Exhibits

Steam locomotives

TE 6769

<space=1em>Steam Locomotives of the Occupiers

<space=1em>One of the consequences of the "expansion of living space to the East" for Nazi Germany was the increase in the length of the railway lines in operation. As a result, a shortage of rolling stock, primarily locomotives, inevitably arose.

<space=1em>The use of obsolete German and Western European locomotives on the Eastern Front during the 1941–1942 campaign led to enormous difficulties in supplying the Wehrmacht strike forces that had penetrated deep into the territory of the Soviet Union. These locomotives, being completely unsuitable for Russian winters, froze. There were not enough spare parts for their maintenance and repair, due to the use of different types and series.

<space=1em>Military locomotive

<space=1em>The way out of this situation was the development of the so-called "Military locomotive" (German: Kriegslokomotive or Kriegslok), which received the German system series 52. The main task of the designers in creating this locomotive was the maximum savings of scarce non-ferrous metals, high technology and low cost of production, ease of maintenance.

<space=1em>The locomotive was created on the basis of a modern German locomotive series 50, the design of which was simplified as much as possible. Instead of almost 3 tons of non-ferrous metals used in the construction of the series 50, the new locomotive had about 200 kg of them. The service life of the locomotive faded into the background. After the victory of the Third Reich, the 52 series locomotives were to be melted down.

<space=1em>Beginning of construction

<space=1em>The first 52 001 locomotive was built by the Borsig plant in September 1942, and from January 1943 military 52 series locomotives went into mass production at locomotive factories in Germany and the occupied countries: Poland, the Czech Republic, Austria and France. Mass production of 52 series continued until 1945, and the completion of individual batches was completed several years after the end of World War II. According to rough data, a total of over 6,100 steam locomotives were built.

<space=1em>Structurally, some steam locomotives of the 52 series could differ greatly from each other. For example, some of them used a block frame, although the vast majority were built with a sheet frame. In addition, several types of tenders were attached to the 52 series steam locomotives during construction. Of these, the K4T30 tenders with four axles in a rigid frame and K2 2 T30 without a frame with a trough-shaped water tank had no analogues among domestic steam locomotives.

<space=1em>Separately, among the built locomotives of the 52 series it is necessary to mention about 170 steam locomotives with steam condensation, intended for work on waterless sections and lines with poor water quality.

<space=1em>Soviet trophies

<space=1em>The first 52 series steam locomotives as trophies fell into the hands of Soviet troops in 1943. Later, with the advance of Soviet troops to the West, the number of captured 52 series locomotives constantly increased. Some of them were used by Soviet military railway workers. Steam locomotive 52 1168 under the control of engineer A.E. Lesnikov from the 29th railway brigade April 25 1945 brought the first Soviet echelon to Berlin, where fighting was still ongoing.

<space=1em>In total, about 2,000 steam locomotives of the 52 series arrived in the USSR as trophies and later as reparations supplies. The German designation was retained until 1952, when the locomotives of series 52 by order of the Ministry of Railways № B-60570 dated August 23 1952 received the domestic series TE — trophy, with characteristics close to the steam locomotives of the series E. The numbering of the steam locomotives remained unchanged throughout their period of presence in the fleet of domestic railways.

<space=1em>Changing the gauge

<space=1em>The 1,435 mm gauge machines were sent to the trophy locomotive depots, where they were prepared in the field for the 1,524 mm gauge according to a temporary scheme and sent with a speed limit to the major reworking points. The mass reworking of the 52 series steam locomotives to the domestic gauge began in 1946 at the workshops at the Unecha station of the Moscow-Kyiv Railway. The design change consisted of shifting the wheel centers from the axles.

<space=1em>Later, locomotive repair plants in the western part of the USSR joined in the reworking. Many steam locomotives that came to the USSR as reparations were changed to the domestic gauge in workshops in Czechoslovakia and Romania. A certain number of locomotives remained in the USSR on the Western European track to service border areas and at reserve bases for use in the event of war.
actions.

