Wagons
DV 714160
<space=1em><b>Order in Canada and the USA</b>
<space=1em>In <nobr>1915–1919</nobr> by order of the Russian Ministry of Railways, over <nobr>19,000</nobr> freight cars were built in Canada and the USA. They were delivered disassembled and assembled in specially organized workshops at the Pervaya Rechka station near Vladivostok.
<space=1em>The design of this order had a great influence on subsequent domestic developments in the field of carriage building. One of the consequences was the abandonment of two-axle covered cars and the transition in the late <nobr>1920s</nobr> to the construction of heavy-duty cars with a load-bearing body frame and waist bogies. These design solutions were borrowed from American and Canadian-built cars and became widespread.
<space=1em><b> Museum exhibit</b>
<space=1em>The car in the museum was built in <nobr>1915</nobr> by the Society of the Eastern Carriage Works in New Glasgow, Canada, among the first <nobr>2,000</nobr> produced by this plant for Russia, of which <nobr>175 sank</nobr> during transportation. Assembled in <nobr>1916</nobr> by the Vladivostok temporary workshops. During operation, it was modernized, including the installation of automatic couplers, dismantling of the hand brake, replacement of the air brake and bogies. In <nobr>1961</nobr> at the Vologda Carriage Repair Plant it was re-equipped into a diesel-electric station, and soon received the number <nobr>971-7516</nobr>.
<space=1em>The car was transferred to the museum by the Sibirtsevo locomotive depot of the Far Eastern Railway in <nobr>1992.</nobr> In <nobr>1992–2000.</nobr> it was used as a service car for delivering museum equipment.
<space=1em>The car's paintwork corresponds to the period between modernization and conversion to a diesel power plant. At the same time, the later air brake has been preserved.
ID экспоната:
17
Галерея изображений:
http://dpmzdr.infomedia.digital/files/37/c7/s137c7c9d17626635a5328b6f65626a7091bda8128.jpg / http://dpmzdr.infomedia.digital/files/3e/ad/s13eada0c0d8f286e182f464e7c0dad23b48d54869.jpg / http://dpmzdr.infomedia.digital/files/f1/c3/s1f1c387f2be812ffdacc3d621e26bee8c94a82e04.jpg
Галерея изображений (оригинал):
http://dpmzdr.infomedia.digital/files/37/c7/37c7c9d17626635a5328b6f65626a7091bda8128.jpg / http://dpmzdr.infomedia.digital/files/3e/ad/3eada0c0d8f286e182f464e7c0dad23b48d54869.jpg / http://dpmzdr.infomedia.digital/files/f1/c3/f1c387f2be812ffdacc3d621e26bee8c94a82e04.jpg
Галерея изображений 2000:
http://dpmzdr.infomedia.digital/files/37/c7/s237c7c9d17626635a5328b6f65626a7091bda8128.jpg / http://dpmzdr.infomedia.digital/files/3e/ad/s23eada0c0d8f286e182f464e7c0dad23b48d54869.jpg / http://dpmzdr.infomedia.digital/files/f1/c3/s2f1c387f2be812ffdacc3d621e26bee8c94a82e04.jpg
Исторические фото:
