Stories about locomotive drivers and the railway. Forgotten professions. Rectangular photo on the right side

UNPUBLICATED ESSAY The travel essay about the second, in June 1967, trip abroad, this time to the German Democratic Republic, was not published by Zvezda. The editor-in-chief of the magazine, G. K. Kholopov, considered that "there is a wrong attitude towards the Germans." Apparently he came to the same conclusion.

Bibliographic essay

I can say that I was familiar with the railway and steam locomotives from early childhood. The first station in my tenacious childhood memory was Novosibirsk-Vostochny. Previously, this station was simply called "Yeltsovka". The first acquaintance with her happened in the summer of 1941. The older girls, in whose care I was, had to take food to my grandfather (a locomotive driver). Heat. It was necessary to go from the tram ring near the Palace of Culture under construction. Only a little less than one and a half kilometers, but for a three-year-old it was a lot. We arrived at the ferry. Grandfather terribly scolds the assistant, or rather the assistant, because while he was drawing up the route, she fell asleep and "missed steam." We have to go, but the steam pressure is not enough. The fact is that all the young men and boys were taken to the front, and the locomotive brigades were replenished with eighteen-year-old girls. There were no stokers either. Here she is, poor thing, tired and fell asleep. Somewhat later, L.M. was appointed People's Commissar of Communications. Kaganovich, who has the title of "Marshal of Traction", and the situation began to change. For the locomotive brigades, a “booking” was established, a “People's Commissar's ration” was introduced, i.e. before the shift, the members of the locomotive crew received food: bread, smoked sausage, “live” unrefined red sugar, salt, as well as soap, shag, matches in blue paper packaging and a “chirkalka” - a board for lighting matches. However, women continued to work in locomotive crews. Some of them, for example, N.M. Orlova worked in her husband's team as an assistant driver, then she herself became a locomotive driver.

In the summer of 1943, my grandmother with children, goats and a cow moved to Mochishche station. Initially, they lodged at the 2nd dairy farm, located half a kilometer from the station. The main contingent working on the farm were women from the Volga Germans resettled in Siberia. They lived in huge dugouts covered with turf, rising only a meter and a half above the surface of the earth. I was forever filled with their accent and the strange pronunciation of some Russian words. The land around was sown with sugar beets, turnips and rutabaga. Rutabaga could simply be eaten, and the village boys threw sugar beets into the fire. When the beets burned, they took them out, broke them open and sucked the flesh from the inside of the burnt crust. There were no other sweets. Somewhat later, the grandmother with all the "household" moved to stay in the house of the switchman Anastasia, next to the railway. Next door was the house of the lineman Polozov with a large family (I do not remember either the name or patronymic of the head of the family, unfortunately). His duty was to inspect the condition of the 15 km track daily. Morning to afternoon 7.5 km one way. After lunch, 7.5 km in the other direction from the house. Naturally, on foot with a bag over his shoulder with some kind of tool and a hammer on a long handle, with which from time to time he tapped on the rails and connecting strips. So daily in any weather. Once I got in touch with my uncle Fyodor, who had been commissioned after the hospital, to go to the 1st farm (now Barlak). The road ran along the railroad tracks. At some point, my uncle stopped and examined the plank. There was a crack in the plank. He determined the coordinates of the damaged bar to the kilometer post and the picket post, saying what Polozov should be told about this. Before volunteering for the front (at the beginning of 1943 from the second year of the institute), my uncle studied at the Novosibirsk Institute of Military Transport Engineers (NIVIT, later NIIZhT and SGUPS). After the hospital, he recovered at the institute. At the end of 1943, part of the Siberian students, together with students of the Dnepropetrovsk Institute, who was evacuated in Novosibirsk, were transferred to Ukraine. In the spring of 1944, my uncle returned to Novosibirsk, because. Wounds opened and tormented by concussion. Having recovered from military ailments, my uncle passed the exams and went to work as an assistant driver on a steam locomotive. Institutional preparation affected. At the end of 1945 or the beginning of 1946, my uncle Ivanov Fedor Fedorovich passed the next exams and at the age of 20 received the right to drive a steam locomotive.

Just a few hundred meters from our temporary home, in the direction of the Vitamin Station, in the everyday life of "Vitaminka", fields sown with buckwheat and vetch began. In the heat, a thick honey aroma hung over the fields. Being close to the railway, I constantly pestered adults with questions: “Where do the rails go?” They answered: "To the East." "So what is next?" “To Vladivostok”, “And then?” “Get off. They go to sea." I remember this.

Indeed, those who have been to Vladivostok may have seen where the Great Trans-Siberian Route ends, almost 10,000 kilometers long from Moscow. To be precise, on the milestone in Vladivostok, the sign says “9288 km” and “O km”. Coming out of the tunnel under Ocean Avenue and st. Leninskaya (Svetlanskaya), the train stops its run at the railway station a few hundred meters from the Egersheld berths. Further the sea and in the distance the Russian island.

The beautiful railway station is the same age as the Trans-Siberian Railway, which recently in July celebrated its centenary since the opening of a through route from Moscow to Vladivostok. To the left on the bend of the "Golden Horn" is a spacious Marine Station, built for the centenary of Vladivostok. The sea terminal is connected to the city streets by a car overpass over the railway line and access roads.

Vladivostok. There are wonderful bays, a boundless ocean in a distant and “ours” city. Now two new miracles have been created in Vladivostok - cable-stayed bridges. The bridges were built in a short time for the APEC 2012 summit.

Vladivostok. Train Station. The same age as the Transsib.

The final "verst" column of the Trans-Siberian Railway.

Vladivostok. Maritime Station.

Vladivostok. Observation deck on Egershelde. 2013

Let's go back to 1943. Trains with military equipment, submarines (as I now understand, the Malyutka type without cuttings) and combat boats - torpedo and armored boats - often stopped at the Mochishche station. Every day, hospital trains passed through the station and stopped with a large white circle with a red cross inside applied in the central part of the wall of the car. At the Mochische station, steam locomotives were filled with water. At the station stood and still stands a typical, old water tower. At Mochishche station, ice wagons were being cleaned at a dead end. Salt was often found in uncleaned wagons. Now, it’s even scary to think, but this salt was collected and used in everyday life. During the war, salt was in very short supply. If possible, people carried a little salt in a paper bag (often from a newspaper).

