Exhibits

Steam locomotives

ОD 1080

<space=1em>Axle arrangement 0-4-0

<space=1em>At the dawn of Russian steam locomotive construction, in 1858, the Aleksandrovsky Plant built locomotives with the axle arrangement 0-4-0, which had not been used in steam locomotive construction before. In the following 20 years, several types of locomotives with this axle arrangement, produced by Russian and foreign plants and differing significantly in their characteristics, entered the Russian railways.

<space=1em>In 1879, locomotives produced a year earlier by the Kolomna Plant (factory type 24) for the Nikolaev Railway were declared "government reserve" locomotives. For military purposes, the Ministry of Railways ordered such machines and distributed them to the roads leading to the western borders. In 1883 the Kolomna Plant began building a more improved version of them — type 31, as they were designated at the plant. The locomotives built by the Nevsky Plant since 1880 were considered "government reserve" locomotives. All these locomotives had redistribution mechanisms located inside the frame, Allan systems and, the earliest, Stephenson systems.

<space=1em>Type 39

<space=1em>In 1889 the private Vladikavkaz Railway ordered 0-4-0 steam locomotives from the Kolomna Plant, providing a draft design developed by the railway's traction service engineer V.I.Lopushinsky. The type 31 of the Kolomna Plant was adopted as a model for the new locomotive, the boiler of which was borrowed almost without changes. The undercarriage was redesigned, and a Joy steam distribution mechanism with an external link arrangement was chosen. The two-cylinder machine is provided with a compound system, that is, one in which steam first enters the high-pressure cylinder (right) with a smaller diameter. After working in it, it enters the low-pressure cylinder (left), which has a larger diameter.

<space=1em>In 1890 the Kolomensky Zavod delivered ten new locomotives of the factory type 39 to the Vladikavkaz Railway. Then the plant reduced the length and number of smoke tubes, which resulted in a decrease in the heating surface of the boiler and the coupling mass, and built 68 locomotives of the factory type 40 in 1891 and 1892.

<space=1em>Normal types

<space=1em>Since 1892 the Kolomensky Zavod began building locomotives of the factory type 50, the wheel diameter of which was reduced to 1,150 mm. Types 24, 31, 39 and 40 had a wheel diameter of 1,200 mm. Although the appearance of locomotives with a compound machine and an external coulisse was initiated by private roads, the locomotive turned out to be so successful that the Rolling Stock and Traction Commission, chaired by Professor N.L. Shchukin recognized it as "normal", that is, accepted it as a standard freight locomotive. The Type 50 steam locomotives of the Kolomna Plant became known as the normal type 1892 steam locomotives. Soon the MPS proposed a number of improvements, thanks to the implementation of which the normal type 1893 appeared.

<space=1em>1897

<space=1em>In 1896 the XVII Advisory Congress of Traction Service Engineers developed a number of improvements, the need for which followed from the experience of operating normal-type steam locomotives. The congress's proposals included increasing the wheel diameter to 1,200 mm, that is, the same as that of the "government reserve" steam locomotives. In order to maintain traction, it was necessary to increase the steam pressure. When creating a new project, taking into account the proposals of the congress, the Kolomna plant used different cutoffs for the right and left cylinders. The resulting locomotive became known as the normal type 1897

<space=1em>Eleven plants built 1,373 locomotives of the normal types 1892 and 1893 and 3,172 locomotives of the normal type 1897. These machines worked on most of the railways that existed in Russia by the end of the 19th century.

<space=1em>Despite the wide distribution of the normal type 1897, their weaknesses were revealed during testing and operation. Although the use of the compound machine should theoretically lead to fuel savings, steam locomotives with Joye's steam distribution turned out to be even less economical than the "government reserve" steam locomotives with simple machines.

<space=1em>Unified Designations

<space=1em>In 1912 a unified system of designating locomotive series was established in Russia. According to it, all steam locomotives with the axle arrangement 0-4-0, "four parks", built before the normal type 1892, were assigned the Ч series. At the same time, steam locomotives of types 24 and 31 (government reserve with in-frame steam distribution), 39 and 40 (with Joy's steam distribution mechanism, very close to normal type steam locomotives) Kolomensky plant are designated ЧК.

