Exhibits

Steam locomotives

Е^L534

<space=1em><b>Transportation growth</b>

<space=1em>By <nobr>1914</nobr> the Russian locomotive factories had established serial production of fairly advanced freight locomotives of the <nobr>1-4-0</nobr> <nobr>Щ</nobr> series and <nobr>0-5-0</nobr> <nobr>Э</nobr> series. The <nobr>Э</nobr> series locomotives, which had five coupling axles, and whose construction began in <nobr>1912,</nobr> marked the transition to a qualitatively different, higher level of locomotive construction. From that moment until the very end of locomotive production in Russia and the Soviet Union, locomotives with five coupling axles became dominant in the freight fleet of domestic railways.

<space=1em>With the outbreak of World War I, freight traffic in Russia increased significantly. It became absolutely obvious to specialists that there would be a shortage of rolling stock in the near future, primarily modern steam locomotives. Without waiting for this, the Ministry of Railways began to work on the issue of ordering new steam locomotives in the USA.

<space=1em><b>Order in the USA</b>

<space=1em>The Rolling Stock and Traction Commission of the Ministry of Railways considered various types of steam locomotives for order, from <nobr>0-5-0</nobr> to <nobr>1-5-1</nobr>, but all the experts agreed on one thing: the new steam locomotive must have five coupling axles. As a result, a decision was made to order steam locomotives of the <nobr>1-5-0</nobr> type in the USA.

<space=1em>In the summer of <nobr>1915</nobr> the Ministry of Railways and American locomotive building companies signed contracts for the construction of <nobr>400 locomotives</nobr> of the <nobr>1-5-0</nobr> type, which received the <nobr>E</nobr> series in Russia. The Canadian locomotive building company received an order to build <nobr>50 locomotives —</nobr> <nobr>E^K</nobr> series. The American locomotive building company "ALCO" was to build <nobr>100 locomotives —</nobr> <nobr>E^C</nobr> series. <nobr>250 steam locomotives</nobr> ordered by <nobr>Baldwin</nobr> — <nobr>E^F</nobr> series.

<space=1em><b>Inconsistency</b>

<space=1em>Despite the identical task given to the factories, each of them designed the steam locomotives independently. As a result, with identical characteristics, the steam locomotives had significant design differences. The arrival of engineer <nobr>A.I. Lipets</nobr> on a mission to the USA to ensure the unification of parts could change little. On the one hand, the factories were given very strict deadlines for the delivery of steam locomotives. On the other hand, they were competitors in the locomotive construction market and were not interested in cooperation. Despite this, <nobr>A.I. Lipets</nobr> did a great job of achieving the unification of American-built steam locomotives.

<space=1em><b>The First Machines</b>

<space=1em>New machines began to arrive in Russia in October <nobr>1915</nobr> The first ship with steam locomotives <nobr>E^C 251–256</nobr> arrived in Vladivostok <nobr>October 14</nobr>. The locomotives arrived in Vladivostok disassembled, and were assembled in the Harbin workshops of the Chinese Eastern Railway, for which purpose the workshops' production areas were expanded. The locomotives were assembled by Chinese contractors <nobr>Fan-zo-ting</nobr> and <nobr>Ai-yu-zen</nobr>.

<space=1em><nobr>January 26</nobr> <nobr>1916</nobr> The Harbin workshops were visited by Grand Duke Georgy Mikhailovich. In connection with this event, the steam locomotive <nobr>E^F 1</nobr> was given its own name "Grand Duke Georgy Mikhailovich" and metal plates with the said inscription were attached.

<space=1em>The steam locomotives assembled in the workshops were delivered hot to the Transbaikal Railway at Manchuria station. New locomotives were delivered to the Ekaterininskaya, Permskaya and Samara-Zlatoust Railways. About <nobr>50 steam locomotives</nobr> worked on the Transbaikal Railway.

<space=1em><b>Ambiguous assessment</b>

<space=1em>The steam locomotives of the <nobr>1-5-0</nobr> type, ordered <nobr>in 1915</nobr>, that arrived in Russia received an ambiguous assessment from operators. Complaints were mainly about the American units and parts (bar frames, axle boxes, spring suspension, cylinders, boiler fittings) that were unfamiliar to domestic locomotive crews and repairmen.

<space=1em>In addition, problems with the supply of spare parts for steam locomotives that had serious design differences within the same series, insufficient quality of manufacture of some units and parts, deterioration of the condition of the locomotives during sea transportation, which took <nobr>60-80 days</nobr>, led to the frequent failure of new steam locomotives.

<space=1em>Also, the operators gave a negative assessment to the shallow firebox of the new locomotives, designed to use lean coals and anthracites. All these shortcomings had to be taken into account when ordering the next batches of locomotives in the USA.

<space=1em><b>Fixing the Problems</b>

<space=1em>From April to September <nobr>1916</nobr> The Rolling Stock and Traction Commission of the Ministry of Railways held several meetings devoted to changing the design of the <nobr>1-5-0</nobr> steam locomotives to be ordered in America. The list of these changes was approved by the Deputy Head of the Railway Administration of the Ministry of Railways <nobr>L.N. Bazhanov</nobr> <nobr>August 8</nobr> <nobr>1916</nobr> and sent to American factories.