Typical railroad water tower.

Sanitary wagon. 04.08. 2009 035

From that time I remember the incident that happened to my grandfather in the summer of 1943. Early in the morning, grandfather left for a shift (the locomotives worked for days), and in the middle of the day he returned drunk. He did not say anything at that moment, he immediately went to bed. Waking up in the evening, he said that he had taken the loaded train from the Pashinsky plant. On the curve, he saw that an empty car was rushing towards him. At that time, the village of Pashino was connected to the Inya siding (now Inya-Vostochnaya) by a single-track line. Grandfather pressed the brake, twisted the reverse and began to upset the train, fortunately, the speed was still low. The factory gates were opened, the train was accepted, and an empty one was slowly drawn into the neighboring track. The director of the plant ran up and ordered the locomotive crew to get out and go to his office. In the office, he poured them alcohol. Grandfather refused, explaining that he still had almost a day to work, to which the director replied that they would not go anywhere, but would go home to sleep, that he had already called the reserve brigade, and that the competent authorities were dealing with what had happened. As grandfather said, that only later did he realize what had happened, and a glass of alcohol relieved stress in time. So my grandfather, a soldier of the First World War, was on the front line, passing in the rear.

It was at the Mochishche station that I saw a real armored train. It was impossible to surprise the boys with locomotives. We children knew many locomotives by their horns, but the fire-breathing bulk of the armored train struck our boyish imagination and instilled confidence in the victory over the enemy of our "indestructible and legendary". We knew all the domestic steam locomotives operated on the Tomsk railway. Main cargo FD (Felix Dzerzhinsky, wheel formula 1-5-1), main passenger IS (Joseph Stalin, 1-4-1) and S U (1-3-1), shunting S U (1-4-0) and E M (1-4-0). At the Chulymskaya station, I had to see steam locomotives of the SO K series (Sergo Ordzhonikidze, 1-5-0) operated on the Omsk Railway with a tender condenser, because saline water did not allow the use of steam locomotives with conventional boilers. In everyday life, SO K steam locomotives were called "mokrushes". The swan song of locomotives is a locomotive of the L series (1-5-1), which entered the railway lines in the post-war years. During the Great Patriotic War, under Lend-Lease, freight locomotives of the E A series (1-5-0) were received from the USA. It should be noted that during the mandatory certification of steam locomotive drivers, knowledge of American steam locomotives was tested not only of the E A series (1-5-0), but also of other models. From an early age I heard the names and saw American locomotives in books. The memory retained the names of some models: "Compound", "Decapod".

Since 1949, trains from Novosibirsk to Chulymskaya station have been driven by electric locomotives of the VL-22 series (Vladimir Lenin).

Between the Eltsovka station and the Inya siding, on the left side, brick buildings of an automobile plant under construction were visible, which did not produce a single car. Only in one fantastic story “The Blue Limousine” (late 40s, unfortunately I don’t remember the author) a car with the brand of the Novosibirsk Automobile Plant was mentioned. You can learn about the fate of the automobile plant while walking around the Kalininsky district.

Let's continue the story about steam locomotives and the railway. A well-maintained island is visible from the crossing bridge next to the railway tracks. This is a memorial area. Here is a monument to the soldiers of the Great Patriotic War. In the memorial list we see the name of the Hero of the Soviet Union Konstantin Zaslonov. The fact is that the young engineer Konstantin Sergeevich Zaslonov worked in the second half of the 30s in the locomotive depot Novosibirsk-I. In the late 60s, an article about Konstantin Zaslonov appeared in the newspaper Sovetskaya Sibir. To my shame, I learned only from a newspaper article that Konstantin Zaslonov worked at the Novosibirsk-I locomotive depot. Shortly after the end of World War II, the film "Konstantin Zaslonov" was released. The boys watched the film many times, but they never heard that K. Zaslonov was connected with Novosibirsk. I asked my grandfather: “Did he know K. Zaslonov?” Grandfather, as they say, "split" and spoke about the work in those early years. How he brought up "Kostya" and taught him how to deal with the working class. Apparently, K. Zaslonov was a demanding leader who did not tolerate slobs and idlers. Therefore, as my grandfather said, weighty wrenches and sledgehammers often fell near the "Bone".

Memorial at the Novosibirsk locomotive depot. 10.04. 2012 038

In 1937 K.S. Zaslonov was sent as the head of the locomotive depot of the Roslavl station in the Smolensk region, and in 1939 he was transferred to the Orsha station in the Vitebsk region. At new places of work K.S. Zaslonov, apparently, also did not win huge popularity among the working people. Most likely, this was the bet of the underground. Young, energetic, with a “tarnished” reputation, he did not arouse suspicion among the Germans. The actions of K.S. Zaslonova with underground workers contributed to the defeat of the Germans near Moscow in the winter of 1941-1942. A street on the outskirts of Novosibirsk in the Dzerzhinsky district is named after Konstantin Zaslonov. Just as once Konstantin Zaslonov blocked Moscow from the west with his comrades in arms, so now he stands on the border of the city of Novosibirsk, protecting it from invasion from the east.

Memorial at the locomotive depot. 26.08. 2008 008

My maternal grandfather Ivanov Fedor Grigorievich was an artillery soldier of the First World War. Before being drafted into the army, grandfather worked in a blacksmith shop. After the dissolution of the Tsarist army, he returned to his small homeland, where at the beginning of 1918 he joined his fate with my grandmother Klavdiya Andreevna Dmitrieva, who returned to her homeland after stopping the work of factories in Petrograd. She worked as a stamper at the well-known, according to the February events of 1917, the Pipe Factory of the Military Department. They received a land allotment on a farm near the village of Krasnaya Veshnaya, Kuninsky district, Pskov province. The border area of ​​the region passed from one region to another. Velikolukskaya, Leningradskaya, and Pskovskaya Oblasts wrote about her place of birth according to my mother’s documents dating back to different years. Let's leave aside the territorial affiliation of the village of Krasnaya Veshnya and continue the story.

