Exhibits

Steam locomotives

ESh-4444

<space=1em>Decline and ruin

<space=1em>The first steam locomotives with the axle arrangement 0-5-0 E series were built in 1912 by the Lugansk plant for the private Vladikavkaz railway. The new steam locomotives immediately proved themselves to be successful in design, surpassing in power and traction the Щ series locomotives that were being built en masse in those years. Steam locomotives E series were ordered from the Lugansk plant and for the private Severo-Donetsk railway, and for the machines of this order the cylinder diameter was increased to 630 mm.

<space=1em>In September 1914 a decision was made to change the cylinder diameter of the E series steam locomotives to 650 mm. Several machines were also built in 1914 for the state-owned Yekaterininskaya Railway. Starting from 1915 the E steam locomotives became the main series of locomotives ordered by the Ministry of Railways for the state-owned railway network. In 1915–1917 many locomotive-building plants in the country switched to producing this series: Lugansk, Kharkov, Sormovo, Kolomensky, Nevsky and Bryansk.

<space=1em>Thus, by 1917 in Russia a type of steam locomotive had been created that fully met the needs of most railways in terms of its characteristics and was fully mastered in production by locomotive-building plants.

<space=1em>As a result of the events of the First World War and the revolution and civil war that followed, domestic railways and industry fell into decline. The production of steam locomotives fell from 763 units in 1914 to 96 in 1919 The existing locomotive fleet was in a deplorable state — 60% of the machines were out of order and were in locomotive graveyards, requiring extensive repairs. The optimal solution, which allowed the locomotive fleet to be quickly restored to working order, was to replenish it with newly built locomotives.

<space=1em>Order from Abroad

<space=1em>Despite the country having its own locomotive-building plants, a decision was made to order new locomotives abroad, in Sweden and Germany. This was probably done due to the impossibility of building a large number of locomotives by domestic plants, which were in a difficult situation. The steam locomotive of the E series was selected for foreign production. Swedish-built steam locomotives received the E series Sh, and German-built E series G.

<space=1em>The production of steam locomotives for Soviet orders in Sweden at the Nidqvist and Holm (NOHAB) plant lasted from 1921 to 1924. The first locomotive, ЭШ 4001, was delivered on August 15 1921, the last, ЭШ 4000, — December 15 1924. 50 machines were manufactured with boilers from the British company Armstrong.

<space=1em>Structurally, Swedish steam locomotives can be divided into three groups. The first 15 locomotives with numbers 4001–4015 were built according to the drawings of the Lugansk plant with some changes adopted August 9 1920 Locomotives with numbers 4016–4115 mainly corresponded to the drawings of the Genschel plant. The remaining machines were built according to the drawings of the Genschel plant, but with some changes introduced by the conditions of transportation of steam locomotives on railways with a gauge of 1,435 mm.

<space=1em>Locomotives ЭШ 4493 and 4494 are equipped with a Worthington water heater, and ЭШ 4495 — a Knorr system. Locomotives ЭШ 4498 and 4499 were produced with a straight-through steam engine of the Stumpf system. In total, the NOKHAB plant built 500 locomotives (4000–4499). Thanks to the Russian order, NOKHAB turned from a semi-artisanal enterprise into a fairly modern locomotive building plant.

<space=1em>Delivery to Russia

<space=1em>The first 18 machines of Swedish construction were sent to Russia by rail through Finland, in rafts of three locomotives. For transportation, the locomotives were partially dismantled. Cabins, counter-cabins and boilers were removed. They traveled to the border of Sweden and Finland on transport ramps of 1,435 mm gauge. On Finnish territory, the transport wheels were replaced with steam locomotive wheels. In Vyborg, the dismantled boilers were installed on the frames.

<space=1em>By water

<space=1em>The next 87 steam locomotives were sent by a different method. Although the NOHAB plant was located by the water, next to the Trollhättan Canal, there were no berths in this location. Therefore, the steam locomotives began to be sent on 1,435 mm track transport wheelsets to Landskrona (338 km), where they were re-equipped at the Øresund Varvet shipyard with 1,524 mm track wheelsets and loaded onto ships.

