Exhibits

Steam locomotives

FD20-1103

First Five-Year Plan

With the beginning of the First Five-Year Plan (1928-1932), the leadership of the CPSU took a course on the accelerated development of the heavy and military industry of the Soviet Union. The process of industrialization of the country began. New giant industrial enterprises were built, old ones underwent serious reconstruction. The growth of the extractive industry was proceeding at a rapid pace.

To meet the rapidly growing needs of industry, completely different, much higher requirements were imposed on railway transport, primarily concerning the increase in the capacity of railways. It was clear that the EU series steam locomotives, produced during this period by domestic factories and having an axle load of 16-17 tons, no longer met the imposed requirements for traction. Repeated attempts to modernize the Eseries steam locomotives did not produce the desired effect. The only solution was to create steam locomotives with much higher traction characteristics.

Development of the project

At the beginning of 1930 the United State Political Administration under the Council of People's Commissars of the USSR (OGPU) "in order to assist" the NKPS organized the Technical Bureau for the Reconstruction of Railway Transport under the leadership of G.I. Blagonravov. Repressed engineering and technical workers worked in this organization.

At the end of April 1931 the OGPU developed a draft design for a new steam locomotive of the 1-5-1 type with a load from coupling wheel pairs of 20 tons. Later, this locomotive was designated with the FD series in honor of Felix Dzerzhinsky (1877–1926), one of the Soviet political leaders, founder and head of the All-Russian Extraordinary Commission. In 1923–1924 Dzerzhinsky was the People's Commissar of Railways of the USSR.

The working design of the locomotive was developed by two organizations: the OGPU and the Central Locomotive Design Bureau of the People's Commissariat of Heavy Industry. Development began on 1 May 1931, and the project was completed in 100 working days.

When designing the FD, design documentation was used for the experimental TA and TB series locomotives built in the USA for the Soviet Union, as well as other locomotives built by American companies. At the same time, the FD was not a variant of any American steam locomotive, but a newly designed locomotive. The standards of the Baldwin and ALCO factories were used.

Soviet designers faced more severe restrictions compared to American locomotive building practices. Firstly, the locomotive design had to be lightened as much as possible in order to achieve an axle load of 20 t. American railways at that time allowed a much higher axle load. Secondly, the locomotive had to fit into the low gauge of European railways. The latter requirement was due to military purposes.

The new locomotive had many design solutions and devices that were first used in domestic locomotive building: a mechanical coal feeder (stoker), a bar frame, a firebox with an afterburning chamber, and others.

In August 1931 the working drawings of the new machine were transferred to the Lugansk Steam Locomotive Plant.

In production

Due to the reconstruction of the Lugansk plant for the construction of powerful locomotives, the release of the first FD locomotive was delayed, many units and parts of the new locomotive were manufactured at other locomotive-building plants in the country. For example, the blanks for the bar frames were manufactured by the Izhora Plant in Leningrad, and their processing was carried out by the Krasnoye Sormovo Plant in Gorky. Nevertheless, on November 6 1931, on the eve of the next anniversary of the October Revolution, the locomotive FD20 1 brought a train with workers of the Lugansk locomotive-building plant to Moscow.

The new locomotive underwent tests on the Southern Railways from March to May 1932, organized by the Institute for Traction Reconstruction. At speeds above 30 km/h the FD turned out to be twice as powerful as the EU series locomotive.

Serial production of FD locomotives began in Lugansk (in November 1935 the city was renamed Voroshilovgrad) in August 1933. In total, from 1931 to 1941 about 3,220 FD20 and FD21 locomotives were built.

Improvement of the design

During serial production, measures were constantly taken to improve the characteristics of the locomotives. The largest modernization was carried out in 1940. Significant changes were made to the design of the locomotive. Their scale is evidenced by the fact that out of 450 unit drawings intended for the manufacture of both the locomotive and the tender, 123 drawings were replaced by new ones.

In addition, changes were introduced into 63 old drawings. The main innovations were the all-welded boiler and all-welded firebox, the installation of a wide-tube superheater L-40, the use of disc wheel p

ar for coupling axles, reinforcement of the frame with the installation of new interframe fastenings and others. Such locomotives were designated FD21. Experimental FD locomotives were also built, which had coal-fired heating and steam condensation devices. However, work on such locomotives did not progress beyond experiments.