In the late 1920s, my grandparents moved to Novosibirsk with four children. At first, upon arrival, grandfather, in the direction of the Labor Exchange, worked as a loader. At this time, he met the hereditary loader S.A. Shvarts, who by this time held high positions in urban structures and was repressed in 1937. Then grandfather graduated from the FZU and began working on a steam locomotive as an assistant, and then as a machinist. Soon grandfather was promoted to trade union and party work.

Cadets pom / mash for Kuzbass. FZU Art. Novosibirsk. 1930

Bottom row (lying), in the center Ivanov F.G.

Release of propagandists of courses of party activists Vol. Railway 1935

They are sitting. Second from the left Ivanov F.G.

Before the well-known repressions of 1937, grandfather had a responsible job. During the repressions, grandfather did not sign any “paper” and lists. After the refusal, the investigator promised him that someone else would sign for him. Grandfather did not spend the night at home for several days. One day we arrived at night, but my grandfather was not at home. In the morning, a new owner moved into his office. He asked grandfather: “Who are you?” Grandfather replied that he was Ivanov F.G. Then the new owner of the office said: “You are a machinist. Here, go to the locomotive and work.” Apparently, the new owner of the office turned out to be a decent person. Until his retirement in 1956 (after the release of the new pension law), grandfather worked as a machinist. True, in 1956 he had a meeting with a “familiar investigator”, who at that time was engaged in the rehabilitation of the repressed. For many days my grandfather went to the Organs, where he helped to restore the good names of the depot employees who had not returned from the Gulag.

My grandfather Ivanov Fedor Georgievich

Rectangular photo on the right side.

Cover of the manuscript by Evgeny Gavrilovich Kovalev

In the summer of 2012, I was introduced to the manuscript of the driver of the locomotive depot st. Novosibirsk-Main Kovalev Evgeny Gavrilovich "Cities begin with the road." Kovalev E.G. He worked on the railroad all his life. The manuscript contains rich material not only about the locomotive depot st. Novosibirsk - Main, but also the railways of Russia and the USSR. Of course, the manuscript is waiting for literary processing and publication.

My memories are also connected with Krivoshchekovo. I often visited Krivoshchekovo. the steam locomotive of my grandfather and uncle (YU series) after the war, as they say, was originally assigned to the Krivoshchekovo station, and then transferred to the CHIK station. Grandfather was a senior machinist. Uncle worked in his father's brigade, and then uncle organized a Komsomol youth brigade, which received another engine, and uncle was appointed chief engineer. I loved, but my grandfather and uncle did not refuse me and took me with them on the locomotive. We got to Krivoshchekovo traditionally - on the suburban one.

I liked to look into the fire-breathing furnace of a locomotive boiler, inhale the smell of warm fuel oil and hear the hiss of steam.

Grandfather's steam locomotive carried out shunting work at the Krivoshchekovo station. The farthest was a trip to the Krivodanovsky quarry. After the grandfather's steam locomotive was driven to the CHIK station, the trips became more interesting. Grandfather's steam locomotive served as a pusher. It was a more powerful steam locomotive of the E m series. By this time, the electrification of the railway had begun. My uncle Fedor Fedorovich Ivanov was trained and got the right to drive an electric locomotive. He worked as an electric locomotive driver until his retirement.

Station CHIK is an abbreviation and stands for Extraordinary Imperial Commission. Some episodes of the film "Hot Snow" were filmed at the CHIK station. Between the CHIK stations in Kochenevo there is a saddle and an ascent towards the Kochenevo station. It was not always possible to overcome the rise with one locomotive with a freight train, so a pusher was required, which was placed at the tail or head of the freight train. More often in the tail of a freight train. On the approach to the station, the driver of the head locomotive gave a signal with a certain code to the pusher to continue moving or move away. Sometimes the pushers escorted the freight train to Zakholustnoe (Lesnaya Polyana) station, less often further: to Duplenskaya stations. Freight locomotives went westward on one "shoulder", to the Chulymskaya station. Passenger steam locomotives went on two "shoulders" to the Barabinsk station.

The pusher returned to the CHIK station alone. In the middle of the last century, in order to increase the throughput and abandon the pushers, a new embankment was erected and a new track was laid. Thus, the segment of the railway line between the stations CHIK and Kochenevo became three-track.

It must be said that at the CHIK station, the brigades were preparing steam locomotives going west. They cut the firebox (removed the slag). Therefore, many-meter layers of slag have accumulated at the CHIK station over the decades. They were taken away in the early 50s of the last century for the construction of cinder-cast and cinder-block residential buildings. In addition, tenders were filled with water, which is called “to the eyeballs”. This is explained by the fact that the water in the vicinity of the Chulymskaya station is saline, which adversely affected the operation of locomotive boilers. Therefore, freight locomotives of the FD series - Felix Dzerzhinsky were filled with water with the expectation that it would be enough for the return trip. Passenger locomotives of the IS series - Joseph Stalin took water with the expectation that it would be enough to the Barabinsk station and back. From the Chulymskaya station, the trains were moved by steam locomotives of the C o series - Sergo Ordzhonikidze, who had a tender - a condenser for preparing water before being fed into the boiler of the locomotive .. In winter, the steam locomotives of this series were shrouded in a dense cloud of steam and the railway workers called them "mokrushes". For some time, the Chulymskaya station was the border between the Tomsk and Omsk railways. Later, these railways were merged into one West Siberian railway, stretching from west to east for more than a thousand kilometers.

