Exhibits

Steam locomotives

L-2298

<space=1em>Waiting for Victory

<space=1em>In 1943, when the Great Patriotic War was reaching a turning point, the question arose of what kind of locomotives to build in the USSR after the victory, when the country would need to return to peaceful life and restore the destroyed national economy. At the beginning of 1944, a commission was organized under the chairmanship of academician S.P. Syromyatnikov. Its task was to select the type of new freight locomotives for post-war construction.

<space=1em>The commission's specialists concluded that, first of all, locomotives with an axle load not exceeding 18 tons would be in demand by transport. Such a load was due to the state of the track facilities of domestic railways. The construction of old types of steam locomotives, the ER and SO series, was allowed as a temporary measure, since by the mid-1940s they had become both morally and technically obsolete.

<space=1em>In March 1944, draft designs of steam locomotives of the 1-5-0 type with an axle load of 18 t and a coupling wheel pair diameter of 1,500 mm were submitted for consideration, prepared by the Central Testing Department of the People's Commissariat of Railways, the Central Research Institute of the People's Commissariat of Railways, and the Kolomna Plant.

<space=1em>P Series

<space=1em>In March 1945 the Kolomna Plant project, plant type P32, was selected for construction. The construction assignment was given to the developer plant. The locomotive, which received the P series (Pobeda), on October 5 1945 made its first trip along the Kolomna - Rybnoye section.

<space=1em>The new locomotive had a block frame, a mechanical coal feeder, centralized lubrication of the engine and crew, and a Vanderbilt-type tank tender with a cylindrical water tank, which was completely atypical for domestic railways.

<space=1em>By the end of the year, the second locomotive, P 0002, was built. In 1946, the Kolomna plant produced 76 new locomotives, and the restored Bryansk locomotive plant assembled its first post-war machine — P 1001.

<space=1em>Only the Kolomna-built locomotives had the original Vanderbilt-type tender tank. Despite the fact that such tenders were less likely to be damaged by large masses of water during movement and supply, they had significant drawbacks: they were more complex to build and had an increased length, which did not allow locomotives with such tenders to fit into stalls designed for steam locomotives of the 1-5-0 series SO and E. Therefore, by 1947 tank tenders were gradually replaced in production by ordinary rectangular tenders type P33.

<space=1em>L Series

<space=1em>In January 1947, when the new steam locomotives 1-5-0 were approved for serial production by the USSR Council of Ministers, they were assigned the L series after the name of the chief designer L.S. Lebedyansky. At the same time, the small number of passenger steam locomotives of the 2-3-1 type of L series in the USSR railway fleet were assigned the superscript "p" to distinguish them from the new locomotives. All previously produced P series machines were renamed.

<space=1em>For the development of a new freight locomotive, the engineers of the Kolomna plant L.S. Lebedyansky, G.A. Zhilin, V.K. Chistov, D.V. Lvov, V.D. Utkin and V.D. Dyakov were awarded the title of Stalin Prize laureates in 1947.

<space=1em>Serial production of the L series was carried out until 1954 at the Kolomensky Plant (1,762 locomotives were built), until 1950 in Bryansk (389) and until 1955 in Voroshilovgrad (2,049). A total of 4,200 steam locomotives of the L series were produced. 4,199 machines entered service on the railways, since L 2143, built by the Kolomensky Plant, was sent to the People's Republic of China.

<space=1em>In operation

<space=1em>The L series steam locomotives were not without their shortcomings, mainly due to the designers' desire to reduce the weight of units and parts. The weakest points were the cylinder half-blocks, firebox connections, valve sleeves, drawbars and some other parts. Cracks formed in them during operation. To eliminate such phenomena, in 1952 it was decided to revise the design and strengthen the units and parts. Since the end of 1952 locomotives began to be built according to modified drawings.

<space=1em>The large number of built L series steam locomotives determined their very wide distribution on the USSR railway network. They operated from Transbaikalia to Belarus and from the Arctic to the Caucasus.