In operation

After construction, FD locomotives were sent to the most freight-intensive sections and main lines of the Soviet Union railways: Moscow - Kharkov, Rostov - Michurinsk, Kharkov - Bryansk, Leningrad - Vitebsk, Moscow - Orsha and many others.

Despite the difficulties caused by the introduction of such a revolutionary machine for domestic railways as the FD, the operation of these locomotives by the beginning of the Great Patriotic War was generally well mastered by both locomotive engineers and repairmen.

The high performance of the locomotives allowed advanced engineers working on the FD to achieve impressive results. For example, on February 11–12 1936 on the Shumikha — Kurgan section of the South Ural Railway, the FD20 508 steam locomotive pulled a record train weighing 11,230 tons and with a length of 564 axles.

A flat section with slopes of up to 6 ‰ was chosen to set the record. A homogeneous heavy-duty train of four-axle cars equipped with automatic couplings was formed. It is clear that this record had very little to do with real operating conditions. Nevertheless, it demonstrated the great capabilities of FD steam locomotives.

Before and after the war

After the start of the Great Patriotic War, most FD steam locomotives were evacuated from the railways of the western part of the country to the east. There, many were put into reserve, since the operation of such heavy steam locomotives as FD was possible only on reconstructed sections of railways.

After the end of the war, FD steam locomotives were gradually put into operation on the railways of the western part of the country. However, their operation, especially in the first post-war years, was very difficult due to the poor condition of the track facilities of domestic railways.

Since the FD series steam locomotives were used exclusively on freight-intensive main lines, their replacement in train service with diesel and electric locomotives was carried out quite quickly, by the beginning of the 1960s. The last locomotives were in operation until the mid-1960s, for example, on the South-Eastern Railway. The locomotives were put into reserve and gradually removed from inventory or transferred to industry, in the overwhelming majority of cases for use as stationary boiler units. The process of writing off and transferring FD steam locomotives was quite lengthy: from the end of the 1950s to the mid-1980s.

In China

One of the most interesting pages in the history of the FD series steam locomotives is their operation on the railways of China. After a significant number of FD steam locomotives were put into storage, a decision was made to transfer some of the powerful locomotives, which quickly became unused, to the PRC railways. From 1958 to 1961 about 1,050 FD steam locomotives were transferred to China. They were converted to 1,435 mm gauge in China.

On Chinese roads, FD steam locomotives changed several series designations: at first, these locomotives were designated the YH series, which means "friendship". During the Cultural Revolution, the machines were renamed FX, i.e. "anti-revisionist". And finally, in 1971 the locomotives were returned to the FD series. Operation of FD steam locomotives in China continued until October 1985 Currently, two steam locomotives of the FD series are preserved in the railway museums of Beijing and Shenyang.

On the territory of the former Soviet Union, about 25 machines of this once mass-produced series of steam locomotives are kept in museums and on pedestals.

In the museum

Freight locomotive FD20 1103 was built by the Voroshilovgrad Locomotive Plant in 1936 The serial number of the locomotive is unknown.

The locomotive was operated on the South Ural, Kuibyshev and Odessa railways. During the Great Patriotic War, FD20 1103 became one of the locomotives converted to the 1-5-2 type in order to reduce the axle load. Such locomotives were equipped with a two-axle supporting bogie instead of a single-axle one. The converted locomotives were assigned the FDR series. Their axle load was significantly reduced, which allowed the FDR locomotives to be used on lines with a relatively weak track superstructure. After the war, the locomotives were converted back to the 1-5-1 type.

Steam locomotive FD20 1103 after the end of its service in the early 1960s was put into storage at the Tsvetkovo base of the Odessa Railway, where it remained until 1987 In June 1987 it was transferred for use as a boiler plant for the industrial

to the reinforced concrete plant № 55 of the USSR Ministry of Defense. The reinforced concrete plant of this plant, where FD20 1103 ended up, was located near Moscow's Sheremetyevo Airport. In 1991 the locomotive was purchased from its owner by the Central Museum of the October Railway at the price of scrap metal and delivered to the museum site in Shushary. From 2001 to 2016 the locomotive was exhibited in the museum at the former Varshavsky railway station in St. Petersburg.