<space=1em>Normal steam locomotives with axle arrangement 0-4-0 were assigned series О, from the word "main". Steam locomotives of normal types of 1892 and 1893 were designated О, and normal type 1897 — ОД. The index indicated Joy's steam distribution, and the size of its letter — the difference in wheel diameter. In a similar manner, the normal type steam locomotives of 1901 and 1904, which had a Walschaert steam distribution mechanism, received the designation OB.

<space=1em>Made in Bryansk

<space=1em>The normal type steam locomotive 1897 with the factory number 927 was built at the Bryansk rail rolling, ironmaking and mechanical plant in 1900 for the Yekaterininskaya Railway, where it initially had the designation of the KB series and a three-digit number. In 1902 when the numbering order on the road changed, it received the designation K 1100. In 1912 when the series designations were generally replaced, it was changed to OD 1100. In 1914 when the O series steam locomotives of state roads were switched to a single numbering, it received the designation OD 1080, after which its series and number did not change any more.

<space=1em>At the interventionists

<space=1em>During the construction of the Petrozavodsk-Sorok and Murmansk railways, it was transferred to this road, which in 1917 was opened for regular traffic under the name of the Murmansk railway. From 1918 to 1920 it worked on the northern part of this road, which was initially managed by the interventionists, and then by the provisional government of the Northern region. In 1920 the NKPS RSFSR restored control over the Murmansk railway along its entire length.

<space=1em>In the USSR

<space=1em>By 1922 the locomotive was working in the trust "Petrougol". Not later than 1931 it was transferred to the October Railway, where it worked in the following years at the Leningrad-Sortirovochny-Moskovsky and Leningrad-Finlyandsky depots. During the siege of Leningrad, it was at the Leningrad junction. In 1961 it was transferred from the Okulovka locomotive depot of the October Railway to the Vyborg Pulp and Paper Mill. In the late 1960s the locomotive returned to the MPS tracks and was used in filming.

<space=1em>Until the early 1980s the locomotive was at the Leningrad-Sortirovochny-Vitebsky locomotive depot. A three-axle tender of the steam locomotive ОД 1679 is attached to the locomotive.

ID экспоната: 35

Аудио: http://dpmzdr.infomedia.digital/files/e0/45/e0450515e173d80d361a73dbac8995e20611d3a9.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/82/b4/s182b4108cd9e89971dc57845ac907cba2048bff26.jpg / http://dpmzdr.infomedia.digital/files/d3/d5/s1d3d53c0313377b28f04c5f0a7d5d6fcb5b83e964.jpg / http://dpmzdr.infomedia.digital/files/f7/87/s1f787287f2c12ac914c8938e2c91780516544d5d0.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/82/b4/82b4108cd9e89971dc57845ac907cba2048bff26.jpg / http://dpmzdr.infomedia.digital/files/d3/d5/d3d53c0313377b28f04c5f0a7d5d6fcb5b83e964.jpg / http://dpmzdr.infomedia.digital/files/f7/87/f787287f2c12ac914c8938e2c91780516544d5d0.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/82/b4/s282b4108cd9e89971dc57845ac907cba2048bff26.jpg / http://dpmzdr.infomedia.digital/files/d3/d5/s2d3d53c0313377b28f04c5f0a7d5d6fcb5b83e964.jpg / http://dpmzdr.infomedia.digital/files/f7/87/s2f787287f2c12ac914c8938e2c91780516544d5d0.jpg

Исторические фото: http://dpmzdr.infomedia.digital/files/e1/79/s1e179c7f9fdd68c0caf7b09bf763cc3e2ab9568f7.jpg / http://dpmzdr.infomedia.digital/files/a1/95/s1a1952d56c7156c9fdae94db1f93e75471d844c76.jpg / http://dpmzdr.infomedia.digital/files/ef/7e/s1ef7eca4a2eb2b738058f4df91708c4554e0488c6.jpg / http://dpmzdr.infomedia.digital/files/37/df/s137df11ffd691d8ad5871953805262a9205458227.jpg / http://dpmzdr.infomedia.digital/files/48/72/s1487215091d357620671ac1a9c3a156cfda378ea1.jpg / http://dpmzdr.infomedia.digital/files/81/6d/s1816d6f5022459df4433b0dff82a94a503deaac3e.jpg / http://dpmzdr.infomedia.digital/files/88/f6/s188f652430cd54208475cc3ec425cf8fb369b71e3.jpg

