers Plant (Kolomensky Plant)

The Kolomna plant was founded in 1863 by military engineer Amand Egorovich Struve (1835-1898), who received a contract for the construction of a railway bridge across the Oka River in Kolomna.

Initially, the plant specialized in the construction of bridges from its own metal structures, which had previously been purchased abroad. The Struve plant was the first in Russia to begin the construction of large iron bridges and put this specialization at a high level. Bridges were built from factory structures both for railways and for pedestrians and carriages in St. Petersburg, Moscow, Kyiv, Tver, Smolensk, Murom and other cities.

Due to the constant need to be at bridge construction sites, Amand Struve invited his brother, military engineer Gustav Egorovich (1834-1882), to become a partner in order to manage production at the Kolomensky Plant, after which in 1866 the enterprise received the name “Struve Brothers Engineers Plant”.

At the same time, the Bavarian citizen and Moscow merchant of the first guild, Anton Ivanovich Lessing (1840-1915), joined the brothers’ business.

Quite quickly the plant turned into a diversified machine-building enterprise. Already in 1867, in terms of production volume (2 million rubles) and number of workers (1800 people), the Struve plant occupied the second position in European Russia, second only to the N.I. plant. Putilov in St. Petersburg.

On January 1, 1872, the plant was transformed into the “Joint Stock Company of the Kolomna Machine-Building Plant” with a fixed capital of 2.8 million rubles. By this time, its activities had reached colossal proportions: it was the first enterprise in Russia for the construction of iron bridges, the third carriage-building plant in the history of Russia (production of carriages began in 1865), the largest domestic manufacturer of steam locomotives (the first steam locomotive was built in 1869).

In the first five years from the beginning of the creation of cars, the share of production of the Kolomna Plant in the domestic car building was almost a third, but then, with the advent of new factories, it gradually began to decline. In the period from 1865 to 1871, 3,313 cars were built at the Kolomensky Plant (19% of all cars), 67 steam locomotives were manufactured (57% of domestically produced steam locomotives).

On March 18, 1873, a gala celebration was organized at the plant to mark the release of the 100th steam locomotive (1-2-0, type 6), which was given the name “Kolomna”. During the celebration, everyone was told that the 100th Kolomna steam locomotive would be sent to the World Exhibition, taking place in May in Vienna, the capital of Austria-Hungary. Its organizers were major bankers and industrialists, including the Rothschilds and Krupps. The exposition attracted many entrepreneurs from all over the world to Vienna, however, despite such serious competition, the Kolomna steam locomotive received the highest award - an Honorary Diploma. Subsequently, the locomotive was operated on the Moscow-Ryazan Railway.

According to established tradition, the anniversary steam locomotives of the Kolomna Plant were called by their proper names: the 100th steam locomotive - “Kolomna” (1873), the 200th - “G.E. Struve” (1874), the 500th - “M.H. Reitern "(1879).

In 1870, at the trade and industrial fair in St. Petersburg, the Kolomensky Plant was awarded the highest award - the State Emblem; after that - two more State Emblems: at trade and industrial fairs in Moscow in 1882 and Nizhny Novgorod in 1896. This was a unique case in the history of industry. In general, the exhibitions of the Kolomna Plant have always amazed us with their scope. For example, of the exhibits presented at the All-Russian Art and Industrial Exhibition of 1882, the most noteworthy was a four-axle freight locomotive, type No. 24, costing 30,000 rubles. silver, as well as a steam-powered model of 1/5 life-size freight and passenger steam locomotive, type No. 20.

In addition, extremely elegant and richly decorated carriages were presented: a 1st and 2nd class passenger carriage, with water heating, and a government-type boxcar.

Growing year after year, production experienced a shortage of metal, so in 1873 the Kulebaki steel plant near Murom was acquired. To deliver metal, Kolomna residents built the shallow-draft river steamer Kulebaki in 1878. Orders for ships of this type, which poured into the plant, prompted the board to establish a shipbuilding industry, during which 128 steamships were built.

In 1882, during a difficult period of economic crisis and unemployment, Amand Yegorovich was forced to take direct control of the plant due to the death of his brother Gustav. The plant withstood the general unemployment that shook many other mechanical enterprises, and it was soon decided to move into new branches of mechanical production. Thus, in 1882, the construction of locomotives began, in 1883 - agricultural machinery and implements (steam and horse-drawn threshers, seeders, straw cutters, winnowers, horse-drawn drives, etc.), in 1884 - passenger carriages and peat machines.

In addition to all this, Amand Struve successfully implemented a project to equip the city railway in Kyiv with a new type of transport - an electric tram, which subsequently became widespread. By 1886, this type of transport was used only in England, Germany, the USA, and France.

Amand Egorovich not only tested on the streets of Kiev all the types of public transport that existed at that time (horse tram, locomobile, electric tram), but also supplied cars and rails for them, manufactured at the Kolomensky and Kulebaksky iron rolling plants. Regular passenger traffic of the electric tram began on June 1, 1892: in the presence of hundreds of citizens, the first electric tram in the empire traveled from Tsarskaya Square to Alexandrovskaya. The tram service connected suburban areas with the center, showing its advantages on steep city streets. Subsequently, Kolomna trams operated in Moscow, St. Petersburg, Odessa, and Voronezh.