ID экспоната: 36

Галерея изображений: http://dpmzdr.infomedia.digital/files/32/44/s1324431ab0085b21a95af0dc9e99f2b866a8a0b71.jpg / http://dpmzdr.infomedia.digital/files/6a/68/s16a68253554d42400ce0466ad83564f6b4df524bf.jpg / http://dpmzdr.infomedia.digital/files/95/30/s19530bb9881c858251d217c6b33ba2cd0fdd42af2.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/32/44/324431ab0085b21a95af0dc9e99f2b866a8a0b71.jpg / http://dpmzdr.infomedia.digital/files/6a/68/6a68253554d42400ce0466ad83564f6b4df524bf.jpg / http://dpmzdr.infomedia.digital/files/95/30/9530bb9881c858251d217c6b33ba2cd0fdd42af2.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/32/44/s2324431ab0085b21a95af0dc9e99f2b866a8a0b71.jpg / http://dpmzdr.infomedia.digital/files/6a/68/s26a68253554d42400ce0466ad83564f6b4df524bf.jpg / http://dpmzdr.infomedia.digital/files/95/30/s29530bb9881c858251d217c6b33ba2cd0fdd42af2.jpg

Параметры (технические характеристики): Total steam locomotives built, pcs 2 925 Height,  mm 4 650 / Length with tender at buffers, tender 6P/Type 17, mm 28 967/28 422  Width, mm 3 150  Design speed, km/h 85  Min. curve radius, m 105,5  Power 3 000 Axial formula 1- 5 -1 Steam locomotive empty weight,  t 131,8 Locomotive operating weight,  t 102,1 Boiler steam pressure,  kg/cm² 15 Steam superheater type Double ﬂange, Schmidt, since 1940, single flange by Lokomotivproyekt Fire tubes, pcs. 130 (since 1940, 40) Fire tube diameter, mm 89 (since 1940, 152) Full boiler evaporating heating surface, m² 295,16 Superheater heating surface (gas), m² 148,4 Grid bar area, m² 7,04 Smoke tubes 43 Smoke tube diameter, mm 57 Superheater tube diameter, mm 30 Burner type radial Cylinders, pcs. 2 Cylinder diameter, mm 670  Piston stroke, mm 770  Valve diameter, mm 330  Frame type bar Frame thickness, mm 125  Driving wheel diameter, mm 1 500 Tender type 6P and Type 17 Tender axles 6 Tender length, mm 12 543/13 090 Loaded tender weight, t 120 Water stock, m³ 44 Coal stock, t 20/22

План: http://dpmzdr.infomedia.digital/files/26/e8/26e80384e855cf2bd0a8e09fd03509a538c39b6c.jpg / http://dpmzdr.infomedia.digital/files/0c/d9/0cd957fd253d9a976248efe81a79f58061af2673.jpg

План 1000: http://dpmzdr.infomedia.digital/files/26/e8/s126e80384e855cf2bd0a8e09fd03509a538c39b6c.jpg / http://dpmzdr.infomedia.digital/files/0c/d9/s10cd957fd253d9a976248efe81a79f58061af2673.jpg

План 2000: http://dpmzdr.infomedia.digital/files/26/e8/s226e80384e855cf2bd0a8e09fd03509a538c39b6c.jpg / http://dpmzdr.infomedia.digital/files/0c/d9/s20cd957fd253d9a976248efe81a79f58061af2673.jpg

