Exhibits

Steam locomotives

EA 2201

<space=1em>Allied Assistance

<space=1em>After the first year and a half of the war that were extremely difficult for the Soviet Union, when huge territories were lost, a turning point occurred in the fighting on the Soviet-German front. In the winter and spring of 1943 after the victory at Stalingrad, the Red Army began to advance westward. Although the German troops were still strong and capable of delivering painful blows, the overall course of the war had completely changed. The Germans retreated, and the Red Army, gradually gnawing through the German defenses, liberated the occupied territories. In the liberated territories, following the advancing troops, the railways were restored, and peaceful life gradually returned.

<space=1em>Faced with the need to replenish the railway locomotive fleet, caused by both the large losses of steam locomotives and the lack of ability to quickly resume locomotive production at domestic factories, the Soviet government turned to its ally in the anti-Hitler coalition — the United States.

<space=1em>On April 10 1943 the Chairman of the State Defense Committee I.V. Stalin signed resolution No. 3159c "On the order and delivery of steam locomotives and rails from the USA for the People's Commissariat of Railways in 1943–44". This decree instructed the People's Commissariat of Foreign Trade, when negotiating the placement of orders for steam locomotives in the USA, to proceed from the need to import to the USSR in 1943 1,000 units and 2,000 in 1944

<space=1em>It was proposed to order either EL locomotives, which had already been delivered from America to Russia during the First World War, or "Decapods", which were being built in the USA at that time. In the event that it was impossible to deliver 1,000 new machines from America in 1943, it was ordered to agree to the delivery of "Decapod" steam locomotives from those already in operation in America with their conversion to 1,524 mm gauge.

<space=1em>Following the negotiations, a different decision was made, reflected in the resolution of the State Defense Committee No. 3393c dated May 19 1943: The People's Commissariat of Foreign Trade was allowed to accept the American offer to supply 500 Dekapod steam locomotives in the first half of 1944 and to obtain from the American side the supply of at least 500 more of these machines in the second half of 1944. In addition, the American side was given consent to supply the USSR in 1943 150 steam locomotives 1-4-0 (they were supplied to the USSR and received the ША series, and the order for them was eventually increased to 200 units).

<space=1em>The "Decapod" steam locomotives, mentioned in the State Defense Committee decree № 3393с, later received the ЕА series.

<space=1em>EA Series

<space=1em>To speed up the execution of the order for new machines, Soviet specialists took as a basis the design of the EL steam locomotive, which was delivered to Russia from the USA in 1916–1919. Several hundred of these steam locomotives have proven themselves well over their 25-year service on domestic railways. The dimensions of the steam engine of the new locomotives have been left unchanged, the capacity of the superheater has been increased. With the same grate area (6 m2), the steam locomotive is equipped with a mechanical coal feeder "Standard NT-1". The thickness of the timber frame was increased from 114.3 mm to 127 mm. Other changes were also made.

<space=1em>The new locomotives were externally different from their predecessors, this was facilitated by a new booth, an American-style track cleaner and a searchlight, moved from the top of the boiler to the door of the gable sheet.

<space=1em>First Deliveries

<space=1em>The American ALCO and Baldwin factories began building EA steam locomotives in early 1944. The very first steam locomotive — EA 2201, built by the Baldwin factory, arrived in the USSR in 1944., arriving at the Murmansk port on a ship from one of the famous polar convoys (presumably in convoy JW-58).

<space=1em>The locomotive was immediately sent to the Butovo ring of the Central Research Institute (now the experimental ring of the All-Russian Research Institute of Railway Transport, Shcherbinka station) for testing. The locomotive entered the experimental ring on May 12 1944 Tests showed that due to the use of a mechanical coal feeder and a reinforced superheater, the power of the EA series locomotive increased compared to the power of the EL locomotive by 20–25%.

<space=1em>Improvements

<space=1em>Changes were made to the design of the locomotives during construction. For example, initially the EA locomotives were equipped with grate bars with slab grates. Later, they began to use prefabricated grates (Firebars type grate), which made it possible to regulate live cross-section of the grate by removing individual grates. At the suggestion of engineer V.V. Ivanov, locomotives began to be produced with reinforced pins of the leading wheel pairs, parallels and sliders, and other changes were made to the design.

