Exhibits

Electric locomotives

V12

<space=1em><b>For Magnitogorsk</b>

<space=1em>By the beginning of the <nobr>1930s</nobr> the construction of power plants according to the GOELRO plan created an energy base in the USSR for the beginning of the electrification of railway <nobr>sections —</nobr> both main and industrial. Electricity was envisaged as the main source of energy in the projects of new large enterprises of that time. One of the largest among them was the Magnitogorsk Iron and Steel Works (MMK), the construction of which began in <nobr>1929</nobr>

<space=1em>However, the industry of the USSR did not yet have experience in electric locomotive construction; it was necessary to order electric locomotives abroad for the People's Commissariat of Railways and for industry. For the construction of industrial electric locomotives, it was decided to turn to Italy, to the National Society of Plants "Savigliano".

<space=1em><b>Order in Italy</b>

<space=1em>The National Society of Savigliano Factories (Società Nazionale Officine di Savigliano) was founded in <nobr>1880.</nobr> Since <nobr>1970</nobr> the company has been transformed into the railway division of the Fiat concern (FIAT Ferroviaria). The autonomous existence of Fiat ended in <nobr>2000,</nobr> when <nobr>51%</nobr> of its shares were acquired by Alstom. It was Fiat that developed the family of high-speed trains under the Pendolino brand, which included the Allegro train, which ran between St. Petersburg and Helsinki.

<space=1em>In <nobr>1932</nobr> the USSR Trade Mission in Italy issued an order to Savigliano for the production of <nobr>26 four-axle</nobr> industrial electric locomotives for operation on a <nobr>1,524 mm</nobr> track and on direct current with a rated voltage of <nobr>750 V</nobr>.

<space=1em><b>Electric Locomotive for the USSR</b>

<space=1em>The electric locomotive designed for the USSR had a bonnet-type body with a centrally located driver's cab and two bonnets of the same length. The body rested on two non-articulated two-axle bogies with a single spring suspension. Each pair of wheels had an individual drive, for which four traction electric motors were used on the electric locomotives, two for each bogie. Their total power of the hourly mode was <nobr>4 × 185 = 740 kW</nobr> (<nobr>1,000 hp</nobr>), the total continuous power <nobr>590 kW</nobr> (<nobr>800 hp</nobr>). The suspension of the <nobr>engines is</nobr> support-axle. The diameter of the wheels with new <nobr>tires</nobr> is <nobr>1,050 mm</nobr>.
<space=1em>Willison automatic couplers with buffers were initially installed at the ends of the body. This made it possible to couple the locomotive with cars equipped with both a <nobr>CA-3</nobr> automatic coupler and a screw coupler. It was on the basis of the Willison coupling that the Institute for Traction Development developed the IRT-3 coupling in <nobr>1932</nobr>, which was introduced on the USSR railways in <nobr>1934</nobr> under the name <nobr>СА-3</nobr>.

<space=1em>In hourly mode, the electric locomotive developed a traction force of <nobr>13,600 kgf</nobr> (<nobr>133.37 kN</nobr>) at a speed of <nobr>19 km/h</nobr>. The maximum speed was <nobr>50 km/h</nobr>.

<space=1em><nobr>24 of the 26 electric locomotives</nobr> are equipped with a rheostatic brake. Regenerative braking was used experimentally on two more. The experiment was considered successful, but regenerative braking did not find practical application. This was due to the fact that the traction substation could not convert direct current into three-phase alternating current of industrial frequency to return it to the general network.

<space=1em>The length of the buffers and coupling axes of the automatic couplers was <nobr>12,170 mm</nobr> and <nobr>12,450 mm</nobr> respectively. The minimum radius of the curves that could be passed in traction mode was <nobr>80 m</nobr>, and when moving a single following <nobr>locomotive —</nobr> <nobr>30 m</nobr>. Electric locomotives could be operated singly or with double traction, but in this case, operation according to the system of multiple units was not supported.

<space=1em>The electric locomotive uses a direct control system. With it, the electrical devices of the locomotive's power circuit are controlled directly by the driver's controller, which is thus supplied with a network voltage of <nobr>750 V</nobr>. The driver's controller consisted of the main and brake drums, a reverser and a compressor start control drum.