http://dpmzdr.infomedia.digital/files/99/cd/s199cd79bc52db36dd77b43673abe7cc6044439847.png / http://dpmzdr.infomedia.digital/files/4c/9f/s14c9fe61fd4987ff8f0de42fd8df454ab614968c7.png / http://dpmzdr.infomedia.digital/files/93/b4/s193b431811299d89963073ba63983d3f16bebebe0.png / http://dpmzdr.infomedia.digital/files/0a/ce/s10ace194de06c8ed992123ff65d64925c9ab8d8c5.png / http://dpmzdr.infomedia.digital/files/c4/50/s1c4508b7c193a0a15f676ec7f0b7fc6e7bb67f6af.png / http://dpmzdr.infomedia.digital/files/8f/c9/s18fc9be9588eeef933ba5467a3784b99f4df30895.png / http://dpmzdr.infomedia.digital/files/b7/66/s1b766a49a7ee83ec592f5bb9bfa44c4bf3effd247.jpg / http://dpmzdr.infomedia.digital/files/1e/6e/s11e6ea11450bdaf1314571b75ce8c5b12a7a272b0.png
Параметры (технические характеристики):
Number of axles
4
Truck type
Diamond / Bogie wheelbase, mm
1,905
Floor area, m²
35
Internal height along wall from floor, mm
2,370
Car base, mm
9,373
Frame length, mm
13,094
Car tare, t
20.6
Load capacity, t
40
Maximum gross weight, t
60.6
Rail load, t
15.2
Automatic coupler installation
Possible
Harness type
Combined, reinforced
Length over buffers, mm
14,284
Capacity, m<sup>3</sup>
80
External width over protruding parts, mm
3,134
Internal width, mm
2,692
Height from rail level to roof, mm
3,922
Full height from rail level, mm
4,607
План:
http://dpmzdr.infomedia.digital/files/29/14/291435f7774e07c8940b2a2d4bcdcea277a8ad8f.jpg / http://dpmzdr.infomedia.digital/files/5f/80/5f8070daef717cb9bee8b69369e36295b860c2f0.jpg
План 1000:
http://dpmzdr.infomedia.digital/files/29/14/s1291435f7774e07c8940b2a2d4bcdcea277a8ad8f.jpg / http://dpmzdr.infomedia.digital/files/5f/80/s15f8070daef717cb9bee8b69369e36295b860c2f0.jpg
План 2000:
http://dpmzdr.infomedia.digital/files/29/14/s2291435f7774e07c8940b2a2d4bcdcea277a8ad8f.jpg / http://dpmzdr.infomedia.digital/files/5f/80/s25f8070daef717cb9bee8b69369e36295b860c2f0.jpg
Хронология:
<space=1em>During the First World War, many wagons were needed. Military transportation increased, and the equipment of factories, plants, and railways was evacuated from the territory of the Polish provinces, as well as the Courland, Livonia, Estonia, and part of the Kovno provinces. Therefore, in 1915–1919, orders were placed in Canada and the United States for the construction of two- and four-axle freight wagons. <space=1em>In the end, more than 19,000 of them were built. The wagons were delivered to Vladivostok in disassembled form by ship. There, they were assembled in temporary workshops specially organized for this purpose at the Pervaya Rechka station. Of these, about 12,000 were four-axle heavy-duty cars with a load capacity of 40 tons, which was later increased to 50 tons. <space=1em>The four-axle heavy-duty cars were built by two American factories and one Canadian: American Car & Foundry Company (New York), Pressed Steel Car Company (Pittsburgh) and The Eastern Car Company Limited (New Glasgow), respectively. This order was fulfilled urgently, and deliveries began already at the end of 1915. <space=1em>The car was handed over to the museum by the Sibirtsevo locomotive depot of the Far Eastern Railway in 1992. From 1992 to 2000, it was used as a service car for delivering museum equipment.