<space=1em>Such locomotives, the production of which began in 1945, were designated by the EM series. The last 13 locomotives built by the ALCO plant were equipped with a mixing water heater and received the EMB series. In addition, the EA and EM locomotives had different designs of cast frames and tenders of welded or riveted construction.

<space=1em>History of deliveries

<space=1em>The exact number of locomotives of the A and EM series built and delivered to the USSR is still a matter of debate among locomotive historians. This is primarily due to the cooling of relations between the former allies that began shortly after the end of World War II, which is why some of the machines were not sent to the Soviet Union.

<space=1em>20 locomotives were delivered with minor design changes to Finnish Railways, where they received the Tr2 series. What happened to the remaining locomotives built in the USA is not reliably known. There are various versions of their subsequent fate: from transfer to the government of Chiang Kai-shek to cutting them up for scrap metal.

<space=1em>In addition, until recently it was believed that all EA and EM series steam locomotives sent from the USA to the USSR had safely reached their destination. However, diving operations conducted in recent years on the American transport "Thomas Donaldson", torpedoed in 1945 by a German submarine at the entrance to the Kola Bay, have shown that this is not the case. One Esteam locomotive has already been raised from the transport. There may be several more on it.

<space=1em>Legally, not all EA and EM steam locomotives were supplied to the USSR under the Lend-Lease program. Some were acquired under trade agreements. According to the USSR Ministry of Railways, a total of 2,047 EA, EM and EMB steam locomotives were delivered to the railways from the USA during the period 1944–1947.

<space=1em>The EA and EM were delivered from the USA to the Soviet Union via the ports of Murmansk, Molotovsk (Severodvinsk), Vladivostok, and Odessa. The steam locomotives were transported on ships both assembled and disassembled into parts: boiler, undercarriage, tender etc. Final assembly was carried out in large depots, after which the locomotives were either stored at reserve bases awaiting dispatch to their destination, or were immediately sent to their home depot.

<space=1em>Operation

<space=1em>In the initial period of operation, a significant part of the steam locomotives worked in the European part of the country on the Moscow-Kyiv, Moscow-Donbass, Western and some other railways. Some worked in the columns of the special reserve of the NKPS (ORKP). Later, from the 1950s, the vast majority of steam locomotives were operated on the roads of Siberia and the Far East. A small part worked on the roads of Central Asia.

<space=1em>The operation of the EA and EM steam locomotives was basically completed in the mid-1960s with the transition to diesel and electric locomotive traction. Individual machines were used for commercial work until the early 1990s. During their operation, EA and EM steam locomotives were modernized on domestic railways. Since 1957, after increasing the diameter of the pins of the wheel pairs and installing an increase in the adhesion weight, the steam pressure was allowed to be increased from 12.7 kg/cm2 to 14 kg/cm2. Additional sandboxes and fuel oil tanks for combined heating were installed on the locomotives.

<space=1em>The EA and EM steam locomotives, due to their reliability and ease of operation, were very popular with locomotive crews and were nicknamed "American". Due to the origin of these locomotives, many legends circulated around them: each arriving locomotive had a watch for the driver and uniforms for the entire crew, and also always had a hidden box of American stew or a bottle of whiskey. Naturally, there is no documentary evidence of this.

<space=1em>Since the 1960s, the transfer of EA and EM steam locomotives to industrial enterprises began. They worked in many factories, coal mines and timber industry enterprises of Siberia and the Far East, mainly until the 1970s.

<space=1em>Another interesting page in the history of some of the EA series steam locomotives was their conversion to the 1,435 mm track with the installation of a lowered smokestack and a Janey automatic coupling. Several dozen of these machines were stored on transport ramps, at storage depots near the borders of China. A set of 1,435 mm track wheel pairs were found was carried on a platform attached to a steam locomotive. In case of complications with a neighbor, these locomotives could be quickly brought into working order for operation on a track 1,435 mm.

<space=1em>Steam locomotives of the EA and EM series were stored at the MPS reserve bases until the 1980s, after which they began to be excluded from the inventory fleet. On January 1 1992 the USSR Ministry of Railways inventory still included 286 EA and EM steam locomotives, and 15 EA were stored on the 1,435 mm track.