Параметры (технические характеристики): Locomotive and tender length between buffer ends, mm 16 319  Steam locomotive length, mm 9 672  / Locomotive and tender length between buffer ends, mm 16 319  Steam locomotive length, mm 9 672  Steam locomotive empty weight, t 46,4  Steam engine coupled weight, t 52,5  Tender type 3-axle Moving wheel diameter, mm 1 220  Nominal curve radius, m 78  Axial formula ₀-4-₀ Smoke tubes, pcs. 51  Distance between the tender rear axle and locomotive front axle, mm 11 630  Distance between locomotive outer axles (base), mm 3 890  Smoke tube elevation above rails, mm 4 715  Max locomotive width, mm 3 090  Distance between frames, mm 1 260  Distance between neck centres, mm 1 190  Distance between cylinders, mm 2 180  Boiler steam excess pressure, atm 11½  Boiler cylinder mean diameter, mm 1 470  Boiler wall thickness 15 Smoke tube length between girds, mm 4 660  Smoke tube diameter (outer), mm 51  Burner inner width, mm 1 108  Burner top length, mm 1 772  Burner bottom length, mm 1 790  Burner height from the frame bottom edge, mm 1 650  Burner heating surface, m² 10,7  Grid bar area, m² 1,85 

Хронология: <space=1em>The predecessor of the "ovechka" was the "odechka". In essence, they were the same locomotive, but with different steam distribution systems. <space=1em>The draft design of the type 39 locomotive of the Kolomna plant, which can be considered the prototype of the O series locomotives, was developed by the traction service engineer of the private Vladikavkaz railway, Vaclav Lopushinsky. The working drawings were made by the designers of the Kolomna plant. 10 type 39 locomotives entered service on this road in 1890. <space=1em>According to type 40 - an improved type 39 - the plant built another 68 locomotives in 1891-1892 for the Vladikavkaz and Moscow-Nizhny Novgorod railways. <space=1em>The development of this type of locomotive continued with the factory type 50, according to which the factory built the first 20 locomotives in 1892 for the same Vladikavkaz railway and another 26 locomotives for the Kursk-Kharkov-Azov railway. On these roads, the locomotives were under special supervision, as a result of which in 1893 it was decided to produce this locomotive for state railways. In the technical documentation, it was designated as a locomotive of the "normal type of 1892". All changes were carried out under the supervision of engineer S. I. Smirnov. In fact, these locomotives were "Government Reserve Locomotives", that is, in the event of military action, they could circulate along the entire railway network of the Russian Empire. Each road had spare parts for them, and workshops and depots were ready for their repair and operation. The new locomotive was named "normal type of 1893". <space=1em>The government issued a huge order for the construction of this type of steam locomotives, which gave a sharp impetus to the start of locomotive construction at four plants in the Russian Empire at once: Bryansk, Sormovo, Putilov and Kharkov. Since 1900, the production of steam locomotives began at the Lugansk Hartmann plant. In total, more than 9,000 units of all types of O series steam locomotives were built by 1928 - this is the second most widely built type of steam locomotive after the E series. <space=1em>These steam locomotives had four driving axles, a Joye steam distribution mechanism and a compound steam engine. A compound engine is a machine in which steam first enters the high-pressure cylinder (right) of a smaller diameter, and then, after working in it, enters the low-pressure cylinder (left), the diameter of which is larger. The compound principle allows to reduce the temperature difference in the cylinders during the working stroke and, consequently, to reduce heat losses during steam condensation. This principle was proposed to save fuel, which could reach 15-20% depending on the operating conditions and fuel quality. <space=1em>The steam distribution system was constantly being developed. It was responsible for changing the direction of the locomotive and changing the degree to which the cylinders were filled with steam in the widest possible range. <space=1em>Until about 1890, steam distribution mechanisms with two eccentrics were used, which actuated the rods fixed at the ends of the swinging link. A link stone moved in the slots of the link, connected by a hinge to the end of the slide rod. Depending on the position of the stone, the position of the slide valve in the slide chamber changed. And the swinging of the link set it in reciprocating motion. The slide valve was a flat plate with channels that regulated its filling with steam by blocking certain holes in the steam cylinder. <space=1em>There were three main systems of these eccentric mechanisms: Stephenson, Gooch and Allan. They differed only in the shape of the link. Most often, the eccentrics were installed on the first leading axle of the locomotive inside the frame, and the slide valve chambers were in the interframe space. The steam distribution mechanism was not visible from the outside of the locomotive - only the leading drawbar and the couplers between the wheels. This is the so-called type with internal steam distribution. It was not very convenient to operate: lubrication and adjustment were difficult. <space=1em>The further development of the steam distribution mechanism was the Joye lever linkage mechanism without eccentrics. The movement of the slide valve was carried out using a system of levers that moved from the piston drawbar (connecting rod) of the machine using a link. It was invented by the British engineer David Joy and patented in 1870. <space=1em>Locomotives of this type received the Od series (d - small) in 1912, where O is the main and d is Joy's link mechanism and a wheel diameter reduced to 1,150 mm. <space=1em>But their operation was not satisfactory: they consumed more fuel compared to locomotives that had a simple steam engine. As a result, in 1896, the Ministry of Railways raised the issue of the design shortcomings of these locomotives for discussion at the XVII Advisory Congress of Traction Service Engineers. The main changes were an increase in the wheel diameter to 1,200 mm and, as a result, an increase in the boiler pressure from 11 to 11.5 kgf/cm² to maintain traction. The Kolomensky Plant was tasked with producing new drawings. This is how the next "normal type of 1897" was created, which later received the OD series (D - large). By 1903, 3,172 steam locomotives of the 1897 type were built at eight plants in the Russian Empire. <space=1em>Steam locomotive OD 1080 was built by order of the Yekaterininskaya Railway in 1900 by the Bryansk Rail Rolling, Ironworks and Mechanical Plant (plant type 8). This is one of 28 locomotives ordered in 1900. Its factory number is in the ranges 910–929; 940–947. Its original number on the road is difficult to establish, since in 1912 a new system of designating locomotive series was introduced and renumbering was carried out. Before this system was introduced, locomotives of the same type on each railway had their own series designation. But this caused confusion during operation, accounting of locomotives and their transfer from one railway to another. <space=1em>Initially, it had a three-axle tender, but now it is coupled with a tender from locomotive OB 7583. <space=1em>The locomotive belongs to the Central Museum of Railway Transport.