Initially, the border between the Omsk and Tomsk railways passed, like the hourly train, along the Ob River. The railway bridge was single-track and trains were often waiting for an oncoming train. Both on the left and on the right bank near the railway there were checkpoints "Left Ob" and "Right Ob". The checkpoint was a two-story building with an open area at the level of the second floor. From the checkpoint they controlled semaphores and arrows. When opening the semaphore, it was necessary to insert a special key into the socket of the device. Only after that, by turning the lever through the cable system, the semaphore was opened. On a single-track section, which was the passage through the bridge, the semaphore could only be opened after the key was delivered from the opposite bank. After opening the semaphore, the key was attached to the so-called "rod", and the locomotive brigade was transferred to the neighboring section, where the procedure was repeated. The "Wand" was a wire ring with a diameter of at least 50 cm with a wire handle to which a key was attached. When passing by the checkpoint, the “baton” with the key was thrown under the feet of the duty officer. My grandfather and I have repeatedly visited the checkpoint. The memory has preserved the internal appearance of the checkpoint. The meager light of kerosene lamps illuminated the checkpoint, which was always warm. The smell of kerosene burnt on the wicks of lanterns and lamps. The semaphore controls tapped. Overhead letters flaunted on the semaphore control devices: “Vol. railway”, i.e. Tomsk railway. At the checkpoint "Left Ob" on the devices were the letters "Om. railway”, i.e. Omsk railway. The conductors of freight trains with a bunch of signal lights, waiting to pass on the bridge, whiled away the time at the checkpoint. From time to time, the workers went out to the upper open area to the passing train with a set of signal flags or lanterns.

There was a dead end near the checkpoint. At a dead end, a steam locomotive or no more than two two-axle covered 18-ton cars, called "cars", could fit. In this cul-de-sac, grandfather was unloading hay to feed the cow. Railroad workers were allowed to mow grass in designated areas of the exclusion zone. For the transportation of hay, a "caravan" for two persons was provided. I will not bore readers with a story about the delivery of hay to its destination, but I will tell about an incident that occurred in this dead end.

In the late 40s of the last century, a steam locomotive, which for some reason at a considerable speed got into the appendicitis of a dead-end segment, flew out of the fence. The fence slowed down, but did not hold the shunting locomotive, which flew out of the track and fell off the embankment towards Krasny Prospekt, standing up almost vertically. At the same time, the tender of the engine remained at the top, so that the engine and the tender were a giant letter "G". Apparently, the arrow was mistakenly translated into a dead end. The locomotive remained in this position for several days. Then the locomotive was raised and the dead end restored.

Let's continue the story about locomotives. If the weather allowed, it was possible to stand on the front platform, feeling like standing on the captain's bridge. Behind him was the power of a steam engine, which pushed the locomotive with a dozen wagons forward. Steam was emitted rhythmically from the spool with a hiss. The locomotive devoured the distance, swallowing rails and sleepers. Kilometer posts were rushing by and picket posts flashed by.

I knew the control handles: how to shift the reverse, how to pump water into the boiler with an injector, and much more. Heating the cauldron was an art. On old models of steam locomotives, coal was thrown into the furnace by hand. On new models of powerful steam locomotives, coal was fed into the furnace using a stoker. From time to time, the driver or driver's assistant opened the firebox flaps and determined by eye the need to add coal. Coal in the firebox had to lie in an even layer. Coal was thrown into the furnace in the right place so that the grate would not burn out or scattered like a fan. Occasionally I was allowed to throw a few shovels of coal into the firebox, and then the firebox was opened so that I could admire the creation of my fledgling hands. On a smooth, light yellow surface, black bumps rose with crimson edging, burning from below a new portion of fuel. The tubercles were correctable, but still a marriage in the work and were called "goats".

It was interesting to observe how the transfer of the locomotive from one shift to another took place. It was a decades-old procedure, more like a ritual. Having risen to the booth and, shaking hands, they put a metal chest (a kind of case), called a "hurdy-gurdy", on a shelf. Under the cover of the "hurdy-gurdy" steam locomotives carried documents (route sheets). In a special compartment for matches and shag. The rest of the space was used for food (we worked for days) and other things, which you can’t count. One could sit on the "hurdy-gurdy" while waiting for a suburban one. Usually, after taking turns, the steam locomotives sat in a circle on the barrel-organs, smoked and poisoned. The purpose of the "hurdy-gurdy" was multifunctional. The room where locomotive brigades received route sheets was called "brekhalovka". Let's continue with the shift. They exchanged phrases about the past shift, about the state of the steam engine and running gear. They opened the firebox door and examined under the fireboxes, for the absence of burnout of the grate, the condition of the arch for curvature. We checked the water level in the boiler and the operation of the injector for pumping water. Steam pressure on the manometer. The amount of coal and its brand. The next stage is the inspection of the chassis. Checking the wear of the outer diameter of the wheels. The driver stood behind the outer wheel to the booth and looked at the outer surface of the rims. Checked flatness. The steam locomotive wheelsets are rigidly installed in the frame, and increased wear of one of the wheels reduces the friction coefficient. With a hammer on a long handle, the rims of the wheels, the crank and the drawbar were tapped for the absence of cracks. Checked the axle boxes of the tender wheels.

The boys recognized many locomotives by their horns. The bass whistle (like a steamboat) of the FD 21-3000 steam locomotive was especially well known. This is the locomotive of the legendary N.A. Lunin. The names of the members of the steam locomotive brigade N.A. are immortalized on the steam locomotive monument. Lunin. Two or three times, when I was at the depot with my grandfather, I saw N.A. Lunin. I especially remember the case in the summer of 1943, when N.A. Lunin gave dispersal to the members of his brigade.

Next to the railway, towering above the transport highway, on a concrete pedestal, the steam locomotive FD21-3000 of the machinist N.A. is forever installed. Lunin. As far as I remember, the locomotive had a different coloring. It had a greenish color with a blue tint. In the 70s, when the locomotive stood at a dead end near the depot near the place where the monument is now erected, it was completely black.

Machinist Nikolai Alexandrovich Lunin is a machinist, which is called "from God". Even before the start of the Great Patriotic War (1940), he was the initiator of the movement to repair steam locomotives by the train crew itself and reduce their downtime in the depot, increase the mileage of steam locomotives without major repairs to 100,000 km. For his work, N.A. Lunin was awarded the title of laureate of the Stalin Prize (1042) and Hero of Socialist Labor (1943). In 1943, he bought a 1,000-ton coal train with his personal savings and sent it to the hero city of Stalingrad.