<space=1em>According to this list, the locomotive boiler axle was to be raised to a height of <nobr>3,050 mm</nobr> in order to deepen the firebox. It was decided to borrow a number of units and parts from Russian locomotives. For example, it was necessary to use a variable cone similar to that of the <nobr>Series C</nobr> locomotives, and the superheater chamber damper mechanism was supposed to be made according to the model of the <nobr>Series K</nobr> locomotives. The safety plugs were designed to be of the Russian type, like those of the <nobr>Series Shch and S</nobr>.

<space=1em>The locomotives built with the design changes listed above were initially designated the <nobr>E^H</nobr> series with the subscripts <nobr>«ф» —</nobr> «Philadelphia», and <nobr>«с» —</nobr> «Schenectady». Later they were designated as the <nobr>E^L</nobr> series, where the upper index was assigned based on the first letter of the engineer's last name, <nobr>A.I. Lipets</nobr>, who put a lot of effort into improving the design of these locomotives.

<space=1em><b>New contracts</b>

<space=1em>Negotiations on new deliveries of American steam locomotives began back in <nobr>1916</nobr>, and in November <nobr>1916</nobr> two contracts were concluded with the Baldwin and ALCO companies for <nobr>40 machines</nobr> to each manufacturer. Baldwin manufactured locomotives <nobr>No. 541–580</nobr>, and <nobr>ALCO manufactured locomotives <nobr>No. 501–540</nobr>. Then, on <nobr>December 18</nobr> <nobr>1916</nobr> two more contracts were signed with these companies, according to which each company manufactured <nobr>110 locomotives</nobr>. Accordingly, Baldwin's machines received numbers <nobr>581–690</nobr>, and <nobr>ALCO's locomotives</nobr> <nobr>691–800</nobr>. Later, on <nobr>April 17</nobr> <nobr>1917</nobr>, the Baldwin company was given an order by a representative of the Ministry of Railways for <nobr>75 more vehicles</nobr>, which received numbers <nobr>801–875</nobr>.

<space=1em>In May <nobr>1917</nobr>, Professor <nobr>Yu.V.Lomonosov</nobr> was sent to the USA together with other specialists to manage and coordinate all deliveries of rolling stock for the Ministry of Railways (it was planned to manufacture and send to Russia <nobr>2,000 steam locomotives</nobr> and <nobr>40,000 cars</nobr>). Upon arrival, he formed the Railways Mission, whose personnel were to deal with the ordering, acceptance and sending to Russia of railway equipment and materials.

<space=1em><b>On credit</b>

<space=1em>In <nobr>1917</nobr> the United States entered World War I and began to provide Russia, as an ally, with loans for the supply of weapons and rolling stock. Thanks to this, contracts were concluded for the production of <nobr>500 steam locomotives</nobr> of the <nobr>1-5-0</nobr> type, which the Baldwin and ALCO firms were to produce by <nobr>April 1</nobr> <nobr>1918</nobr>

<space=1em>The design of these machines was similar to the previously ordered <nobr>375 locomotives</nobr> <nobr>E^L</nobr> series. The differences include the use of split bearings on the middle coupling pin of the crank instead of a blind bushing. In addition, the connecting rods and unbalanced masses of the driving wheel were lightened. These changes were made to improve the locomotive's weight distribution.

<space=1em><b>After the Revolution</b>

<space=1em>Due to the revolution and Russia's actual withdrawal from the war, the US government stopped providing credit for the supply of steam locomotives. This measure affected the order for <nobr>500 locomotives</nobr> under the contracts of the summer of <nobr>1917</nobr>, which were to be built in <nobr>1918</nobr>

<space=1em>The cost of one locomotive under these contracts was <nobr>55,730 dollars</nobr>. It should be noted that American factories were ready to continue producing locomotives on the condition that the Ministry of Railways mission would find a way to pay for them. Since <nobr>20%</nobr> of the cost of all <nobr>500 machines</nobr> had been paid before the October Revolution, the parties came to an agreement that these funds would be considered full payment for the first hundred locomotives. These machines were first stored at the manufacturing plants, and then at a special base of the Russian Ministry of Railways in Seattle.

<space=1em>However, it was not possible to find the money to pay for another <nobr>400 machines</nobr>. Under an agreement with the US government, <nobr>200 locomotives</nobr> were produced on a <nobr>1,435 mm</nobr> track and transferred to work on the railways of North America. The Russian authorities were granted the right to subsequently buy them back at a reduced price.

<space=1em>It was decided to postpone the production of another <nobr>200 machines</nobr>, with the Russian Ministry of Railways retaining the right to order them subsequently under previously agreed terms. In fact, from the end of 1917 to May <nobr>1918</nobr> under this order, <nobr>300 machines</nobr> were built, of which <nobr>100 were later</nobr> sent to Russia, and <nobr>200</nobr> remained in the US.