<space=1em>The NOKHAB company, using a Soviet loan, equipped a port in Trollhättan and installed it has a crane for loading steam locomotives onto ships. The harbor was built in Okersche Bay. Here the bottom was deepened to 5.5 m, a quay wall 130 m long was built, a notch was cut in the rocks for laying a railway line of 1,524 mm gauge to the NOKHAB plant. Construction of the port began in December 1921 and continued until the summer 1922

<space=1em>For loading steam locomotives, the Gäta-Werke company in Gothenburg manufactured a crane with a lifting capacity of 80 tons, which was installed and tested in Trollhättan at the end of June 1922 Nevertheless, the width of the Trollhättan Canal locks remained the same, and not all ships with the necessary parameters for transporting steam locomotives could pass through them.

<space=1em>To solve this problem, on the recommendation of Academician A.N. Krylov, the steamship "Nybing" was purchased, which on July 30 1922 made its first voyage along the route Trollhättan - Landskrona. When passing through the canal locks, the distance from the sides of the steamship to the walls of the lock was only 20 cm.

<space=1em>In Landskrona, the locomotives brought by "Nybing" were reloaded onto other ships plying the Baltic Sea using a 75-ton portal crane from the Demag company. Starting from November 16 1922, "Nybing" began to run with Swedish steam locomotives directly from Trollhättan to Petrograd.

<space=1em>After arriving at the destination port, the locomotives on their axles went to the Leningrad-Baltic and Velikiye Luki depots, where piston drawbars and eccentric rods were installed on them. After that, the locomotives were tested and finally accepted.

<space=1em>Operation

<space=1em>An undoubted advantage of building new steam locomotives at foreign factories, despite the long-standing dispute about the correctness of investing huge funds in foreign industry, was the delivery in just three years of 1,200 high-quality and powerful machines, which revived domestic railways and gave them the opportunity to quickly emerge from the crisis. The total number of E steam locomotives in the railway fleet increased from 1,500 to 2,700 units. The share of powerful steam locomotives on the country's railways has increased significantly.

<space=1em>Despite the fact that the transfer of E steam locomotives to industrial enterprises and various construction sites began before the Great Patriotic War, the ESh series locomotives, along with the Russian-built EG and E machines, were intensively used until the 1960s, being in recent years, due to natural wear and tear, in shunting and auxiliary work. Some examples were used on the railway network until the end of the 1970s. Around the same time, their use by industrial enterprises generally ended.

<space=1em>War and evacuation

<space=1em>During the Great Patriotic War, more than 100 steam locomotives of the ЭШ series worked in front-line areas and in the immediate rear as part of columns of the special reserve of steam locomotives of the People's Commissariat of Railways (ORKP). Individual ESh locomotives were in the inventory park of the Ministry of Railways until the end of the 1980s. Currently, seven ESh steam locomotives remain in the territory of the former Soviet Union, four of which are installed on a pedestal.

<space=1em>Steam locomotive ESh 4444 was built by the NOKHAB plant, Sweden, in September 1924, factory number 1629. From the moment it entered the Soviet Union until the Great Patriotic War, ЭШ 4444 worked in different years at the Leningrad-Sortirovochny-Vitebsky, Dno, Leningrad-Varshavsky and Leningrad-Sortirovochny-Moskovsky depots.

<space=1em>By the time the German troops established the blockade of Leningrad, the locomotive was at the Leningrad railway junction. During the navigation period of 1942 it was evacuated to the mainland by barge. It entered the Ilyich depot (Moscow), and was later included in the ORKP-3 locomotive column. In the column from 1942 to 1946 it worked on front-line railways. After the column was disbanded, it worked on the Western and Pridneprovskaya railways in the Polotsk, Dnepropetrovsk and Apostolovo depots.

<space=1em>Museum exhibit

<space=1em>In the 1960s the locomotive was retired from service and was kept in reserve. In 1990 from the Apostolovo reserve base it was sent to Moscow to the experimental VNIIZhT ring at Shcherbinka station, where equipment for the future Moscow Railway Museum was assembled. However, due to various reasons, the museum was never created, and the assembled equipment was subject to looting. There was a real danger of the destruction of valuable examples of historical rolling stock.

<space=1em>Under these circumstances, the Central Museum of the October Railway approached VNIIZhT with a request to transfer several steam locomotives from the territory of the experimental ring for permanent storage and display in the museum of railway equipment at the Shushary station. The museum's request was granted, the steam locomotive ЭШ 4444 was prepared for transportation by museum specialists and in August 1997 was relocated to Shushary.

<space=1em>From 2001 to 2016 the steam locomotive was on display at the Central Museum of the October Railway at the former Varshavsky Station in St. Petersburg.