<space=1em>The drivers loved these locomotives and affectionately called them "Lebedyankas". Veterans note the reliability of the locomotives in operation, the powerful boiler that provides steam to the machine in all operating modes, and fairly high speed qualities. The design speed of the locomotives at 80 km/h allowed them to successfully haul any passenger trains on heavy profiles, including express trains.

<space=1em>In freight traffic on a flat profile, these locomotives worked with heavy trains weighing up to 5,000 tons. Among the disadvantages of the "Lebedyankas" are a certain tendency to skidding due to the lack of adhesion weight and an uneasy ride at high speeds, caused by the use of a rear-mounted fifth wheel pair to improve the locomotive's weight distribution.

<space=1em>To rest

<space=1em>The L series locomotives worked on the railways of the USSR until the very end of steam locomotive traction. Some machines were used in train service until the end of the 1970s on the Oktyabrskaya, Gorky, Pribaltiyskaya and other railways. In economic work, steam locomotives of the L series worked until the end of the 1990s, and for heating depots and other railway enterprises — up until the 2000s.

<space=1em>The mass write-off of L series locomotives and their cutting up for scrap metal began in the 1980s. As of January 1 1992 the inventory fleet of the Ministry of Railways included 3,091 steam locomotives of the series. These machines are preserved in large quantities in railway museums and on pedestals in the territory of the former Soviet Union. There are steam locomotives of the L series in working order.

<space=1em>Museum exhibit

<space=1em>Freight locomotive L 2298 was built by the Kolomna Locomotive Plant in 1954, factory number 10084. Decorative elements were installed on the locomotive, indicating that it was built in honor of the 12th Congress of the Komsomol. The corresponding inscriptions were also applied to the side surfaces of the water tank.

<space=1em>In March 1954 the locomotive was put into operation on the Moscow-Ryazan Railway. Since October 1959 it was listed in the inventory park of the Moscow Railway. After the end of its service life, it was put into reserve and was located at various reserve bases of the Moscow Railway.

<space=1em>In 2000 by order of the Ministry of Railways, the locomotive was transferred from the Roslavl depot to replenish the collection of the Central Museum of the October Railway. In 2001–2016 it was exhibited in the Museum at the former Varshavsky Station in St. Petersburg.

ID экспоната: 26

Аудио: http://dpmzdr.infomedia.digital/files/35/00/350071c2777ee8657e1789b05da40e4a2a332dde.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/35/bc/s135bc50b32027ed1d058f48043c0e54cfed8579f7.jpg / http://dpmzdr.infomedia.digital/files/1d/07/s11d07acb017074738355338fb750e7dea94b5b7fd.jpg / http://dpmzdr.infomedia.digital/files/e6/99/s1e6998723946071075d87ebac559c45e19777f7a1.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/35/bc/35bc50b32027ed1d058f48043c0e54cfed8579f7.jpg / http://dpmzdr.infomedia.digital/files/1d/07/1d07acb017074738355338fb750e7dea94b5b7fd.jpg / http://dpmzdr.infomedia.digital/files/e6/99/e6998723946071075d87ebac559c45e19777f7a1.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/35/bc/s235bc50b32027ed1d058f48043c0e54cfed8579f7.jpg / http://dpmzdr.infomedia.digital/files/1d/07/s21d07acb017074738355338fb750e7dea94b5b7fd.jpg / http://dpmzdr.infomedia.digital/files/e6/99/s2e6998723946071075d87ebac559c45e19777f7a1.jpg