Блоки описания: [{"quote":"","title":"","images":[],"content":"At the dawn of Russian steam locomotive construction in 1858, the Aleksandrovsky Plant built steam locomotives with a 0-4-0 wheel arrangement, which had not been previously used in steam locomotive construction. Over the next 20 years, several types of locomotives with this wheel arrangement, produced by both Russian and foreign plants, entered service on Russian railways, each differing significantly in their characteristics.\r\n \r\nIn 1879, steam locomotives produced the previous year by the Kolomna Locomotive Works (factory type 24) for the Nikolaevskaya Railway were designated as “government reserve” locomotives. For military purposes, the Ministry of Railways ordered these machines and distributed them to the railways leading to the western borders. In 1883, the Kolomna Locomotive Works began producing an improved version, designated as factory type 31. Similarly, the steam locomotives built by the Nevsky Plant since 1880 were also classified as “government reserve” locomotives. All of these locomotives featured redistribution mechanisms located inside the frame, Allan straight link valve gears, and, in the earliest models, Stephenson links.","subtitle":"Wheel Arrangement 0-4-0"},{"quote":"At the initiative of private railways, a steam locomotive with a Joy valve gear and a compound system was built and recognized as a standard model.","title":"","images":[],"content":"In 1889, the private Vladikavkaz Railway ordered 0-4-0 steam locomotives from the Kolomna Locomotive Works, providing a draft design developed by a railway’s traction service engineer, Wazlaw Lopuschinski. The new locomotive was based on the Kolomna Locomotive Works’ type 31, with the boiler largely unchanged. The underframe was redesigned, and Joy valve gear featuring an externally located rocker was selected. The two-cylinder machine utilized a compound system, in which steam first entered the smaller-diameter high-pressure cylinder (on the right). After being processed in this cylinder, the steam moved into the low-pressure cylinder (on the left), which had a larger diameter.","subtitle":"Type 39"},{"quote":"","title":"","images":[],"content":"In 1890, the Kolomna Locomotive Works delivered ten new steam locomotives of factory type 39 to the Vladikavkaz Railway. The plant then shortened the length and reduced the number of smoke tubes, resulting in a decrease in the boiler’s heating surface and the adhesive weight, and produced 68 steam locomotives of factory type 40 in 1891 and 1892.","subtitle":""},{"quote":"","title":"Standard Types","images":[],"content":"Starting in 1892, the Kolomna Locomotive Works began producing steam locomotives of factory type 50 with a reduced wheel diameter of 1,150 mm. Types 24, 31, 39, and 40 all had a wheel diameter of 1,200 mm. Although the introduction of locomotives with a compound engine and external rocker was initially driven by private railways, this steam locomotive proved so successful that the Rolling Stock and Traction Commission, chaired by Professor Nicolay Shchukin, recognised it as “standard”, meaning it was accepted as the standard for freight steam locomotives. The type 50 steam locomotives from the Kolomna Locomotive Works became known as the standard-type 1892 steam locomotives. Shortly after, the Ministry of Railways proposed a series of improvements, leading to the development of the standard-type 1893.","subtitle":"1892 and 1893"},{"quote":"A total of 1,373 standard-type 1892 and 1893 steam locomotives and 3,172 standard-type 1897 steam locomotives were built.","title":"","images":[],"content":"In 1896, the 17th Advisory Congress of Traction Service Engineers proposed a number of improvements based on the experience of operating standard-type steam locomotives. These proposals included increasing the wheel diameter to 1,200 mm, matching that of the “government reserve” steam locomotives. To maintain the tractive force, it was also necessary to increase the steam pressure. In creating a new design that incorporated congress’s recommendations, the Kolomna Locomotive Works also implemented different cutoffs for the right and left cylinders. The resulting locomotive became known as the standard-type 1897.","subtitle":"1897"},{"quote":"","title":"","images":[],"content":"Eleven plants produced 1,373 standard-type 1892 and 1893 steam locomotives and 3,172 standard-type 1897 steam locomotives. These machines operated on most of the railways in Russia by the end of the 19th century.