In 1895, the Kolomna Plant completed an interesting order for the Ryazan-Ural Railway - it manufactured a special service train, equipped with electric lighting and consisting of a salon, director, service, dining car and a power station car. The following year, a saloon car was built for Grand Duke Sergei Mikhailovich.

In 1900, at the World Exhibition in Paris, the Kolomensky Plant was awarded the highest award, Grand Prix, for the passenger five-axle steam locomotive “Compound” with three twin axles, adapted for heating with oil; freight 4-axle narrow gauge steam locomotive for sidings, 1st class passenger carriage, 2nd/3rd class passenger carriage, peat press.

By the beginning of the 20th century, the territory of the Kolomensky plant was 60 hectares. The number of workers is 7460 people, 400 employees. Up to 220 steam locomotives, up to 150 passenger cars, about 1,800 freight cars and 200 tank cars were produced annually; the production of metal structures for bridges, steamships, icebreakers, dredgers, locomobiles, peat presses, etc. continued.

At the end of the 19th and beginning of the 20th centuries, society was faced with an energy problem, since steam engines, previously used as energy sources, could no longer fully meet the required volumes of energy consumption. In 1899, in St. Petersburg, at the Russian Diesel plant of the Nobel brothers, a prototype diesel engine running on crude oil was built.

Realizing the promise of a new type of heat engine, the owners of the Kolomna Plant, headed by Chairman of the Board Anton Ivanovich Lessing, also decided to organize the production of diesel engines at the enterprise. In 1903, the first diesel engine was produced, and after some time the Kolomna plant became the largest enterprise in the country for their production. Its engineers found a way to adapt a diesel engine as a power plant for river and sea vessels. In 1907, the world's first motor ship, the Kolomna Diesel, was built here, after which the plant became the leading Russian ship-building enterprise, beginning to supply diesel engines to the navy. In 1909-1913, under the leadership of the famous engineer F. Meinecke, diesel locomotive projects were developed, which have not yet been implemented. The construction of locomotives with diesel engines began only in the early 1930s.

In 1916, the plant celebrated the production of the 5000th steam locomotive (type 86), built by order of the War Ministry and sent to the front to service military field roads. In a telegram to the Minister of Railways, the plant management emphasized that the Kolomna Plant was the first in the Russian Empire to achieve the production of the 5000th steam locomotive. In honor of recognition of the enterprise's merits, with the Highest permission, this locomotive was decorated with the image of the imperial monogram.

After the Civil War, the plant quickly restored production. Along with the production of new steam locomotives, minor and medium-sized repairs of rolling stock began here, and diesel and motor ship construction was resumed. In the 1920s, in addition to the development of railway transport, the plant mastered the production of a variety of agricultural machinery, tram motor cars, snow plows, trolleys, etc.

Since the beginning of the 1930s, without stopping the production of steam locomotives and diesel engines, factory workers began developing qualitatively new machines for the country - diesel locomotives and electric locomotives. The first diesel locomotive with a capacity of 600 hp. With. was built in 1930.

Equipped with an electric transmission, it was intended for shunting work at large stations. In 1932, together with the Dynamo plant, the first Soviet electric freight locomotive VL19 was produced, in 1933 the plant was the first in the country to master the serial production of mainline diesel locomotives, and in 1934 a passenger electric locomotive of the PB series was built. For the creation and development of new machines in 1939, the plant was awarded the Order of Lenin.

In the first months of the Great Patriotic War, the main part of the plant was evacuated to Kirov, where the production of military equipment was established in a short time: tanks, Katyusha mortars, self-propelled guns. The workers who remained in Kolomna repaired military equipment, mastered the construction of mobile platforms for anti-aircraft guns, built 2 armored trains, and established the production of various types of ammunition and equipment.

During the war years, the plant fulfilled large orders from metallurgical plants: it produced coke pushers, equipment for blast furnaces, iron carriers, mine hoisting machines, and converters. For restoration work in the liberated territories, diesel hammers and spare parts for power plants were manufactured. In 1943, the company resumed steam locomotive and diesel production. For the successful completion of important tasks for the production of ammunition and metallurgical equipment during the war, in 1945 the plant was awarded the Order of the Red Banner of Labor.

After the war, the upper structure of the railway tracks was weakened and could no longer support heavy vehicles. A light, simple and economical freight locomotive was needed, so in 1945 such a locomotive was built, called Pobeda. In honor of the chief designer of the plant, Lev Lebedyansky, this locomotive was assigned the “L” series.

In addition to the Kolomna plant, “L” steam locomotives were built in large series by the Voroshilovgrad and Bryansk plants. With a power of 2,200 hp. These machines reached speeds of up to 80 km/h and were more economical than all freight locomotives in use. The appearance of “L” steam locomotives on the railways made it possible to significantly increase train speeds and increase the capacity of railways. The locomotive-monument of the “L” series was installed in Kolomna on Lebedyansky Boulevard.

The production volume of steam locomotives grew rapidly, but transport could not cope with the transportation of increasing freight traffic - mainly because its main technical base - steam locomotives - had exhausted its capabilities. Over 88 years of steam locomotive building, the company has created about 200 types of steam locomotives in the amount of 10,420 units.