Блоки описания:
[{"quote":"During WW I, Russia ordered freight cars from Canada and the USA. In total, over 19,000 were built.","title":"","images":[],"content":"In 1915–1919, the Ministry of Railways ordered over 19,000 freight cars from Canada and the USA. They were delivered disassembled and put together at purpose-organised workshops at the Pervaya Rechka Station near Vladivostok.","subtitle":"Ordered from Canada and the USA"},{"quote":"","title":"","images":[],"content":"The design of the cars in these orders had great influence on subsequent development in Russian car design. One of the consequences was a move away from two-axle covered wagons and a transition towards the construction of high-capacity wagons with a load-bearing body and archbar trucks in the late 1920s. These design solutions were borrowed from American and Canadian car construction and became widespread.","subtitle":""},{"quote":"The car in the museum was built in Canada and was among the first 2,000 produced at Eastern Car Company for Russia. Of these, 175 sank during transit.","title":"Museum Exhibit","images":[],"content":"The car in the museum was built in 1915 by Eastern Car Company in New Glasgow, Canada. It was among the first 2,000 produced at this factory for Russia, of which 175 sank in transit. It was assembled in 1916 at the temporary workshops in Vladivostok. While in service, the car was modernised, including the installation of automatic couplings, replacement of the manual brake with an air brake and replacement of the truck. In 1961, it was converted into a diesel power plant at the Vologda Car Repair Plant and was soon assigned number 971-7516.","subtitle":"Made in Canada"},{"quote":"The car’s paintwork dates to the period between modernisation and conversion into a diesel power plant. The later air brake has been retained.","title":"","images":[],"content":"The car was handed over to the museum from the Sibirtsevo Locomotive Depot on the Far Eastern Railway in 1992. From 1992 to 2000, it was used as a service car for the delivery of museum equipment.","subtitle":""},{"quote":"","title":"Electric token system and Treger's electric staff instruments.","images":[],"content":"The electric token system is a method of railway signaling primarily used on single-track sections. It ensures safe operation by preventing more than one train from being on the line at the same time.","subtitle":""},{"quote":"","title":"","images":[],"content":"The electric token system guarantees that only one train will be present on a section and does not require the operator on duty to have precise knowledge of the schedule. However, both drivers and operators were required to strictly adhere to safety precautions. Electrical interlocking systems were invented in England in 1886. The first was the Webb–Thompson electric staff instrument, named after its creators—engineers at the London and North Western Railway.","subtitle":""},{"quote":"The staff itself was a metal cylinder with ring-shaped protrusions. These rings prevented its removal from the train staff instrument.","title":"","images":[],"content":"These bulky instruments, connected by wire, were installed one at each station delimiting the section. The instruments’ design prevented extraction of the staff, which gave the driver the right to enter the section, without permission from the duty officer at the adjacent station.","subtitle":""},{"quote":"","title":"","images":[],"content":"In Russia, railway traffic was regulated by schedules and telegraphs until 1883 . This method had serious drawbacks. Firstly, exchanging telegrams took several minutes during which train was waiting for departure at the station. Secondly, human error played a significant role. Trans often departed towards each other due to a mistake by the station duty officer.","subtitle":""},{"quote":"","title":"","images":[],"content":"The electric token system started to be implemented on Russian railways in the late 19th century. Until 1917, the English Webb-Thompson system was primarily used in Russia, but it frequently malfunctioned. For example, its imperfections led in 1912 to collision occurred near Novonikolaevsk (now Novosibirsk), between two trains moving towards each other at the high speed. Both locomotive crews were killed. During the investigation, tokens were found in the cabs of both crippled locomotives, thus both trains had entered the section with completely official permission. It turned out, that British equipment had malfunctioned, but nothing indicated to the stations’ duty officers that there was a malfunction.","subtitle":""},{"quote":"","title":"","images":[],"content":"Train staff instruments designed by Treger were first introduced on Russian railways in 1923-1924. Serial production started in 1925. By using domestic instruments, the People's Commissariat of Railways (NKPS) was able to avoid the need to import foreign equipment. Production of Treger’s instruments continued until the 1960s. They are still in use at some low-traffic lines.","subtitle":"Serial production"},{"quote":"","title":"","images":[],"content":"Before