Хронология: <space=1em>In 1930, the Technical Bureau of the OGPU Transport Department carried out technical and economic calculations to determine the main types of locomotives needed for the USSR railways. At the end of 1931, this bureau completed a draft design for a powerful 1-5-1 type freight locomotive, which was twice as powerful as the E series locomotive produced by the factories. The design used the developments of the American school of locomotive construction. In October 1931, 10 heavy 1-5-2 type locomotives built by the ALCO and Baldwin factories arrived to study the experience. <space=1em>The decision to produce new powerful locomotives entailed the construction of a new giant plant, since such locomotives, due to their weight and size, could not be produced in the workshops of the old factories. The Lugansk plant was chosen to build the new workshops. It was built in 1900, so the plant was considered modern and was well equipped. The new plant was launched in early 1933. <space=1em>The design of the locomotive was completed in 100 working days, and the drawings were transferred to the Lugansk plant for the construction of a new locomotive. Since the new plant had not yet been launched, some parts were manufactured at other plants: at the Kolomna Machine-Building Plant - the cylinders and frame of the rear bogie, at the Izhorsky - the sidewalls of the frame, at the Sormovsky - the stamped boiler sheets. <space=1em>In memory of Felix Edmundovich Dzerzhinsky, who was the People's Commissar of Railways from 1921 to 1924, by decision of the workers and employees of the Lugansk Locomotive Plant, the locomotive was designated the FD20 series, where 20 is the load of 20 tf from the axle to the rail. The first steam locomotive was manufactured for the 14th anniversary of the October Revolution on November 6, 1931. The FD20-1 locomotive brought a delegation of plant workers from Lugansk to Moscow's Kyiv Station. <space=1em>Since 1933, the plant began serial production of steam locomotives. Changes were made to the design during the construction process. Starting with No. 400, instead of the Kazantsev brake air distributor, they began to install the Matrosov system, and since 1936 - a tender with a water reserve of 49 tons and coal of 22 tons. Five-valve regulators were replaced with six-valve ones, smoke deflectors were installed, and disk driving wheels were used. Since mid-1940, they began to install a different L40 type superheater, which somewhat changed the ratio between the evaporating surface of the boiler and the superheater. Such steam locomotives were assigned the FD21 series. <space=1em>A total of 2,925 FD20 series steam locomotives and 286 FD21 series steam locomotives were built from 1932 to 1941. Since the Lugansk plant had to be evacuated, the last four locomotives were completed by the Ulan-Ude Locomotive Repair Plant. By 1940, these locomotives were in operation on 24 of the 43 railways that existed at the time. The breakthrough in building 1,080 steam locomotives per year - three locomotives per day - was truly unique. It is important that in parallel with the FD series freight locomotive, the plant manufactured its passenger version, the IS series - Joseph Stalin ("Iska"), of which 643 units were manufactured by 1941. The first 6 such locomotives were manufactured in 1932 and 1933 by the Kolomna Plant.