<space=1em>It should be noted that by the time of the October Revolution, an agreement had been reached between the Russian Ministry of Railways and the American authorities and factories on the terms of delivery of another <nobr>1,500 steam locomotives</nobr> of the <nobr>1-5-0</nobr> type. However, due to the outbreak of the revolution, the signing of contracts for the delivery of these machines did not take place.

<space=1em><b>Further deliveries</b>

<space=1em>From the beginning of <nobr>1918</nobr> the allies stopped providing steamships for sending locomotives to Vladivostok. Deliveries resumed only in November <nobr>1918</nobr>, when the first steamship with two steam locomotives left. After that, from January <nobr>1919</nobr>, the transportation of locomotives across the Pacific Ocean became more regular.

<space=1em>The assembly of steam locomotives of the <nobr>E^L</nobr> series from among the actually ordered batch of <nobr>500 machines</nobr> and the expected batch of <nobr>1,500</nobr> locomotives was supposed to be carried out in Vladivostok locomotive workshops specially built for this purpose. An agreement to this effect was signed in Petrograd on <nobr>June 20</nobr> <nobr>1917</nobr>

<space=1em>Although in the winter of <nobr>1917–1918</nobr> the workshops of this locomotive assembly plant were built in the Gniloy Ugol area of ​​Vladivostok, they were never put into operation. Therefore, the assembly of all decapods delivered to the Far East was carried out in the Harbin workshops of the CER. This work continued until <nobr>1921</nobr> In May <nobr>1919</nobr> eight E^L steam locomotives were sent to Novorossiysk to the Commander-in-Chief of the Armed Forces of the South of Russia <nobr>A.I. Denikin</nobr>.

<space=1em>In total, during the years of the First World War and the Civil War, <nobr>881 steam locomotives</nobr> of the <nobr>1-5-0</nobr> type were sent from the USA and Canada to Russia.

<space=1em><b>Operation</b>

<space=1em>Initially, most of the received steam locomotives of the <nobr>E series</nobr> of various indexes worked on the roads of the European part of the country, the Urals and Siberia. On <nobr>January 1</nobr> <nobr>1923</nobr> <nobr>604 steam locomotives</nobr> listed in the inventory fleet of the Ministry of Railways were distributed as follows: Ekaterininskaya Railway — <nobr>61 steam locomotives</nobr>, Perm Railway — <nobr>266 steam locomotives</nobr>, Siberian Railways — <nobr>277 steam locomotives</nobr>.

<space=1em>By the beginning of the Great Patriotic War, steam locomotives of the <nobr>E</nobr> series were mainly used on the East Siberian Railway, in Transbaikalia and in the Far East of the USSR. In <nobr>1954</nobr> <nobr>12 E^L steam locomotives were converted to work on the <nobr>1,435 mm</nobr> gauge and were kept in reserve on the railway sections bordering China. A small number of E^L steam locomotives were transferred to Mongolia in <nobr>1955</nobr> to work on the Ulaanbaatar Railway. In the mid-1950s, the process of transferring E^F, E^S, E^K and E^L steam locomotives to the sidings of industrial enterprises and removing them from the inventory fleet of the Ministry of Railways began.

<space=1em>A separate line in the history of the E^L series steam locomotives is their work on the Chinese Eastern Railway. Of the 124 E^L series steam locomotives that were in the CER fleet by the beginning of the 1920s, 80 machines ended up in the USSR in the 1930s, and the remaining locomotives were sold in 1935 along with the USSR's share of the CER property to <nobr>Manchukuo —</nobr> a state entity under the patronage of Japan. Later, these <nobr>44 locomotives</nobr> were converted to the <nobr>1,435 mm</nobr> gauge and eventually ended up on Chinese railways, where they received the DK₂ series. One of these locomotives, <nobr>DK₂ 114</nobr>, is preserved in China as a museum exhibit.

<space=1em><b>In the USA</b>

<space=1em>The <nobr>200 locomotives</nobr> of the Russian order remaining in the USA were used mainly until the <nobr>1940s</nobr>, until the transition of US railways to diesel traction. Their largest operators were the Erie and Seaboard Air Line. On the industrial ore transportation line of the Eagle Peach Ice Company in Oklahoma, Russian decapods worked until <nobr>1958</nobr> In the United States, there are currently six steam locomotives of the <nobr>E^L</nobr> series. One of them is in working condition.

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

<space=1em>In Russia, two steam locomotives of the <nobr>E^C</nobr> series and two steam locomotives of the <nobr>E^L</nobr> series have survived to this day. Two of them are in museum collections, and two are installed on pedestals in Chelyabinsk and Ussuriysk.

<space=1em>The steam locomotive <nobr>E^L 534</nobr> was built by the ALCO locomotive building plant in the USA in <nobr>1917</nobr>, factory <nobr>number 57483</nobr>.

