Exhibits

Steam locomotives

LV18-002

<space=1em>Modernization

<space=1em>In 1948 the Ministry of Railways decided to reconstruct the steam locomotive of the L series. This locomotive had no weight reserves. This made it impossible to install thermal modernization devices (water heater of the Bryansk plant system) and excluded the prospect of further increasing the efficiency of operation. It was also difficult to strengthen individual insufficiently strong units. Since the planned changes were not supposed to change the axle load of the new locomotive, it became necessary to roll the supporting bogie.

<space=1em>In 1949–1950 the Voroshilovgrad Locomotive Plant developed a design for a new locomotive with an axle arrangement of 1-5-1, factory designation OR18. A new, more powerful boiler with a reinforced superheater was designed for the machine. The area of the boiler grate was 6.46 m2. A pneumatic drive was installed to pump the grate. The firebox doors are also equipped with a pneumatic drive. The driving wheel pairs of the steam locomotive 1-5-1 are located at the same distance of 1,625 mm from each other, while in the L series between the fourth and fifth wheel pairs this distance was increased to 2,000 mm.

<space=1em>The symmetrical axle arrangement provided the 1-5-1 locomotive with the same speed in both reverse and forward motion — 90 km/h. The new locomotive was equipped with a mixing water heater of the Bryansk plant type, which had proven itself in operation. The water heater provided savings of 7–8% fuel and 12–14% water. To ensure better starting of the train from a standstill and moving on inclines, the locomotive was equipped with a coupling weight increaser, which at speeds up to 25–30 km/h allowed the coupling weight to be increased from 91 to 99 t.

<space=1em>Due to the fact that the Voroshilovgrad plant, simultaneously with the preparation of the working design of the 1-5-1 steam locomotive, was completing the production of the SO series and mastering the production of the 1-5-0 type of the L series, the work was delayed. Since the autumn of 1950, the completion of the L series steam locomotive modernization project was carried out under the supervision of the new chief designer of the Voroshilovgrad plant, P.M. Sharoiko, who had previously created the SO and UU 23 001 steam locomotives. Sharoiko decided to conclude an agreement with the Kharkov Polytechnic Institute to conduct research and development work. Its topic was the development of theoretically sound recommendations for the design of the drive unit and undercarriage of the designed steam locomotive of the 1-5-1 type.

<space=1em>Serial production

<space=1em>The first steam locomotive, designated ОР18 01, was built in December 1951. A four-axle tender of the P33 type was coupled to it. In order to obtain the passport characteristics, in June 1952 the locomotive was sent to the experimental ring of the Central Research Institute of the Ministry of Railways at Shcherbinka station. During the tests, it showed high results. Thus, the locomotive achieved a tangential power of 3,590 hp. — the maximum value among all Soviet serial machines. This indicator is 12% higher than that of the FD steam locomotive, and 14% higher than that of the TE3 diesel locomotive.

<space=1em>Also, the OR18 01 demonstrated the highest efficiency of all Soviet steam locomotives — 9.27%. Such an improvement in traction and power characteristics was achieved mainly due to the reduction of losses in the freer gas and steam tracts. The locomotive had maximally developed gas passages above the arch, in the tubular part of the boiler, in the smoke chamber, as well as steam passages in the regulator and superheater. Undoubtedly, the presence of a water heater also made a great contribution to the test results.

<space=1em>LV Series

<space=1em>In 1953–1954 the Voroshilovgrad Plant produced nine more locomotives of the experimental and pilot batches. During the production of the pilot batch they received a new designation of series — LV (locomotive L with modifications by the Voroshilovgrad Plant). The machines that managed to receive the "old" OR18 series were renamed LV18 001–004, subsequent locomotives received a new designation.

<space=1em>Since the new locomotives showed good results during operational tests, in 1955 the Voroshilovgrad plant switched to serial production of LV locomotives, which gradually replaced the L series from the plant's production program. In 1955 112 LV machines were built (0011–0122), and in 1956 — another 400 (0123–0522). Steam locomotive LV 0522, produced at the end of 1956, became the last mainline locomotive built in the USSR.

<space=1em>The production locomotives had some minor design differences from the experimental machines. The locomotives of the experimental and installation batches, as well as the first steam locomotives of serial production, were coupled with four-axle tenders of the P33 type. Later, approximately from LV 0026, six-axle tenders of the P58 type were coupled to the production locomotives. This replacement was caused by the obvious discrepancy between the water and fuel reserves of the four-axle tender and the characteristics of the new machines.