In 1956, by decision of the government, the production of steam locomotives was stopped, and the plant was ordered to switch to the production of diesel locomotives. And in the same year, a freight diesel locomotive TEZ, built according to the drawings of the Kharkov plant named after. Malyshev, and in 1958, a TE50 freight diesel locomotive of its own design with a diesel engine of its own design was built in Kolomna. Further development of diesel locomotive construction at the Kolomensky Plant was based on the development and production of new types of diesel engines and diesel locomotives of only its own design. At the same time, the country's first gas turbine locomotives were built, and work was also underway to create mobile diesel power plants.

In 1959, the Kolomna Plant was designated the leading enterprise for the development and production of passenger diesel locomotives. In 1960, the TEP60 passenger diesel locomotive was built here. When creating this first domestic high-speed locomotive, all the latest achievements in the field of locomotive construction were taken into account. New diesel locomotive with diesel generator 11D45 with a power of 3000 hp. intended for driving passenger trains weighing 600-1000 tons at speeds up to 160 km/h.

In the mid-1960s, the plant management decided to create a power range of medium-speed four-stroke diesel engines D49 of a modular design for diesel locomotive construction, shipbuilding, power plants, heavy-duty dump trucks, etc. In the global and domestic diesel industry, solving the problem of modularity and unification has become a significant achievement for engines of this class .

The development and production launch of the promising range of D49 diesel engines became the basis for the creation of a new generation of domestic diesel locomotives. In the early 1970s, a passenger diesel locomotive TEP70 with a power of 4000 hp was built. in one section. TEP70 diesel locomotives, mass-produced from 1988 to 2006, have become a kind of calling card of the enterprise; they are still in operation today on non-electrified sections of railways in Russia and neighboring countries.

In 1975-1977, two prototypes of the TEP75 passenger diesel locomotive with a power of 6000 hp were built. in one section, in 1988-1989, experimental eight-axle diesel locomotives TEP80 appeared with the same power in one section and the original design of a four-axle bogie. In 1993, during test runs of the TEP80 diesel locomotive, a speed of 271 km/h was achieved for the first time in world practice.

Work on new equipment at the plant did not stop during the economic crisis in the late 1990s. In accordance with the federal program “Development and production of new generation passenger rolling stock at Russian enterprises,” in 1997 the plant produced two prototypes of the EP200 AC passenger electric locomotive with a power of 8000 kW and a speed of 200 km/h, which became the first high-speed passenger electric locomotives of domestic production.

At the same time, at the initiative of the plant, the remotorization of the diesel locomotive fleet began, replacing physically and morally obsolete engines with more economical and reliable D49 engines, extending the service life of diesel locomotives by 15-20 years.

As part of the implementation of the Comprehensive Program for the Modernization and Renewal of Traction and Rolling Stock of the Russian Railways, the company supplies locomotives and diesel engines to the country's railways. The main customer of Kolomensky Zavod OJSC is traditionally Russian Railways OJSC, supplies to which account for about 50-60% of sales volumes. Over the past few years, the enterprise has mastered the production of new locomotives, including passenger diesel locomotives TEP70U and TEP70BS, Russia's first mainline freight diesel locomotive 2TE70, and the first domestic direct current passenger electric locomotive EP2K.

Since 2005, the plant has been part of Transmashholding CJSC. Serial medium-speed engines type D49 (ChN26/26) are produced in V-shaped design (8, 12 and 16 cylinders), covering a power range from 588 to 4412 kW and type D42 (ChNZO/38) (in-line, 4-stroke, 6 -, 8-cylinder version) with power from 1000 to 2200 kW, intended for the navy. The engines are based on a modular design, which allows them to be adapted to a specific purpose. In total, the Kolomensky Plant built more than 37,000 diesel engines of various modifications.

Simultaneously with the release of serial products, work continues to create new and improve promising modifications of diesel engines. Work is underway to create a new diesel engine, the D500K, which should become the basis for a new type and size range of engines for general purposes.

Since 2011, JSC Kolomensky Plant has been participating in the implementation of the Federal Target Program “National Technological Base”

, electric motors

Number of employees

6,426 people

Parent company Website K:Companies founded in 1863

Awards:

OJSC "Kolomensky Plant" (Kolomensky Diesel Locomotive Plant named after V.V. Kuibyshev)- Russian transport engineering enterprise, one of the oldest in the country. Part of Transmashholding.

History of the plant

In 1862, the Moscow-Saratov Railway, under construction, laid through Kolomna, approached the Golutvin station, where its construction was suspended due to the need to build a bridge across the Oka. The construction of this metal bridge was led by the head of the first distance of the Moscow-Saratov Railway Society - engineer Amand Egorovich Struve (before that he built a bridge across the Moscow River). On September 12 (24th New Style), 1863, an agreement was reached between Struve and the peasants of the village of Bobrovo to lease a plot of land for a workshop for the manufacture of metal trusses for the bridge under construction. The site was located near the village of Bobrovo, a few hundred meters from the Golutvin station, close to convenient communication routes. At first, this was a small enterprise - an iron foundry with a capacity of 200-300 pounds of castings per day, a forge, mechanical workshops and a shed for assembling metal and wooden structures. In 1865, Struve wrote: “...all the surrounding bridges have been rebuilt, and the plant is left without work; the specialty of paving can no longer support it”. Struve decides to rebuild production to produce freight cars and platforms, railway turntables, tanks for water towers, and standpipes for supplying steam locomotives with water. To rebuild the plant and organize the production of steam locomotives, Amand Struve invited his brother Gustav Struve, an engineer, a prominent specialist in the construction of military facilities, as a partner, and for financial support, the Moscow merchant of the 1st guild A. I. Lessing, who had extensive connections in stock exchanges and banks. Since 1866, Gustav Struve took over the management of the enterprise, and the plant became known as the “Mechanical and Foundry Plant of Struve Brothers Engineers”. Foreign specialists were invited to fill the positions of plant director, shop managers, and foremen. In 1869, the first steam locomotive was produced according to French drawings. The plant produced steam engine cylinders and a number of other parts, many of which were purchased.

