Diesel locomotives
TE5-20-032
<space=1em><b>First post-war</b>
<space=1em>In the second half of the 1940s, the Kharkov Plant of Transport Engineering (also known as Plant No. 75) launched serial production of the first domestic post-war diesel locomotives of the TE1 series in the USSR. Their creation was the result of so-called "reverse engineering", when, based on an already finished product (a diesel locomotive of the D<sup>A</sup>20 series of American manufacture, supplied to the USSR under the Lend-Lease program), a native model was created without actual development and launched into serial production.
<space=1em>The changes compared to the D<sup>A</sup> consisted mainly of converting inch dimensions to metric and using other materials and equipment in a number of cases, taking into account the capabilities of the Soviet industry. The TE1 series diesel locomotives are equipped with D50 diesel engines with a capacity of <nobr>1,000 hp</nobr>, <nobr>MPT-84/39</nobr> direct current traction generators and <nobr>DK-304B</nobr> traction electric motors with support-axle suspension.
<space=1em><b>Series <nobr>TE1-20</nobr></b>
<space=1em>In March <nobr>1947</nobr> the very first diesel locomotive <nobr>TE1-20 001</nobr> was produced (the number 20 denoted the axle load in ton-forces), in total in <nobr>1947–1950</nobr> the Kharkov plant produced <nobr>300 diesel locomotives</nobr> of the TE1 series (<nobr>№ 001–300</nobr>).
<space=1em>Among this number of three hundred machines were two locomotives, which in their design were significantly different from the usual TE1. These are experimental diesel locomotives <nobr>No. 031 and 032</nobr>, intended for operation in areas with a harsh climate. Such locomotives were designated as the TE5 series.
<space=1em><b>Differences between the TE5 and the TE1</b>
<space=1em>Unlike the serial TE1 diesel locomotives, which had a bonnet-type body, the TE5 diesel generator was placed in a so-called "carriage" type body, i.e. an all-encompassing type. At the same time, the front part of the locomotive, unlike the TE1, was not on the diesel side, but on the side of the battery compartments. The design provides for steam boilers to heat the engine room and the control cabin when the diesel is not running.
<space=1em>All other main equipment (diesel generator, traction electric motors, undercarriage) was similar to that used on TE1 locomotives. Accordingly, the traction and thermal characteristics of the TE1 and TE5 were also identical.
<space=1em><b>Operation</b>
<space=1em>Both TE5 locomotives (<nobr>No. 031 and 032</nobr>) were initially tested and operated for a short time at the Moscow-Passenger depot of the Moscow-Kursk Railway. Soon they were transferred to the Nyandoma depot of the Northern Railway, where in the winter of <nobr>1948-1949</nobr> they were tested in the harsh climatic conditions for which they were actually created. Then both machines ended up on the Turkestan-Siberian Railway.
<space=1em>The production of the <nobr>TE5 —</nobr> "northern" modification <nobr>TE1 —</nobr> was limited to the construction of only two such machines, since in <nobr>1950</nobr> the production of the TE1 series, of which they were a variety, ended. Subsequently, in the USSR, locomotives specially designed for operation in areas with a harsh climate were not produced until the <nobr>1980s.</nobr> Then, in connection with the commissioning of the Baikal-Amur Mainline, small batches of 2TE10S and 4TE10S diesel locomotives in the "northern" version were built. Apparently, it was considered that diesel locomotives with a wagon type body (TE2, TE3 <nobr>etc.</nobr>) were already quite suitable for operating conditions in areas with a harsh climate.
<space=1em>The diesel locomotive <nobr>TE5-20 031</nobr> from the Turkestan-Siberian Railway was transferred to the Moscow-Ryazan Railway in <nobr>1958</nobr>, and soon after, in the same <nobr>year —</nobr> to the Kirov Railway, which in the summer of <nobr>1959</nobr> became part of the Oktyabrskaya Railway. In <nobr>1963</nobr> by special instruction of the <nobr>Central Territory of the Ministry of Railways</nobr>, in order to eliminate the inconsistency of the fleet, it changed its series designation to <nobr>TE1-20 140</nobr>. In <nobr>1984</nobr> this locomotive was excluded from the inventory of the Oktyabrskaya Railway.