\r\n \r\nDespite the widespread use of the standard-type 1897 steam locomotives, their deficiencies became apparent during testing and operation. Although the use of a compound engine was theoretically expected to result in fuel savings, locomotives with Joy’s valve gear turned out to be even less economical than the “government reserve” locomotives, which had simpler engines.","subtitle":""},{"quote":"","title":"Unification","images":[],"content":"In 1912, Russia implemented a unified system for designating steam locomotive classes. According to it, all steam locomotives with the 0-4-0 wheel arrangement, known as “four-pairs”, and built before the standard-type 1892, were assigned the class Ch. At the same time, steam locomotives of types 24 and 31 (“government reserve” locomotives with in-frame steam distribution) and types 39 and 40 (featuring Joy valve gear and closely resembling the standard-type locomotives) from the Kolomna Locomotive Works were designated as Ch K <\/sup>.\r\n \r\nStandard steam locomotives with the 0-4-0 wheel arrangement were assigned the class O, derived from the word “main”. The standard-type 1892 and 1893 locomotives were given the designation O d<\/sup>, while those of the standard-type 1897 were designated as OD. The index referred to Joy valve gear, and the size of the letter in the index indicated differences in wheel diameter. Similarly, the standard-type 1901 and 1904 steam locomotives, which had a Walschaerts valve gear, were designated as O V<\/sup>.","subtitle":"Uniform Designations"},{"quote":"","title":"Museum exhibit","images":[],"content":"The standard-type 1897 steam locomotive with factory number 927 was built at the Bryansk Machine-Building Plant in 1900 for the Yekaterininsky Railway, where it initially received the designation of the class K B<\/sup> and a three-digit number. In 1902, when the numbering order on the railway changed, it received the designation K 1100. In 1912, with the general replacement of the class designations, it was changed to O D<\/sup> 1100. In 1914, when the class O steam locomotives of state-owned railways transitioned to a unified numbering system, it was designated as O D<\/sup> 1080, and its class and number remained unchanged thereafter.","subtitle":"Made in Bryansk"},{"quote":"The life of the O D <\/sup> 1080 steam locomotive was remarkably eventful—it served under the interventionists and the Provisional Government of the Northern Region, transported coal, and operated at the Leningrad hub during the siege.","title":"","images":[],"content":"During the construction of the Petrozavodsk–Sorokskaya and Murmansk Railways, it was transferred to this line, which was opened for regular traffic in 1917 under the name of the Murmansk Railway. From 1918 to 1920, it operated on the northern part of this railway, which was initially controlled by interventionist forces and later by the Provisional Government of the Northern Region. In 1920, the People’s Commissariat of Communication Routes in RSFSR regained control over the entire length of the Murmansk Railway.","subtitle":"During the Interventionist Period"},{"quote":"","title":"","images":[],"content":"By 1922, the steam locomotive was employed at the Petrougol Trust. By 1931, it was transferred to the Oktyabrskaya Railway, where it served in the Leningrad–Sortirovochny–Moskovsky and Leningrad–Finlyandsky Depots in subsequent years. During the siege of Leningrad, it operated at the Leningrad hub. In 1961, the locomotive was transferred from the Okulovka Depot of the Oktyabrskaya Railway to the Vyborg Pulp and Paper Mill. In the late 1960s, the steam locomotive returned to the Ministry of Railways routes and was featured in film productions.","subtitle":"In the USSR"}]