<space=1em>Currently, steam locomotives of these series are available in almost all of the railway equipment museums of JSC Russian Railways : Moscow, Novosibirsk, Rostov etc. In addition, at least 15 machines are installed on pedestals at various stations of the railway network of JSC Russian Railways . Several locomotives are in the fleet of JSC Russian Railways to pull retro trains and participate in ceremonial events. Several EA steam locomotives are preserved in Ukraine, Uzbekistan and Kyrgyzstan.

<space=1em>Museum exhibit

<space=1em>Steam locomotive EA 2201 was built by the Baldwin steam locomotive plant, USA, in 1944, factory number 70517. The locomotive arrived in the Soviet Union on one of the ships of the next polar convoy, which arrived in the Murmansk port (presumably in convoy JW-58).

<space=1em>After assembly, the locomotive was immediately sent to the Butovo ring of the Central Research Institute (now the Experimental Ring of the All-Russian Research Institute of Railway Transport at Shcherbinka station), where it arrived on May 12 1944. On the experimental ring, the locomotive underwent traction and heat engineering tests. Various units of the locomotive that aroused the interest of Soviet specialists were subsequently studied: the "Standard NT-1" stoker, the cross-compound steam-air pump, and other elements that were not typical for Soviet locomotive construction.

<space=1em>The locomotive was on the loop until 1955, after which it was sent for operation on the Far Eastern Railway to the Muli depot (since 1955 the Vysokogornoye depot), where it arrived in June 1955. It was in train service until 1968, after which it was put into reserve at the Vyazemskaya reserve base.

<space=1em>On display

<space=1em>The locomotive was stored in Vyazemskaya until 1992, when it was transferred to the Central Museum of the October Railway and sent to St. Petersburg as part of a convoy of museum equipment.

<space=1em>In December 1992 the locomotive arrived at Shushary station and took its place in the exposition of the railway equipment museum. In 2001–2016 it was exhibited in the museum at the former Varshavsky railway station in St. Petersburg.

ID экспоната: 38

Аудио: http://dpmzdr.infomedia.digital/files/34/47/34472e7a3d53103a5f8467c8ac9d32983323a815.ogg

Галерея изображений: http://dpmzdr.infomedia.digital/files/fe/53/s1fe53861edcc72f37804527bca1f7f1ff094b25e3.jpg / http://dpmzdr.infomedia.digital/files/1b/ea/s11beacc6fa55080fb3553c5d0e7c00fb530405c08.jpg / http://dpmzdr.infomedia.digital/files/4c/b6/s14cb64b9d1bb2f0f3c92d90b37ad025cd379c6aca.jpg

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Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/fe/53/s2fe53861edcc72f37804527bca1f7f1ff094b25e3.jpg / http://dpmzdr.infomedia.digital/files/1b/ea/s21beacc6fa55080fb3553c5d0e7c00fb530405c08.jpg / http://dpmzdr.infomedia.digital/files/4c/b6/s24cb64b9d1bb2f0f3c92d90b37ad025cd379c6aca.jpg

Параметры (технические характеристики): Year 1944 Locomotive operating weight without tender, t 100,4  / Year 1944 Locomotive operating weight without tender, t 100,4 Locomotive operating weight with tender, t 170  Design speed, km/h 70  Max power at wheel tread, hp 2 200 Steam locomotive empty weight, t 84,8  Steam engine coupled weight, t 90,0 Tender type 4-axle Full locomotive wheelbase with tender, mm 18 708  Locomotive length with tender at buffers, mm 21 964  Driving wheel diameter, mm 1 320  Min. curve radius, m 85  Steam pressure, kg/cm² 12,7  Burner type radial Grid bar area, m² 6,0  Full boiler evaporating heating surface(water), m² 229,2  Superheater tube heating surface (gas), m² 75  Smoke tubes, pcs. 162  Smoke tube diameter (outer), mm 51  Fire tubes, pcs. 35  Fire tube diameter (outer), mm 136  Steam superheater type Double ﬂange Superheater tube diameter (outer), mm 38 