Engine driver N.A. Lunin FD21-3000. 19.07. 2008 1115

The first steam locomotive FD, on which N.A. Lunin drove the trains until he received the anniversary locomotive, due to circumstances ended up in Ukraine. Once I came across a small note about historical steam locomotives, where it was told that in the first months of the Great Patriotic War in Ukraine, a German armored train delivered a lot of trouble to our troops. To destroy the armored train, it was decided to ram it. The driver from the Pyatikhatki station (Dnipropetrovsk region) dispersed the FD locomotive and rammed an enemy armored train. The driver ordered the assistant to jump. The assistant survived. The driver and the locomotive were killed. It was N.A. Lunin's steam locomotive.

Nikolai Aleksandrovich Lunin.

The memory of Nikolai Aleksandrovich Lunin is immortalized in Novosibirsk. He is an honorary citizen of the city of Novosibirsk. At the house at st. Saltykov-Shchedrin No. 1, where N.A. Lunin, a memorial plaque was installed

St. Saltykov-Shchedrin No. 1. Memorial plaque. 29.07.2011 007

His name was given to the Novosibirsk College of Transport Technologies.

Memorial plaque on the wall of the Novosibirsk College of Transport Technologies. ON THE. Lunin. 15.08. 2008 043

The square at the intersection of Chelyuskintsev and Narymskaya streets was named "Lunintsev Square" - followers and associates of N.A. Lunin.

Near the building of the Administration of the Zheleznodorozhny District there was a stand "Pride of the Zheleznodorozhny District". Shortly after the creation of the Central Administrative District, which included the Zheleznodorozhny District along with two other districts, the stand was removed.

The pride of the railway region. 13.05. 2011 005

Alijanov A.Kh., Borisenko T.Ya., Gumilevsky A.P., Ivachev F.N., Kondratyuk Yu.V.,

Lunin N.A., Malanin I.I., Manakov V.S., Myasnikova L.V., Nikolsky N.P., Redlikh V.P., Shamshurin D.A., Yaroslavsky E.M.

Among the worthy names was the name of N.A. Lunin: “LUNIN Nikolai Alexandrovich (05/22/1915, Ryazhsk, Ryazan province - 10/03/1968, Moscow), laureate of the Stalin Prize, 2nd Art. (1942), Hero of Socialist Labor (1943). In the railway district of Novosibirsk there is Lunintsev Square.

“100 years of N.A. Lunin. 06/18/2015 5928

In May 2015, the 100th anniversary of the birth of the Hero of Socialist Labor, Laureate of the Stalin Prize Nikolai Aleksandrovich Lunin was celebrated. On the green slope at the foot of the monument to the legendary steam locomotive and driver there is an inscription in fresh flowers: “100 years of N.A. Lunin.

In the Pervomaisky district, a steam locomotive of the FD20-2610 series stands on a pedestal. This is the steam locomotive of the Hero of Socialist Labor Sholkin Pavel Dmitrievich, who was the first to pick up the initiative of N.A. Lunin. The names of the members of the locomotive brigade P.D. are immortalized on the pedestal. Sholkin.

I recall a curious incident with a locomotive on a pedestal. In Kiev, not far from the railway station, a locomotive stands on a tall structure made of metal beams. Looking at him from afar, I said to my colleague: "The IS steam locomotive is on a pedestal." When we got closer, a colleague said that I had poor eyesight, because the locomotive is FD. Indeed, the letters FD P 20-576 flaunted on the locomotive. You can't get the wheel formula anywhere. It is troublesome to change a locomotive on a pedestal, and therefore the inscription “Joseph Stalin” was removed on the frontal part, and the letters IS were replaced with FD P, which, according to the authors’ intention, apparently should mean FD P “passenger”. This is reminiscent of a joke when a proposal was made to replace the head of the leader with the head of T.G. on the bronze monument to Stalin intended for demolition. Shevchenko, who also once wore a soldier's overcoat.

I still remember the models of Soviet locomotives. I know their wheel formula, as well as the types of tenders. Familiar with the American steam locomotives of the E a series, supplied from the USA during the Great Patriotic War under Lend-Lease. Grandfather had many different books on the design and operation (it was through “O” that the word was written at that time when it was about technology, and through “U”, the code was spoken about a person) locomotives. Engineers regularly passed exams for the right to drive a steam locomotive, or, as they say now, passed certification. From technical books, I learned not only the design of domestic steam locomotives, but also outlandish American ones. For example, a compound steam locomotive had two simultaneously operating steam engines or steam locomotives that had a two-axle driving bogie. I learned a lot from my grandfather's textbooks and manuals.

Being retired, grandfather did not forget his profession. I'll tell you about my grandfather's proposal to the River Shipping Company. On the left bank of the Ob River there was a Timber Combine, which changed its name over time: OAO timber transshipment plant, timber transshipment and wood processing plant. Simply put, this has been a “transshipment” for decades. The main profile of production was unloading, loading and cutting wood. In the summer, barges with fuel oil were unloaded here, and the steam boiler of a steam locomotive was used to heat the fuel oil, which was driven to the shore under its own power.

I know firsthand about the unloading of barges with fuel oil in the 60s. After retirement, my grandfather Ivanov F.G. was registered with the party in the nearest territorial institution - the River Shipping Company. At one party meeting, the question of unloading barges with fuel oil was discussed, because. there were constant problems. Fuel oil often "froze", which made it difficult to pump. Grandfather suggested using a steam locomotive, or rather a locomotive boiler, to heat up the fuel oil.

A few days later, grandfather was told that there were no problems with renting a steam locomotive. But where can you find specialists to service a steam locomotive? By that time, the number of steam locomotives had declined sharply. Grandfather promised to quickly resolve the issue with rare specialists. A few days later, a team of machinists Ivanov F.G., laureate of the Stalin Prize Petrov V.G. and Kulebabina was formed. I beg your pardon, but I don’t remember Kulebabin’s name and patronymic. Perhaps the surname sounded a little different. But I remember well that he lived on the left bank of the Kamenka near the bridge on Biysk Spusk.

Being with my grandfather on a dead end locomotive, I saw with what responsibility the Old Guard treated their duties.

It should be said that in the post-war period, steam locomotives were often used to heat buildings and factory buildings in the winter. For example, for heating the club "Transportnik". Veterans of the Novosibirsk Chemical Concentrates Plant recalled that a steam locomotive was also used to heat the inherited buildings of the unfinished automobile plant.