Параметры (технические характеристики): Max power at wheel tread, hp 2 200  Axial formula 1-5-0 / Locomotive operating weight: tenderless, t 102,1  with tender, t 170  Design speed, km/h 80  Steam locomotive empty weight, t 92  Steam engine coupled weight, t 90,1  Tender type 4-axles Full locomotive wheelbase with tender, mm 20 688  Locomotive length with tender at automatic coupling axes, mm 23 717  Driving wheel diameter, mm 1 500  Min. curve radius, m 105,5  BOILER Steam pressure, kg/cm² 14  Burner type radial Grid bar area, m² 6,0  Full boiler evaporating heating surface(water),  m² 222,3 Superheater tube heating surface (gas), m² 113  Smoke tubes, pcs. 111  Smoke tube diameter (outer), mm 51  Fire tubes, pcs. 50  Fire tube diameter (outer), mm 133  Steam superheater type double ﬂange Superheater tube diameter (outer),  mm 35 Heating type coal, mechanical MACHINE AND CREW Cylinders,  pcs. 2 Cylinder diameter, mm 650  Piston stroke, mm 800  Valve diameter, mm 300  Frame type bar, thickness: 140 mm Steam distribution system Valshart TENDER Empty weight, t 36  Weight at full stock of water and coal, t 82  Water stock, m³ 28  Coal stock, t 18  Trolley type cast with double bow spring suspension

План: http://dpmzdr.infomedia.digital/files/bd/bc/bdbcf8ef4d8f4de90721c9d1d4e0488394f9a8ba.jpg / http://dpmzdr.infomedia.digital/files/84/9a/849aa0d691f72cd1a83f418d45af3d7a59c2d54d.jpg / http://dpmzdr.infomedia.digital/files/76/a0/76a0ca403b3903d0c3765f814be3633985643dcc.jpg / http://dpmzdr.infomedia.digital/files/1e/90/1e907266a5ee01d623b3a4ecc37a38d78a3f06af.jpg / http://dpmzdr.infomedia.digital/files/9b/2f/9b2f64c57a1ac8229dcaf395fd50710eac7b90dc.jpg

План 1000: http://dpmzdr.infomedia.digital/files/bd/bc/s1bdbcf8ef4d8f4de90721c9d1d4e0488394f9a8ba.jpg / http://dpmzdr.infomedia.digital/files/84/9a/s1849aa0d691f72cd1a83f418d45af3d7a59c2d54d.jpg / http://dpmzdr.infomedia.digital/files/76/a0/s176a0ca403b3903d0c3765f814be3633985643dcc.jpg / http://dpmzdr.infomedia.digital/files/1e/90/s11e907266a5ee01d623b3a4ecc37a38d78a3f06af.jpg / http://dpmzdr.infomedia.digital/files/9b/2f/s19b2f64c57a1ac8229dcaf395fd50710eac7b90dc.jpg

План 2000: http://dpmzdr.infomedia.digital/files/bd/bc/s2bdbcf8ef4d8f4de90721c9d1d4e0488394f9a8ba.jpg / http://dpmzdr.infomedia.digital/files/84/9a/s2849aa0d691f72cd1a83f418d45af3d7a59c2d54d.jpg / http://dpmzdr.infomedia.digital/files/76/a0/s276a0ca403b3903d0c3765f814be3633985643dcc.jpg / http://dpmzdr.infomedia.digital/files/1e/90/s21e907266a5ee01d623b3a4ecc37a38d78a3f06af.jpg / http://dpmzdr.infomedia.digital/files/9b/2f/s29b2f64c57a1ac8229dcaf395fd50710eac7b90dc.jpg