<space=1em>Despite the low supply voltage, three connections of traction electric motors were provided: serial, series-parallel (two series-connected motors in two parallel circuits) and parallel. Before setting running or braking positions, the motor-fans for cooling the traction motors were turned on. Two control posts were located in the cabin diagonally, each on the right side in the direction of travel.

<space=1em>On the roof of the electric locomotive's cabin there was one central and two side (one on each side) current collectors. In the absence of a contact network, current could be supplied via a high-voltage cable of <nobr>300 m in length available on the electric locomotive. m</nobr>, which was unwound or wound up as the locomotive moved along a temporary track onto a cable drum located under the cab. To prevent the cable from getting under the locomotive's wheels, there were guide rollers along the longitudinal walls of the hoods. The design of the electric locomotive did not provide for a battery.

<space=1em><b>Serial production</b>

<space=1em>The electric locomotives were designated as <nobr>series B</nobr> and numbered <nobr>01 to 26.</nobr> It is unknown what <nobr>series B</nobr> was supposed to designate, whether it used a letter of the Latin or Cyrillic <nobr>alphabet —</nobr> but this designation was not used at MMK, the electric locomotives were documented according to the European designation (UIC standard) of their axial <nobr>formula —</nobr> <nobr>B_O-B_O</nobr>, which corresponds to the modern Russian designation <nobr>2₀-2₀</nobr> (in the <nobr>1930s</nobr> the notation would have been different: <nobr>0-2₀-0-0-2₀-0</nobr>).

<space=1em>The acceptance of electric locomotives in Turin was not carried out in full, mainly due to the insufficient capacity of the plant's traction substation. Nevertheless, specialists from the Moscow Dynamo plant found a number of defects in the electrical and mechanical parts of the electric locomotives on site. Some were eliminated before shipment, <nobr>the rest —</nobr> already in Magnitogorsk.

<space=1em><b>In Magnitogorsk</b>

<space=1em>At the end of <nobr>1933</nobr> new electric locomotives began to arrive in the USSR. All locomotives were concentrated at the Magnitogorsk Iron and Steel Works. The Italian electric locomotives were to service a line about <nobr>9 km</nobr> long, with curves of up to <nobr>80 m</nobr> radius and a grade in the freight direction of <nobr>27 ‰</nobr>. Using double traction, the electric locomotives were to haul trains of six loaded dump cars with a total weight of <nobr>660 tons</nobr>. At that time, MMK received imported dump cars "Magor" (Magor Car Corporation, USA) and "Western" (Austin-Western Road Machinery Company, USA).

<space=1em>The first turbine of the MMK central power station was launched on <nobr>October 23</nobr> <nobr>1931</nobr>, and after the launch of the fourth turbine in June <nobr>1933</nobr>, the station's capacity reached <nobr>98,000 kW</nobr>, which covered all the needs of the first stage of the plant. Since November <nobr>1933</nobr>, after the launch of the traction substation, a gradual transition from steam to electric traction began at the Magnitogorsk mine.

<space=1em>During testing and during the first period of operation of the <nobr>B series</nobr> electric locomotives, a number of defects in the electrical equipment, mechanical parts, pneumatic systems, and electrical circuits were revealed. After these defects were eliminated by the workers of the Savigliano plants together with Soviet specialists in <nobr>1934–1935</nobr> the electric locomotives entered regular operation.

<space=1em>At least one electric locomotive of the <nobr>B</nobr> series was sent as an experiment to the tracks of the Balkhash Mining and Metallurgical Plant.

<space=1em><b>Present Days</b>

<space=1em>As of August <nobr>2018</nobr> on the tracks of <nobr>PAO MMK</nobr> of the GOP railway district, which were still electrified using the <nobr>750 V</nobr> DC system, electric locomotive <nobr>No. 12</nobr> was still in regular operation. In addition, electric locomotives <nobr>№ 01</nobr> and 22 were in reserve and another locomotive of the same series, converted into an electric pusher, worked at one of the coal unloading points of the plant. These electric locomotives, which worked for about <nobr>85 years</nobr>, turned out to be the oldest in operation in the former USSR and, probably, in the whole world.

<space=1em><b>Museum exhibit</b>

<space=1em>The electric locomotive <nobr>№ 12</nobr> presented in the museum, like others of this series, left the Savigliano plant in Turin in <nobr>1933.</nobr> It is impossible to say that it received the designation <nobr>B 12</nobr> in Italy, since subsequently at the Magnitogorsk Iron and Steel Works there was a change in the numbers of electric locomotives. But it was the electric locomotive that arrived at the museum that was operated by senior engineer Nina Pushkarskaya, who was awarded the title of Hero of Socialist Labor and the Order of Lenin in <nobr>1960</nobr>. In <nobr>2017</nobr> a street in Magnitogorsk was named after her.