The plant was founded in 1863 near the city of Kolomna by military engineer A.E. Struve under the name “Mechanical and Foundry Plant of Struve Brothers Engineers.” The first products of the plant were bridge structures for railways. In the second half of the 19th century, it produced steam locomotives, carriages, river boats, and locomotives. Since 1866, it was called the “Struve Brothers Engineers Plant”; A. Struve’s brother Gustav took over its management. In 1871 he moved to the Joint Stock Company of the Kolomna Machine-Building Plant.

The plant in Kolomna built: the first Russian three-axle steam locomotive of the T series (), which became the first locomotive for the plant itself, the world's first ship with a diesel engine - the tug "Kolomensky Diesel" (), the first two-stroke PDP diesel of the Koreivo system and the first in world serial diesel locomotive E el.

For the high quality of products presented at the 1870 industrial exhibition in St. Petersburg, the plant received the right to subsequently mark its products with the state emblem. The plant's products were awarded the highest awards (Grand-Prix) at the World Exhibition in Paris in 1900 and the World Exhibition in Milan in 1906.

In the first years of Soviet power, the plant produced steam locomotives, carriages, trams and diesel engines in small quantities. In 1931, the plant began producing diesel locomotives, first experimental ones, and in 1932 serial E-el and electric locomotives of the VL19 series - together with the Dynamo plant.

Modernity of the plant

Currently (2015) the main activities of the enterprise are: design, production and maintenance of diesel engines and diesel generators for diesel locomotives, power plants, heavy-duty dump trucks, ships) and locomotives. The plant mainly produces passenger electric and diesel locomotives - EP2K and TEP70BS, as well as heavy medium-speed diesel engines D49.

Product output of the Kolomna plant in 2006-2009

Products	2006	2007	year 2009
Passenger diesel locomotive TEP70BS	24	11	26
Passenger diesel locomotive TEP70U	16	10
Passenger diesel locomotive TEP70	1
Freight diesel locomotive 2TE70	4 sections	20
Passenger electric locomotive EP2K			30
Diesel engines and diesel generators of various types	264	410	303
The company sold various spare parts for diesel engines in the amount of	900 million rubles	840 million rubles

Diesel D49

D49 - four-stroke turbocharger diesel of “square” dimensions - with a cylinder diameter of 260 mm and a piston stroke of 260 mm, abbreviated as CHN26/26 (four-stroke supercharged). There are four versions of the D49 with different numbers of cylinders:

8-cylinder (8ChN26/26) - 6D49, installed on TGM6 shunting diesel locomotives;
12-cylinder (12ChN26/26) - 2D49, installed on shunting and export diesel locomotives TEM7, modernized diesel locomotives M62, power trains PE6;
16-cylinder (16ChN26/26) - 5D49, installed on many types of mainline diesel locomotives and light warships with a power of 6000 at 1300 rpm;
20-cylinder (20ChN26/26) - 1D49 with a power of 6000 hp at 1100 rpm, installed on experimental diesel locomotives TEP80 and TEP75, and 1-1D49 with a power of 6000 hp at 1000 rpm on TE136 and 2TE136. In fact, the engine was produced individually. Currently out of production.

The main diesel engine of the series is 5D49, it is installed on all modifications of diesel locomotives TE116 (except for a small number of diesel locomotives with D70 and D80 diesel engines from the Kharkov plant) and TEP70, TE109 and its derivatives TE125 and TEP150, on the export diesel locomotive TE114, on the overhauled TE10M and TE10U, which in this case, the index “K” is assigned (2TE10MK, 3TE10MK, 2TE10UK, 2TE10UTK, 3TE10UK, there is also one 2TE10VK). The two main modifications are 1A-5D49 with a power of 3000 hp at 1000 rpm (for 2TE116) and 2A-5D49 with a power of 4000 hp at 1000 rpm (on the TE10 it develops 3000 hp at 850 rpm - the speed is limited by the old main generator).

Each D49 cylinder has four valves, the intake manifold is laid in the camber of the cylinders, and the exhaust manifolds are located outside. Each section of the high-pressure fuel pump is made separately and installed at its own cylinder; they are controlled by a pair of common shafts from one regulator. At the zero position, to save fuel, parts of the shafts are disconnected by shut-off mechanisms and some sections of the fuel injection pump are turned off, stopping the fuel supply, this also improves the working process in the working cylinders due to a slight increase in the load on them. For 8- and 12-cylinder diesel engines, 4 cylinders remain in operation, for 16-cylinder diesel engines - 8.