Хронология: <space=1em>In early 1944, a commission was organized under the chairmanship of Academician S. P. Syromyatnikov, which was tasked with outlining the types of freight locomotives to be built in the post-war period. The task was complex and required taking into account the condition of the factories and their capabilities, given that many factories had been evacuated and their infrastructure destroyed. It was also important to take into account the poor condition of the tracks and bridges, which could not withstand the heavy load. <space=1em>The draft design of the 1-5-0 locomotive was developed by the Kolomna Plant and the All-Union Scientific Research Institute of Railway Transport (VNIIZhT). In 1944 and early 1945, the designers of the Kolomna Plant developed a technical design for the new locomotive and, after approval by the NKPS (People's Commissariat of Railways), began working on the design. On October 5, 1945, the new locomotive made its first test run from Golutvin station (Kolomna) to Rybnoye station and back. Initially, the locomotive was designated with the P-0001 series — "Pobeda" number 1 (factory project P32), the locomotive's factory number was 8403/1945. <space=1em>By the Resolution of the Council of Ministers of the USSR of January 14, 1947, the locomotive was assigned the L series designation — after the name of its designer L. S. Lebedyansky. Previously produced locomotives also received this designation. This is the only case in the history of locomotive construction when the name of a series was assigned after the name of its designer. Therefore, the locomotive is still called "Lebedyanka". <space=1em>The first two locomotives, built in 1945, were tested for track impact and balance in early 1946, first near Tikhoretskaya station on the North Caucasus Railway. The tests revealed weak points in the design, which the plant redesigned and implemented from the P-0033 locomotive. The locomotive was constantly being improved, taking into account operational feedback, emerging fatigue cracks, etc. <space=1em>The Kolomensky plant built 1,762 locomotives from 1945 to 1954, the Bryansk plant built 389 from 1946 to 1950, and the Voroshilovgrad plant built 2,048 from 1950 to 1955. A total of 4,199 machines were built by all three plants from 1945 to 1955. <space=1em>The L-2298 locomotive was built by the Kolomensky Plant in 1954, its factory number is 10084. It was a "jubilee" locomotive dedicated to the opening of the 12th Congress of the Komsomol (All-Union Leninist Communist Youth Union). <space=1em>In 2000, by order of the Ministry of Railways, the locomotive was transferred from the Roslavl depot to replenish the collection of the Central Museum of the October Railway. From 2001 to 2016, the locomotive was exhibited in the museum at the former Varshavsky Station in St. Petersburg.