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Хронология: <space=1em>In 1941, the Great Patriotic War began, which required the urgent evacuation of the main Soviet locomotive factories: Kharkov, Bryansk, Novocherkassk and Lugansk. Later, they ended up in occupied territory. The construction of new locomotives was stopped, only repair and restoration work was carried out. <space=1em>The US aid program to the allies during World War II - Lend-Lease - involved the supply of a wide range of goods: from food and military equipment to locomotives. The word "lend-lease" comes from the English lend - to lend and lease - to rent out, to hire out. The US Congress introduced it on March 11, 1941, and the USSR joined it in November. In accordance with the program, an order was placed in 1943 for E series steam locomotives of the 1-5-0 type. <space=1em>This type was chosen based on the experience of its construction by American factories. When creating the last type of American-built E-series steam locomotive from 1916–1918, the EL steam locomotive, Russian specialists took part in the development. The series was named after engineer A. I. Lipets, who made the greatest contribution to its creation. The name of the E series corresponded to a free letter of the Russian alphabet, and L to the surname Lipets. Unlike the old E-series steam locomotives, the new ones were assigned the EA series and numbers from 2001 and higher. <space=1em>The locomotives were produced by two factories, like the EL series steam locomotives: Baldwin in Philadelphia and ALCO (American Locomotive Company) in Schenectady. A total of 2,047 machines entered service with the Ministry of Railways. <space=1em>During production, at the suggestion of engineer V. V. Ivanov, the driving mechanism was strengthened: pins, drawbars, sliders, parallels. These locomotives were assigned the EM series (modernized). The last EM series locomotive 4260 was built by the Baldvin plant on August 27, 1945. On August 21 of the same year, the Lend-Lease aid program was completed. <space=1em>Locomotives were delivered from the USA by sea through the Vladivostok, Murmansk and Molotov ports. The locomotives were gradually completed and put into operation until 1947. As new ER and L series locomotives were built, American-built locomotives were transferred to operation on the railways of Siberia, Transbaikalia and the Far East. They could be seen in operation until the early 1980s. <space=1em>The EA 2201 locomotive was built in 1944 by the Baldwin locomotive plant in the USA. The locomotive arrived in the Soviet Union on one of the ships of the next "Polar Convoy" (presumably in convoy JW-58). <space=1em>After assembly, the locomotive was sent to the experimental ring of the Central Research Institute of Railway Transport of the People's Commissariat of Railways - in the literature of those years it was called Butovsky. On the experimental ring, the locomotive underwent traction and heat engineering tests. Later, various units of the machine and elements atypical for Soviet locomotive construction were studied, which aroused the interest of domestic specialists. <space=1em>In 1955, the locomotive was transferred for operation to the Far Eastern Railway. The locomotive was used in train work until 1968, and then it was transferred to the Vyazemskaya reserve base. There the locomotive was stored until 1992, when it was transferred to the Central Museum of the October Railway.