<space=1em>Operation

<space=1em>The LV steam locomotives were sent to work on the main lines of the Krasnoyarsk, South Ural, East Siberian and other roads. With the introduction of electric and diesel traction on these sections, they were transferred to less freight-intensive sections.

<space=1em>Created on the basis of experience accumulated by domestic locomotive construction over a long period, LV locomotives were distinguished by higher traction, operational and economic qualities than all other series of domestic freight steam locomotives. At the same time, along with the P36 series machines, they turned out to be the steam locomotives that were operated for the shortest period of time. The last LV locomotives were removed from service by the mid-1970s. The average service life of these machines was only about 15 years.

<space=1em>To rest

<space=1em>Steam locomotives of the LV series began to be excluded from the inventory fleet of the USSR MPS in 1982 By that time, all of them were in reserve on the following railways: Severnaya, Tselinnaya, Sverdlovsk, Yuzhno-Uralskaya and Kemerovo. Most of the machines were cut up for scrap metal, some were used as stationary boiler units. As of January 1 1992 there were only 89 locomotives of the LV series left in the inventory fleet of the USSR MPS.

<space=1em>Currently, steam locomotives of the LV series are preserved in most railway museums in Russia. They are also in museums in the post-Soviet space. In addition, a small number of LV locomotives are installed on pedestals. In Russia, there are also several working machines of the LV series, including the last produced steam locomotive, LV 0522.

<space=1em>Museum specimen

<space=1em>Freight locomotive LV18 002 was built by the Voroshilovgrad Steam Locomotive Plant in 1953 , factory number 15098. When released from the plant, it had the designation OR18 002.

<space=1em>In December 1953 the locomotive was delivered to the Moscow-Kursk-Donbass Railway in the Lublin depot, where it underwent operational tests. In July 1954 it was transferred to the Moscow-Ryazan Railway in the Moscow-Sortirovochnaya depot. Since January 1960 it has been operating on the Northern Railway. From 1963 until its decommissioning in October 1986 the locomotive was in the inventory park of the Sharya depot.

<space=1em>After its decommissioning, the locomotive ended up in Syktyvkar at a motor transport enterprise, where it was planned to use it as a boiler plant. In 1993 it was acquired by the Central Museum of the October Railway from its owner, SE "Syktyvkaravtotrans" , at the cost of scrap metal and in 1996 it was delivered to St. Petersburg. From 2001 to 2016 the locomotive was on display at the Museum at the former Varshavsky Station in St. Petersburg.

ID экспоната: 28

Аудио: http://dpmzdr.infomedia.digital/files/a2/d7/a2d7262dcb1a53f3aae653a43f4f2f5633cc59de.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/8f/f1/s18ff1650928c4586cdd570d65a4b1f5b1badc1d48.jpg / http://dpmzdr.infomedia.digital/files/cd/6b/s1cd6b83ec8a7892ef4acc93bffdcb0c47ec6393cf.jpg / http://dpmzdr.infomedia.digital/files/ff/52/s1ff528a64d56ab00e7266260b969835b218714af1.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/8f/f1/8ff1650928c4586cdd570d65a4b1f5b1badc1d48.jpg / http://dpmzdr.infomedia.digital/files/cd/6b/cd6b83ec8a7892ef4acc93bffdcb0c47ec6393cf.jpg / http://dpmzdr.infomedia.digital/files/ff/52/ff528a64d56ab00e7266260b969835b218714af1.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/8f/f1/s28ff1650928c4586cdd570d65a4b1f5b1badc1d48.jpg / http://dpmzdr.infomedia.digital/files/cd/6b/s2cd6b83ec8a7892ef4acc93bffdcb0c47ec6393cf.jpg / http://dpmzdr.infomedia.digital/files/ff/52/s2ff528a64d56ab00e7266260b969835b218714af1.jpg