Блоки описания: [{"quote":"The axle load of the newly designed steam locomotive could not exceed 18 t due to the condition of the rail track equipment.","title":"","images":[],"content":"In 1943, a breakthrough year in the course of the Great Patriotic War, questions arose regarding what steam locomotives to build in the USSR after the victory, when the country would need to return to peacetime and restore the destroyed national economy. In early 1944, a commission was organised under the chairmanship of academic S.P. Syromyatnikov. Its task was to select the type of new freight steam locomotive to be built after the war.","subtitle":"In Anticipation of Victory"},{"quote":"","title":"","images":[],"content":"The specialists of the commission concluded that, first of all, it was necessary that the axle load of the steam locomotive would not exceed 18 t. This was due to the condition of the rail track equipment on Russia’s railways. The construction of old types of steam locomotives — the classes ER<\/sup> and SO — were permitted as a temporary measure, as they had become technically obsolete by the mid-1940s.\r\n\r\nPreliminary designs for 1-5-0-type steam locomotives with an axle load of 18 t and coupling wheelset diameter of 1,500 mm were submitted for consideration in March 1944 by the Traction Department and the Central Research Institute of the People’s Commissariat of Communication Routes, as well as the Kolomna Locomotive Works.","subtitle":""},{"quote":"Some of the class P steam locomotives were fitted with original Vanderbilt-type tank tenders, which were less likely to break under large volumes of water during travel and supply.","title":"Class P","images":[],"content":"In March 1945, the Kolomna Locomotive Works’ design — factory type P32 — was selected for production, which was assigned to the plant that had developed the design. The steam locomotive, which was named the class P (for “Pobeda”, Russian for “victory”) made its first trip on 5th October 1945 on the Kolomna-Rybnoye section.\r\n\r\nThe new steam locomotive had a bar frame, mechanical stoker, centralised lubrication of vehicle and cab, and a Vanderbilt-type tank tender with a cylindrical water tank, pretty new for Soviet railways.\r\n\r\nAt the end of the year, the second steam locomotive, P 0002, was built. In 1946, the Kolomna Locomotive Works built 76 new locomotives, and the restored Bryansk Locomotive Works built its first post-war vehicle — P 1001.","subtitle":"The First Machines"},{"quote":"","title":"","images":[],"content":"Only Kolomna-built steam locomotives had original Vanderbilt-type tank tenders. Despite the fact that these types of tenders broke less often under large volumes of water during travel and supply, they had significant disadvantages: they were more difficult to build and had an increased length, which mean that locomotives with these tenders could not fit in bays designed for type 1-5-0 SO- and Ye-class steam locomotives. This led to tank tenders being gradually replaced by conventional rectangular type P33 tenders by 1947.","subtitle":""},{"quote":"In 1947, the class P was renamed to L. A total of 4,200 steam locomotives were produced, one of which was sent to China.","title":"Class L","images":[],"content":"In January 1947, when the new 1-5-0 steam locomotives were approved for series production by the Council of Ministers of the USSR, they were given the class designation L after chief designer L.S. Lebedyansky. Correspondingly, the few class L 2-3-1 passenger steam locomotives in the railway fleet of the USSR were assigned the index P<\/sup> to differentiate them from the new locomotives. All previously manufactured class P vehicles were renamed.\r\n\r\nThe Kolomna Locomotive Works engineers L.S. Lebedyansky, G.A. Zhilin, V.K. Chistov, D.V. Lvov, V.D. Utkin and V.D. Dyakov were awarded the Stalin Prize in 1947 for the development of the new freight locomotive.","subtitle":"4,200 Steam Locomotives"},{"quote":"","title":"","images":[],"content":"Series production of the class L continued until 1954 at the Kolomna Locomotive Works (1,762 locomotives built), until 1950 in the Bryansk Locomotive Works (389 locomotives) and until 1955 in the Voroshilovgrad Locomotive Works (2,049 locomotives). In total, 4,200 class L steam locomotives were produced. 4,199 were put into operation on the railways, and L 2143, manufactured at the Kolomna Locomotive Works, was sent to the People’s Republic of China.","subtitle":""},{"quote":"Drivers affectionately nicknamed L-class locomotives “Lebedyankas” and appreciated them for their reliability, powerful boiler, and high speed.","title":"","images":[],"content":"Class L steam locomotives did have their disadvantages, mainly due to the designer’s desire to reduce the weight of assemblies and parts. The weakest points were the cylindrical half-blocks, connection to the firebox, steam chest bushing, coupling rods, and several other parts: cracks would form in them during operation. To prevent this, a decision was made in 1952 to revise the design and reinforce these assemblies and parts. From the end of 1952, the locomotives began to be built according to the revised drawings.\r\n\r\nThe large number of class L steam locomotives constructed ensured their wide distribution on the rail network of the USSR. They were in operation from Transbaikalia to Belarus and the Arctic Circle to the Caucasus.","subtitle":"In Operation"},{"quote":"","title":"","images":[],"content":"Drivers loved these locomotives and affectionately nicknamed them “Lebedyankas”. Senior drivers appreciated their operational reliability, powerful boiler providing steam in all operating modes, and the relatively high speed. The 80 km\/h design speed meant that the locomotives could successfully drive any passenger trains — even express ones — on steep gradients.\r\n\r\nWith freight traffic on a flat gradient, these steam locomotives operated with heavy trains of up to 5000 t. Among the drawbacks of the Lebedyankas was a slight tendency towards slippage due to the lack of coupling weight and rough running at high speeds, due to the use of a rearward fifth wheelset to improve the locomotive’s weight distribution.","subtitle":""},{"quote":"Some class L steam locomotives were used for their intended purpose until the late 1970s, and for service work up until the 2000s. Even today, these vehicles can be found in operational condition.","title":"","images":[],"content":"Class L locomotives were in operation on the USSR’s railways until the very end of steam locomotive traction. Some vehicles were in operation pulling trains until the late 1970s on the Oktyabrskaya, Gorky, Baltic and other railways. Class L steam locomotives were used for service work until the late 1990s, and for heating depots and other railway enterprises, up to the 2000s.","subtitle":"Retirement"},{"quote":"","title":"","images":[],"content":"Mass decommissioning and scrapping of class L locomotives began in the 1980s. As of 1st January 1992, there were 3,091 steam locomotives ofмthis class on the Ministry of Railways’ inventory. In the countries of the former Soviet Union, these locomotives can be found in large numbers in railway museums and on plinths. There are also still class L steam locomotives in operational condition.","subtitle":""},{"quote":"","title":"L 2298","images":[],"content":"Freight steam locomotive L 2298 was built by the Kolomna Locomotive Works in 1954 under serial number 10084. The locomotive was fitted with decorative elements — testament to the fact that it was built to commemorate the 12th Congress of the Komsomol. The sides of the water tank were also inscribed with words to that effect.\r\n\r\nIn March 1954, the locomotive arrived for operation on the Moscow-Ryazan Railway. Since October 1959, it has been listed in the Moscow Railway fleet inventory. After the end of operations, it was moved to storage and housed at various storage bases on the Moscow Railway.","subtitle":"Museum Exhibit"}]