<space=1em>In February <nobr>2018</nobr> the electric locomotive was last overhauled. In <nobr>2019</nobr> it was donated to <nobr>PAO MMK</nobr> the Museum of Russian Railways. Preparatory work for the exhibition was carried out by <nobr>OOO ARS-M</nobr> in <nobr>2021</nobr>

ID экспоната:  293

Галерея изображений:  http://dpmzdr.infomedia.digital/files/19/12/s1191294b0a128a446c859d0564fdbe982d59be22c.jpg / http://dpmzdr.infomedia.digital/files/a9/6a/s1a96a5696f7ff133e01d99bfb98ef277d174309cd.jpg

Галерея изображений (оригинал):  http://dpmzdr.infomedia.digital/files/19/12/191294b0a128a446c859d0564fdbe982d59be22c.jpg / http://dpmzdr.infomedia.digital/files/a9/6a/a96a5696f7ff133e01d99bfb98ef277d174309cd.jpg

Галерея изображений 2000:  http://dpmzdr.infomedia.digital/files/19/12/s2191294b0a128a446c859d0564fdbe982d59be22c.jpg / http://dpmzdr.infomedia.digital/files/a9/6a/s2a96a5696f7ff133e01d99bfb98ef277d174309cd.jpg

Параметры (технические характеристики):  Years of production 1932–1933 Type of current Direct / Design speed, km/h 50

План:  http://dpmzdr.infomedia.digital/files/b8/ee/b8ee3a95bc8eed78d99a0f278d3dcce9d3e5426e.jpg

План 1000:  http://dpmzdr.infomedia.digital/files/b8/ee/s1b8ee3a95bc8eed78d99a0f278d3dcce9d3e5426e.jpg

План 2000:  http://dpmzdr.infomedia.digital/files/b8/ee/s2b8ee3a95bc8eed78d99a0f278d3dcce9d3e5426e.jpg

Хронология:  <space=1em>The electric locomotives were designated as series B and numbered 01 through 26. It is unknown what series B was supposed to mean, whether it used letters from the Latin or Cyrillic alphabet, but this designation was not used at MMK. According to the documents, the electric locomotives were designated by the European (UIC standard) designation of their axle formula — VO-VO, according to the modern Russian designation — 20-20, and in the 1930s the notation would have been different — 0-20-0 — 0-20-0. <space=1em>The acceptance of the electric locomotives in Turin was not carried out in full, since the plant's traction substation was not powerful enough. Nevertheless, specialists from the Moscow Dynamo Plant found a number of defects in the electrical and mechanical parts of the electric locomotives on site. Some were eliminated before shipment, the rest — already in Magnitogorsk. <space=1em>At the end of 1933, new electric locomotives began to arrive in the USSR. All locomotives were concentrated at the Magnitogorsk Iron and Steel Works. The Italian electric locomotives were to service a line about 9 km long with curves up to 80 m in radius and a 27% grade in the freight direction. The electric locomotives were to haul trains of six loaded dump cars with a total weight of 660 tons using double traction. <space=1em>The MMK then received imported dump cars "Magor" (Magor Car Corporation, USA) and "Western" (Austin-Western Road Machinery Company, USA). The first turbine of the MMK Central Power Station was launched on October 23, 1931. And when the fourth turbine was launched in June 1933, the station's capacity reached 98,000 kW, which covered all the needs of the first stage of the plant. Since November 1933, after the launch of the traction substation, the Magnitogorsk mine began a gradual transition from steam locomotives to electric traction. <space=1em>During testing and during the first period of operation of the B-series electric locomotives, a number of defects in the electrical equipment, mechanical parts, pneumatic systems, and electrical circuits were revealed. In 1934–1935, SNOS plant workers, together with Soviet specialists, eliminated these defects, and the electric locomotives entered regular operation. <space=1em>At least one B-series electric locomotive was sent experimentally to the tracks of the Balkhash Mining and Metallurgical Plant (BMMK). <space=1em>As of August 2018, on the tracks of PJSC MMK, GOP railway district, which were still electrified using the 750 V DC system, electric locomotive No. 12 was still in regular operation. In addition, electric locomotives No. 01 and No. 22 were in reserve. Another electric locomotive of the same series, converted into an electric pusher, worked at one of the coal unloading points of the plant. In total, they worked for about 85 years - these are the oldest electric locomotives in operation in the former USSR and, probably, in the whole world. <space=1em>Electric locomotive No. 12 presented in the museum, like other electric locomotives of this series, left the Savigliano plant in Turin in 1933. It is impossible to say that it received the designation B12 in Italy, since the electric locomotives were subsequently renumbered at the Magnitogorsk Iron and Steel Works. But it was on the electric locomotive that arrived at the museum that senior engineer Nina Ivanovna Pushkarskaya worked, who was awarded the title of Hero of Socialist Labor and the Order of Lenin in the 1960s. In 2017, a street in Magnitogorsk was named after her. <space=1em>In February 2018, the electric locomotive underwent major repairs for the last time. In 2019, the Magnitogorsk Iron and Steel Works Public Joint Stock Company donated it to the Russian Railways Museum.