Most diesel engines in the series are equipped with one unregulated turbocharger of the TK series, consisting of a single-stage axial turbine and a single-stage centrifugal compressor. The 20-cylinder diesel engine is equipped with a two-stage 2TNA turbo unit.

Enterprise managers

Struve Amand Egorovich (from 1863 to 1866)
Struve Gustav Egorovich (from 1866 to 1882)
Struve Amand Egorovich (from 1882 to 1898)
Krüdener-Struve Alexander Amandovich (from 1898 to 1902)
Meshchersky Alexey Pavlovich (from 1902 to June 1918)
Uryvaev Mikhail Egorovich (from June 1918 to January 1920)
Makarov Ivan Gavrilovich (from February 1920 to April 1921
Elenin Alexander Alekseevich (from April 1921 to December 1921)
Uryvaev Mikhail Egorovich (from December 1921 to October 1925)
Miroshin Nikolai Georgievich (from October 1925 to September 1929)
Berezin Dmitry Efimovich (from February 1930 to March 1935)
Kuks Solomon Ilyich (from April 1935 to February 1936)
Dotsenko Ivan Sergeevich (from February 1936 to April 1938
Malyshev Vyacheslav Aleksandrovich (from May 1938 to February 1939)
Novotortsev Semyon Dmitrievich (from February 1939 to February 1940)
Konshin Sergey Nikolaevich (from February 1940 to September 1940)
Rubinchik Efim Emmanuilovich (from October 1940 to October 1941)
Smelyakov Nikolai Nikolaevich (from November 1941 to February 1942)
Bebenin Leonid Nikolaevich (from February 1942 to April 1942)
Gotsiridze Spartak Valerianovich (from May 1942 to December 1943)
Andreev Georgy Yakovlevich (from December 1943 to May 1946)
Yakovlev Konstantin Konstantinovich (from May 1946 to March 1952)
Pashin Vasily Nikolaevich (from April 1952 to December 1960)
Pyatov Vladilen Mikhailovich (from December 1960 to June 1973)
Strelnikov Valentin Pavlovich (from June 1973 to December 1986)
Arseev Lev Dmitrievich (from September 1986 to January 1987)
Plotnikov Boris Vladimirovich (from January 1987 to August 1988)
Kizelshtein Mikhail Efimovich (from August 1988 to June 1995)
Berezhkov Vyacheslav Aleksandrovich (from June 1995 to May 2000)
Korolev Alexander Petrovich (from June 2000 to May 2001)
Vlasov Vladimir Nikolaevich (from October 2000 to December 2005)
Novikov Alexander Dmitrievich (from December 2005 to November 2006)
Andreev Anatoly Fedorovich (from December 2006 to May 2007)
Franz Viktor Nikolaevich (from May to November 2007†.)
Karpov Vladimir Yurievich (from July 26, 2008 to May 18, 2014)
Simonov Nikolay Petrovich (from May 19, 2014 to October 19, 2015)
Karpov Vladimir Yuryevich (from October 20, 2015 to present..)

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An excerpt characterizing the Kolomna plant