Исторические фото: http://dpmzdr.infomedia.digital/files/6b/94/s16b94dd0113ad668c5fdab25142b78b12156d6126.jpg / http://dpmzdr.infomedia.digital/files/7b/fe/s17bfe11282d78a04cfb2efb14a22aaaf288c4b9a9.jpg / http://dpmzdr.infomedia.digital/files/71/2a/s1712a0970162cde96eb370d0bc57ef5fbb972135e.jpg / http://dpmzdr.infomedia.digital/files/c7/76/s1c77688884284add819d51c64e2f5a98359479995.jpg / http://dpmzdr.infomedia.digital/files/5e/67/s15e67c21184028df509262097b8c2af76b976767e.jpg / http://dpmzdr.infomedia.digital/files/fa/2d/s1fa2d5ab79116333ab09c8b0d3cb7a197d8c2969b.jpg / http://dpmzdr.infomedia.digital/files/db/0e/s1db0e919acc0fdd310bd9b191838b09f4f8d416db.jpg

Параметры (технические характеристики): Year 1953 Locomotive operating weight without tender, t 121,5 / Year 1953 Locomotive operating weight without tender, t 121,5  Locomotive operating weight with tender, t 190,0  Design speed, km/h 80  Max power at wheel tread,  hp 2 600 Steam locomotive empty weight, t 109,8  Steam engine coupled weight, t 90,1  Tender type 4-axle Full locomotive wheelbase with tender, mm 21 658  Locomotive length with tender at automatic coupling axes,  mm 24 585 Driving wheel diameter, mm 1 500  Min. curve radius, m 125  Steam pressure, kg/cm² 14  Burner type radial Grid bar area, m² 6,46  Full boiler evaporating heating surface(water), m² 236,9  Superheater tube heating surface (gas), m² 149,2  Smoke tubes, pcs. 85  Smoke tube diameter (outer), mm 51  Fire tubes, pcs. 66  Fire tube diameter (outer),  mm 133 Steam superheater type Double ﬂange Superheater tube diameter (outer), mm 35 

План: http://dpmzdr.infomedia.digital/files/c5/94/c59411f953a91bf00b3748adde0c4a25495a4d6f.jpg / http://dpmzdr.infomedia.digital/files/d2/eb/d2eb29731cf057f62d939fbe91421f44133608d4.jpg

План 1000: http://dpmzdr.infomedia.digital/files/c5/94/s1c59411f953a91bf00b3748adde0c4a25495a4d6f.jpg / http://dpmzdr.infomedia.digital/files/d2/eb/s1d2eb29731cf057f62d939fbe91421f44133608d4.jpg

План 2000: http://dpmzdr.infomedia.digital/files/c5/94/s2c59411f953a91bf00b3748adde0c4a25495a4d6f.jpg / http://dpmzdr.infomedia.digital/files/d2/eb/s2d2eb29731cf057f62d939fbe91421f44133608d4.jpg

Хронология: <space=1em>Production of the L series steam locomotives was just getting started, and already in 1947, in the new five-year plan, all locomotive-building plants were given tasks to develop projects for advanced steam locomotives. Some of these projects were subsequently implemented. <space=1em>The Bryansk plant was tasked with developing steam locomotives with a 1-3+3-2 wheel arrangement with an axle load of 23 tons and two versions of the 1-5-2 steam locomotive with air and water heaters. However, they only managed to design and build some of the equipment units, after which the plant stopped building steam locomotives. <space=1em>The Ulan-Ude plant was tasked with designing and building an experimental 1-5-2 steam locomotive with an axle load of 23 tons, which was later given the 23-001 series. Sometimes it is found in literature as UU 1-5-2. <space=1em>The Kolomensky Plant was given the task of developing an articulated steam locomotive with a 1-3+3-1 wheel arrangement and an axle load of 19 tons — P34 (Project 34), and the Voroshilovgrad Plant — 1-5-2 with an axle load of 23 tons and an original steam engine design. This was the world's first steam locomotive with diverging pistons in one cylinder and a driving mechanism with transfer rocking levers, eight driving drawbars and two reverse cranks. These features can be appreciated if you look closely at the photographs of the locomotive. All three of these experimental steam locomotives were built during 1948–1949. <space=1em>It was necessary to speed up the creation of a more powerful and advanced locomotive compared to the L series locomotive. As early as 1948, the Ministry of Railways made a proposal to create such a locomotive based on the L series locomotive — with a 1-5-1 wheel arrangement and maintaining the adhesive weight of 91 tons. <space=1em>In 1949–1951, such a locomotive was designed at the Voroshilovgrad Locomotive Plant named after the October Revolution (VZOR). The first locomotive OR18-001 (October Revolution, 18 — axle load) was built in early 1952. <space=1em>Locomotive #001 passed the tests, and the plant produced a pilot modified batch of three locomotives: OR18-002 in 1953 and OR18-003 and 004 in early 1954. In the second half of 1954, a pilot batch of six locomotives, #0006–0010, was produced. During its production, the locomotives were assigned a new series designation: LV. L — after the series of its ancestor, and V — Voroshilovgrad, after the manufacturer. <space=1em>Locomotives of this series were manufactured until 1956, when a decision was made to cease locomotive construction in the USSR. "The Last of the Mohicans", LV-0522, is in working order in St. Petersburg. <space=1em>Freight locomotive LV18-002 was built by the Voroshilovgrad Locomotive Plant in 1953. In December 1953, it was delivered to the Moscow-Kursk-Donbass Railway, and later to the Lyublino depot, where it underwent operational tests. In July 1954, it was transferred to the Moscow-Ryazan Railway, to the Moscow-Sorting depot. From January 1960, the locomotive worked on the Northern Railway, and from 1963 until its decommissioning in October 1986, it was in the inventory park of the Sharya depot. <space=1em>After its decommissioning, LV18-002 ended up in Syktyvkar at a motor transport enterprise, where it was planned to be used as a boiler plant. In 1993, the locomotive was acquired by the Central Museum of the October Railway.