Характеристики (блоками): [{"name":"Length of locomotive and tender between buffer ends, mm","type":"number","value":"16 319","is_two_colls":false},{"name":"Length of the locomotive, mm","type":"number","value":"9 672","is_two_colls":false},{"name":"Unladen weight of the locomotive, t","type":"number","value":"46,4","is_two_colls":false},{"name":"Coupling weight of the locomotive, t","type":"number","value":"52,5","is_two_colls":false},{"name":"Tender type","type":"text","value":"Three-axle","is_two_colls":false},{"name":"Diameter of moving wheels, mm","type":"number","value":"1 220","is_two_colls":false},{"name":"Nominal radius of the curve to be travelled, m","type":"number","value":"78","is_two_colls":false},{"name":"Axial formula","type":"number","value":"0–4–0","is_two_colls":false},{"name":"Number of smoke tubes, units","type":"number","value":"51","is_two_colls":false},{"name":"Distance between the outermost axles (base) of the locomotive, mm","type":"number","value":"3 890","is_two_colls":false},{"name":"Elevation of the chimney above the rails, mm","type":"number","value":"4 715","is_two_colls":false},{"name":"Maximum width of the locomotive, mm","type":"number","value":"3 090","is_two_colls":false},{"name":"Distance between frames, mm","type":"number","value":"1 260","is_two_colls":false},{"name":"Distance between the centres of the journals, mm","type":"number","value":"1 190","is_two_colls":false},{"name":"Distance between cylinders, mm","type":"number","value":"2 180","is_two_colls":false},{"name":"Vapour pressure in the boiler in excess of external pressure, atm.","type":"number","value":"11,5","is_two_colls":false},{"name":"Average cylinder diameter of the boiler part, mm","type":"number","value":"1 470","is_two_colls":false},{"name":"Boiler wall thickness, mm","type":"number","value":"15","is_two_colls":false},{"name":"Length of flue pipes between grilles, mm","type":"number","value":"4 660","is_two_colls":false},{"name":"Outer diameter of smoke tubes, mm","type":"number","value":"51","is_two_colls":false},{"name":"Internal width of the firebox, mm","type":"number","value":"1 108","is_two_colls":false},{"name":"Length of the firebox at the top, mm","type":"number","value":"1 772","is_two_colls":false},{"name":"Firebox length at the bottom, mm","type":"number","value":"1 790","is_two_colls":false},{"name":"Height of the firebox from the bottom edge of the frame, mm","type":"number","value":"1 650","is_two_colls":false},{"name":"Heating surface of the furnace, m2<\/sup>","type":"number","value":"10,7","is_two_colls":false},{"name":"Grate area, m2<\/sup>","type":"number","value":"1,85","is_two_colls":false},{"name":"Distance between the rear axle of the tender and the front axle of the locomotive, mm","type":"number","value":"11,630","is_two_colls":false}]