<space=1em>Modernization

<space=1em>Steam locomotives series 52, being relatively new, and also arriving in the USSR in significant quantities, unlike captured locomotives of older series, were subject to modernization to meet domestic standards and operating requirements. For example, initially, steam locomotives series 52 did not have control plugs.

<space=1em>In order to establish a uniform procedure for the reworking and modernization of locomotives, the Ministry of Railways in 1947 defined design changes, the implementation of which was mandatory during the repair of steam locomotives at factories and depots. In particular, it was envisaged to install two vertical injectors B-250, Everlasting drain cocks, equip the grate bars with swinging grates, install sectional piston rings, Nathan grease nipples and much more. In addition to the mandatory alterations to the locomotives, other measures were also taken to improve their operation.

<space=1em>About 35 locomotives were assembled in the late 1940s at the Stanislavsky (Ivano-Frankovsk) Locomotive Repair Plant using parts of broken locomotives. They were numbered in the range 8001–8036.

<space=1em>Operation

<space=1em>Steam locomotives of the TE series (52) were mainly put into operation on lines previously served by steam locomotives of the E series of all indexes, without changing the existing weight standards of trains. Steam locomotive engineers nicknamed these locomotives "Frau". Much less often, the nickname "German" was used. Occasionally, the TE series was decoded as "Telman Ernst".

<space=1em>TE steam locomotives were widespread on the roads of the European part of the USSR. On sections of roads with a flat TE profile heavy trains weighing up to 4,500 tons were sometimes hauled. But basically the weight standard for them was 1,200 - 2,000 tons.

<space=1em>Equipping steam locomotives in the late 1950s - early 1960s with oil heating allowed to increase the calculated boost and improve traction characteristics. Due to good running characteristics, TE locomotives were often used in passenger traffic. Some passenger cars were painted green or blue.

<space=1em>Disadvantages

<space=1em>The disadvantages of TE steam locomotives included the weakness of the leading drawbars, due to which there were frequent cases of their breakage, sometimes with serious consequences. When the German drawbars were replaced with reinforced ones in the 1950s, the balance was disturbed, which led to a deterioration in the smoothness of the ride at high speeds. A significant drawback of the locomotive design was the small steam space of the boiler. Along with the lack of a steam dryer and the low location of the control head, this led to "throwing" water and carrying it into the cylinders.

<space=1em>In the early 1960s, due to the widespread introduction of new types of traction, about 700 steam locomotives of the TE series were transferred to the socialist countries of Eastern Europe. At the same time, the transfer of TE to the access roads of industrial enterprises began. They worked in factories and mines in the Urals, Donbass, logging sites in the Arkhangelsk and Kirov regions, as well as in many other enterprises of the Soviet Union.

<space=1em>A significant portion of the TE series steam locomotives were converted back to the Western European gauge in the 1960s and put into storage depots along the western borders of the USSR. There they remained until the end of the 1980s, undergoing the required testing and preventive maintenance.

<space=1em>The locomotives that remained on the broad gauge were mainly used until the 1960s — 1970s. Some machines were used for utility and haulage work in the 1980s. As of January 1 1992 the inventory fleet of the Ministry of Railways included 48 TE broad gauge steam locomotives. The series was written off en masse in the 1980s — 1990s.

<space=1em>TE steam locomotives are preserved in railway museums of the former USSR countries, about ten machines are installed on pedestals. Several steam locomotives in Russia and Belarus are maintained in working order to pull vintage trains.

<space=1em>Museum exhibit

<space=1em>Steam locomotive 52 6769 was built at the Floridsdorf plant in Vienna, Austria, in 1943 with the serial number 16222. Currently, the tender of steam locomotive TE 102 is coupled to it.

<space=1em>The history of this locomotive, like most other machines of the 52 series, in post-war Europe was rather confusing. In 1945 the locomotive was on the Austrian Railways. June 6 1945 is transferred to Hungary, and March 12 1948 is delivered to the Romanian Railways. 1
1 August 1950 the locomotive is converted to the Soviet gauge and in October of the same year it is handed over to the railways of the Soviet Union.