<space=1em>Since the <nobr>1930s</nobr> the locomotive was used on the Trans-Baikal Railway, including at the Mogzon locomotive depot. In April <nobr>1962</nobr> it was transferred to work on the Tom-Usinskaya GRES sidings in the Kemerovo Region, where it was used until the early <nobr>1970s.</nobr>

<space=1em>In <nobr>1973</nobr> the locomotive was returned to the Ministry of Railways tracks to be removed from the inventory and cut up for scrap metal at the Omsk locomotive depot. However, it remained in Omsk until the early <nobr>1980s.</nobr> when it was registered with the Central Museum of Railway Transport of the USSR and subsequently redeployed to the Zelenogorsk reserve base of the October Railway for preservation. Until <nobr>2016</nobr> the locomotive was exhibited in the museum at the former Varshavsky Station in St. Petersburg.

ID экспоната:  37

Галерея изображений:  http://dpmzdr.infomedia.digital/files/10/ca/s110ca6e12659d55768964aa803199d23ad9854069.jpg / http://dpmzdr.infomedia.digital/files/79/90/s17990a8f6b43535721cf3ec7565cc1cbe64166cdc.jpg

Галерея изображений (оригинал):  http://dpmzdr.infomedia.digital/files/10/ca/10ca6e12659d55768964aa803199d23ad9854069.jpg / http://dpmzdr.infomedia.digital/files/79/90/7990a8f6b43535721cf3ec7565cc1cbe64166cdc.jpg

Галерея изображений 2000:  http://dpmzdr.infomedia.digital/files/10/ca/s210ca6e12659d55768964aa803199d23ad9854069.jpg / http://dpmzdr.infomedia.digital/files/79/90/s27990a8f6b43535721cf3ec7565cc1cbe64166cdc.jpg

Исторические фото:  http://dpmzdr.infomedia.digital/files/bf/c3/s1bfc396560c17f4aed94b4ef17f7d1e9e121c286f.png / http://dpmzdr.infomedia.digital/files/c3/d1/s1c3d14cbe03c1187cc2c9ecc0f712182cc8138440.png / http://dpmzdr.infomedia.digital/files/89/62/s189626d9af36c0dbdc963753151683c1c367adbe7.png / http://dpmzdr.infomedia.digital/files/d0/93/s1d093d56dca898fce9bdc53d71e4a1ff299196895.png / http://dpmzdr.infomedia.digital/files/8c/a4/s18ca4eda053a2712fdd8616dbfbf3261719002622.png / http://dpmzdr.infomedia.digital/files/9c/f3/s19cf357c13b30bd085131695d43cf44c3e627be8b.png

Параметры (технические характеристики):  Year 1917 Manufacturing plant ALCO / Locomotive operating weight without tender, t 85,0  Steam engine coupled weight,  t 75,1 Design speed, km/h 55 (70)  Max power at wheel tread,  hp 1 400 Locomotive length with tender, mm 21 538  Steam locomotive length, mm 12 396  Driving wheel diameter, mm 1 320 Cylinder diameter, mm 635  Piston stroke, mm 711  Boiler steam pressure, kg/cm² 12,7  Firebox type Radial Grid bar area, m² 6,0  Full boiler evaporating heating surface, m² 240,2  Superheater tube heating surface, m² 61,3  Tender type 4-axle Tender empty weight, t 26  Water stock, m³ 28  Coal stock, t 16  Trolley type Diamond frame Tender length, mm 9 142 

План:  http://dpmzdr.infomedia.digital/files/c3/c8/c3c8946cfdca26fd341ef149a9fa4e79b60c2488.png / http://dpmzdr.infomedia.digital/files/7d/82/7d8242f27dd05b2d7861c2533542060d670299bd.png

План 1000:  http://dpmzdr.infomedia.digital/files/c3/c8/s1c3c8946cfdca26fd341ef149a9fa4e79b60c2488.png / http://dpmzdr.infomedia.digital/files/7d/82/s17d8242f27dd05b2d7861c2533542060d670299bd.png

План 2000:  http://dpmzdr.infomedia.digital/files/c3/c8/s2c3c8946cfdca26fd341ef149a9fa4e79b60c2488.png / http://dpmzdr.infomedia.digital/files/7d/82/s27d8242f27dd05b2d7861c2533542060d670299bd.png