While this was happening in St. Petersburg, the French had already passed Smolensk and were moving closer and closer to Moscow. The historian of Napoleon Thiers, just like other historians of Napoleon, says, trying to justify his hero, that Napoleon was drawn to the walls of Moscow involuntarily. He is right, as are all historians who seek an explanation of historical events in the will of one person; he is just as right as Russian historians who claim that Napoleon was attracted to Moscow by the art of Russian commanders. Here, in addition to the law of retrospectivity (recurrence), which represents everything that has passed as preparation for an accomplished fact, there is also reciprocity, which confuses the whole matter. A good player who has lost at chess is sincerely convinced that his loss was due to his mistake, and he looks for this mistake at the beginning of his game, but forgets that in every step of his, throughout the entire game, there were the same mistakes that none his move was not perfect. The error to which he draws attention is noticeable to him only because the enemy took advantage of it. How much more complex than this is the game of war, taking place in certain conditions of time, and where it is not one will that guides lifeless machines, but where everything stems from countless collisions of various arbitrarinesses?
After Smolensk, Napoleon sought battles beyond Dorogobuzh at Vyazma, then at Tsarev Zaymishche; but it turned out that due to countless conflicts of circumstances, the Russians could not accept the battle before Borodino, one hundred and twenty versts from Moscow. Napoleon ordered from Vyazma to move directly to Moscow.
Moscou, la capitale asiatique de ce grand empire, la ville sacree des peuples d "Alexandre, Moscou avec ses innombrables eglises en forme de pagodes chinoises! [Moscow, the Asian capital of this great empire, the sacred city of the peoples of Alexander, Moscow with its countless churches, in the shape of Chinese pagodas!] This Moscou haunted Napoleon's imagination. On the march from Vyazma to Tsarev Zaimishche, Napoleon rode on his salty anglicized pacer, accompanied by the guard, guard, pages and adjutants. The chief of staff, Berthier, fell behind in order to interrogate the one captured by the cavalry Russian prisoner. He galloped, accompanied by the translator Lelorgne d'Ideville, caught up with Napoleon and stopped his horse with a cheerful face.
- Eh bien? [Well?] - said Napoleon.
- Un cosaque de Platow [Platov Cossack] says that Platov’s corps is uniting with a large army, that Kutuzov has been appointed commander-in-chief. Tres intelligent et bavard! [Very smart and talkative!]
Napoleon smiled and ordered to give this Cossack a horse and bring him to him. He himself wanted to talk to him. Several adjutants galloped off, and an hour later Denisov’s serf, whom he had given over to Rostov, Lavrushka, in a batman’s jacket on a French cavalry saddle, with a roguish and drunken, cheerful face, rode up to Napoleon. Napoleon ordered him to ride next to him and began to ask:
-Are you a Cossack?
- Cossack s, your honor.
“Le cosaque ignorant la compagnie dans laquelle il se trouvait, car la simplicite de Napoleon n"avait rien qui put reveler a une imagination orientale la presence d"un souverain, s"entretint avec la plus extreme familiarite des affaires de la guerre actuelle" , [The Cossack, not knowing the society in which he was, because the simplicity of Napoleon had nothing that could open the presence of the sovereign to the Eastern imagination, spoke with extreme familiarity about the circumstances of the present war.] - says Thiers, recounting this episode Indeed, Lavrushka, who got drunk and left the master without dinner, was flogged the day before and sent to the village to get chickens, where he became interested in looting and was captured by the French. Lavrushka was one of those rude, insolent lackeys who had seen all sorts of things, which duty to do everything with meanness and cunning, which are ready to do any service to their master and who cunningly guess the master’s bad thoughts, especially vanity and pettiness.
Once in the company of Napoleon, whose personality he recognized very well and easily. Lavrushka was not at all embarrassed and only tried with all his heart to serve the new masters.
He knew very well that it was Napoleon himself, and the presence of Napoleon could not confuse him more than the presence of Rostov or the sergeant with rods, because he had nothing that neither the sergeant nor Napoleon could deprive him of.
He lied about everything that was said between the orderlies. Much of this was true. But when Napoleon asked him how the Russians thought, whether they would defeat Bonaparte or not, Lavrushka squinted and thought.
He saw subtle cunning here, as people like Lavrushka always see cunning in everything, he frowned and was silent.
“It means: if there is a battle,” he said thoughtfully, “and in speed, then it’s so accurate.” Well, if three days pass after that very date, then it means that this very battle will be delayed.
It was translated to Napoleon as follows: “Si la bataille est donnee avant trois jours, les Francais la gagneraient, mais que si elle serait donnee plus tard, Dieu seul sait ce qui en arrivrait” [“If the battle takes place before three days, the French will win him, but if after three days, then God knows what will happen.”] - smilingly conveyed Lelorgne d "Ideville. Napoleon did not smile, although he was apparently in the most cheerful mood, and ordered these words to be repeated to himself.
Lavrushka noticed this and, to cheer him up, said, pretending that he did not know who he was.
“We know, you have Bonaparte, he beat everyone in the world, well, that’s another story about us...” he said, not knowing how and why in the end a boastful patriotism slipped into his words. The translator conveyed these words to Napoleon without ending, and Bonaparte smiled. “Le jeune Cosaque fit sourire son puissant interlocuteur,” [The young Cossack made his powerful interlocutor smile.] says Thiers. Having walked a few steps in silence, Napoleon turned to Berthier and said that he wanted to experience the effect that would have sur cet enfant du Don [on this child of the Don] the news that the person with whom this enfant du Don was speaking was the Emperor himself , the same emperor who wrote the immortally victorious name on the pyramids.
The news was transmitted.
Lavrushka (realizing that this was done to puzzle him, and that Napoleon thought that he would be afraid), in order to please the new gentlemen, immediately pretended to be amazed, stunned, bulged his eyes and made the same face that he was accustomed to when he was led around flog. “A peine l"interprete de Napoleon," says Thiers, "avait il parle, que le Cosaque, saisi d"une sorte d"ebahissement, no profera plus une parole et marcha les yeux constamment attaches sur ce conquerant, dont le nom avait penetre jusqu"a lui, a travers les stepspes de l"Orient. Toute sa loquacite s"etait subitement arretee, pour faire place a un sentiment d"admiration naive et silencieuse. Napoleon, apres l"avoir recompense, lui fit donner la liberte , comme a un oiseau qu"on rend aux champs qui l"ont vu naitre". [As soon as Napoleon’s translator said this to the Cossack, the Cossack, overcome by some kind of stupor, did not utter a single word and continued to ride, not taking his eyes off the conqueror, whose name had reached him through the eastern steppes. All his talkativeness suddenly stopped and was replaced by a naive and silent feeling of delight. Napoleon, having rewarded the Cossack, ordered him to be given freedom, like a bird that is returned to its native fields.]
Napoleon rode on, dreaming of that Moscou, which so occupied his imagination, and l "oiseau qu"on rendit aux champs qui l"on vu naitre [a bird returned to its native fields] galloped to the outposts, inventing in advance everything that was not there and what he would tell his people. He didn’t want to tell what really happened to him precisely because it seemed to him unworthy of telling. He went to the Cossacks, asked where the regiment that was in Platov’s detachment was, and by the evening I found my master Nikolai Rostov, who was standing in Yankov and had just mounted a horse to take Ilyin for a walk through the surrounding villages. He gave another horse to Lavrushka and took him with him.