<space=1em>The locomotive is delivered to the Chisinau Railway, where it works at the Bender depot until May 1955 Then it works in Lithuania and Estonia, from June 1955 at the Kaunas depot, and then at the Tapa depot. In June 1963 the locomotive is transferred to the Belarusian Railway. In 1965 it is listed in the inventory park of the Luninets depot. After the end of operation, it is stored at the Luninets reserve base. In 1984 it was assigned a new eight-digit "computer" number: 1042.487-7.

<space=1em>In 1993 the locomotive was transferred to the October Railway Museum, where it was exhibited at the museum sites in Shushary and at the former Varshavsky railway station in St. Petersburg.

ID экспоната: 34

Аудио: http://dpmzdr.infomedia.digital/files/a6/94/a694c8b670fd051203fc8eb82a0ee182bfa9e9f3.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/5a/cd/s15acd772f4ba5b59430681c5b97fd5e90b32721a0.jpg / http://dpmzdr.infomedia.digital/files/0d/6a/s10d6a0b6defa2c082308a1473d5ad9d76890f3d74.jpg / http://dpmzdr.infomedia.digital/files/00/80/s100802bcd01851733741307a31e5bd308ed5a5c58.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/5a/cd/5acd772f4ba5b59430681c5b97fd5e90b32721a0.jpg / http://dpmzdr.infomedia.digital/files/0d/6a/0d6a0b6defa2c082308a1473d5ad9d76890f3d74.jpg / http://dpmzdr.infomedia.digital/files/00/80/00802bcd01851733741307a31e5bd308ed5a5c58.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/5a/cd/s25acd772f4ba5b59430681c5b97fd5e90b32721a0.jpg / http://dpmzdr.infomedia.digital/files/0d/6a/s20d6a0b6defa2c082308a1473d5ad9d76890f3d74.jpg / http://dpmzdr.infomedia.digital/files/00/80/s200802bcd01851733741307a31e5bd308ed5a5c58.jpg

Параметры (технические характеристики): Max power at wheel tread, hp 1500  Axial formula 1-5- ₀ / Locomotive operating weight: tenderless, t 86  with tender,  t 135 Design speed, km/h 80  GENERAL DATA Steam locomotive empty weight, t 76  Steam engine coupled weight, t 77  Tender type 4-axles Full locomotive wheelbase with tender, mm 18 230  Locomotive length with tender at buffers, mm 22 340  Driving wheel diameter, mm 1 400  Min. curve radius, m 110  BOILER Steam pressure, kg/cm² 16  Burner type Crampton Grid bar area, m² 3,92  Full boiler evaporating heating surface(water), m² 192,5  Superheater tube heating surface (gas), m² 63,7  Smoke tubes, pcs. 113  Smoke tube diameter (outer), mm 54  Fire tubes, pcs. 35  Fire tube diameter (outer), mm 133  Steam superheater type double ﬂange Superheater tube diameter (outer), mm 35  Heating type coal, manual MACHINE AND CREW Cylinders, pcs. 2  Cylinder diameter, mm 600  Piston stroke, mm 660  Valve diameter, mm 300  Frame type sheet, thickness: 30 mm Steam distribution system Valshart TENDER Tender type K4T30 Empty weight, t 23,8 Weight at full stock of water and coal, t 61,8  Water stock, m³ 30  Coal stock, t 8 Trolley type 4-axle on a rigid frame

План: http://dpmzdr.infomedia.digital/files/4f/b0/4fb0ce3ed773aa59ccbbaaa97059f05d87422e72.jpg / http://dpmzdr.infomedia.digital/files/2b/61/2b6113aaee67784204ba25dfa49ef55c7d3f067b.jpg / http://dpmzdr.infomedia.digital/files/32/55/3255a72aa88f7bf28dc2552a4a794fdfe7feb44a.jpg

План 1000: http://dpmzdr.infomedia.digital/files/4f/b0/s14fb0ce3ed773aa59ccbbaaa97059f05d87422e72.jpg / http://dpmzdr.infomedia.digital/files/2b/61/s12b6113aaee67784204ba25dfa49ef55c7d3f067b.jpg / http://dpmzdr.infomedia.digital/files/32/55/s13255a72aa88f7bf28dc2552a4a794fdfe7feb44a.jpg