After the electrification of the Kuzbass direction, the trains went to the Industrial station of the Kemerovo region. As a student, in the summer I often went with my uncle "at night", on a trip to Chulymskaya and back. Inspection and acceptance of the electric locomotive. A nimble girl inserts a tape into a speed recorder and seals it. A command is received to deploy an electric locomotive. The locomotive docks with the train. The braking system is checked. Finally, the signal for departure arrives. Train departs. Wriggling at the turnouts of the Inskaya and Pervomaiskaya stations, the train enters the main course. Along the high arc of the embankment above the Berdskoye Highway and the arcade over the floodplain of the Ob River, the train is drawn into the spans of the railway bridge, which bears the name Komsomolsky. The unique railway bridge is the brainchild of the first five-year plans, the connecting link of the Ural-Kuznetsk pendulum. Coal from the Kuznetsk basin to the Urals, ore to Siberia.

To implement the "pendulum" project, a two-track railway bridge was built. The construction of the bridge was carried out in two stages: in 1931, the movement of trains along the first track was opened, and from 1939 - along the second. The extremely short construction time for a bridge of such a complex structure was a demonstration of the enthusiasm, creative impulse of the engineering thought of the designers and young builders. It was thanks to young builders that this railway bridge across the Ob went down in history under the name Komsomolsky

The bridge is truly unique - 2 tracks on each bull, sign-variable load. The speed of movement of heavy trains is 80 km / h with a mass of trains of 5-6 thousand tons or more.

The bridge and the long railway embankment on the right bank were built by hand. The largest equipment at the construction site was an excavator with a bucket capacity of 0.4 cubic meters. The rest is wheelbarrows, wagons, shovels, sledgehammers and other equipment.

The train rushes over the bridge. The sun has gone below the horizon. Sleepy river below. To the right are the houses of Maly Krivoshchekov, the Chemskaya station and the dark array of Bugrinskaya Grove. On the right, the chimney of the Tin Plant is visible. On both sides there is an industrial zone, beyond which the lights of the sleeping residential quarters of the “boring” are visible. Bridge over the Tula River and Kleshchikhinsky crossing. On the left are warehouses, and on the right is a deserted area with occasional birch pegs. The train is approaching the Ob station. Here the Trans-Siberian and Kuzbass merge.

The current landscape is different from the view of the 50s of the last century. Now we would see the arch of the beautiful Bugrinsky road bridge, the quarters of the North Chemsky, South Chemsky, Stanislavsky and Southwestern residential areas. The Kleshchikhinsky crossing is closed, and vehicular traffic goes under the bridge over the Tula River.

Short summer night. Train green street. Green traffic lights lined up for many kilometers along the course. Occasionally a yellow light appears. Reset speed. At the entrance to the yellow traffic light in the cab, the “Vigilance Signal” screeches disgustingly, the handle of which must be hit within 8 seconds. Otherwise, the automatic braking system will work and the train will stop. Now, to turn on the electric locomotive systems, you need to take the key from the Chief Conductor and start the entire system. This is already an emergency. Dozens of trains will stand on the tracks. The recorder will record everything, and after analyzing the recorder data, they will register it. The train arrived at Chulymsay station. A few hours of rest in the lounge for locomotive crews and on the way back.

Talking about steam locomotives, one cannot ignore the "Museum of Railway Engineering", which is located in the open air at the station "Sower" (formerly the 2nd Razezd). The museum at the Seyatel station is one of the best railway museums in Russia, which contains unique exhibits. The exposition of the Museum presents a large collection of steam locomotives, diesel locomotives, electric locomotives and wagons, which worked mainly on the railways of Western Siberia.

The railway of the Altai direction was single-track, so sidings were equipped along the route, where oncoming trains could pass. Currently, the Altai railway has two tracks. However, some of the Passages retained their name. I have known the area of ​​the 2nd Passage since 1944, when my grandmother with her children, grandchildren and livestock went to Nizhnyaya Eltsovka for the summer. In those distant years, it was possible to get to the 2nd Passage only by commuter train. Passenger trains and commuter trains of the Altai direction were driven by steam locomotives of the S U series (wheel formula 1-3-1) with the largest wheels in diameter.

At the 2nd siding, I repeatedly saw how a baton with a key is passed on the move to open the semaphore and confirm that the stage is free. In the 1950s, steam locomotives of the S U series were replaced by steam locomotives of the L series (wheel formula 1-5-1). Steam locomotives of this series, which entered the railway lines in the post-war years, became a swan song in the construction of steam-powered locomotives.

Examining the numerous exhibits of the Museum, you are transported to the distant past. Familiar mainline and shunting locomotives, electric locomotives and other railway equipment. For a complete picture of the past, the smell of burnt coal, smoke from the chimney and the hiss of steam are not enough. A young and uninitiated person needs a great imagination to imagine the fire-breathing mass of a steam locomotive in motion.

Museum of railway technology.04.08. 2009 025

Interest and craving for technology led me to the Mechanical Engineering Faculty of NETI, where I qualified as a mechanical engineer and worked for 45 years at Novosibirsk enterprises.

I talked about machinists and locomotives. The question arises: "Why"? Probably because I was introduced to technology through steam locomotives and the amount of accumulated information is quite large. The middle of the last century was the swan song of fire-breathing locomotives. Now, few can say that they saw a “live” steam locomotive. Memories splashed to the surface a lot of information about distant years. L. Sobolev has a story “Individual approach”, in which the commissar, in order to wean the old boatswain to express himself in a non-literary way, on an argument he himself threw out so much non-literary vocabulary at him that the admiring boatswain uttered an amazing phrase: “And keep such an abyss in yourself”! So I poured out an abyss of information about machinists, steam locomotives and railways that filled my childhood. Here it is appropriate to agree with the machinist E. G. Kovalev that "Cities begin with the road." The future metropolis of Novosibirsk, indeed, began with the railway.