Хронология:  <space=1em>In 1916, the construction of the bridge across the Amur was completed and through traffic on the Trans-Siberian Railway was to open, bypassing the CER. In addition, transportation was growing - new and more powerful locomotives were needed. <space=1em>At the suggestion of Comrade (Deputy) Minister of Railways N. L. Shchukin, 400 freight locomotives of the 1-5-0 type were ordered in America in June 1915. 250 locomotives were ordered from the Baldwin plant in Philadelphia, 100 from the American Locomotive Company (ALCO) in Schenectady, and 50 from the Canadian Locomotive Company in Kingston. Their series were designated by their place of production: E^F, E^S and E^K respectively. <space=1em>In October 1915, the first steam locomotives were sent from New York to Vladivostok by different routes: across the Atlantic (around the Cape of Good Hope) and Indian Oceans or through the Strait of Magellan and the Pacific Ocean. The journey took from 60 to 80 days. Then the locomotives were sent by rail to the Harbin main workshops of the Chinese Eastern Railway. In the workshops, brake equipment was installed on them. They were also prepared for transportation to the European part of Russia to work on the Yekaterininskaya, Samara-Zlatoust and Perm railways. As of July 1, 1917, there were 398 steam locomotives of this type on the network. <space=1em>Due to the short design and manufacturing times, the locomotives turned out to be flawed, but still showed good traction qualities. <space=1em>Therefore, with the next order in 1916, the American factories were sent a list of requirements for eliminating the deficiencies. In November 1916, 80 locomotives were ordered (No. 501–580) and another 220 in December (No. 581–800). A special group led by Professor Yu. V. Lomonosov and leading engineer A. I. Lipets was sent to the factories. In order to distinguish the new locomotives from the locomotives of the previous order, they were initially assigned the E^H series, where H stands for new. But Yu. V. Lomonosov suggested assigning them the E^L designation, after the last name of engineer Lipets, in recognition of their great contribution to the creation of the new machines. <space=1em>At the beginning of 1917, the Ministry of Railways issued another order for the production of E^L series locomotives. American factories were busy producing locomotives for England and France, so only the Baldwin factory could accept the order for 75 locomotives (E^L No. 801–875). After April 6, 1917, when the United States of America entered World War I against Germany, orders for locomotives were considered military. <space=1em>Before the October Revolution, only 100 locomotives (No. 876–925 and No. 1126–1175) were sent to Russia. A total of 881 E-series locomotives of various indexes were sent from 1915 to 1918. <space=1em>After arriving from the factories, the locomotives operated on the European part of the railway network, but then they were gradually transferred to the railways of Siberia and the Far East. <space=1em>Locomotive E^L534 was built by the ALCO plant in 1917 and further equipped by the CER workshops in Harbin. One of the few surviving "Russian decapods" built in 1915-1917. <space=1em>Next to the E^L locomotive there is a sculpture group - the locomotive crew: the engineer, the assistant engineer and the fireman, who is looking out of the cabin. When the multimedia screen is launched, the sculptures will come to life to tell about their difficult but interesting professions. <space=1em>Freight locomotive E^L534 belongs to the Central Museum of Railway Transport in St. Petersburg.