Princess Marya was not in Moscow and out of danger, as Prince Andrei thought.
After Alpatych returned from Smolensk, the old prince seemed to suddenly come to his senses from his sleep. He ordered militiamen to be collected from the villages, to arm them, and wrote a letter to the commander-in-chief, in which he informed him of his intention to remain in the Bald Mountains to the last extremity, to defend himself, leaving it at his discretion to take or not take measures to protect the Bald Mountains, in which he would be taken one of the oldest Russian generals was captured or killed, and announced to his family that he was staying in Bald Mountains.
But, remaining himself in Bald Mountains, the prince ordered the sending of the princess and Desalles with the little prince to Bogucharovo and from there to Moscow. Princess Marya, frightened by her father's feverish, sleepless activity, which replaced his previous dejection, could not decide to leave him alone and for the first time in her life allowed herself to disobey him. She refused to go, and a terrible thunderstorm of the prince’s wrath fell upon her. He reminded her of all the ways in which he had been unfair to her. Trying to blame her, he told her that she had tormented him, that she had quarreled with his son, had nasty suspicions against him, that she had made it her life's task to poison his life, and kicked her out of his office, telling her that if she he won't leave, he doesn't care. He said that he did not want to know about her existence, but warned her in advance so that she should not dare to catch his eye. The fact that he, contrary to Princess Marya’s fears, did not order her to be forcibly taken away, but only did not order her to show herself, made Princess Marya happy. She knew that this proved that in the very secret of his soul he was glad that she stayed at home and did not leave.
The next day after Nikolushka’s departure, the old prince dressed in full uniform in the morning and got ready to go to the commander-in-chief. The stroller had already been delivered. Princess Marya saw him, in his uniform and all the decorations, leave the house and go into the garden to inspect the armed men and servants. Princess Marya sat by the window, listening to his voice coming from the garden. Suddenly several people with frightened faces ran out of the alley.
Princess Marya ran out onto the porch, onto the flower path and into the alley. A large crowd of militiamen and servants was moving towards her, and in the middle of this crowd several people were dragging a little old man in a uniform and orders by the arms. Princess Marya ran up to him and, in the play of small circles of falling light, through the shadow of the linden alley, she could not give herself an account of the change that had taken place in his face. One thing she saw was that the former stern and decisive expression on his face was replaced by an expression of timidity and submission. Seeing his daughter, he moved his weak lips and wheezed. It was impossible to understand what he wanted. They picked him up, carried him into the office and laid him on that sofa that he had been so afraid of late.
The doctor brought in drew blood that same night and announced that the prince had a stroke on the right side.
It became more and more dangerous to stay in Bald Mountains, and the next day after the prince was struck, they were taken to Bogucharovo. The doctor went with them.
When they arrived in Bogucharovo, Desalles and the little prince had already left for Moscow.
Still in the same position, no worse and no better, broken by paralysis, the old prince lay in Bogucharovo for three weeks in a new house built by Prince Andrei. The old prince was unconscious; he lay there like a mutilated corpse. He muttered something incessantly, twitching his eyebrows and lips, and it was impossible to know whether he understood or not what surrounded him. One thing that was certain was that he suffered and felt the need to express something else. But what it was, no one could understand; Was it some kind of whim of a sick and half-crazy person, did it relate to the general course of affairs, or did it relate to family circumstances?
The doctor said that the anxiety he expressed meant nothing, that it had physical causes; but Princess Marya thought (and the fact that her presence always increased his anxiety confirmed her assumption), thought that he wanted to tell her something. He obviously suffered both physically and mentally.
There was no hope for healing. It was impossible to transport him. And what would have happened if he had died on the way? “Wouldn’t it be better if there was an end, a complete end! - Princess Marya sometimes thought. She watched him day and night, almost without sleep, and, scary to say, she often watched him not with the hope of finding signs of relief, but watched, often wanting to find signs of approaching the end.
Strange as it was for the princess to recognize this feeling in herself, but it was there. And what was even more terrible for Princess Marya was that since her father’s illness (even almost earlier, perhaps even when she, expecting something, stayed with him) everyone who had fallen asleep in her woke up, forgotten personal desires and hopes. What had not occurred to her for years - thoughts about a free life without the eternal fear of her father, even thoughts about the possibility of love and family happiness, as temptations of the devil, constantly floated in her imagination. No matter how much she distanced herself from herself, questions constantly came to her mind about how she would arrange her life now, after that. These were temptations of the devil, and Princess Marya knew it. She knew that the only weapon against him was prayer, and she tried to pray. She stood in a position of prayer, looked at the images, read the words of the prayer, but could not pray. She felt that she was now embraced by another world - of everyday, difficult and free activity, completely opposite to the moral world in which she had been confined before and in which prayer was the best consolation. She could not pray and she could not cry, and the cares of life overwhelmed her.
It was becoming dangerous to stay in Vogucharovo. The approaching French were heard from all sides, and in one village, fifteen versts from Bogucharovo, an estate was plundered by French marauders.
The doctor insisted that the prince must be taken further; the leader sent an official to Princess Marya, persuading her to leave as soon as possible. The police officer, having arrived in Bogucharovo, insisted on the same thing, saying that the French were forty miles away, that French proclamations were going around the villages, and that if the princess did not leave with her father before the fifteenth, then he would not be responsible for anything.
The princess of the fifteenth decided to go. The worries of preparations, giving orders for which everyone turned to her, occupied her all day. She spent the night from the fourteenth to the fifteenth, as usual, without undressing, in the room next to the one in which the prince lay. Several times, waking up, she heard his groaning, muttering, the creaking of the bed and the steps of Tikhon and the doctor, turning him over. Several times she listened at the door, and it seemed to her that he was muttering louder than usual and tossing and turning more often. She could not sleep and went to the door several times, listening, wanting to enter but not daring to do so. Although he did not speak, Princess Marya saw and knew how unpleasant any expression of fear for him was to him. She noticed how dissatisfied he turned away from her gaze, sometimes involuntarily and stubbornly directed at him. She knew that her coming at night, at an unusual time, would irritate him.