Блоки описания:  [{"quote":"In the early 1930s, the Italian Savigliano Plant developed the B class electric locomotive at the request of the USSR, specifically for operation under the challenging conditions of the mining industry.","title":"","images":[],"content":"By the early 1930s, the construction of power plants under the State Commission for Electrification of Russia (GOELRO) plan established an energy base in the USSR for the electrification of both main and industrial railway sections. Electricity was planned as the primary energy source for the new large enterprises of the time. One of the largest of these was the Magnitogorsk Iron and Steel Works (MISW), whose construction began in 1929.","subtitle":"For Magnitogorsk"},{"quote":"","title":"","images":[],"content":"However, at that time, the USSR lacked experience in electric locomotive construction, necessitating the order of electric locomotives from abroad for both the People’s Commissariat of Communication Routes and industrial use. To build industrial electric locomotives, it was decided to approach Italy and the National Society of Savigliano Factories.","subtitle":""},{"quote":"","title":"Ordered from Italy","images":[],"content":"The National Society of Savigliano Factories (Società Nazionale Officine di Savigliano) was founded in 1880. In 1970, it became part of the railway division of the Fiat concern (FIAT Ferroviaria). Fiat’s independent operations ceased in 2000 when 51 % of its shares were acquired by Alstom. Fiat also developed the Pendolino family of high-speed trains, which included the Allegro train that operated between Saint Petersburg and Helsinki.\r\n\r\nIn 1932, the USSR Trade Mission in Italy placed an order with Savigliano for the production of 26 four-axle industrial electric locomotives. These locomotives were designed for use on a 1,524 mm track with a nominal voltage of 750V DC.","subtitle":"Savigliano"},{"quote":"The electric locomotive could be coupled to cars equipped with either the SA-3 automatic coupling or a screw coupling.","title":"","images":[],"content":"The electric locomotive designed for the USSR was a hood-type unit with a centrally located cab and two equally sized hoods. The body was mounted on two non-articulated two-axle trucks each with a single spring suspension. Each wheelset had its own individual drive, with a total of four traction electric motors on the locomotive, two for each truck. The total hourly power was 4 × 185 = 740 kW (1,000 hp), and the total continuous power was 590 kW (800 hp). The engine suspension was support-axial. The wheel diameter with new binding bands was 1,050 mm.","subtitle":"Electric Locomotive for the USSR"},{"quote":"In the absence of an overhead line, the electric locomotive could be powered using<br>a 300-meter-long cable, which was unrolled from a drum located beneath the cab.","title":"","images":[],"content":"Willison automatic couplers with buffers were originally installed at the ends of the body. This made it possible to couple the locomotive with cars equipped with both the SA-3 automatic coupling and a screw coupling. The IRT-3 coupling, developed by the Institute for Traction Development in 1932, was based on the Willison coupling. It was introduced to the USSR railways in 1934 under the name SA-3.\r\n\r\nAt its one-hour rating, the electric locomotive produced a tractive force of 13,600 kgf (133.37 kN) at a speed of 19 km\/h. The maximum speed was 50 km\/h.\r\n\r\nOf the 26 electric locomotives, 24 were equipped with rheostatic brakes. Additionally, regenerative braking was tested experimentally on two locomotives. While the experiment was deemed successful, regenerative braking did not see practical application. This was due to the fact that the traction substation was unable to convert direct current into three-phase alternating current of industrial frequency, preventing its return to the general power network.\r\n\r\nThe lengths of automatic couplers along the buffers and coupling axles were 12,170 mm and 12,450 mm, respectively. The minimum curve radius navigable in traction mode was 80 m. However, when moving without a train, it was reduced to 30 m. Electric locomotives could operate individually or in double traction, though they did not support multiple-unit system operation.\r\n\r\nThe electric locomotive used a direct control system. In this system, the locomotive’s power circuit electrical devices are directly controlled by the driver’s controller, which receives a 750V network voltage. The driver’s controller included the main and brake drums, a reverser, and a compressor start control drum.