<space=1em><b>Museum exhibit</b>
<space=1em>The diesel locomotive <nobr>TE5-20 032</nobr> from the Turkestan-Siberian Railway presented in the museum in February <nobr>1962</nobr>, in accordance with the order of the Ministry of Railways <nobr>№ M-33161</nobr> dated <nobr>November 28</nobr> <nobr>1961</nobr>, was transferred to the trust "Orenburgtransstroy".
<space=1em>In <nobr>1992</nobr> the locomotive, by that time owned by "Yuzhuraltransstroy", was acquired by the Central Museum of the October Railway and delivered from Chelyabinsk to St. Petersburg.
ID экспоната:
73
Аудио:
http://dpmzdr.infomedia.digital/files/72/02/720229df8733bead3468002bfe111132edb1523e.ogg
Галерея изображений:
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Галерея изображений (оригинал):
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Галерея изображений 2000:
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Исторические фото:
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Параметры (технические характеристики):
Diesel power, hp
1,000
Axial characteristic
3<sub>o</sub>-3<sub>o</sub> / Design speed, km/h
93
Power transmission type
Electric, direct current
Service weight, t
123.9
Continuous traction force, kgf
16,000
Diesel type
D50
Diesel characteristics
In-line six-cylinder four-stroke
Traction generator type
MPT-84/39
Traction electric motor type
DK-304B
Axle gear ratio
75:16=4.69
Battery type
32TN-550
Brake compressor type
1KT
Wheel diameter, mm
1,050
Axle load on rails, t
20.7
Continuous speed, km/h
12
Equipment supplies, t
Fuel — 5,150; sand — 1,200
Length by axles of automatic couplings, mm
16,892
Body width, mm
3,121
Body height, mm
4,251
Kingpin base, mm
9,449
Truck wheelbase, mm
3,430
Smallest radius of passable curves, m
125
План:
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План 1000:
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План 2000:
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Хронология:
<space=1em>In July 1945, locomotives for the government train were being prepared for a trip to the conference of the three powers in Potsdam (a suburb of Berlin). Due to its greater autonomy, it was decided to use the D<sup>A</sup>-20-27 diesel locomotive as a cover locomotive. During the trip, the locomotive skidded on an incline near the Drovnino station (near the city of Mozhaisk), and the diesel locomotive was used for the rest of the journey to Potsdam. As a result, on August 5, 1945, in honor of Railway Worker's Day, I. V. Stalin held a meeting at which it was decided to resume the construction of diesel locomotives in the USSR and to use the D<sup>A</sup> diesel locomotive, which was supplied from the USA in 1944–1945, as a model. Following the meeting, production of diesel locomotives was transferred to the Kharkov Locomotive Plant (later the V. A. Malyshev Kharkov Heavy Machinery Plant). <space=1em>The D<sup>A</sup>20–52 diesel locomotive, which had not been used because its equipment had been in the water, was chosen as a model. The Moscow S. M. Kirov Dynamo Plant designed and manufactured traction electric motors and electrical equipment, and the Kharkov Electric Machinery Plant manufactured the traction generator. <space=1em>The Kharkov plant manufactured its first locomotive, the TE1-20-001, in March 1947. TE — diesel locomotive with electric transmission, 1 — type one, 20 — axle load 20 t, 001 — serial number. <space=1em>When creating the working project and drawings, they began to meet the requirements of state standards. The conversion to the metric system was carried out and some materials that were used on the D<sup>A</sup> diesel locomotives were replaced. Instead of Westinghouse brake devices, driver's valves No. 184 of the F. P. Kazantsev system and an air distributor of the I. K. Matrosov system were used. The locomotive was equipped with an MPT 84/39 traction generator with a capacity of 620 kW at a voltage of 900 V and a current of 1,150 A. Traction electric motors DK-304B with a capacity of 98 kW under continuous operation. The dimensions of the diesel were converted to the metric system. <space=1em>The first TE5-20-031 diesel locomotive was manufactured by the Kharkov plant in early 1948. Soon after, the second similar locomotive, the TE5-20-032, was manufactured. These locomotives were designed to operate in harsh winter conditions, and were therefore equipped with a body to protect the power plant and a heating boiler. They also had heated tanks and pipelines. To accommodate the heating boiler, some of the batteries had to be installed in the second row in height. Special covers were also provided to protect secretions from freezing during parking. <space=1em>In total, from 1947 to 1950, the plant built 300 TE1 and TE5 series locomotives. Initially, they worked on the Ordzhonikidzevskaya, Ashgabat, Ryazan-Uralskaya railways - where there was a shortage of water for steam locomotives. Most of the locomotives worked until the 1980s. <space=1em>The locomotive in the museum was still working in shunting at the Khovrino station of the October Railway in the early 1980s. Entered the museum from the Ostashkov route in 1991.