План 2000: http://dpmzdr.infomedia.digital/files/4f/b0/s24fb0ce3ed773aa59ccbbaaa97059f05d87422e72.jpg / http://dpmzdr.infomedia.digital/files/2b/61/s22b6113aaee67784204ba25dfa49ef55c7d3f067b.jpg / http://dpmzdr.infomedia.digital/files/32/55/s23255a72aa88f7bf28dc2552a4a794fdfe7feb44a.jpg

Хронология: <space=1em>The first locomotive, 52-001, was built by the Borsig plant in September 1942, and from January 1943, military locomotives of the 52 series went into mass production at locomotive factories in Germany and the countries occupied by it: Poland, Czechoslovakia, Austria and France. When creating it, the designers faced important tasks: maximum savings on scarce non-ferrous metals, ease of maintenance, high technology and low cost of production. Mass production of 52 series locomotives continued until 1945, and the completion of individual batches of locomotives was completed several years after the end of World War II. According to rough data, a total of over 6,100 locomotives were built. <space=1em>Steam locomotive 52-6769 was built at the Floridsdorf plant in Vienna, Austria, in 1943. The serial number of the locomotive is 16222. Currently, the tender of the TE-102 locomotive is attached to the locomotive. In the USSR, the 52 series locomotives were assigned the TE series, where T stands for Trophy, E for equal in power to the E series locomotives. <space=1em>The history of this locomotive, like most other 52 series locomotives, was rather confusing in post-war Europe. In 1945, the locomotive was on the Austrian Railways, on June 6, 1945 it was transferred to Hungary, and on March 12, 1948, it entered service with the Romanian Railways. On August 11, 1950, the locomotive was converted to a broad gauge and in October of the same year it was transferred to the railways of the Soviet Union. <space=1em>The locomotive entered service with the Chisinau Railways, where it worked at the Bender depot until May 1955. It was then used in Lithuania and Estonia, from June 1955 at the Kaunas depot, and then at the Tapa depot. In June 1963, the locomotive was transferred to the Belarusian Railways. In 1965, it was listed in the inventory park of the Luninets depot. After the end of its service, the locomotive was stored at the Luninets reserve base. In 1984, it was assigned a new eight-digit "computer" number 1042.487-7. In 1993, the locomotive was transferred to the October Railway Museum, where it was exhibited at the museum sites in Shushary and at the former Varshavsky railway station in St. Petersburg.