Блоки описания: [{"quote":"","title":"","images":[],"content":"After the first year and a half of the war, which was extremely difficult for the Soviet Union, with vast territories lost, a turning point occurred in the military operations on the Soviet–German front. In the winter and spring of 1943, following the victory at Stalingrad, the Red Army began its advance to the west. Although the German troops were still strong and capable of delivering severe blows, the overall course of the war had completely shifted. The Germans began to retreat, and the Red Army, gradually breaking through the German defences, liberated the occupied territories. In these liberated territories, the railways were restored in the wake of the advancing troops, and peaceful life slowly returned.","subtitle":"Help from Allies"},{"quote":"It was planned to order 1,000 locomotives in 1943 and 2,000 in 1944 in the United States.","title":"","images":[],"content":"When faced with the need to replenish the railway locomotive fleet, due to both the large losses of steam locomotives and the inability to quickly resume steam locomotive production at domestic factories, the Soviet government turned to its ally in the anti-Hitler coalition—the United States—for help.","subtitle":""},{"quote":"","title":"","images":[],"content":"On 10th April 1943, the Chairman of the State Defence Committee Joseph Stalin signed the Decree of the USSR GKO No.3159 C “On the Order and Delivery of Steam locomotives and Rails from the United States for the People’s Commissariat of Railways in 1943–1944”. This resolution instructed the People’s Commissariat of Foreign Trade, when negotiating the placement of orders for steam locomotives in the USA, to ensure the importation of 1,000 units to the USSR in 1943 and 2,000 in 1944.","subtitle":""},{"quote":"","title":"","images":[],"content":"The plan was to order either the EL<\/sup> locomotives, which had already been delivered from America to Russia during World War I, or the Decapod steam locomotives, which were built at the time in the USA. In case it was impossible to deliver 1,000 new machines from America in 1943, the decree stipulated the delivery of Decapod steam locomotives already in operation in the USA, with modifications to adapt them to a 1,524 mm gauge.","subtitle":""},{"quote":"","title":"","images":[],"content":"Following the negotiations, a different decision was made, as reflected the Decree of the USSR GKO No.3393 C, dated 19th May 1943: The People’s Commissariat of Foreign Trade was authorised to accept the American proposal to supply 500 Decapod steam locomotives in the first half of 1944 and to make sure that the additional 500 of these locomotives would be sent by the American side in the second half of 1944. Furthermore, the American side was granted permission to supply 150 1-4-0 steam locomotives to the USSR in 1943 (these locomotives were delivered to the USSR and designated as class SHA <\/sup> , with the order later increased to 200 units).","subtitle":""},{"quote":"","title":"","images":[],"content":"The Decapod steam locomotives, mentioned tin he Decree of the USSR GKO No. 3393 C, later received the class EA <\/sup> designation.","subtitle":""},{"quote":"","title":"Class EA <\/sup>","images":[],"content":"To expedite the execution of the order for new machines, Soviet specialists based the design on the EL<\/sup> steam locomotives, which had been delivered to Russia from the USA between 1916 and 1919. Several hundred of these steam locomotives had performed well during their 25 years of service on domestic railways. The dimensions of the steam engine in the new locomotives remained unchanged, but the capacity of the superheater was increased. While the firebox grate area remained the same (6 m²<\/sup>), the steam locomotive was equipped with a mechanical stoker “Standard NT-1”. The thickness of the bar frame was increased from 114.3 mm to 127 mm. Other modifications were also made.","subtitle":"Design Basis"},{"quote":"","title":"","images":[],"content":"Externally, the new steam locomotives differed from their predecessors, featuring a new cab, an American-style cowcatcher, and a headlight that was moved from the top of the boiler to the smokebox door.","subtitle":""},{"quote":"The basis was the class EL<\/sup>, which had already been supplied from the USA during World War I. Tests showed that the upgraded class EA<\/sup> had 20–25% more capacity.","title":"","images":[],"content":"The American plants ALCO and Baldwin began building EA<\/sup> steam locomotives in early 1944. The very first steam locomotive—EA <\/sup> 2201, built by the Baldwin Locomotive Works—arrived in the USSR in 1944 at the Murmansk port on a ship from one of the famous Arctic convoys (presumably convoy JW-58).","subtitle":"First deliveries"},{"quote":"","title":"","images":[],"content":"The locomotive was immediately sent to the Butovo loop of the Central Research Institute (now the test loop of the Railway Research Institute of JSC Russian Railways at Shcherbinka Station) for testing. The locomotive entered the test loop on 12th May 1944. Tests showed that thanks to the use of a mechanical stoker and an upgraded superheater, the capacity of the class EA <\/sup> steam locomotive increased by 20–25% compared to that of the EL<\/sup> steam locomotive.","subtitle":""},{"quote":"","title":"","images":[],"content":"During the construction process, modifications were made to the design of the steam locomotives. For example, initially, the EA <\/sup> locomotives were equipped with firebox grates having plate-type grates. Later, slotted grates (or firebars) began to be used, allowing the effective area of the grate to be adjusted by removing individual grates. At the suggestion of Engineer V. V. Ivanov, steam locomotives began to be produced with reinforced pins for the driving wheelsets, as well as reinforced guides, crossheads, and other design modifications.","subtitle":"Development"},{"quote":"","title":"","images":[],"content":"Such steam locomotives produced starting in 1945 were designated as the class EM<\/sup>. The last 13 locomotives built by the American Locomotive Company were equipped with a feedwater heater and were designated as the class EMV<\/sup> Additionally, the EA <\/sup> and EM<\/sup> locomotives featured different cast frame designs and either welded or riveted tenders.","subtitle":""},{"quote":"","title":"History of Deliveries","images":[],"content":"The exact number of EA <\/sup> and EM<\/sup> locomotives built and delivered to the USSR is still a matter of debate among steam locomotive historians. This is primarily due to the cooling of relations between the former allies that occurred shortly after the end of World War II, which is why some of the machines were not sent to the Soviet Union.","subtitle":"How many in total?"