Блоки описания: [{"quote":"It was decided to upgrade the class L due to a lack of capacity for additional weight: it was impossible to install a new feedwater heater or make efficiencies.","title":"","images":[],"content":"In 1948, the Ministry of Railways decided to upgrade the class L steam locomotives: this class had no remaining capacity for additional weight. This meant that upgraded thermal devices (Bryansk-Locomotive-Works-type system feedwater heaters) could not be installed in them and further efficiencies could not be made. It also meant difficulties when seeking to reinforce some assemblies with weak points. Since the planned changes could not change the new steam locomotive’s axial load, the answer was found in rolliing the supporting truck.","subtitle":"Modernisation"},{"quote":"The new feedwater heater resulted in savings of 7–8 % on fuel and 12–14 % on water.","title":"","images":[],"content":"In 1949–1950, a design for a new locomotive with a 1-5-1 wheel arrangement was developed at the Voroshilovgrad Locomotive Works, with serial number OR18. A new, more powerful boiler with a reinforced steam superheater was designed for the new vehicle. The area of the boiler grate was 6.46 m2<\/sup>. A pneumatic actuator was installed for grate movement, as well as are on the doors of the firebox. The driving wheelsets of the type 1-5-1 steam locomotive were located at the same distance of 1,625 mm from one another, while for the class L, this distance was increased to 2,000 mm between the fourth and fifth wheelsets.","subtitle":""},{"quote":"","title":"","images":[],"content":"The symmetrical wheel arrangement meant the 1-5-1 steam locomotive could reach the same speed of 90 km\/h whether travelling forwards or backwards. The new locomotive was fitted with a Bryansk-Locomotive-Works-type combination feedwater heater, which proved itself well in operation. The feedwater heater meant a 7–8 % savings on fuel and 12–14 % on water. To ensure better starting power and better travelling on ascents, the locomotive was designed for greater adhesive weight, which at speeds of up to 25–30 km\/h increased to an adhesive force of 91–99 t.\r\n\r\nThe fact that the Voroshilovgrad Locomotive Works was working on the final design of the 1-5-1 steam locomotive at the same time as completing production of the class SO and mastering production of the type 1-5-0 class L meant that work was delayed. From autumn 1950, the project for the modernisation of the class L steam locomotive was placed under the leadership of the new chief designer at the Voroshilovgrad Locomotive Works, P.M. Sharoyko, who had previously designed the SO and UU 23 001 steam locomotives. Sharoyko decided to enter into an agreement with Kharkiv Polytechnic Institute to carry out research work. Its purpose was the development of theory-based recommendations for the design of assemblies for the driving mechanism and cab section of the planned type 1-5-1 steam locomotive.","subtitle":""},{"quote":"The first class OR18 01 steam locomotive demonstrated the highest efficiency of all Soviet steam locomotives — 9.27 % — and the strongest tangential power of all locomotives produced.","title":"Mass Production","images":[],"content":"The first steam locomotive, designated OR18 01, was built in December 1951. A four-axle type P33 tender was coupled to it. In June 1952, the steam locomotive was sent to the Ministry of Railways’ Central Research Institute test loop at the Shcherbinka Station to be rated. It gave high-performance results during testing. The locomotive demonstrated tangential power of 3,590 hp — the highest value among all Soviet class locomotives. This figure is 12 % greater than that of the class FD and 14 % greater than the class TE3 diesel locomotive.","subtitle":"The First Vehicle"},{"quote":"","title":"","images":[],"content":"The class OR18 01 also demonstrated the highest efficiency of all Soviet steam locomotives — 9.27 %. This increase in traction and power was mainly due to reduced losses in the clearer gas and steam circuits. The locomotive had highly developed gas ducts above the arch, in the tubular part of the boiler, in the smokebox, and also steam ducts in the regulator and steam superheater. The presence of a feedwater heater undoubtedly also contributed significantly to the test results.","subtitle":""},{"quote":"The water and fuel reserves of the four-axle tender were not sufficient for the new class, so from approximately LV 0026 onwards, six-axle tenders were coupled to the series-produced steam locomotives.","title":"","images":[],"content":"In 1953–1954, the Voroshilovgrad Locomotive Works produced nine more steam locomotives in the prototype and pilot batches. During production of the pilot batch, they received a new class designation: LV (class L steam locomotive with modifications from the Voroshilovgrad Locomotive Works). The vehicles that had received the “old” class designation OR18 were renamed LV18 001–004, and subsequent locomotives received the new designation.