Блоки описания: [{"quote":"The eastward advance of the German army stretched its supply lines. Old-fashioned steam locomotives could not cope with the Russian winter and froze.","title":"","images":[],"content":"One of the consequences of Nazi Germany’s “eastward expansion of living space” (also referred to as Lebensraum) was an increase in the length of the railway lines in operation. This inevitably led to a shortage of rolling stock, especially locomotives.","subtitle":"The Occupier’s Steam Locomotives"},{"quote":"","title":"","images":[],"content":"The use of old-fashioned German and western European class locomotives on the Eastern Front in the 1941–1942 campaign led to enormous difficulty in supplying the Wehrmacht strike groups that had moved further into Soviet territory. These steam locomotives, which were completely unsuited to the Russian winter, froze. There was a shortage of spare parts for their maintenance and repair due to the different types and class being used.","subtitle":""},{"quote":"Compared to Class 50, which uses 3 t of non-ferrous metals, Class 52 used only 200 kg.","title":"War Locomotive","images":[],"content":"The solution to this situation was the development of the “war locomotive” (in German, Kriegslokomotive or Kriegslok), which was given class number 52 according to the German system. The main goals of the designers when creating this vehicle was as little use of scarce non-ferrous metals as possible, high ease and low cost of manufacture, and simple maintenance.","subtitle":"Class 52"},{"quote":"","title":"","images":[],"content":"Class 52 was based on the contemporary German Class 50 locomotive, with the design as simplified as was possible. Instead of the 3 t of non-ferrous metals used in Class 50, the new locomotive used about 200 kg. The service life of the locomotive was dismissed as secondary:class 52 locomotives were intended to be melted down after the Third Reich’s victory.","subtitle":""},{"quote":"","title":"","images":[],"content":"The first locomotive — 52 001 — was manufactured at the Borsig plant in September 1942, and in January 1943, Class 52 war locomotives entered mass production at locomotive plants in Germany and countries under German occupation: Poland, Czechia, Austria and France. Mass production of Class 52 continued until 1945, and some individual batches were not completed until several years after the end of World War II. According to estimates, more than 6,100 steam locomotives were produced.","subtitle":"Production Begins"},{"quote":"Approximately 170 Class 52 condensing steam locomotives were produced for operation on sections without water and lines with poor water quality.","title":"","images":[],"content":"The design of Class 52 steam locomotives could vary greatly. For example, some of them used a bar frame, while the majority were based on a plate frame. In addition, several different types of tenders were coupled to Class 52 steam locomotives during production. The K4T30 tender, with four axles in a rigid frame, and the K2 2 T30 tender, which was frameless with a trough-shaped water tank, had no analogues in Russian steam locomotives.","subtitle":""},{"quote":"","title":"","images":[],"content":"Among Class 52 locomotives produced, special mention should be made of the approximately 170 condensing steam locomotives designed for operation on sections without water and lines with poor water quality.","subtitle":""},{"quote":"The first Soviet troop train to enter Berlin in 1945 was captured steam locomotive 52 1168.","title":"Soviet Trophies","images":[],"content":"Class 52 steam locomotives first fell into the hands of Soviet troops as trophies in 1943. Later, as the Soviet troops advances westwards, the number of captured Class 52 locomotives steadily increased. Some of them were used by Soviet military railway workers. On 25th April 1945, steam locomotive 52 1168, driven by A.Ye. Lesnikov of the 29th Railway Brigade, carried the first Soviet troop train into Berlin, where the fighting was still ongoing.","subtitle":"2,000 Steam Locomotives"},{"quote":"","title":"","images":[],"content":"In total, approximately 2,000 Class 52 steam locomotives ended up in the USSR as trophies and, later on, as part of reparations. The German designation was retained until 1952, when, by order V-60570 of the Soviet Ministry of Railways of 23rd August 1952, Class 52 locomotives were renamed to the Soviet class TE (for “trophy”), with characteristics similar to E-class steam locomotives. The numbering of the steam locomotives remained unchanged throughout their period as part of the Soviet railway fleet.","subtitle":""},{"quote":"Some Class 52 steam locomotives were not converted to Soviet gauge, but left in border regions and at storage bases in case of military action.","title":"","images":[],"content":"1,435-mm-gauge vehicles went to the locations where the captured steam locomotives were based, where they were converted in the field to 1,524-mm gauge via a temporary fix and then sent on at limited speed to locations for major alteration works. Mass conversion of Class 52 steam locomotives to Soviet domestic gauge began in 1946 in the workshops at the Unecha Station on the Moscow-Kyiv Railway. The design change consisted in adjusting the wheel centres on the axles.","subtitle":"Changing Gauge"},{"quote":"","title":"","images":[],"content":"Later on, steam locomotive repair plants in the western parts of the USSR joined the conversion effort. Many steam locomotives that came to the USSR as reparations were converted to Soviet gauge in workshops in Czechoslovakia (now Czechia) and Romania. Some locomotives in the USSR remained on western European gauge for operation in border regions and at storage bases for use in case of military action.","subtitle":""},{"quote":"","title":"","images":[],"content":"Being relatively new and arriving in the USSR in significant number, Class 52 locomotives — unlike captured locomotives from older classes — had to be refurbished to