Блоки описания:  [{"quote":"The construction of the Trans-Siberian Railway led to a sharp increase in transportation volumes, necessitating the development of an improved freight steam locomotive class.","title":"","images":[],"content":"By 1914, Russian steam locomotive plants established the mass production of advanced freight steam locomotives, including the 1-4-0 type of class Shch and the 0-5-0 type of class E. The class E locomotives, featuring five coupling axles and introduced in 1912, took a quantum leap for the steam locomotive construction. From that point until the end of steam locomotive production in Russia and the Soviet Union, locomotives with five coupling axles had been dominating the freight fleet of domestic railways.","subtitle":"Increased Transportation Needs"},{"quote":"","title":"","images":[],"content":"With the outbreak of World War I, freight transport in Russia grew significantly. It became immediately clear to specialists that a shortage of rolling stock, particularly modern steam locomotives, was imminent. Anticipating this, the Ministry of Railways began exploring the possibility of ordering new steam locomotives from the United States.","subtitle":""},{"quote":"The first batch ordered in the United States consisted 400 class E locomotives.","title":"New Class","images":[],"content":"The Rolling Stock and Traction Commission of the Ministry of Railways evaluated various types of steam locomotives for procurement, ranging from 0-5-0 to 1-5-1 wheel arrangements. However, all experts unanimously agreed on one key requirement—the new steam locomotive must feature five coupling axles. Ultimately, the decision was made to order 1-5-0 type steam locomotives from the USA.","subtitle":"Ordered from the USA"},{"quote":"","title":"","images":[],"content":"In the summer of 1915, the Ministry of Railways signed contracts with U.S. locomotive manufacturers for the production of 400 type 1-5-0 steam locomotives, which were designated as the E class in Russia. The Canadian Locomotive Company received an order for 50 locomotives of the E <sup> K <\/sup> class. The American Locomotive Company, or ALCO, was contracted to produce 100 locomotives of the E <sup>S <\/sup> class. 250 locomotives of the E <sup> F <\/sup> class were ordered from the Baldwin Locomotive Works.","subtitle":""},{"quote":"","title":"","images":[],"content":"Although the plants were given the same specifications, each developed its own design for the locomotives. As a result, despite sharing identical technical characteristics, the locomotives exhibited significant design differences. The arrival of Engineer Alphonse Lipetz, dispatched by the Ministry of Railways to the USA to oversee the standardisation of parts, had limited effect. On the one hand, the plants faced very tight deadlines for locomotive delivery. On the other hand, as competitors in the locomotive manufacturing market, they were unwilling to collaborate. Nevertheless, Alphonse Lipetz made considerable efforts to ensure the unification of parts across American-built locomotives.","subtitle":"Inconsistency"},{"quote":"The steam locomotives were delivered from the USA by sea disassembled and were assembled at the Harbin workshops of the Chinese Eastern Railway.","title":"Beginning of Deliveries","images":[],"content":"New machines began to arrive in Russia in October 1915. The first ship with EC 251–256 steam locomotives arrived in Vladivostok on October 14. The steam locomotives arrived in Vladivostok disassembled, and they were assembled in the Harbin workshops of the Chinese Eastern Railway, for which purpose the workshops’ production areas were expanded. The locomotives were assembled by Chinese contractors Fan-zo-ting and Ai-yu-zen.","subtitle":"The First Machines"},{"quote":"","title":"","images":[],"content":"On 26th January 1916, Grand Duke George Mikhailovich of Russia visited the Harbin workshops. In honour of this event, the E <sup>F <\/sup> 1 steam locomotive was given its own name “Grand Duke George Mikhailovich”, and metal plaques with this inscription were attached.\r\n<br>\r\nOnce assembled, the steam locomotives were delivered to the Transbaikal Railway via the Manchuria Station, ready for immediate use. New locomotives were also delivered to the Yekaterininskaya, Perm, and Samara–Zlatoust Railways. Around 50 steam locomotives were put into service on the Transbaikal Railway.","subtitle":""},{"quote":"Overseas transportation took up to 80 days. Deteriorated in the process, these steam locomotives called for frequent repairs.","title":"","images":[],"content":"The 1-5-0 type steam locomotives ordered in 1915 received mixed evaluations from Russian operators. The main complaints centred around American components and parts, such as bar frames, axle boxes, spring suspension, cylinders, and boiler fittings, which were unfamiliar to local locomotive crews and repairmen.","subtitle":"Mixed Reception"},{"quote":"","title":"","images":[],"content":"In addition, issues with the supply of spare parts for steam locomotives, which had significant design differences within the same class, as well as the insufficient quality of some units and parts, contributed to frequent breakdowns. The condition of the steam locomotives deteriorated during the 60–80 day sea transport, further complicating matters.\r\n<br>\r\nOperators also gave negative feedback on the shallow firebox of the new steam locomotives, which was designed for anthracites and semi-anthracites. These shortcomings had to be considered when ordering the next batch of steam locomotives from the USA.","subtitle":""},{"quote":"","title":"","images":[],"content":"From April to September 1916, the Rolling Stock and Traction Commission of the Ministry of Railways held several meetings to discuss changes to the design of the 1-5-0 type steam locomotives to be ordered from America. The list of proposed changes was approved by L. N. Bazhanov, the Deputy Head of the Railway Administration of the Ministry of Railways, on 8th August 1916, and sent to American plants.\r\n<br>\r\nAccording to this list, the height of the locomotive boiler axis was to be raised to 3,050 mm in order to deepen the firebox. It was also decided to incorporate several assemblies and parts from Russian steam locomotives. For example, a variable blastpipe similar to that of the class S locomotives was to be used, and the superheater chamber damper mechanism was to follow the K-class design. The fuse plugs were also to be designed according to the Russian model, similar to those used in the Shch- and S-class locomotives.\r\n<br>\r\nSteam locomotives built with these design changes were initially designated as the E <sup> N <\/sup> class, with the subscripts “p” for “Philadelphia” and “c” for “Schenectady”. Later, they were assigned the E<SUP>L<\/SUP> class designation, with the superscript honouring Alphonse Lipets, who played an important role in improving the design of these locomotives.","subtitle":"Troubleshooting"},{"quote":"In 1917, it was planned to manufacture 2,000 locomotives and 40,000 cars in the USA and deliver them to Russia.","title":"Continuation of the Project","images":[],"content":"Negotiations for new deliveries of American steam locomotives began in 1916, and in November 1916, two contracts were concluded with Baldwin Locomotive Works and American Locomotive Company companies for 40 locomotives each. Baldwin built locomotives No. 541–580, while ALCO built No. 501–540. Then, on 18 December 1916, two more contracts were signed with these companies, with each manufacturer producing 110 steam locomotives. As a result, Baldwin-built locomotives were numbered 581–690, while ALCO-built locomotives were numbered 691–800. Later, on 17th April 1917, Baldwin received another order from the Ministry of Railways for 75 more locomotives, numbered 801–875.","subtitle":"New contracts"},{"quote":"","title":"","images":[],"content":"In May 1917, Professor Yury Lomonosov, along with other specialists, was sent to the USA to oversee and coordinate all deliveries of rolling stock for the Ministry of Railways (it was planned to manufacture 2,000 locomotives and 40,000 cars and deliver them to Russia). Upon arrival, he established the Railways Mission, a team responsible for ordering, accepting, and dispatching railway equipment and materials to Russia.","subtitle":""},{"quote":"","title":"","images":[],"content":"In 1917, the United States entered World War I and began providing Russia, as an ally, with loans for the supply of weapons and rolling stock. As a result, contracts were signed for the production of 500 1-5-0 type steam locomotives, which were to be manufactured by Baldwin and ALCO by 1st April 1918.