},{"quote":"Recently, an E steam locomotive was found on the sunken Thomas Donaldson American cargo ship and raised. There may be several more on the ship.","title":"","images":[],"content":"Twenty steam locomotives were delivered with minor design changes to the Finnish Railways, where they were designated as class Tr2. What happened to the remaining steam locomotives built in the USA is not known for certain. There are various theories about their fate: from being handed over to the government of Chiang Kai-shek to being cut up for scrap metal.","subtitle":""},{"quote":"","title":"","images":[],"content":"Moreover, until recently, it was believed that all class EA<\/sup> and EM<\/sup> steam locomotives sent from the USA to the USSR had safely reached their destination. However, recent diving operations on the Thomas Donaldson American cargo ship, torpedoed in 1945 by a German U-boat at the entrance to Kola Bay, have shown that this was not the case. One EA <\/sup> steam locomotive has already been lifted from the wreck. There may be a few more still on board.","subtitle":""},{"quote":"","title":"","images":[],"content":"Legally, not all EA<\/sup> and EM<\/sup> steam locomotives were supplied to the USSR under the Lend-Lease program. Some were acquired through trade agreements. According to the USSR Ministry of Railways, a total of 2,047 EA <\/sup>, EM<\/sup>, and EMV<\/sup> steam locomotives were delivered to the railways from the USA between 1944 and 1947.","subtitle":""},{"quote":"","title":"","images":[],"content":"Deliveries of EA <\/sup> and EM<\/sup> steam locomotives were carried out from the USA to the Soviet Union via the ports of Murmansk, Molotovsk (Severodvinsk), Vladivostok, and Odesa. The steam locomotives were transported on ships both assembled and disassembled into parts: boiler, underframe, tender, etc. Final assembly was carried out in large depots, after which the locomotives were either placed in storage depots awaiting dispatch to their destination or were sent directly to their home depot.","subtitle":""},{"quote":"","title":"Operation","images":[],"content":"During the initial period of operation, a significant portion of the steam locomotives operated in the European part of the country on the Moscow–Kiyv, Moscow–Donbas, Western, and some other railways. Some were used in the special reserve columns of the People’s Commissariat of Communication Routes. Later, from the 1950s onward, the vast majority of steam locomotives were deployed on the railways of Siberia and the Far East. A small part operated on the railways of Central Asia.","subtitle":"Far East"},{"quote":"According to a popular rumour, the Americans put a watch for the driver, a uniform for the crew, a box of canned meat, or a bottle of whiskey into the imported steam locomotives.","title":"","images":[],"content":"The operation of the EA<\/sup> and EM<\/sup> steam locomotives was largely completed in the mid-1960s with the transition to diesel and electric locomotive traction. Some machines were used for commercial work until the early 1990s. During operation, the EA <\/sup> and EM<\/sup> steam locomotives underwent modernisation on domestic railways. Since 1957, after increasing the diameter of the wheelset pins and installing an adhesive weight control unit, the steam pressure was allowed to be raised from 12.7 kg\/cm2<\/sup> to 14 kg\/cm2<\/sup>. Additional sandboxes and fuel oil tanks for combined heating were installed on the steam locomotives.","subtitle":""},{"quote":"","title":"","images":[],"content":"The EA<\/sup> and EM<\/sup> steam locomotives, due to their reliability and ease of operation, were very popular with locomotive crews and were nicknamed “American”. Because of the origin of these steam locomotives, many legends surrounded them: in every arriving steam locomotive, there said to be a watch for the driver and uniforms for the entire crew, and there was always a hidden box of American canned meat or a bottle of whiskey. Naturally, there is no documentary evidence to support this.","subtitle":""},{"quote":"","title":"","images":[],"content":"Since the 1960s, the transfer of EA <\/sup> and EM<\/sup> steam locomotives to industrial enterprises began. They were used in many factories, coal mines, and logging companies in Siberia and the Far East, mainly until the 1970s.","subtitle":""},{"quote":"Some of the class EA <\/sup> steam locomotives were stored at reserve bases near China and could be quickly converted to 1,435 mm gauge in case of war.","title":"","images":[],"content":"Another interesting chapter in the history of some of the EA steam locomotives was their conversion to a 1,435 mm gauge, which involved the installation of a lowered smokestack and Janney automatic couplers. Several dozens of these locomotives were stored on transport trucks at reserve bases near the Chinese border. A set of 1,435 mm gauge wheelsets was located on a platform attached to a steam locomotive. In the event of complications in relations with the neighbouring country, these locomotives could be quickly made operational for use on 1,435 mm gauge tracks.","subtitle":""},{"quote":"","title":"","images":[],"content":"EA <\/sup> and EM<\/sup> steam locomotives were stored at the Ministry of Railways reserve bases until the 1980s, after which they were gradually removed from the inventory. As of 1st January 1992, the USSR Ministry of Railways inventory still included 286 EA<\/sup> and EM<\/sup> steam locomotives, and another 15 EA<\/sup> locomotives were stored with 1,435 mm gauge wheelsets.","subtitle":""},{"quote":"","title":"","images":[],"content":"Today, the steam locomotives of this class can be found in nearly all railway museums operated by Russian Railways JSC, including Moscow, Novosibirsk, Rostov, etc. In addition, at least 15 machines have been installed on pedestals at various stations of the Russian Railways JSC network. Several locomotives remain in the Russian Railways JSC fleet for use in retro train services and ceremonial events. Several EA steam locomotives are preserved in Ukraine, Uzbekistan, and Kyrgyzstan.","subtitle":""},{"quote":"","title":"Museum exhibit","images":[],"content":"The EA <\/sup> 2201 steam locomotive was built by the Baldwin Steam Locomotive Plant, USA, in 1944. It received factory number 70517. This locomotive arrived in the Soviet Union on one of the ships of the regular Arctic convoy that arrived at the Murmansk port (presumably convoy JW-58).","subtitle":"Professional Interest"},{"quote":"","title":"","images":[],"content":"After assembly, the steam locomotive was immediately sent to the Butovo loop of the Central Research Institute (now \r\nthe test loop of the All-Russian Research Institute of Railway Transport at Shcherbinka Station), where it arrived on 12th May 1944. On the test loop, the steam locomotive was checked for heating and running performance. Subsequently, various units of the steam locomotive sparked the interest of Soviet specialists. Standard NT-1 stoker, cross-compound steam-air pump, and other elements were studied as not typical for Soviet steam locomotive construction.","subtitle":""},{"quote":"","title":"","images":[],"content":"The steam locomotive remained on the loop until 1955, after which it was sent for operation on the Far Eastern Railway to the Muli Depot (since 1955 the Vysokogornoye Depot), where it arrived in June 1955. It was in train service until 1968, after which it was put into reserve at the Vyazemskaya reserve base.","subtitle":""},{"quote":"","title":"","images":[],"content":"The steam locomotive was stored in Vyazemskaya until 1992 when it was transferred to the Central Museum of the Oktyabrskaya Railway and sent to Saint Petersburg as part of the rafts of museum equipment.","subtitle":"On Display"}]