meet Soviet standards and operation requirements. To begin with, for example, Class 52 steam locomotives did not have level plugs.","subtitle":"Refurbishment"},{"quote":"In the late 1940s, approximately 35 Class 52 steam locomotives were assembled from the parts of damaged locomotives.","title":"","images":[],"content":"In order to establish a unified program of locomotive conversion and refurbishment, in 1947, the Soviet Ministry of Railways specified the design changes required when overhauling steam locomotives at plants and depots. For example, the installation of two V-250 vertical injectors and Everlasting blowdown valves, the outfitting of furnace grates with chain grates, and the installation of segment piston rings, Nathan forced-feed cylinder lubricators and more were deemed mandatory. In addition to the mandatory modifications to the steam locomotives, other measures were also taken to improve their operation.","subtitle":""},{"quote":"","title":"","images":[],"content":"In the late 1940s, approximately 35 steam locomotives were assembled using parts from damaged locomotives at the Stanislavsky (Ivano-Frankivsky) Locomotive Repair Plant. They were numbered from 8001 to 8036.","subtitle":""},{"quote":"","title":"","images":[],"content":"TE (Class 52) steam locomotives were mainly put into operation on lines previously served by E-class steam locomotives of all kinds, without any change to the existing train weight norms. Steam locomotive engineers nicknamed these locomotives “Frau”; significantly less often, they referred to them as “Nemka” (Russian for “German woman”); and occasionally, the class TE was referred to as “Thälmann Ernst”.","subtitle":"Operation"},{"quote":"","title":"","images":[],"content":"TE steam locomotives became widespread on the tracks of the European part of the USSR. On track sections with a level profile, TEs sometimes pulled heavy trains weighing up to 4,500 t. In general, however, the normal weight was 1,200–2,000 t.","subtitle":""},{"quote":"","title":"","images":[],"content":"Equipping steam locomotives with oil heating in the late 1950s and early 1960s allowed the originally calculated impulse excitation to be increased and traction characteristics to be improved. Due to their good ride performance, TE locomotives were often used for passenger transport. Some of these locomotives were painted green or blue.","subtitle":""},{"quote":"","title":"","images":[],"content":"Among the drawbacks of TE steam locomotives was the weakness of the connecting rods, which frequently broke, sometimes with severe consequences. When the German connecting rods were replaced with reinforced ones in the 1950s, the balancing was put out of equilibrium, which resulted in reduced running smoothness at high speeds. A significant drawback of the steam locomotive design was the small boiler steam space. In addition to the lack of a steam desaturator and the low siting of the regulator heads, this led to water being “thrown” and carried into the cylinders.","subtitle":"Drawbacks"},{"quote":"","title":"","images":[],"content":"In the early 1960s, in connection with the broad introduction of new types of traction, approximately 700 class TE steam locomotives were transferred to the socialist countries of Eastern Europe. At the same time, TEs began to be transferred to industrial works railways. They were put to work at plants and mines in the Urals and Donbas, forestry operations in the Arkhangelsk and Kirov Oblasts, and at many other enterprises of the Soviet Union.","subtitle":""},{"quote":"","title":"","images":[],"content":"A significant number of TE steam locomotives were converted back to Western European gauge in the 1960s and sent to storage bases along the western border of the USSR. They remained there until the late 1980s, undergoing routine tests and preventive maintenance.","subtitle":""},{"quote":"","title":"","images":[],"content":"Those steam locomotives left on the wider gauge in most part remained in operation until the 1960s-70s. Some were still used for service and export work up to the 1980s. As of 1st January 1992, the fleet inventory of the Ministry of Railways reported 48 wide-gauge TE steam locomotives. Mass decommissioning of the class was carried out in the 1980s-90s.","subtitle":""},{"quote":"","title":"","images":[],"content":"TE steam locomotives are preserved in railway museums in the countries of the former USSR, where about ten of them are installed on plinths. Several steam locomotives in Russia and Belarus are maintained in operational condition for driving historical trains.","subtitle":""},{"quote":"","title":"Museum Exhibit","images":[],"content":"Steam locomotive 52 6769 was manufactured at the Florisdorf plant in Vienna, Austria, in 1943 and was assigned serial number 16222. Today, it is hitched to a TE 102 steam locomotive tender.","subtitle":"TE 6769"},{"quote":"","title":"","images":[],"content":"The history of this locomotive in post-war Europe — much like that of other Class 52 locomotives — is rather complicated. In 1945, the steam locomotive was on the Austrian railways. On 6th June 1945, it was transferred to Hungary, and on 12th March 1948, it came to Romania’s Căile Ferate Române railways. On 11th August 1950, the steam locomotive was converted to Soviet gauge, and in October of the same year, it was delivered to the railways of the Soviet Union.","subtitle":""},{"quote":"","title":"","images":[],"content":"The steam locomotive transferred to the Chișinău Railway, where it was in operation in the Bender Depot until May 1955. It then ended up in Lithuania and Estonia, operating from June 1955 in the Kaunas Depot and then the Tapa Depot. In June 1963, the steam locomotive was transferred to the Belarusian Railway. In 1965, it was included in the Luninyets Depot fleet inventory. After the end of operations, the locomotive was sorted at the storage base in Luninyets. In 1984, it was assigned a new eight-digit “computer” number: 1042.487-7.","subtitle":""}]