Блоки описания: [{"quote":"The class E could not cope with the growing demands on railway capacity. Attempts to modernise it were unsuccessful.","title":"","images":[],"content":"With the beginning of the first five-year plan (1928–1932), the leadership of the Communist Party of the USSR charted a course for the forced development of the heavy and military industry of the Soviet Union. The process of the industrialisation of the country began:new giant industrial enterprises were built, and old ones underwent major reconstruction. The extractive industry saw rapid growth.","subtitle":"The First Five-Year Plan"},{"quote":"","title":"","images":[],"content":"In order to meet the rapidly increasing need of industry, completely different, far higher requirements were imposed on the railways, primarily concerning an increase in railway capacity. It was clear that the class EU<\/sup> steam locomotives with an axle load of 16–17 t, being produced by Soviet plants in this period, no longer met the requirements for traction power. Repeated attempts to modernise the class E steam locomotives were not successful. The only way forwards was to create steam locomotives with far higher traction.","subtitle":""},{"quote":"The OGPU organised a design bureau using engineers and technicians being held as political prisoners to “provide support”.","title":"Project Development","images":[],"content":"At the beginning of 1930, the Joint State Political Directorate (OGPU) organised the Technical Bureau for Railway Transport Reconstruction under G.I. Blagonravov’s leadership to “provide support” the People’s Commissariat of Communication Routes. The Technical Bureau for Railway Transport Reconstruction put to work engineers and technicians being held as political prisoners.","subtitle":"Assistance from the OGPU"},{"quote":"Design documentation for steam locomotives built in the USA was used during the development of the class FD, but it was a newly designed locomotive, not a variant of the US designs.","title":"","images":[],"content":"At the end of April 1931, the OGPU had developed a preliminary design for a new type 1-5-1 steam locomotive with a 20-t load using coupling wheelsets. This locomotive was later designated the class FD in honour of Felix Dzerzhinsky (1877–1926), a Soviet political leader and founder and head of the Cheka. From 1923 to 1924, Dzerzhinsky was the USSR People’s Commissar for Communication Routes.\r\n\r\nThe working design of the steam locomotive was developed by two organisations: the OGPU and the Central Locomotive Design Bureau of the People’s Commissariat for Heavy Industry. Development began on 1st May 1931, and 100 working days later, the project was completed.","subtitle":""},{"quote":"","title":"","images":[],"content":"Design documentation for the classes TA<\/sup> and TB<\/sup> of prototype steam locomotives built in the USA for the Soviet Union was used in the design of the class FD, along with that of other steam locomotives built by American firms. However, the FD was not a variant of any American steam engine; it was a newly designed locomotive. The Baldwin and ALCO plant standards were used in the process.\r\n\r\nIn comparison with American steam locomotive production practice, Soviet designers faced far more severe constraints. Firstly, the steam engine design had to be as light as possible to come to an axle load of 20 t. American railways at the time allowed for far higher axle loads. Secondly, the steam locomotives had to match the narrow gauge of European railways: this requirement was for military purposes.\r\n\r\nThe new steam locomotive was designed around many solutions and devices that had never before been used in Russian steam locomotive manufacturing: a mechanical stoker, bar frame, firebox with combustion chamber, and more.\r\n\r\nIn August 1931, the workshop drawings of the new machine were handed to the Luhansk Locomotive Works.","subtitle":""},{"quote":"At speeds of above 30 km\/h, the class FD proved to be twice as powerful as EU<\/sup> steam locomotives.","title":"In Production","images":[],"content":"The refurbishment of the Luhansk Locomotive Works for the construction of powerful locomotives meant delays for the production of the first FD steam locomotive. Many of the assemblies and parts for it were manufactured at other steam locomotive plants around the country. For example, the blanks for the bar frames were produced by the Izhora Plant in Leningrad (now St. Petersburg) and machined at the Krasnoye Sormovo Plant in Gorky (now Nizhny Novgorod). Nevertheless, on 6th November 1931, on the eve of the next anniversary of the October Revolution, steam locomotive FD20 1 brought a train with the Luhansk Locomotive Works workers to Moscow.","subtitle":"The First Steam Locomotive of Its Class"},{"quote":"","title":"","images":[],"content":"From March to May 1932, the new steam locomotive underwent testing on the Southern Railways under the Institute for Traction Reconstruction. At speeds of above 30 km\/h, the class FD proved to be twice as powerful as EU<\/sup> steam locomotives.\r\n\r\nSeries production of FD steam locomotives began in Luhansk (renamed to Voroshilovgrad in November 1935) in August 1933. From 1931 to 1941, a total of approximately 3,220 FD20 and FD21 steam locomotives were produced.","subtitle":""},{"quote":"","title":"","images":[],"content":"Improvements were continuously made to the performance of the steam locomotives during series production. The biggest update was made in 1940, when significant changes were made to the design of the steam locomotive. The extent of this can be seen in the 123 assembly drawings out of the total 450 for the steam locomotive and tender which were replaced with new drawings.