Antipenko B.N., July 2015

Description of works . Management of a steam locomotive and driving a train at a set speed depending on the profile of the railway track, the weight of the train in compliance with the traffic schedule. Ensuring the safety of transportation and the culture of passenger service, the safety of cargo and rolling stock. Ensuring rational modes of locomotive operation with minimal consumption of coal or oil products. Acceptance and delivery of a steam locomotive: inspection and verification of the operation of the main units, assemblies, systems, electrical, mechanical, brake and auxiliary equipment, instrumentation, radio communication equipment and sand supply devices. Preparing the locomotive for work and equipping it. Control over the correct coupling of the steam locomotive with the first car of the train and the connection of the air hoses, opening the end valves between them. Checking the performance and correct adjustment of the braking equipment of the steam locomotive. Observation of the freedom of the railway track, the state of the contact network, oncoming trains, the correct preparation of the route, the indications of traffic lights, signal signs, indicators in the process of moving the locomotive, as well as the signals given by railway workers, repeating them with the assistant driver and fulfilling them. Submission of the established signals, execution of operational orders of persons responsible for organizing the movement of trains. Conducting negotiations on the intercom in accordance with the established regulations. Maintenance of a steam locomotive in accordance with the list of works established by a regulatory act for a steam locomotive driver. Ensuring the safe operation of the steam engine, boiler, its fittings and fittings. Visual and instrumental monitoring of the technical condition of the work along the route of electrical, mechanical, brake equipment, coal feeder or equipment for supplying oil products to the furnace, instrumentation, radio communication equipment and sand supply devices for wheelsets. Ensuring the smooth running of the train, safety when boarding, disembarking, and transporting passengers. Checking the condition of the mechanical part of the locomotive, axle boxes, wheel sets when the train stops at intermediate stations. Elimination of malfunctions on the locomotive that occurred along the route, in the amount established by the regulations of the locomotive crew, and if it is impossible to eliminate, take the necessary measures to free the section of the railway track occupied by the train, ensuring its safe movement. The use of emergency braking to stop the locomotive in the event of a sudden occurrence of an obstacle or a sudden supply stop signal. Training of an assistant locomotive driver, as well as persons undergoing an internship in the profession "assistant locomotive driver", rational methods and techniques for maintaining, maintaining and managing a steam locomotive.

Must know: device, technical characteristics of a steam locomotive, rules for managing it; the procedure for maintaining and caring for a steam locomotive during operation; device and technology of brake control; railway track profile; road signs on the serviced area; railway schemes; rules for coupling and uncoupling of rolling stock; rules for carrying out current repairs and maintenance of a steam locomotive; basic modes of economical fuel consumption; methods for detecting and eliminating malfunctions in the operation of a steam engine, boiler, its headset and fittings, electrical, mechanical, pneumatic, hydraulic, brake equipment, coal feeder or equipment for supplying oil products to the furnace; rules for the technical operation of railways of the Russian Federation; instructions for the movement of trains and shunting work on railways of the Russian Federation; instructions for signaling on the railways of the Russian Federation and other regulations related to the range of work performed; the main requirements for the carriage of cargo and passengers; order of action in non-standard situations; technical and administrative acts of the serviced railway stations, sections; the procedure for the operation and operation of automation and communication devices; rules for using brake shoes; train schedule; fundamentals of electrical engineering, heat engineering, theoretical mechanics.

Requires professional training and a certificate for the right to operate a steam locomotive.

Not so long ago, at a forum of falerists, I saw this album of 1950 graduates of the Kharkov Institute of Railway Engineers.

Such albums were a good tradition and a memory of the years of study at the institute. On the cover is the name and initials of the owner - engineer Kovanev B.V. Post-war graduation, all graduates in the form of MPS, teachers too. Many with military awards. I was very interested in this album, and I bought it for my collection. On Friday I took it to the post office, and yesterday I started studying.

And suddenly, something subtly familiar. Among the photos of teachers and students

Hero of Socialist Labor N.A. Lunin - the legendary pre-war machinist and drummer of the rear of the Great Patriotic War. Wow, I have never heard that he would work or teach at KHIIZhT named after S.M. Kirov. But everything turned out to be much more interesting ... But everything is in order. A great opportunity to talk about the legendary man.

Nikolai Alexandrovich Lunin was born in 1915 in the city of Ryazhsk, Ryazan province. He moved to Novosibirsk with his parents. In 1932 he graduated from the school of the FZU. S.A. Schwartz (on the basis of the locomotive and wagon depot at the Novosibirsk station of the Tomsk railway) to train qualified railway workers. After that he worked as a mechanic, then as an assistant driver. In 1935, after studying at the courses of machinists (st. Taiga), he became the head of the youth locomotive brigade. The brigade was in good standing with the management of the road, in 1936 they received a new steam locomotive of the FD series "Felix Dzerzhinsky" No. 20–1242, working on which they improved their skills.

In January 1940, N.A. Lunin and his team proposed to their colleagues a new method of operating steam locomotives - carrying out current repairs by the forces of the locomotive brigade itself. This made it possible to dramatically increase the overhaul run and significantly reduce downtime. On May 20, the issue of transferring the locomotive to self-financing was raised before the management of the depot, they refused the help of the locksmiths of the integrated team, and began to carry out all repairs themselves. By November 1940, the Luninsk steam locomotive was put in for repair for the first time, having completed more than 62,000 km of run during its operation - twice as high as planned. The regional party leadership approved the new method of work, for its dissemination, the Bureau of the Regional Committee of the All-Union Communist Party of Bolsheviks adopted a resolution on December 26, 1940 “On the method of work of the engineer of the Novosibirsk Locomotive Depot of the Tomsk Railway, comrade. Lunina N.A.

According to some sources, the first Luninskoye steam locomotive later, with the outbreak of war, was adapted for an armored train and proved to be heroic. With one of the railway military units, he arrived in Ukraine, at the Pyatikhatki station. Just at that time, an enemy armored train got into the habit of firing at the station. The Ukrainian machinist on the Lunin steam locomotive left to meet the Nazis. Not far from the station, he, who remained unknown, repeated the feat of the pilot Gastello: he launched a steam locomotive towards an armored car, rammed the enemy train down a slope and died himself.

The effective method of operating steam locomotives was named "Luninsky" and began to be actively used on the railways of the Soviet Union. Engineers from different places began to come to Novosibirsk for advanced experience: from Moscow, Transcaucasia, the Volga region, the Urals. For a better study and application of Siberian innovations, special schools were created.