Характеристики (блоками): [{"name":"Factory","type":"text","value":"Floridsdorf, Austria","is_two_colls":false},{"name":"Serial number","type":"number","value":"16222","is_two_colls":false},{"name":"Year","type":"number","value":"1943","is_two_colls":false},{"name":"Weight of the locomotive in working condition without tender, t","type":"number","value":"86","is_two_colls":false},{"name":"Weight of the locomotive in working condition with tender, t","type":"number","value":"135","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":"1500","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":"76","is_two_colls":false},{"name":"Adhesive weight of the locomotive, t","type":"number","value":"77","is_two_colls":false},{"name":"Tender type","type":"text","value":"Four-axle","is_two_colls":false},{"name":"Full wheelbase of the locomotive with tender, mm","type":"number","value":"18,230","is_two_colls":false},{"name":"Length of the locomotive with tender over buffers, mm","type":"number","value":"22,340","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1,400","is_two_colls":false},{"name":"Smallest radius of the passable curve, m","type":"number","value":"110","is_two_colls":false},{"name":"Boiler","type":"text","value":"","is_two_colls":false},{"name":"Steam pressure, kg\/cm2<\/sup>","type":"number","value":"16","is_two_colls":false},{"name":"Furnace type","type":"text","value":"Crampton","is_two_colls":false},{"name":"Grate area, m2<\/sup>","type":"number","value":"3.92","is_two_colls":false},{"name":"Total evaporating heating surface of the boiler (water), m2<\/sup>","type":"number","value":"192.5","is_two_colls":false},{"name":"Heating surface of superheater tubes (gas), m2<\/sup>","type":"number","value":"63.7","is_two_colls":false},{"name":"Number of smoke tubes, pcs.","type":"number","value":"113","is_two_colls":false},{"name":"Smoke tube diameter (outer), mm","type":"number","value":"54","is_two_colls":false},{"name":"Number of flame tubes, pcs.","type":"number","value":"35","is_two_colls":false},{"name":"Diameter of fire tubes (outer), mm","type":"number","value":"133","is_two_colls":false},{"name":"Type of superheater","type":"text","value":"Double-turn","is_two_colls":false},{"name":"Diameter of superheater tubes (outer), mm","type":"number","value":"35","is_two_colls":false},{"name":"Type of heating","type":"text","value":"Coal, manual","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":"600","is_two_colls":false},{"name":"Piston stroke, mm","type":"number","value":"660","is_two_colls":false},{"name":"Spool diameter, mm","type":"number","value":"300","is_two_colls":false},{"name":"Frame type","type":"text","value":"Sheet","is_two_colls":false},{"name":"Frame thickness, mm","type":"number","value":"30","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":"Tender type","type":"number","value":"K4T30","is_two_colls":false},{"name":"Empty weight, t","type":"number","value":"23.8","is_two_colls":false},{"name":"Weight with full water and coal reserves, t","type":"number","value":"61.8","is_two_colls":false},{"name":"Water reserves, m3<\/sup>","type":"number","value":"30","is_two_colls":false},{"name":"Coal reserves, t","type":"number","value":"8","is_two_colls":false},{"name":"Truck type, axles in a rigid frame","type":"number","value":"4","is_two_colls":false}]