ID экспоната: 25

Галерея изображений: http://dpmzdr.infomedia.digital/files/0e/e5/s10ee5c7bcdff83638f9cf1d551faf9df439849884.jpg / http://dpmzdr.infomedia.digital/files/6f/4f/s16f4fb60d73530b7c0bc7c8a56ca03f528c74f007.jpg / http://dpmzdr.infomedia.digital/files/8c/74/s18c743ef998fbb61496ed08ab5fc99c0ec615f135.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/0e/e5/0ee5c7bcdff83638f9cf1d551faf9df439849884.jpg / http://dpmzdr.infomedia.digital/files/6f/4f/6f4fb60d73530b7c0bc7c8a56ca03f528c74f007.jpg / http://dpmzdr.infomedia.digital/files/8c/74/8c743ef998fbb61496ed08ab5fc99c0ec615f135.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/0e/e5/s20ee5c7bcdff83638f9cf1d551faf9df439849884.jpg / http://dpmzdr.infomedia.digital/files/6f/4f/s26f4fb60d73530b7c0bc7c8a56ca03f528c74f007.jpg / http://dpmzdr.infomedia.digital/files/8c/74/s28c743ef998fbb61496ed08ab5fc99c0ec615f135.jpg

Параметры (технические характеристики): Year 1924 Locomotive operating weight without tender, t 80,4  / Locomotive operating weight with tender, t 125  Design speed, km/h 65  Max power at wheel tread, hp 1 300  Steam locomotive empty weight,  t 72 Steam engine coupled weight, t 80,4  Tender type 4-axle Full locomotive wheelbase with tender, mm 15 824  Locomotive length with tender at buffers, mm 20 475  Driving wheel diameter, mm 1 320  Min. curve radius, m 93  Steam Pressure, kg/cm² 12  Burner type Belper Grid bar area, m² 4,2  Full boiler evaporating heating surface(water), m² 194,4  Superheater tube heating surface (gas), m² 52  Smoke tubes, pcs. 188  Smoke tube diameter (outer), mm 51  Fire tubes, pcs. 25  Fire tube diameter (outer), mm 133  Steam superheater type Double ﬂange Superheater tube diameter (outer), mm 35 

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Хронология: <space=1em>Yu. V. Lomonosov was responsible for managing the order of E-series locomotives in Sweden and Germany. <space=1em>A series E locomotive was selected for construction based on the 1917 Lugansk Plant drawings. The first 15 locomotives (ESh No. 4001–4015) were built in Sweden based on the 1917 album drawings. The next 100 (ESh No. 4016–4115) were made with some changes made at the Henschel Plant in Germany. The remaining locomotives were built based on drawings approved by the Russian Railway Mission. The last locomotive was completed on December 15, 1924. <space=1em>The first steam locomotives were delivered exclusively to private railways, such as: Vladikavkaz (the customer and designer of this locomotive), Severo-Donetsk, Ryazan-Ural, Yugo-Vostochnaya. The first state railway that ordered steam locomotives of this type was Ekaterininskaya.