\r\n\r\nWith the new steam locomotives having shown good results in the operational tests, in 1955, the Voroshilovgrad Locomotive Works switched to series production of the class LV locomotive, which gradually replaced the class L in the plant’s production programme. In 1955, 112 LV vehicles were built (0011–0122), and in 1956, 400 more (0123–0522). LV 0522, which was completed in late 1956, became the last mainline steam locomotive produced in the USSR.","subtitle":"Class LV"},{"quote":"","title":"","images":[],"content":"The series-produced steam locomotives had some minor design differences to the prototype vehicle. In the prototype and pilot batches, as well as the first series-produced locomotives, the locomotives were coupled to four-axle type P33 tenders. Later, from approximately LV 0026, six-axle type P58 tenders were coupled to the series-produced steam locomotives. This change was due to the clear discrepancy between the water and fuel reserves of the four-axle tenders and the specifications of the new vehicles.","subtitle":""},{"quote":"The class LV was in operation for the shortest time of any steam locomotive class — approximately 15 years in total.","title":"","images":[],"content":"Class LV steam locomotives were put into operation on the mainlines of the Krasnoyarsk, South Ural, East Siberian and other railways. With the introduction of electric and diesel locomotive traction, they were transferred to less heavily worked sections.","subtitle":"Operation"},{"quote":"","title":"","images":[],"content":"Created on a foundation of experience gained over long years of Soviet steam locomotive production, class LV locomotives were characterised by greater traction, operational and service capabilities than all other Soviet freight steam locomotives. At the same time, along with the class P36, they turned out to be the steam locomotives put into operation for the shortest period of time. The last class LV locomotives were retired from operation by the mid-1970s. The average service life of these vehicles was only approximately 15 years.","subtitle":""},{"quote":"","title":"","images":[],"content":"Class LV steam locomotives began to be removed from the USSR Ministry of Railways fleet inventory from 1982. By that time, they were in storage on the following railways: Northern, Tselinnaya, Sverdlovsk, South Ural, and Kemerovo. Most of the vehicles were scrapped, and some were used as stationary boiler plants. As of 1st January 1992, only 89 class LV locomotives remained in the USSR Ministry of Railways fleet inventory.\r\n\r\nToday, class LV steam locomotives can be found in most railway museums across Russia, as well as in museums in the countries of the former Soviet Union. A number of class LV steam locomotives have also been mounted on plinths. There are still several operational class LV vehicles in Russia, including the last one produced, LV 0522.","subtitle":"Retirement"},{"quote":"The exhibit in the museum was bought at the price of scrap metal from a motor transport company that planned to use it as a boiler plant.","title":"Museum Exhibit","images":[],"content":"Freight steam locomotive LV18 002 was manufactured at the Voroshilovgrad Locomotive Works in 1953 and was assigned serial number 15098. When it left the plant, it bore the designation OR18 002.\r\n\r\nIn December 1953, the steam locomotive was delivered to the Lyublino Depot on the Moscow-Kursk-Donbas Railway, where it was put through operational testing. In July 1954, it was transferred to the Moscow-Sortirovochnaya Depot on the Moscow-Ryazan Railway. From January 1960, it was operated on the Northern Railway. From 1963 until its decommissioning in October 1986, the steam locomotive was in the fleet inventory of the Sharya Depot.","subtitle":"LV18 002"},{"quote":"","title":"","images":[],"content":"After decommissioning, the steam locomotive ended up in Syktyvkar at a motor transport company, where it was intended to be used as a boiler plant. In 1993, the locomotive was purchased by the Central Museum of the Oktyabrskaya Railway from the owner, state company Syktyvkaravtotrans, at the cost of scrap metal, and in 1996, it was delivered to St. Petersburg.","subtitle":""}]