Характеристики (блоками): [{"name":"Plant","type":"text","value":"Kolomna Locomotive","is_two_colls":false},{"name":"Year","type":"number","value":"1954","is_two_colls":false},{"name":"The locomotive's serial number","type":"number","value":"10084","is_two_colls":false},{"name":"Weight of the locomotive in working condition without tender, t","type":"number","value":"102.1","is_two_colls":false},{"name":"Weight of the locomotive in working condition with tender, t","type":"number","value":"170","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"80","is_two_colls":false},{"name":"Maximum power at the wheel rim, hp","type":"number","value":"2,200","is_two_colls":false},{"name":"Axial formula","type":"number","value":"1-5-0","is_two_colls":false},{"name":"General data","type":"text","value":"","is_two_colls":false},{"name":"Empty weight of a steam locomotive, t","type":"number","value":"92","is_two_colls":false},{"name":"Adhesive weight of a steam locomotive, t","type":"number","value":"90.1","is_two_colls":false},{"name":"Complete wheelbase of a steam locomotive with tender, mm","type":"number","value":"20 688","is_two_colls":false},{"name":"Length of a locomotive with tender along the axles of the automatic coupling, mm","type":"number","value":"23,717","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1,500","is_two_colls":false},{"name":"Minimum radius of a passable curve, m","type":"number","value":"105.5","is_two_colls":false},{"name":"Tender type","type":"text","value":"Four-axle","is_two_colls":false},{"name":"Boiler","type":"text","value":"","is_two_colls":false},{"name":"Steam pressure, kg\/cm2<\/sup>","type":"number","value":"14","is_two_colls":false},{"name":"Firebox type","type":"text","value":"Radial","is_two_colls":false},{"name":"Grate area, m2<\/sup>","type":"number","value":"6.0","is_two_colls":false},{"name":"Total evaporating heating surface of the boiler (water), m2<\/sup>","type":"number","value":"222.3","is_two_colls":false},{"name":"Heating surface of superheater pipes (gas), m2<\/sup>","type":"number","value":"113","is_two_colls":false},{"name":"Number of smoke tubes, pcs.","type":"number","value":"111","is_two_colls":false},{"name":"Smoke tube diameter (outer), mm","type":"number","value":"51","is_two_colls":false},{"name":"Number of fire tubes, pcs.","type":"number","value":"50","is_two_colls":false},{"name":"Diameter of fire tubes (outer), mm","type":"number","value":"133","is_two_colls":false},{"name":"Superheater type","type":"text","value":"Double-turn","is_two_colls":false},{"name":"Superheater tube diameter (outer), mm","type":"number","value":"35","is_two_colls":false},{"name":"Type of heating","type":"text","value":"Coal, mechanical","is_two_colls":false},{"name":"Car and crew","type":"text","value":"","is_two_colls":false},{"name":"Number of cylinders, pcs.","type":"number","value":"2","is_two_colls":false},{"name":"Cylinder diameter, mm","type":"number","value":"650","is_two_colls":false},{"name":"Piston stroke, mm","type":"number","value":"800","is_two_colls":false},{"name":"Diameter of valves, mm","type":"number","value":"300","is_two_colls":false},{"name":"Steam distribution system, t","type":"text","value":"Walschaer","is_two_colls":false},{"name":"Tender","type":"text","value":"","is_two_colls":false},{"name":"Frame thickness, mm","type":"number","value":"140","is_two_colls":false},{"name":"Frame type","type":"text","value":"Block","is_two_colls":false},{"name":"Empty weight, t","type":"number","value":"36","is_two_colls":false},{"name":"Weight with full supply of water and coal, t","type":"number","value":"82","is_two_colls":false},{"name":"Water supply, m3<\/sup>","type":"number","value":"28","is_two_colls":false},{"name":"Coal stock, t","type":"number","value":"18","is_two_colls":false},{"name":"Type of trolleys","type":"number","value":"Cast","is_two_colls":false},{"name":"Suspension","type":"text","value":"Single spring","is_two_colls":false}]