Блоки описания: [{"quote":"World War I and the subsequent revolution and civil war caused serious damage to domestic railways. Transportation and industry was nearly closed down.","title":"","images":[],"content":"The first class E steam locomotives with a 0-5-0 wheel arrangement were built in 1912 by the Luhansk Locomotive Works for the privately owned Vladikavkaz Railway. These new steam locomotives quickly proved to be a successful model, offering greater capacity and traction than the mass-produced class Shch locomotives of the time. The E steam locomotives were also ordered from the Luhansk Locomotive Works for the privately owned Severo–Donetsk Railway, with the cylinder diameter increased to 630 mm for this order.","subtitle":"Decline and Ruin"},{"quote":"","title":"","images":[],"content":"In September 1914, a decision was made to change the cylinder diameter of the E steam locomotives to 650 mm. Several machines were built in 1914 for the state-owned Yekaterininsky Railway. Beginning in 1915, E steam locomotives became the primary class ordered by the Ministry of Railways for the state-owned rail network. Between 1915 and 1917, numerous steam locomotive-building plants across the country began producing this class, including Luhansk, Kharkiv, Sormovo, Kolomna, Nevsky, and Bryansk Works.\r\n \r\nBy 1917, Russia developed a steam locomotive model that met the needs of most railways in terms of performance and were fully mastered by domestic steam locomotive plants.\r\n \r\nHowever, the events of World War I, followed by the revolution and civil war, led to the decline of the nation’s railways and industry. Steam locomotive production dropped from 763 units in 1914 to just 96 in 1919. The existing locomotive fleet was in disrepair—60% of the machines were out of service and collected dust in steam locomotive graveyards, awaiting major overhauls. Replenishing the locomotive fleet with newly-built locomotives was the optimal solution for quickly restoring it to working order.","subtitle":""},{"quote":"In Sweden, the NOHAB Plant carried out the order from 1921 to 1924, building 500 units. Some of the locomotives were fitted with Armstrong Whitworth boiler, manufactured in Britain.","title":"Order abroad","images":[],"content":"Despite having its own locomotive-building plants, the country decided to order new steam locomotives from abroad, specifically from Sweden and Germany. This decision was likely driven by the inability of domestic plants—already struggling in difficult conditions—to produce steam locomotives in sufficient numbers. The E steam locomotive was chosen for foreign production. Those built in Sweden were designated class ESh<\/sup> , while those built in Germany were classified as class EG<\/SUP> .\r\n \r\nThe production of Soviet steam locomotives commissioned in Sweden at the Nydqvist & Holm AB Plant (NOHAB) continued from 1921 to 1924. The first steam locomotive—ESh<\/sup> 4001—was delivered on 15 th August 1921, and the last—ESh<\/sup> 4000—on 15th December 1924. 50 machines were manufactured with boilers produced by the Armstrong Whitworth British company.","subtitle":"Sweden and Germany"},{"quote":"","title":"","images":[],"content":"Swedish steam locomotives can be divided into three design groups. The first 15 locomotives (numbers 4001–4015) were built based on the Luhansk Locomotive Works’ designs, incorporating some modifications approved on 9th August 1920. Steam locomotives numbered 4016–4115 largely followed the designs of the Henschel Works. The remaining locomotives were built based on Henschel Works’ designs with some adjustments to accommodate for the transportation of the steam locomotives on 1,435 mm gauge railways.\r\n \r\nThe ESh<\/sup> 4493 and 4494 steam locomotives were equipped with a Worthington feedwater heater, and ESh<\/sup> 4495—with a Knorr feedwater heater. The ESh<\/sup> 4498 and 4499 locomotives were produced with a Stumpf uniflow steam engine. In total, the NOHAB Plant built 500 steam locomotives (4000–4499). Thanks to the Russian order, NOHAB evolved from a semi-artisanal operation into a fairly modern locomotive manufacturing plant.","subtitle":""},{"quote":"","title":"Delivery to Russia","images":[],"content":"The first 18 Swedish-built machines were sent to Russia by railway via Finland, in joins of three locomotives. The steam locomotives were partially dismantled for transportation. Cabs, tender vestibules, and boilers were removed. They travelled to the border between Sweden and Finland on 1,435 mm gauge transport trucks. In Finnish territory, transport trucks were replaced by steam locomotive trucks. In Vyborg, dismantled boilers were installed on frames.","subtitle":"The First Machines"},{"quote":"The Neebing steamship was purchased to transport locomotives. When passing through the locks of the Trollhätte Canal, the distance from the sides of the steamship to the walls of the lock was only 20 cm.","title":"","images":[],"content":"The next 87 steam locomotives were transported using a different method. Although the NOHAB Plant was located near the water, next to the Trollhätte Canal, there were no piers in place. As a result, the steam locomotives were initially sent on 1,435 mm gauge transport wheelsets to Landskrona (338 km away), where they were refitted with 1,524 mm gauge wheelsets and loaded onto ships at the Öresundsvarvet shipyard.\r\n \r\nUsing a Soviet loan, NOHAB later equipped a port in Trollhättan and installed a crane for loading steam locomotives directly onto ships. The harbour was built in Åkerssjö Bay, where the seabed was deepened to 5.5 m, a 130 m long mooring berth was constructed, and a passage was cut through the rocks to lay a 1,524 mm gauge railway line connecting the NOHAB Plant with the port. Construction of the port began in December 1921 and continued until the summer of 1922.\r\n \r\nFor loading the steam locomotives, Gäta-Werke company in Gothenburg manufactured a crane with a carrying capacity of 80 t, which was installed and tested in Trollhättan at the end of June 1922. However, the width of the Trollhätte Canal locks remained unchanged, meaning that not all ships capable of transporting steam locomotives could pass through them.","subtitle":"By water"},{"quote":"","title":"","images":[],"content":"To solve this problem, on advice of Academician Alexey Krylov the Neebing steamship was purchased. On 30th July 1922, it made its first voyage along the Trollhättan–Landskrona route. When passing through the canal locks, the distance from the sides of the ship to the walls of the lock was only 20 cm.\r\n \r\nIn Landskrona, the locomotives brought by Neebing were transferred to other ships that cruised about the Baltic Sea using a 75 t portal crane manufactured by Demag. Starting on 16th November 1922, Neebing began sailing with Swedish steam locomotives directly from Trollhättan to Petrograd.