Характеристики (блоками): [{"name":"Year","type":"number","value":"1953","is_two_colls":false},{"name":"Weight of the locomotive in working condition without tender, t","type":"number","value":"121.5","is_two_colls":false},{"name":"Weight of the locomotive in working condition with tender, t","type":"number","value":"190.0","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":"2,600","is_two_colls":false},{"name":"Empty weight of a steam locomotive, t","type":"number","value":"109.8","is_two_colls":false},{"name":"Adhesive weight of a steam locomotive, t","type":"number","value":"90.1","is_two_colls":false},{"name":"Tender type","type":"text","value":"Four-axle","is_two_colls":false},{"name":"Complete wheelbase of a steam locomotive with tender, mm","type":"number","value":"21,658","is_two_colls":false},{"name":"Length of a locomotive with tender along the axles of the automatic coupling, mm","type":"number","value":"24,585","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1500","is_two_colls":false},{"name":"Minimum radius of a passable curve, m","type":"number","value":"125","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":"6.46","is_two_colls":false},{"name":"Total evaporating heating surface of the boiler (water), m2<\/sup>","type":"number","value":"236.9","is_two_colls":false},{"name":"Heating of the surface of superheater pipes (gas), m2<\/sup>","type":"number","value":"149.2","is_two_colls":false},{"name":"Number of smoke tubes, pcs.","type":"number","value":"85","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":"66","is_two_colls":false},{"name":"Diameter of fire tubes (outer), mm","type":"number","value":"133","is_two_colls":false},{"name":"Superheater tube diameter (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":"1948","content":"The Ministry of Railways decides to upgrade the class L steam locomotive."},{"year":"1949–1950","content":"The Voroshilovgrad Locomotive Works develops a design for a new locomotive."},{"year":"December 1951","content":"The first modernised class L steam locomotive is built."},{"year":"1953–1954","content":"The Voroshilovgrad Locomotive Works produces nine more steam locomotives in the prototype and pilot batches."},{"year":"1955","content":"The Voroshilovgrad Locomotive Works starts series production of class LV steam locomotives."},{"year":"1955","content":"112 class LV steam locomotives are built (0011–0122)."},{"year":"1956","content":"400 class LV steam locomotives are built (0123–0522)."},{"year":"1982","content":"Class LV steam locomotives begin to be removed from the USSR Ministry of Railways fleet inventory."},{"year":"October 1986","content":"Freight steam locomotive LV18 002 is in the fleet inventory at the Sharya Depot."},{"year":"1993","content":"Freight steam locomotive LV18 002 is purchased by the Central Museum of the Oktyabrskaya Railway from the owner, state company Syktyvkaravtotrans, at the cost of scrap metal."},{"year":"2001–2016","content":"Freight steam locomotive LV18 002 is on display at the museum at the former Varshavsky Station in St. Petersburg."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/c5\/94\/s2c59411f953a91bf00b3748adde0c4a25495a4d6f.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/d2\/eb\/s2d2eb29731cf057f62d939fbe91421f44133608d4.jpg","title":""}]

Модель (деталка): LV18 002

Заголовок (деталка): Freight Steam Locomotive

Подвал описания: From 2001 to 2016, the locomotive was on display at the museum at the former Varshavsky Station in St. Petersburg.

Заголовок истории: Chronology

Mnemonic code: 28

Code in external DB source: 397

Name: LV18-002

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