\r\n\r\nIn addition, changes were made to 63 more old drawings. The main innovations included the all-welded boiler and firebox, the addition of a wide-tubed L-40 superheater, the use of disc wheelsets for trailing axles and reinforcement of the frame with new interframe fittings. These steam locomotives were given the designation FD21. Prototype FD locomotives were also built, using pulverized-coal-fired boiler and steam condensing devices. However, work on these steam locomotives did not progress beyond experiments.","subtitle":"Improving the Design"},{"quote":"In 1936, FD20 508 pulled a record-setting train weighing 11,230 t and 564 axles long.","title":"In Operation","images":[],"content":"After construction, FD steam locomotives were sent to the most heavily worked sections and mainlines in the Soviet rail network: Moscow-Kharkiv, Rostov-Michurinsk, Kharkiv-Bryansk, Leningrad-Vitebsk, Moscow-Orsha and others.\r\n\r\nDespite the difficulties inherent to the introduction of such a revolutionary machine as the class FD steam locomotive to the USSR’s railways, by the time the Great Patriotic War broke out, steam locomotive engineers and technicians had generally mastered the operation of these vehicles.","subtitle":"Heavy Workload"},{"quote":"","title":"","images":[],"content":"The high-performance capabilities of steam locomotives meant the drivers working with the class FD could achieve impressive results. As an example, on 11–12th February 1936, on the Shumikha-Kurgan section of the South Ural Railway, steam locomotive FD20 508 pulled a record-setting train weighing 11,230 t and 564 axles long.\r\n\r\nA flat section with gradients of up to 6 % was chosen for this record-setting event, and a uniform heavy-duty train of four-axle cars connected by automatic couplers was formed up. It is evident that this record bears little similarity to real operating conditions. Nevertheless, it testified to the considerable capabilities of the class FD steam locomotives.","subtitle":""},{"quote":"","title":"","images":[],"content":"After the outbreak of the Great Patriotic War, most FD steam locomotives were evacuated from the railways in the western parts of the country to the east. Many were transferred to storage, as the operation of heavy steam locomotives such as the class FD was only possible on reconstructed sections of track.\r\n\r\nAfter the end of the war, FD steam locomotives were gradually returned to operation on the railways of the western parts of the country. However, their operation proved very difficult due to the poor condition of the track equipment on Soviet railways, especially in the immediate years following the war.\r\n\r\nSince FD steam locomotives were operated only on heavily worked mainlines, their replacement with diesel and electric locomotives was carried out relatively quickly, by the early1960s. The last locomotives were in operation until the mid-1960s, for example, on the South-Eastern Railway. Steam locomotives were moved to storage and gradually removed from the inventory or transferred to industry, in most cases for use as stationary boiler plants. The process of decommissioning and transferring FD steam locomotive was quite lengthy all told: from the late 1950s to the mid 1980s.","subtitle":"Before and After the War"},{"quote":"Approximately 1,050 FD-class steam locomotives were transferred to China after the war. There, their designation was changed several times, and sometimes made reference to “friendship”, and sometimes to “anti-revisionist”.","title":"","images":[],"content":"One of the most interesting chapters in the story of FD steam locomotives is their use of the railways of China. After a significant number of FD steam locomotives had been moved to storage, it was decided to transfer some of these swiftly abandoned but powerful locomotives to the railways of the PRC. From 1958 to 1961, approximately 1,050 FD steam locomotives were transferred to China. Their conversion to 1,435-mm gauge was undertaken in the PRC.","subtitle":"In China"},{"quote":"","title":"","images":[],"content":"On the Chinese railways, the FD steam locomotives went through several class designations. To begin with, they were called the class YH, meaning “friendship”. During the Cultural Revolution, they were renamed to FX, meaning “anti-revisionist”. Finally, in 1971, they became once more known as the class FD. Operation of FD steam locomotives in China continued until October 1985. Today, the railway museums of Beijing and Shenyang house two FD steam locomotives.\r\n\r\nWithin the former Soviet Union, approximately 25 examples from this once-massive class of steam locomotives can be found in museums and on plinths.","subtitle":""},{"quote":"","title":"In the Museum","images":[],"content":"Freight steam locomotive FD20 1103 was manufactured at the Voroshilovgrad Locomotive Works in 1936. The steam locomotive’s serial number is unknown.\r\n\r\nIt was put into operation on the South Ural, Kuybyshev and Odesa Railways. During the Great Patriotic War, FD20 1103 became one of the steam locomotives converted to type 1-5-2 to reduce the axle load. Instead of a single-axle support truck, this type of locomotive used one with two axles. The converted locomotives were called the FDR class. This considerably reduced the axle load, meaning class FDR steam locomotives could be operated on lines with a relatively weak upper track structure. After the war, the steam locomotives were converted back to type 1-5-1.\r\n\r\nAfter the end of operation in the early 1960s, steam locomotive FD20 1103 was retired to the Tzvetkovo Storage Base on the Odesa Railway, where it remained until 1987. In June 1987, it was transferred for use as a boiler plant at industrial complex no. 55 of the Ministry of Defence of the USSR. The reinforced concrete plant of this complex, where FD20 1103 ended up, was located not far from Moscow Sheremetyevo Airport. In 1991, the steam locomotive was purchased from the owner by the Central Museum of the Oktyabrskaya Railway at the price of scrap metal and delivered to the museum in Shushary.","subtitle":"FD20 1103"}]