\r\n\r\nDespite the relatively low supply voltage, the design supported three configurations of traction electric motors: series, series-parallel (two series-connected motors in two parallel circuits), and parallel. Before setting the running or braking positions, the motor-fans for cooling the traction engines were turned on. Two control towers were located in the cab diagonally, each on the right side in the direction of travel.","subtitle":""},{"quote":"","title":"","images":[],"content":"The roof of the electric locomotive cabin was equipped with one central current collector and two side collectors, one on each side. In the absence of an overhead line, the locomotive could receive power through a 300-meter-long high-voltage cable. This cable was unwound or rewound from a drum located beneath the cab as the locomotive moved along a temporary track. To prevent the cable from slipping under the locomotive wheels, guide rollers were installed along the longitudinal walls of the hoods. Notably, the electric locomotive’s design did not include a storage battery.","subtitle":""},{"quote":"26 B electric locomotives were assembled in Italy.","title":"Mass Production","images":[],"content":"Electric locomotives were designated as class B with numbers ranging from 01 to 26. The meaning of the  “B” in the class designation remains unclear, as it is uncertain whether it was derived from the Latin or Cyrillic alphabet. However, this designation was not used at the Magnitogorsk Iron and Steel Works (MISW). Instead, the locomotives were documented according to the European (UIC) standard, based on their axle formula: B<sub>O<\/sub>-B<sub>O<\/sub>. This corresponds to the modern Russian designation 2<sub>0<\/sub>-2<sub>0<\/sub> (in the 1930s, the notation would have been different: 0-2<sub>0<\/sub>-0-0-2<sub>0<\/sub>-0).","subtitle":"26 Machines"},{"quote":"","title":"","images":[],"content":"The acceptance of the electric locomotives in Turin was not fully completed, primarily due to the insufficient capacity of the plant’s traction substation. However, specialists from the Moscow Dynamo Plant identified several defects in the electrical and mechanical components of the locomotives on-site. Some of them were repaired before the shipment, while the remaining issues were addressed in Magnitogorsk.","subtitle":""},{"quote":"","title":"","images":[],"content":"At the end of 1933, new electric locomotives started arriving in the USSR. All of these locomotives were stationed at the Magnitogorsk Iron and Steel Works. The Italian electric locomotives were intended to service a line approximately 9 km long, featuring curves with a radius of up to 80 m and a gradient of 27 % in the freight-hauling direction. The locomotives were designed to haul trains consisting of six loaded dumping cars with a total weight of 660 t, using double traction. At that time, the MISW also received imported dumping cars “Magor” (Magor Car Corporation, USA) and “Western” (Austin-Western Road Machinery Company, USA).\r\n\r\nThe first turbine of the MISW central power station was launched on 23rd October 1931, and after the launch of the fourth turbine in June 1933, the station’s capacity reached 98,000 kW, which covered all the needs of the first phase of the plant. Since November 1933, following the launch of the traction substation, a gradual transition from steam to electric traction began at the Magnitogorsk mine.\r\n\r\nDuring the testing and initial operation of the B electric locomotives, several defects were identified in the electrical equipment, mechanical components, pneumatic systems, and electrical circuits. After these issues were addressed by workers from the Savigliano Plant in collaboration with Soviet specialists, the locomotives entered regular service in 1934–1935.\r\n\r\nAt least one B electric locomotive was also sent on an experimental basis to the Balkhash Mining and Metallurgical Combine.","subtitle":"In Magnitogorsk"},{"quote":"","title":"Our Times","images":[],"content":"As of August 2018, electric locomotive No. 12 was still in regular operation on the tracks of MISW PJSC in the GOP Railway District, which remained electrified using the 750V DC system. In addition, electric locomotives Nos. 01 and 22 were kept in reserve, and another locomotive of the same class had been converted into an electric push train, operating at one of the plant’s coal unloading points. Having been in service for approximately 85 years, these electric locomotives were the oldest still in operation in the former USSR and, likely, in the entire world.","subtitle":"Still in Operation"},{"quote":"","title":"","images":[],"content":"Electric locomotive No. 12, displayed in the museum, was one of the locomotives from this class that left the Savigliano plant in Turin in 1933. However, it is unclear whether it was designated as B-12 in Italy, as the numbering of electric locomotives was later changed at the Magnitogorsk Iron and Steel Works. This particular locomotive is notable for being operated by Senior Driver Nina Pushkarskaya, who was awarded the title of Hero of Socialist Labour and the Order of Lenin in 1960. A street in Magnitogorsk was named in her honour in 2017.","subtitle":"Museum Exhibit"}]