История (блоками): [{"year":"1943","content":"Questions arise regarding what steam locomotives to build in the USSR after the victory."},{"year":"Early 1944","content":"A commission is organised under the chairmanship of academic S.P. Syromyatnikov to select the new type of freight steam locomotive."},{"year":"March 1944","content":"Preliminary designs for 1-5-0-type steam locomotives with an axle load of 18 t are submitted for consideration."},{"year":"March 1945","content":"The Kolomna Locomotive Works design is selected for the production of the class P."},{"year":"October 5, 1945","content":"The first class P steam locomotive (for “Pobeda”, Russian for “victory”) makes a trip on he Kolomna-Rybnoye section."},{"year":"End of 1945","content":"The Kolomna Locomotive Works builds steam locomotive P 0002."},{"year":"1946","content":"The Kolomna Locomotive Works produces 76 class P steam locomotives, and the Bryansk Locomotive Works builds its first post-war steam locomotive, P 1001."},{"year":"January 1947","content":"The class P is renamed to the class L in honour of its chief designer L.S. Lebedyansky."},{"year":"1947","content":"Tank tenders are replaced with conventional rectangular type P33 tenders."},{"year":"1950","content":"End of the steam locomotive class L production at the Bryansk Locomotive Works with a total of 389 vehicles built."},{"year":"1952","content":"The design of the class L is revised to improve reliability."},{"year":"1954","content":"Steam locomotive L 2298 is built by the Kolomna Locomotive Works. End of class production at the Kolomna Locomotive Works with a total of 1,762 vehicles built."},{"year":"1955","content":"End of the class production at the Voroshilovgrad Locomotive Works with a total of 2,049 vehicles built here, and a total of 4,200 across the entire country."},{"year":"Late 1970s","content":"End of use of the class L in train operations."},{"year":"1980s","content":"Mass decommissioning and scrapping of class L locomotives."},{"year":"Late 1990s","content":"End of use of class L steam locomotives in service operations."},{"year":"1st January 1992","content":"3,091 class L steam locomotives remain in the Ministry of Railways’ fleet inventory."},{"year":"2000s","content":"End of use of class L steam locomotives for heating in industry."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/bd\/bc\/s2bdbcf8ef4d8f4de90721c9d1d4e0488394f9a8ba.jpg","title":"Общий вид товарного паровоза серии Л"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/84\/9a\/s2849aa0d691f72cd1a83f418d45af3d7a59c2d54d.jpg","title":"General view of the tender of the L series locomotive"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/76\/a0\/s276a0ca403b3903d0c3765f814be3633985643dcc.jpg","title":"General view of the tender with a cylindrical tank of the L series freight locomotive"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/1e\/90\/s21e907266a5ee01d623b3a4ecc37a38d78a3f06af.jpg","title":"General view of the locomotive (cross views)"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/9b\/2f\/s29b2f64c57a1ac8229dcaf395fd50710eac7b90dc.jpg","title":"Чертёж паровоза серии Л"}]

Модель (деталка): L 2298

Заголовок (деталка): Freight locomotive

Подвал описания: In 2000, by order of the Ministry of Railways, the steam locomotive was transferred from the Roslavl Depot to the collection of the Central Museum of the Oktyabrskaya Railway. From 2001 to 2016, it was exhibited in the museum at the former Varshavsky Station in St. Petersburg.

Заголовок истории: Chronology

Mnemonic code: 26

Code in external DB source: 314

Name: L-2298

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