\r\n \r\nUpon arriving at the port of destination, the locomotives travelled on their axles to the Leningrad–Baltiysky and Velikiye Luki Depots, where piston rods and eccentric rods were installed. After this, the locomotives were subjected to initial service tested and finally accepted.","subtitle":""},{"quote":"The purchase of 1,200 high-quality high-capacity steam locomotives from abroad over three years revitalised the domestic railways, enabling them to recover from the crisis more quickly.","title":"Operation","images":[],"content":"An undeniable advantage of building new steam locomotives at foreign factories—despite the ongoing debate over the rationality of investing significant funds in the foreign industry—was the delivery of 1,200 high-quality high-capacity machines only within three years. These locomotives revitalised the domestic railway system and helped it recover from the crisis more quickly. The total number of E steam locomotives in the railway fleet grew from 1,500 to 2,700 units. This also led to a significant increase in the proportion of high-capacity steam locomotives operating on the country’s railways.","subtitle":"Revitalising the Railways"},{"quote":"","title":"","images":[],"content":"Although the transfer of E steam locomotives to industrial enterprises and construction sites began even before the Great Patriotic War, the ESh<\/sup> locomotives, along with Russian-built EG<\/SUP> and E models, remained in intensive use until the 1960s. In their later years, due to natural wear and tear, they were primarily employed in shunting and auxiliary roles. Some of these locomotives continued to operate on the railway network until the late 1970s. Around the same time, their use by industrial enterprises largely came to an end.","subtitle":""},{"quote":"During the siege of Leningrad, the steam locomotive was stationed at the Leningrad railway hub. In 1942, after navigation resumed, it was evacuated to the mainland on a barge.","title":"","images":[],"content":"During the Great Patriotic War, more than 100 ESh<\/sup> steam locomotives operated near the front-line areas and in the immediate rear within the locomotive columns of special reserve that belonged to the People’s Commissariat of Communication Routes. Some ESh<\/sup> locomotives remained in the inventory of the Ministry of Railways until the late 1980s. Today, seven ESh<\/sup> steam locomotives are preserved across the former Soviet Union, four of which are displayed as monuments on pedestals.\r\n \r\nThe ESh<\/sup> 4444 steam locomotive was built by the NOHAB Plant, Sweden, in September 1924, factory number 1629. From the time it entered service in the Soviet Union until the Great Patriotic War, the ESh<\/sup> 4444 locomotive operated at various depots over the years, including Leningrad–Sortirovochny–Vitebsky, Dno, Leningrad–Varshavsky, and Leningrad–Sortirovochny–Moskovsky Depots.","subtitle":"War and evacuation"},{"quote":"","title":"","images":[],"content":"By the time the German troops laid siege to Leningrad, the steam locomotive was located at the Leningrad railway hub. During the 1942 navigation season, it was evacuated to the mainland by barge. It was then assigned to the Ilyich Depot in Moscow and later became part of the SRC-3 steam locomotive column of special reserve. From 1942 to 1946, the locomotive operated on near front-line railways as part of the column. After the column was disbanded, it served on the Western and Prydnipro Railways at the Polack, Dnipropetrovsk, and Apostolove Depots.","subtitle":""},{"quote":"Between 2001 and 2016, the steam locomotive was on display at the Central Museum of the Oktyabrskaya Railway at the former Varshavsky Station in Saint Petersburg.","title":"","images":[],"content":"In the 1960s, the steam locomotive was taken out of service and placed at the reserve base. In 1990, it was transferred from the Apostolove reserve base to Moscow and it was sent to the test loop of the Railway Research Institute at Shcherbinka Station, where the collection for the future Museum of the Moscow Railway was being assembled. However, for various reasons, the museum was never created, and the collected equipment was party looted. As a result, valuable samples of historical rolling stock faced the threat of destruction.\r\n \r\nUnder these circumstances, the Central Museum of the Oktyabrskaya Railway appealed to Railway Research Institute, requesting the transfer of several steam locomotives from the test loop for permanent preservation and display at the Museum of Steamers at Shushary Station. The museum’s request was granted, and museum specialists prepared the ESh<\/sup> 4444 steam locomotive for transportation. It was relocated to Shushary in August 1997.","subtitle":"Museum exhibit"},{"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":"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":"Year","type":"number","value":"1924","is_two_colls":false},{"name":"Locomotive weight in working condition without tender, t","type":"number","value":"80,4","is_two_colls":false},{"name":"Weight of the locomotive in working order with tender, t","type":"number","value":"125","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"65","is_two_colls":false},{"name":"Maximum power at the wheel rim, l. s.","type":"number","value":"1 300","is_two_colls":false},{"name":"Locomotive empty weight, t","type":"number","value":"72","is_two_colls":false},{"name":"Locomotive coupling weight, t","type":"number","value":"80,4","is_two_colls":false},{"name":"Tender type","type":"text","value":"Four-axle","is_two_colls":false},{"name":"Full wheelbase steam locomotive with tender, mm","type":"number","value":"15 824","is_two_colls":false},{"name":"Length of locomotive with tender by buffers, mm","type":"number","value":"20 475","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1 320","is_two_colls":false},{"name":"Smallest radius of a traversable curve, m","type":"number","value":"93","is_two_colls":false},{"name":"Steam pressure, kg\/cm2<\/sup>","type":"number","value":"12","is_two_colls":false},{"name":"Firebox type","type":"text","value":"Belpera","is_two_colls":false},{"name":"Grate area, m2<\/sup>","type":"number","value":"4.2","is_two_colls":false},{"name":"Full evaporative heating surface of the boiler (water), m2<\/sup>","type":"number","value":"194.4","is_two_colls":false},{"name":"Heating surface of steam superheating tubes (gas), m2<\/sup>","type":"number","value":"52","is_two_colls":false},{"name":"Number of smoke pipes, pcs.","type":"number","value":"188","is_two_colls":false},{"name":"Diameter of smoke pipes (outer), mm","type":"number","value":"51","is_two_colls":false},{"name":"Number of flame tubes, pcs.","type":"number","value":"25","is_two_colls":false},{"name":"Diameter of flame tubes (outer), mm","type":"number","value":"133","is_two_colls":false},{"name":"Diameter of steam superheating pipes (outer), mm","type":"number","value":"35","is_two_colls":false},{"name":"Superheater type","type":"text","value":"Double turn","is_two_colls":false}]