the train’s departure, the station duty officer telephones the duty officer at the adjacent station to request the train's approval. After receiving the approval, duty officer then turns the indicator handle to remove the station staff (the possibility of staff removal is verified by the deflection of instrument’s microammeter needle). The staff’s number is recorded in the train traffic log and the staff itself is handed to the driver.","subtitle":""},{"quote":"","title":"","images":[],"content":"The locomotive driver receives the staff from the departure station duty officer and ought to hand it over to the duty officer at the arrival station, ensuring first that the staff belongs to the section to which the train is departing(for each staff is marked with progressive number, series and the names of the stations delimiting the section ). The arrival station duty officer, after receiving the staff, turns the inductor handle to send electric current to the departure station instrument authorizing the next train to occupy the section.","subtitle":""},{"quote":"","title":"","images":[],"content":"A staff dispenser is a very simple device that allows trains to move through a station without stopping. It consists of a wire ring with a diameter of 30-50 cm on a long handle with a holder for the staff. The assistant driver would drop his staff dispenser onto the platform, then grab another one from the duty officer.","subtitle":""},{"quote":"This method is still in use at some low-traffic lines.","title":"","images":[],"content":"Service vehicles (bank locomotives, repair trains, etc.) that must return to the departure station are issued a so-called pusher staff. The pusher staff can only be removed when the section is occupied using regular staff as a key. If the pusher staff is inserted on one side, issuance of staffs is blocked, so using staffs without passing them through the staff instrument is prohibited ( that is, the staff handed over by the driver must be inserted into the staff instrument at the arrival station, and only then is a new staff removed for another train). Pusher staff are also used on sections with automatic block signal system to send service trains onto the line. However, the pusher staff can only be retrieved when the section is empty.","subtitle":""}]
Характеристики (блоками):
[{"name":"Number of axes","type":"number","value":"4","is_two_colls":false},{"name":"Trolley type","type":"text","value":"Diamond","is_two_colls":false},{"name":"Wheelbase of the trolley, mm","type":"number","value":"1 905","is_two_colls":false},{"name":"Floor area, m<sup>2<\/sup>","type":"number","value":"35","is_two_colls":false},{"name":"Height inside the wall from the floor, mm","type":"number","value":"2 370","is_two_colls":false},{"name":"Car base, mm","type":"number","value":"9 373","is_two_colls":false},{"name":"Frame length, mm","type":"number","value":"13 094","is_two_colls":false},{"name":"Wagon container, t","type":"number","value":"20,6","is_two_colls":false},{"name":"Load capacity, t","type":"number","value":"40","is_two_colls":false},{"name":"Maximum gross weight, t","type":"number","value":"60,6","is_two_colls":false},{"name":"Rail load, t","type":"number","value":"15,2","is_two_colls":false},{"name":"Installation of automatic coupler","type":"text","value":"Possible","is_two_colls":false},{"name":"Length by buffers, mm","type":"number","value":"14 284","is_two_colls":false},{"name":"Capacity, m<sup>3<\/sup>","type":"number","value":"80","is_two_colls":false},{"name":"External width of protruding parts, mm","type":"number","value":"3 134","is_two_colls":false},{"name":"Internal width, mm","type":"number","value":"2 692","is_two_colls":false},{"name":"Height from rail level to roof, mm","type":"number","value":"3 922","is_two_colls":false},{"name":"Total height from rail level, mm","type":"number","value":"4 607","is_two_colls":false},{"name":"Type of harness","type":"text","value":"United, strengthened","is_two_colls":false}]
История (блоками):
[{"year":"1915","content":"The Ministry of Railways of the Russian Empire places an order with plants in the USA and Canada for the production of freight cars."},{"year":"1916","content":"Car DV 714160 arrives in Russia in disassembled form. It is put together at purpose-organised workshops at the Pervaya Rechka Station near Vladivostok."},{"year":"1961","content":"After 45 years of service, the car is converted into a diesel power plant and assigned number 971-7516."},{"year":"1992","content":"The Sibirtsevo Locomotive Depot on the Far Eastern Railway hands the car over to the museum."},{"year":"1992–2000","content":"The car is used to deliver museum equipment."}]
Чертежи (блоками):
[{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/29\/14\/s2291435f7774e07c8940b2a2d4bcdcea277a8ad8f.jpg","title":"Чертеж"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/5f\/80\/s25f8070daef717cb9bee8b69369e36295b860c2f0.jpg","title":"Drawing"}]
Модель (деталка):
№ 714 160
Заголовок (деталка):
Boxcar
Заголовок истории:
Chronology
Mnemonic code:
17
Code in external DB source:
375
Name:
DV 714160