\r\n<br>\r\nThese locomotives shared the same design as the previous 375 locomotives of the class E <sup>L <\/sup>. Notable differences included the use of split bearings on the middle coupling pin, replacing the previous blind bushing. Additionally, the connecting rods and unbalanced masses of the driver wheels were lightened. These modifications were made to improve the weight distribution of the steam locomotive.","subtitle":"On credit"},{"quote":"Following Russia’s effective withdrawal from World War I after the revolution, the US government stopped crediting the supply of steam locomotives.","title":"","images":[],"content":"Due to the revolution and Russia’s de facto withdrawal from World War I, the US government ceased providing credit for the supply of steam locomotives. This decision had the greatest impact on the order for 500 locomotives under contracts concluded in the summer of 1917, which were scheduled for construction in 1918.","subtitle":"After the Revolution"},{"quote":"","title":"","images":[],"content":"The cost of one locomotive under these contracts was $55,730. At the same time, American plants were willing to continue producing locomotives, provided that the Ministry of Railways’ mission would find a way to pay for them. Since 20% of the cost of all 500 machines had been paid before the October Revolution, the parties agreed that these funds would be considered full payment for the first hundred locomotives. These machines were initially stored at the manufacturing plants and later at a special Russian Ministry of Railways base in Seattle.\r\n<br>\r\nHowever, the funds to pay for the remaining 400 locomotives weren’t found. Under an agreement with the US government, 200 locomotives were converted to a 1,435 mm gauge and transferred to work on North American railroads. The Russian authorities were given the right to repurchase them later at a reduced price.\r\n<br>\r\nThe production of another 200 locomotives was postponed, while the Russian Ministry of Railways retained the right to order them later under previously agreed conditions. In fact, 300 locomotives were built for this order between the end of 1917 and May 1918, of which 100 were later sent to Russia, and 200 remained in the USA.\r\n<br>\r\nIt is worth noting that, by the time of the October Revolution, an agreement had been reached between the Russian Ministry of Railways and the American authorities and plants regarding the terms of delivery for additional 1,500 type 1-5-0 steam locomotives. However, due to the revolution, the contracts for the supply of these locomotives were never signed.","subtitle":""},{"quote":"","title":"","images":[],"content":"From the beginning of 1918, the Allies stopped providing steamships for transporting locomotives to Vladivostok. Deliveries resumed only in November 1918, when the first steamship departed, carrying two steam locomotives. After that, from January 1919, locomotive transportation across the Pacific Ocean became more regular.\r\n<br>\r\nThe assembly of the class E <sup>L <\/sup> steam locomotives from the actually ordered batch of 500 machines and the planned batch of 1,500 locomotives was supposed to take place in the Vladivostok steam locomotive workshops, which were built specifically for this purpose. The corresponding agreement was signed in Petrograd on 20th June 1917.\r\n<br>\r\nAlthough the workshops of this locomotive assembly plant were constructed in the Gniloy Ugol district of Vladivostok during the winter of 1917–1918, they were never put into operation. As a result, the assembly of all Decapods, as they called type 1-5-0, arriving in the Far East was carried out in the Harbin workshops of the Chinese Eastern Railway. This work continued until 1921. In May 1919, eight E<SUP>L<\/SUP> locomotives were sent to Novorossiysk to the Commander-in-Chief of the armed forces of the South of Russia, Anton Denikin.\r\n<br>\r\nIn total, during World War I and the Civil War, 881 1-5-0 type steam locomotives were sent from the USA and Canada to Russia.","subtitle":"Further Deliveries"},{"quote":"","title":"","images":[],"content":"Initially, the majority of the class E steam locomotives of various indexes operated on the railways of the European part of Russia, the Urals, and Siberia. As of 1 January 1923, 604 steam locomotives listed in the inventory fleet of the Ministry of Railways were distributed as follows: Yekaterininsky Railway—61 steam locomotives, Perm Railway—266 steam locomotives, Siberian Railways—277 steam locomotives.\r\n<br>\r\nBy the beginning of the Great Patriotic War, class E steam locomotives were primarily used on the East Siberian Railway, in Transbaikal, and in the Far East of the USSR. In 1954, 12 EL steam locomotives were converted to operate on a 1,435 mm gauge and were kept in reserve on sections of railways bordering China. A small number of E<SUP>L<\/SUP> steam locomotives were transferred to Mongolia in 1955 to operate on the Ulaanbaatar Railway. In the mid-1950s, the process of transferring E <sup>F <\/sup>-, E <sup>S <\/sup>-, E <sup>K <\/sup>-, and E <sup>L <\/sup>-class steam locomotives to the branch lines of industrial enterprises and removing them from the inventory of the Ministry of Railways began.\r\n<br>\r\nA significant chapter in the history of the class E<SUP>L<\/SUP> steam locomotives is their operation on the Chinese Eastern Railway. At the beginning of the 1920s, there were 124 class E<SUP>L<\/SUP> locomotives in the Chinese Eastern Railway fleet. Of these, 80 machines were later transferred to the USSR in the 1930s, while the remaining locomotives were sold in 1935, along with the USSR’s share of the Chinese Eastern Railway property, to Manchukuo, a state entity under Japanese control. These 44 locomotives were eventually converted to the 1,435 mm gauge and went on to serve on the railways of China, where they were assigned the class DK <sub>2 <\/sub>. One of these steam locomotives, DK <sub>2 <\/sub> 114, has been preserved in China as a museum exhibit.","subtitle":"Operation"},{"quote":"The 200 unredeemed steam locomotives of the class remained in the USA and were operated there until the 1940s.","title":"","images":[],"content":"The remaining 200 steam locomotives ordered by Russia in the United States were used mainly until the 1940s, when US railroads transitioned to diesel traction. Their largest operators were the Erie Railroad and Seaboard Air Line Railroad. Russian Decapods continued to operate until 1958 on the industrial ore transportation line of the Eagle-Picher Lead company in Oklahoma. Six class E<SUP>L<\/SUP> steam locomotives are stored in the USA. One of them is in working condition.","subtitle":"In the USA"},{"quote":"","title":"","images":[],"content":"In Russia, two E <sup>S <\/sup> steam locomotives and two E <sup>L <\/sup> steam locomotives have survived to this day. Two of these are housed in museum collections, while the other two are displayed on pedestals in Chelyabinsk and Ussuriysk.\r\n<br>\r\nThe E <sup>L <\/sup> 534 steam locomotive was built by the American Locomotive Company in the USA in 1917, with factory number 57483.\r\n<br>\r\nStarting from the 1930s, the steam locomotive was used on the Transbaikal Railway, including at the Mogzon Locomotive Depot. In April 1962, it was transferred to work on the branch lines of the Tom–Usinskaya State District Power Station in the Kemerovo Region, where it operated until the early 1970s. In 1973, the steam locomotive was returned to the Ministry of Railways to be removed from inventory and cut up for scrap metal at the Omsk Locomotive Depot. However, it remained in Omsk until the early 1980s, when it was registered by the Central Museum of Railway Transport of the USSR and subsequently moved to the Zelenogorsk storage base of the Oktyabrskaya Railway for preservation.","subtitle":"Museum Exhibit"}]