История (блоками): [{"year":"1889","content":"The private Vladikavkaz Railway ordered steam locomotives with a two-cylinder machine utilizing a compound system from the Kolomna Locomotive Works."},{"year":"1900","content":"The standard-type 1897 steam locomotive with factory number 927 was built at the Bryansk Machine-Building Plant (BMZ) for the Yekaterininsky Railway."},{"year":"1912","content":"The Russian Empire implemented a unified system for designating steam locomotive classes."},{"year":"1914","content":"Steam locomotive number 927 received its permanent designation O D <\/sup> 1080."},{"year":"1918–1920","content":"The steam locomotive operated on the northern part of the Murmansk Railway, which was first controlled by the interventionists and then by the Provisional Government of the Northern Region."},{"year":"1922","content":"O D <\/sup> 1080 was employed at the Petrougol Trust."},{"year":"No later than 1931","content":"The steam locomotive was transferred to the Oktyabrskaya Railway at the Leningrad–Sortirovochny–Moskovsky and Leningrad–Finlyandsky Depots."},{"year":"1960","content":"The O D <\/sup> 1080 locomotive returned to the Ministry of Railways routes and was used in filming."},{"year":"1961","content":"The O D <\/sup> 1080 steam locomotive was transferred from the Okulovka Locomotive Depot of the Oktyabrskaya Railway to the Vyborg Pulp and Paper Mill."},{"year":"Till 1980","content":"The O D <\/sup> 1080 locomotive was located at the Leningrad–Sortirovochny–Vitebsky Locomotive Depot."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/36\/b4\/s236b403c25f86b262bde92268f0aa71a6b8c4ceae.jpg","title":"Sectional view of a four-axle government type compound freight locomotive"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/3b\/2d\/s23b2d813eddd869edc8690c8e1c7b69f67e2f8853.jpg","title":"Drawing of the pin of the leading wheel pair of the OD<\/sup> series steam locomotive"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/97\/1c\/s2971c74ed64fedcd22cf6a02d0b9b1be75f5bccfd.jpg","title":"Drawing of the third leading wheel pair of the OD<\/sup> series steam locomotive"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/cc\/86\/s2cc86400f01089ea989915049a21bf56a17ab334a.jpg","title":"Чертёж третьей ведущей колёсной пары паровоза серии ОД<\/sup>"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/36\/b6\/s236b64d70b0e3e475147a7eb3e07574aacec14682.jpg","title":"Чертёж клапанных механизмов Стефенсона, Дуча и Аллана"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/78\/af\/s278af99500abb1c006d70bc771fcfa2ca5725a88d.jpg","title":"Drawing of a freight locomotive for a government order, 1897"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/e1\/81\/s2e18199b5d0f2e4164bc4ebcc814f288d2ec43db5.jpg","title":"Чертёж товарного паровоза правительственного заказа, 1897 год"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/d7\/6f\/s2d76f70d696b4c791f993b6ecd7dab724927cf3ac.jpg","title":"Чертёж товарного паровоза на четырёх осях системы компаунд, 1897 год"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/f6\/5c\/s2f65c07114a79c2acd76bf8bd4464f819cdb519e6.jpg","title":"Чертёж парораспределительного механизма"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/cb\/23\/s2cb230837c106efd31bdb212fa596b631871c1e9d.jpg","title":"Чертёж трёхосного усиленного тендера"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/11\/bf\/s211bf658c3b0af2d531d6a2b7fe74847334c745cf.jpg","title":"Чертёж паровоза типа 0-4-0"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/5b\/a3\/s25ba3bea80ec3f1a8d10182aa042f15aeb22bf412.jpg","title":"Cross-section of a freight eight-wheeled compound steam locomotive, 1897"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/de\/83\/s2de8358693f92c6e413618aad47e1442bc2804048.jpg","title":"Longitudinal and transverse sections of the steam locomotive OD<\/sup>"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/fa\/fd\/s2fafd9256e918d3cd00418ae2c7ae752f4da1bc07.jpg","title":"Продольный и поперечный разрезы тендера паровоза ОД<\/sup>"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/4f\/dc\/s24fdc930cb1a56253d96ebebad7aaf2e732774dc2.jpg","title":"Album of detailed drawings of four-axle freight locomotives"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/54\/39\/s254392c7c864213ea1f5031dd6432fa501ad13a06.jpg","title":"Published by the Administration of State Railways, St. Petersburg, 1983"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/b4\/f8\/s2b4f8989534187e379e6bffcf4d2065bdcdf80dd2.jpg","title":"Steam distribution mechanism \"Joy\""}]

Модель (деталка): Od 1080

Заголовок (деталка): Freight Steam Locomotive

Подвал описания: Until the early 1980s, the locomotive was located at the Leningrad–Sortirovochny–Vitebsky Locomotive Depot. A three-axle tender of the O D 1679 steam locomotive is attached to it.

Заголовок истории: Chronology

Mnemonic code: 35

Code in external DB source: 347

Name: ОD 1080

Return to the list

Russian Railways Museum

Exhibits

Steam locomotives

О<sup>D</sup> 1080