On September 27, an Open Day was held at the Kolomna Diesel Locomotive Plant named after Kuibyshev, dedicated to the holiday - Machine Builder's Day. Of course, I could not pass up such an event, and early in the morning I went to Kolomna.
Immediately behind the checkpoint, open to everyone, there were two main representatives of Kolomzavod on the site - the TEP70BS diesel locomotive and the EP2K electric locomotive.

TEP70BS-258:

Opposite, on the other side of the central plant square, there are posters telling about the history of the plant:

The earliest visitors, I noticed, were mostly factory workers who took the opportunity to bring their wives, children, or grandchildren to show where they worked. Therefore, entering the territory, they spread out in a variety of directions. In general, the Kolomzavodov Open Day was distinguished by its extraordinary democracy: no fences, signs, or prohibitory signs - go wherever you want. Well, I went to wander around the territory, among the old buildings:

Very atmospheric:

You could enter through any open door, which is what visitors took advantage of. I also chose one, not too noticeable...:

And right outside the door was discovered:

To the left, behind the fence, the engine rumbled at high speeds. And on the right, work was in full swing on assembling diesel engines:

The machine assembly shop of the Kolomna Plant is the place where diesel engines are assembled for diesel locomotives, motor ships, and power plants:

Moreover, the workshop was working quite well, despite the tourists wandering around it :)

There are many memorial plaques on the factory buildings:

And other inscriptions, banners, and devices:

Kolomna Plant is a whole city, with its own architecture of different eras:

And by railways:

To the left of the switch you can see the rails left over from the dismantled junction, which, through the gate, went out onto the square directly in front of the plant:

And ahead you can already see the gates of the Locomotive Assembly Shop:

On the left is the old switch post booth:

The new part of the workshop, built in 1953:

Attached to the older part:

Local surroundings:

Here we met Sergei aka myzd_ru . Let's go inside:

The Simpsons immediately came to mind. Have you joined the trade union?

More visual propaganda:

Finally, we enter the workshop. Left -

And on the right -

Modern locomotives are assembled according to the principle of a designer. First the body, then all the equipment is inserted inside, then the carts are rolled under it. Here is the future EP2K electric locomotive, and what will subsequently be installed in and on it:

Another EP2K, hidden in the pit:

The pit was designed to ensure that the floor of the locomotive was at the same level as the floor of the workshop, and mechanics did not have to climb steep stairs with tools and parts. Electric locomotive filling:

Locomotive shower? (Sorry about the quality, I had to take it with my phone - it couldn’t fit into the lens):

Cabin and future control panel:

View of the workshop:

The TEP70BS on the left already has a diesel generator installed. But inside it’s cramped, almost like a tank:

The remote control is already complete here:

Have you ever been under a diesel locomotive? ;)

Behind this “Slipper” on the platform stands a D49 diesel engine ready for installation:

Another EP2K, not yet fully primed, stands on the technological platform:

If you leave the workshop through the opposite door, you find yourself in a dimly lit room, where another primed EP2K is hidden:

The path he stands on leads there:

Spray booth? Although it smells like paint, it doesn’t look like it. And from this room there is another door:

Directly behind it, on the street, there is an electrified track for several hundred meters, on which running tests of electric locomotives are carried out. Along the way, EP2K-264 drove back and forth with beeps:

And a little further away his brother with number 263 was hiding. It seemed that surprise was visible in his “look”: “What are you outsiders doing here, huh?”

Here they are, two “brothers”:

Hidden very far away is another TEP70BS:

Sergei showed me several platforms hidden at a distance, on distant tracks, used as intra-factory transport. Here's the first one:

And here's the second one. Riveted!

And here is the emblem from the third. People's Commissariat of Medium Engineering, Bryansk plant named after Uritsky, 1941!

Nearby there is an old reserved seat with a registration of the Far Eastern Railway. The color, of course, has faded, but I wonder - is this some kind of branded “livery”?:

It also has a noble emblem, no Tver plant - the city of Kalinin!

Since the event lasted until one o'clock in the afternoon, and the time was inexorably approaching this mark, there was one more thing left to do - visit the plant museum. Of course, there were quite a lot of people there. Right at the entrance you are greeted by P36-0251 - the last steam locomotive produced by the Kolomna Plant in 1956. In the form of a collage, of course, because the original is in St. Petersburg, in the museum at the Warsaw Station.