История (блоками): [{"year":"1912","content":"The first E steam locomotives with the 0-5-0 wheel arrangement were built."},{"year":"1921–1924","content":"In Sweden and Germany, new E steam locomotives were built, commissioned by the Soviet government."},{"year":"1924","content":"The ESh<\/sup> 4444 steam locomotive was built in Sweden at the NOHAB Plant."},{"year":"1942","content":"The ESh<\/sup> 4444 steam locomotive was evacuated from Leningrad to the mainland on a barge when navigation was opened."},{"year":"Till 1946","content":"As part of a special column, the locomotive operated on near front-line railways."},{"year":"After 1960","content":"The steam locomotive was taken out of service and placed in the Apostolove reserve base."},{"year":"1990","content":"The locomotive was sent to the test loop of the Railway Research Institute at Shcherbinka Station as an exhibit for the future Museum of the Moscow Railway."},{"year":"1997","content":"The ESh<\/sup> 4444 steam locomotive at the initiative of museum workers, was relocated to Shushary."},{"year":"2001–2016","content":"The steam locomotive was on display at the Central Museum of the Oktyabrskaya Railway at the former Varshavsky Station in Saint Petersburg."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/ed\/d7\/s2edd71e5bbfdad45a7bed5505214e2feb76598814.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/aa\/6e\/s2aa6e81d0167dbb364bf360452eb6e2b3792da34f.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/92\/a9\/s292a9b72959fb2f2f3009703584a78864f2518b5e.png","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/96\/95\/s29695de9f1923f4f131ca1f5d5aab596de9d23c67.png","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/62\/fd\/s262fde738fad58a4f8d7c7a781ba1e01deb9a8d38.png","title":"Drawing"}]

Модель (деталка): ESh 4444

Заголовок (деталка): Freight Steam Locomotive

Заголовок истории: Chronology

Mnemonic code: 25

Code in external DB source: 436

Name: ESh-4444

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Russian Railways Museum

Exhibits

Steam locomotives

E<sup>Sh</sup>-4444