Характеристики (блоками):  [{"name":"Nominal voltage of the contact network, V","type":"number","value":"750","is_two_colls":false},{"name":"Axial characteristic","type":"number","value":"2<sub>0<\/sub>-2<sub>0<\/sub>","is_two_colls":false},{"name":"Clock mode power, kW","type":"number","value":"185","is_two_colls":false},{"name":"Hourly mode thrust force, kgf","type":"number","value":"13600","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"50","is_two_colls":false},{"name":"Service weight without ballast, t","type":"number","value":"57.7","is_two_colls":false},{"name":"Service weight with ballast, t","type":"number","value":"70","is_two_colls":false},{"name":"Type of current","type":"text","value":"Constant","is_two_colls":false},{"name":"Nominal voltage of the contact network, V","type":"number","value":"750","is_two_colls":false},{"name":"Availability of electric brake","type":"number","value":"Yes","is_two_colls":false},{"name":"Traction motor type","type":"number","value":"TS-250","is_two_colls":false},{"name":"Axial gear ratio","type":"number","value":"5,2","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"50","is_two_colls":false},{"name":"Axial characteristic","type":"number","value":"2<sub>0<\/sub>-2<sub>0<\/sub>","is_two_colls":false},{"name":"Wheel diameter, mm","type":"number","value":"1050","is_two_colls":false},{"name":"Service weight without ballast, t","type":"number","value":"57.7","is_two_colls":false},{"name":"Service weight with ballast, t","type":"number","value":"70","is_two_colls":false},{"name":"Axle load on rails without ballast, tc","type":"number","value":"14.4","is_two_colls":false},{"name":"Axle load on rails with ballast, tc","type":"number","value":"17.5","is_two_colls":false},{"name":"Clock mode parameters","type":"text","value":"","is_two_colls":false},{"name":"Power, kW","type":"number","value":"185","is_two_colls":false},{"name":"Speed, km\/h","type":"number","value":"19","is_two_colls":false},{"name":"Traction force, kgf","type":"number","value":"13 600","is_two_colls":false},{"name":"Length between the engagement lines of the automatic couplers, mm","type":"number","value":"12450","is_two_colls":false},{"name":"Wheelbase, mm","type":"number","value":"8000","is_two_colls":false},{"name":"Minimum radius of passable curves with a train of wagons, m","type":"number","value":"80","is_two_colls":false}]

История (блоками):  [{"year":"1929","content":"Beginning of construction of the Magnitogorsk Iron and Steel Works."},{"year":"1930s","content":"The first batch of B electric locomotives is produced in Turin, Italy, and deficiencies are identified."},{"year":"1934–1935","content":"Beginning of active operation of B electric locomotives in the USSR."},{"year":"2018","content":"Several machines were still in working order on the tracks of the Magnitogorsk Plant."}]

Чертежи (блоками):  [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/b8\/ee\/s2b8ee3a95bc8eed78d99a0f278d3dcce9d3e5426e.jpg","title":"Electric locomotive B12. Savigliano plant (1932)"}]

Модель (деталка):  B 12

Заголовок (деталка):  Industrial Electric Locomotive

Подвал описания:  In February 2018, the electric locomotive underwent its final major repairs. In 2019, it was donated by MISW PJSC to the Russian Railway Museum. Preparation work for its exhibition was carried out by ARS-M LLC in 2021.

Заголовок истории:  Chronology

Mnemonic code:  293

Code in external DB source:  18411

Name:  V12