Характеристики (блоками): [{"name":"Year","type":"number","value":"1944","is_two_colls":false},{"name":"Weight of the locomotive in working order without tender, t","type":"number","value":"100.4","is_two_colls":false},{"name":"Weight of the locomotive in working order with tender, t","type":"number","value":"170","is_two_colls":false},{"name":"Design speed, km\/h","type":"number","value":"70","is_two_colls":false},{"name":"Maximum power at the wheel rim, hp","type":"number","value":"2,200","is_two_colls":false},{"name":"Empty weight of the locomotive, t","type":"number","value":"84.8","is_two_colls":false},{"name":"Coupling weight of the locomotive, t","type":"number","value":"90.0","is_two_colls":false},{"name":"Tender type","type":"text","value":"Four-axle","is_two_colls":false},{"name":"Full wheelbase of the locomotive with tender, mm","type":"number","value":"18,708","is_two_colls":false},{"name":"Length of locomotive with tender on buffers, mm","type":"number","value":"21,964","is_two_colls":false},{"name":"Diameter of driving wheels, mm","type":"number","value":"1,320","is_two_colls":false},{"name":"Smallest radius of passable curve, m","type":"number","value":"85","is_two_colls":false},{"name":"Steam pressure, kg\/cm2<\/sup>","type":"number","value":"12.7","is_two_colls":false},{"name":"Firebox type","type":"text","value":"Radial","is_two_colls":false},{"name":"Grate area, m2<\/sup>","type":"number","value":"6.0","is_two_colls":false},{"name":"Total evaporating heating surface of the boiler (water), m2<\/sup>","type":"number","value":"229.2","is_two_colls":false},{"name":"Heating surface of superheater tubes (gas), m2<\/sup>","type":"number","value":"75","is_two_colls":false},{"name":"Number of smoke tubes, pcs.","type":"number","value":"162","is_two_colls":false},{"name":"Smoke tube diameter (outer), mm","type":"number","value":"51","is_two_colls":false},{"name":"Number of flame tubes, pcs.","type":"number","value":"35","is_two_colls":false},{"name":"Flame tube diameter (outer), mm","type":"number","value":"136","is_two_colls":false},{"name":"Diameter of superheater tubes (outer), mm","type":"number","value":"38","is_two_colls":false},{"name":"Superheater type","type":"text","value":"Double-turn","is_two_colls":false}]