Характеристики (блоками):  [{"name":"Manufacturer","type":"text","value":"ALCO","is_two_colls":false},{"name":"Year","type":"number","value":"1917","is_two_colls":false},{"name":"Locomotive weight in working condition without tender, t","type":"number","value":"85.0","is_two_colls":false},{"name":"Locomotive coupling weight, t","type":"number","value":"75.1","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"55 (70)","is_two_colls":false},{"name":"Maximum power at the wheel rim, l. s.","type":"number","value":"1 400","is_two_colls":false},{"name":"Length of locomotive with tender, mm","type":"number","value":"21,538","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1320","is_two_colls":false},{"name":"Cylinder diameter, mm","type":"number","value":"635","is_two_colls":false},{"name":"Piston stroke, mm","type":"number","value":"711","is_two_colls":false},{"name":"Steam pressure in the boiler, kg\/cm<sup>2<\/sup>","type":"number","value":"12.7","is_two_colls":false},{"name":"Firebox type","type":"text","value":"Radial","is_two_colls":false},{"name":"Grate area, m<sup>2<\/sup>","type":"number","value":"6.0","is_two_colls":false},{"name":"Full evaporative heating surface of the boiler","type":"number","value":"240,2 м<sup>2<\/sup>","is_two_colls":false},{"name":"Heating surface of steam superheating tubes, m<sup>2<\/sup>","type":"number","value":"61.3","is_two_colls":false},{"name":"Tender type","type":"text","value":"Four-axle","is_two_colls":false},{"name":"Tender empty weight, t","type":"number","value":"26","is_two_colls":false},{"name":"Water supply, m<sup>3<\/sup>","type":"number","value":"28","is_two_colls":false},{"name":"Coal reserve, t","type":"number","value":"16","is_two_colls":false},{"name":"Tender length, mm","type":"number","value":"9 142","is_two_colls":false},{"name":"Trolley type, t","type":"text","value":"Diamond bel","is_two_colls":false}]

История (блоками):  [{"year":"1915","content":"The Russian Empire ordered the class E<SUP>L<\/SUP> from the USA. The first locomotives arrived in the country at the end of the year."},{"year":"1917","content":"The E<SUP>L<\/SUP> 534 steam locomotive was built at a plant in the USA and sent to the Russian Empire."},{"year":"1973","content":"The E<SUP>L<\/SUP> 534 steam locomotive was supposed to be sent to the scrap yard, but it miraculously escaped this fate."},{"year":"2017","content":"The E<SUP>L<\/SUP> 534 steam locomotive became an exhibit at the Russian Railway Museum."}]

Чертежи (блоками):  [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/c3\/c8\/s2c3c8946cfdca26fd341ef149a9fa4e79b60c2488.png","title":"Чертёж"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/7d\/82\/s27d8242f27dd05b2d7861c2533542060d670299bd.png","title":"Drawing"}]

Модель (деталка):  E^L 534

Заголовок (деталка):  Freight Steam Locomotive

Подвал описания:  Until 2016, the steam locomotive was exhibited in the museum at the former Varshavsky Station in Saint Petersburg.

Заголовок истории:  Chronology

Mnemonic code:  37

Code in external DB source:  362

Name:  Е^L534