Характеристики (блоками): [{"name":"Total number of steam locomotives, pcs.","type":"number","value":"2 925","is_two_colls":false},{"name":"Height, mm","type":"number","value":"4 650","is_two_colls":false},{"name":"Width, mm","type":"number","value":"3 150","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"85","is_two_colls":false},{"name":"Minimum curve radius, m","type":"number","value":"105,5","is_two_colls":false},{"name":"Power, l.s.","type":"number","value":"3 000","is_two_colls":false},{"name":"Axial formula","type":"number","value":"1–5–1","is_two_colls":false},{"name":"Locomotive weight when empty, t","type":"number","value":"131,8","is_two_colls":false},{"name":"Weight of the locomotive in working condition, t","type":"number","value":"102,1","is_two_colls":false},{"name":"Steam pressure in the boiler","type":"number","value":"15 кг\/см2<\/sup>","is_two_colls":false},{"name":"Number of flame tubes","type":"number","value":"130","is_two_colls":false},{"name":"Total evaporating heating surface of the boiler, m2<\/sup>","type":"number","value":"295,16","is_two_colls":false},{"name":"Superheat heating surface (gas), m2<\/sup>","type":"number","value":"148,4","is_two_colls":false},{"name":"Grate area, m2<\/sup>","type":"number","value":"7,04","is_two_colls":false},{"name":"Number of smoke pipes","type":"number","value":"43","is_two_colls":false},{"name":"Diameter of smoke pipes, mm","type":"number","value":"57","is_two_colls":false},{"name":"Diameter of steam superheating pipes, mm","type":"number","value":"30","is_two_colls":false},{"name":"Firebox type","type":"text","value":"Radial","is_two_colls":false},{"name":"Number of cylinders","type":"number","value":"2","is_two_colls":false},{"name":"Cylinder diameter, mm","type":"number","value":"670","is_two_colls":false},{"name":"Piston stroke, mm","type":"number","value":"770","is_two_colls":false},{"name":"Spool diameter, mm","type":"number","value":"330","is_two_colls":false},{"name":"Frame type","type":"text","value":"Block","is_two_colls":false},{"name":"Frame thickness, mm","type":"number","value":"125","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1500","is_two_colls":false},{"name":"Tender type","type":"text","value":"6P and Type 17","is_two_colls":false},{"name":"Number of tender axles","type":"number","value":"6","is_two_colls":false},{"name":"Tender length, mm","type":"text","value":"12 543 \/ 13 090","is_two_colls":false},{"name":"Weight of loaded tender, tonnes","type":"number","value":"120","is_two_colls":false},{"name":"Water reserve, m3<\/sup>","type":"number","value":"44","is_two_colls":false},{"name":"Coal reserve","type":"number","value":"20\/22 tonnes","is_two_colls":false},{"name":"Length with tender 6P according to buffers, mm","type":"number","value":"28 967","is_two_colls":false},{"name":"Superheater type before 1940","type":"text","value":"Double-turn, Schmidt","is_two_colls":false},{"name":"Superheater type since 1940","type":"text","value":"Single-turn, “Lokomotivproekt”","is_two_colls":false},{"name":"Length with tender Type 17 according to buffers, mm","type":"number","value":"28 422","is_two_colls":false},{"name":"Diameter of flame tubes since 1940, mm","type":"number","value":"152","is_two_colls":false},{"name":"Diameter of flame tubes before 1940, mm","type":"number","value":"89","is_two_colls":false}]

История (блоками): [{"year":"1928–1932","content":"Industrialisation is underway in the USSR, and there is a need for a new type of freight locomotive."},{"year":"1931","content":"Soviet engineers design a new class of locomotive and build the first of them."},{"year":"1933","content":"Series production of class FD steam locomotives begins."},{"year":"1936","content":"Steam locomotive FD20 1103 is built."},{"year":"1941–1945","content":"Class FD steam locomotives are evacuated away from the front and continue to operate."},{"year":"1950–1980","content":"The class FD is gradually decommissioned."},{"year":"1987","content":"Steam locomotive FD20 1103 is transferred to the military for use as a stationary boiler plant."},{"year":"1991","content":"FD20 1103 is bought by the Russian Railway Museum."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/26\/e8\/s226e80384e855cf2bd0a8e09fd03509a538c39b6c.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/0c\/d9\/s20cd957fd253d9a976248efe81a79f58061af2673.jpg","title":""}]

Модель (деталка): FD20 1103

Заголовок (деталка): Freight locomotive

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

Заголовок истории: Chronology

Mnemonic code: 36

Code in external DB source: 355

Name: FD20-1103

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