In 1941, by order of the People's Commissar of Railways of January 28, No. 40, for a valuable initiative - an increase in the mileage of a steam locomotive between turning and washing and bringing the average daily mileage of a steam locomotive to 520 kilometers - N.A. Lunin was awarded the badge of the "Honorary Railwayman" and a personalized silver watch. He was awarded the title of engineer 1st class and the jubilee 3000th steam locomotive Felix Dzerzhinsky was handed over for operation.

The blue-and-blue handsome man was handed over to the Novosibirsk brigade of railway workers at the Voroshilovgrad Locomotive Plant (now the Lugansk Plant). On the Internet, you can find an old black and white recording in which Nikolai Lunin thanks the factory workers for their trust. “We promise the employees of the Voroshilovgrad plant to keep the 3,000th anniversary steam locomotive that we received from them in the cultural condition in which we received it, and we will repair it on our own!” - said Nikolai Alexandrovich. On March 13, 1941, the blue three-thousander set off on its first, still peaceful flight.

With the beginning of the Great Patriotic War, the requirements for the work of enterprises, in that gel of railway transport, increased significantly. In December 1941, while fulfilling the tasks of the NKPS, Lunin delivered 5,000 tons of coal (100 wagons!), By two steam locomotives, to Moscow, where there was an acute fuel crisis, with a standard of 1,250 tons per car. He delivered such trains to the Urals, and later to Leningrad. Thus, he laid the foundation for a new movement - superheavy trains. On January 7, 1942, the order of the People's Commissariat of Railways "On the development of the Lunin movement in railway transport during the war years" was issued. Soon, super-heavy trains went along all the roads of the USSR, where the track facilities allowed it.

In April 1942, N.A. Lunin became a laureate of the Stalin Prize and transferred it in parts to various funds: the construction of the Novosibirsk Komsomolets submarine, the orphanage fund, and others. On February 12, 1943, he sent a letter to the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars, saying that he was buying 1,000 tons of Kuzbass coal for his personal savings and was ready to deliver a train with it to the inhabitants of heroic Stalingrad. The People's Commissar of Railways L. Kaganovich allowed Lunin and his brigade to lead this train to the Hero City themselves.

November 5, 1943 by the Decree of the PVS of the USSR N.A. Lunin, "For special merits in providing transportation for the front and the national economy and outstanding achievements in the restoration of the railway economy in difficult wartime conditions", was awarded the title of Hero of Socialist Labor.

N. Lunin wrote, recalling this time: “It was difficult with personnel, very difficult. There were not enough machinists, the situation with assistant machinists and stokers was very bad. And then an idea arose that could not be supported: each brigade (built-in) should serve one more locomotive. Of course, the burden on each person has increased. There was almost no time for rest. But what was there to do - war! “We will have a rest after the war,” said the driver Chirkov for everyone. Previously, two locomotives served six crews, and now - five. The number of locksmiths has also decreased. Previously, there were 20 locksmiths in the Tsarenko complex brigade, and at the end of the first year of the war, only eight remained. New methods of caring for locomotives and the participation of locomotive crews in repairs made it possible to reduce them.

And on the fronts of the Great Patriotic War, the Luninets armored train No. 704 of the OB-3 type, built by the Tomsk railway workers and having passed a glorious military path from Moscow to Silesia, fought.

After the war, Nikolai Alexandrovich Lunin was the head of the Smorodinsky department of the locomotive economy of the Southern Railway, a deputy of the Supreme Soviet of the USSR.

In 1946, a book about the legendary machinist was published.

And already in March 1947, the famous machinist, as part of a delegation of deputies of the Supreme Soviet of the USSR, visited Great Britain.

In Wales, after a friendly visit to the miners, someone turned to him with the words: “Siberia is far away, and we don’t know what kind of heavy trains you drive there. Now, if you could see with your own eyes ... "To which Lunin replied:" Well, you can see. Let me stand on your locomotive for the right wing, and pick up another train to the hook. Let the train be twice as heavy as usual.” The next day, English newspapers reported: “The Soviet parliamentarian, Siberian machinist Nikolai Lunin drove the heaviest train in England. Phenomenal machinist! And, besides, they added that the name of N. Lunin is the name of the century.

And then immediately began studying in Kharkov. In 1950, Lunin was already a graduate of the Kharkov Institute of Railway Engineers. So that's where the photo in my album came from - he was a student! And then the Hero of Labor was sent to leadership work. He worked as the head of the Pomoshnyansky, Tambov, Moscow-Kiev, Moscow-Rizhsky railway departments, deputy head of the Moscow-Ryazan road.

Nikolai Aleksandrovich Lunin died on October 3, 1968. He was buried at the Novodevichy Cemetery in Moscow.

Among his many awards are two orders of Lenin, the Order of the Red Banner of Labor and the Red Star, two badges of the NKPS "Honorary Railwayman".

Three memorial plaques have been installed in Novosibirsk: on the house where the outstanding innovator lived (Saltykov-Shchedrin St., I3), on the buildings of the locomotive depot operation shop and the N.A. Lunin. One of the squares of the city (at the intersection of Narymskaya and Chelyuskintsev streets) is called "Lunintsev Square".

In the spring of 1985, the FD-3000 was installed on a pedestal in front of the overpass across Dimitrov Avenue on the street. Ivachev. The car became a historical monument of regional significance “The steam locomotive, which was driven by the innovative engineer N.A. Lunin”, on the basis of which in 2005 the Memorial of Glory to the home front workers of 1941-1945 was opened.

On board the tender of the steam locomotive is inscribed. “The locomotive of the senior engineer Lunin N.A. - Hero of Socialist Labor. Composition of the brigade: machinists: Lastochkin I.D.; Chirkov G.V., Pom. machinist: Sheptalin V.I.; Tsibizov N.F., Galagush D.A. Stokers: Slivakov V.I., Gaivoronsky A.S. Alekseenko I.D.

The electric train ER2-1255 was named after the legendary driver

Branded electric train ER2-1255 "Nikolay Lunin" in the reverse dead ends of the Lobnya station. Early 80s. Photo by Valery Shitov from the blog of my good friend Vitaly Semiletov.