История (блоками): [{"year":"10th April 1943","content":"The Chairman of the State Defence Committee Joseph Stalin signed the Decree of the USSR GKO No. 3159 C “On the Order and Delivery of Steam locomotives and Rails from the United States for the People’s Commissariat of Railways in 1943–1944”."},{"year":"1944","content":"The first American locomotives arrived in the Soviet Union."},{"year":"12th May 1944","content":"The EA <\/sup> 2201 steam locomotive was sent to the Butovo loop of the Central Research Institute, where it was checked for heating and running performance."},{"year":"1955","content":"The locomotive was sent for operation to the Far Eastern Railway at the Vysokogornoye Depot."},{"year":"1968","content":"The EA <\/sup> 2201 steam locomotive was placed in reserve at the Vyazemskaya reserve base."},{"year":"1992","content":"The locomotive was transferred to the Central Museum of the Oktyabrskaya Railway and sent to Saint Petersburg as part of joint museum equipment."},{"year":"1992","content":"The steam locomotive arrived at Shushary Station and was added to the exhibition at the Museum of Steamers."},{"year":"2001–2016","content":"The steam locomotive was exhibited in the museum at the former Varshavsky Station in Saint Petersburg."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/fe\/6e\/s2fe6e5aa1f3be16c22f0adf69848ed7b38765a991.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/11\/5e\/s2115ef617ec3e83491c63f2f84f2b37fe3329c193.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/41\/ac\/s241aca1a43bf5ccbbe86164946ac4a007fc912a38.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/21\/e3\/s221e3aa1894c1102450dd0a5f25c7ecaeebf084b0.jpg","title":""},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/39\/d9\/s239d9dc8e05eca6b66dc4eafe131c3cf8fcddd9df.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/be\/fc\/s2befca373626c2e0d56712711adb43235e87c58b1.jpg","title":"Drawing"}]

Модель (деталка): EA 2201

Заголовок (деталка): Freight train

Подвал описания: In December 1992, the steam locomotive arrived at Shushary Station and was added to the exhibition at the Museum of Steamers. In 2001–2016, the steam locomotive was exhibited in the museum at the former Varshavsky Station in Saint Petersburg.

Заголовок истории: Chronology

Mnemonic code: 38

Code in external DB source: 342

Name: EA 2201

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Russian Railways Museum

Exhibits

Steam locomotives

E<sup>A</sup> 2201