История (блоками): [{"year":"1941","content":"As German troops advance eastwards, Germany requires more winter-resistant steam locomotives."},{"year":"1942","content":"The new Class 52 is developed with a simplified design, and its mass production begins."},{"year":"September 1942","content":"The Borsig plant manufactures the first 52 001 steam locomotive."},{"year":"January 1943","content":"Class 52 war locomotives enter mass production at locomotive plants in Germany and countries under German occupation: Poland, Czechia, Austria and France."},{"year":"1943","content":"The Soviet army captures Class 52 steam locomotives as war trophies. Steam locomotive 52 6769 is manufactured at the Florisdorf plant in Vienna, Austria."},{"year":"1945","content":"Steam locomotive 52 6769 is on the Austrian railways."},{"year":"25th April 1945","content":"The first Soviet troop train enters Berlin with steam locomotive 52 1168."},{"year":"6th June 1945","content":"Steam locomotive 52 6769 is transferred to Hungary."},{"year":"1946","content":"Mass conversion of Class 52 steam locomotives to Russian domestic gauge begins at the Unecha Station on the Moscow-Kyiv Railway."},{"year":"1947","content":"The Soviet Ministry of Railways specifies the design changes required when overhauling steam locomotives at plants and depots."},{"year":"12th March 1948","content":"Steam locomotive 52 6769 comes to the Romania’s Căile Ferate Române railways."},{"year":"Late 1940s","content":"Approximately 35 steam locomotives were assembled using parts from damaged locomotives at the Stanislavsky (Ivano-Frankivsky) Locomotive Repair Plant. They were numbered from 8001 to 8036."},{"year":"1950","content":"Steam locomotive 52 6769 is transferred by Germany to the railways of the USSR."},{"year":"11th August 1950","content":"Steam locomotive 52 6769 is converted to Soviet gauge."},{"year":"October 1950","content":"Steam locomotive 52 6769 is delivered to the railways of the Soviet Union."},{"year":"23rd August 1952","content":"By order V-60570 of the Ministry of Railways, Class 52 is renamed the class TE."},{"year":"May 1955","content":"Steam locomotive 52 6769 finishes work at the Bender Depot on the Chișinău Railway."},{"year":"June 1955","content":"Steam locomotive 52 6769 is in operation in Lithuania and Estonia, first at the Kaunas Depot and then at the Tapa Depot."},{"year":"Late 1950s","content":"The class TE is equipped with oil heating."},{"year":"Early 1960s","content":"In connection with the broad introduction of new types of traction, approximately 700 TE steam locomotives are transferred to the socialist countries of Eastern Europe."},{"year":"June 1963","content":"Steam locomotive 52 6769 is transferred to the Belarusian Railway."},{"year":"1960s","content":"A significant number of TE steam locomotives are converted back to Western European gauge and sent to storage bases along the western border of the USSR."},{"year":"1965","content":"Steam locomotive 52 6769 is included in the Luninyets Depot fleet inventory."},{"year":"1970s","content":"End of use of almost all wide-gauge TE steam locomotives."},{"year":"1980s","content":"Use of some TE steam locomotives for service and export work."},{"year":"1984","content":"Steam locomotive 52 6769 is assigned new eight-digit “computer” number 1042.487-7."},{"year":"1st January 1992","content":"There are 48 wide-gauge TE steam locomotives in the Ministry of Railways fleet inventory."},{"year":"1993","content":"Steam locomotive 52 6769 comes into the care of the Oktyabrskaya Railway Museum, where it is displayed in the museum grounds in Shushary and at the former Varshavsky Station in St. Petersburg."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/4f\/b0\/s24fb0ce3ed773aa59ccbbaaa97059f05d87422e72.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/2b\/61\/s22b6113aaee67784204ba25dfa49ef55c7d3f067b.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/32\/55\/s23255a72aa88f7bf28dc2552a4a794fdfe7feb44a.jpg","title":"Drawing"}]

Модель (деталка): TE 6769

Заголовок (деталка): Freight locomotive

Подвал описания: In 1993, the steam locomotive came into the care of the Oktyabrskaya Railway Museum, where it is displayed in the museum grounds in Shushary and at the former Varshavsky Station in St. Petersburg.

Заголовок истории: Chronology

Mnemonic code: 34

Code in external DB source: 433

Name: TE 6769

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