Блоки описания:
[{"quote":"The class TE1 was developed through “reverse engineering” by copying and adapting the American D<sup>A<\/sup>20 diesel locomotive to Soviet realities.","title":"","images":[],"content":"In the second half of the 1940s, the Kharkiv Locomotive Works (also known as Plant No. 75) in the USSR began mass production of the first domestic post-war diesel locomotives of the class TE1. They were created through so-called “reverse engineering”, where an existing product — the American-made D<sup>A<\/sup>20 diesel locomotive supplied to the USSR under Lend-Lease — was used as a basis to develop a domestic version without independent design work, which was then mass-produced.","subtitle":"The First Post-War Locomotives"},{"quote":"","title":"","images":[],"content":"The main changes compared to the class D<sup>A<\/sup> involved converting inch-based dimensions to metric and, in some cases, replacing materials and equipment to align with the capabilities of the Soviet industry. TE1 diesel locomotives were equipped with D50 diesel engines producing 1,000 hp, MPT-84\/39 DC traction generators, and DK-304B traction motors with a support-axle suspension.","subtitle":""},{"quote":"Of the three hundred TE1 diesel locomotives produced, two were significantly different: they were adapted for operation in extreme climate conditions.","title":"Class TE1-20","images":[],"content":"In March 1947, the very first TE1-20 001 diesel locomotive was produced (with “20” indicating the axial load in tonne-forces). Between 1947 and 1950, the Kharkiv Locomotive Works manufactured a total of 300 TE1 diesel locomotives (no. 001–300).","subtitle":"Unusual Locomotives"},{"quote":"","title":"","images":[],"content":"Among these 300 locomotives, two significantly differed in design from the standard TE1 models. These were experimental diesel locomotives no. 031 and 032, designed for operation in extreme climate conditions. They were designated as the class TE5.","subtitle":""},{"quote":"","title":"","images":[],"content":"Unlike the production TE1 diesel locomotives, which had a hood-type body, the TE5 featured a so-called “car-style” body, meaning it had a fully enclosed design. Additionally, unlike the TE1, the front of the diesel locomotive was positioned on the side of the battery compartments rather than the diesel engine side. The design also included steam boilers to heat the engine room and control cab when the diesel engine was not running.\r\n\r\nAll other major components (the diesel generator, traction motors, and locomotive underframe) were similar to those used in the class TE1. Accordingly, the TE1 and TE5 had identical traction and thermal characteristics.","subtitle":"Differences from TE1"},{"quote":"The TE5 locomotives were never mass-produced, with only two units built, as the class TE1 was discontinued in 1950.","title":"","images":[],"content":"Both TE5 diesel locomotives (no. 031 and no. 032) were initially tested and operated for a short period he Moscow-Passazhirskaya Depot of the Moscow-Kursk Railway. They were soon transferred to the Nyandoma Depot of the Northern Railway, where they were tested during the winter of 1948–1949 in the extreme climate conditions for which they had been designed. Then both vehicles were transferred to the Turkestan-Siberia Railway.","subtitle":"Operation"},{"quote":"","title":"","images":[],"content":"The production of the TE5, the “northern” modification of the TE1, was limited to just two units, as the class TE1 production ceased in 1950. After that, no locomotives specifically designed for extreme climate conditions were produced in the USSR until the 1980s. Then, in connection with the commissioning of the Baikal-Amur Mainline, small batches of the 2TE10S and 4TE10S diesel locomotives were built in a “northern” version. It seems that diesel locomotives with a car-type body (TE2, TE3, etc.) were already considered suitable for operating in extreme climate conditions.\r\n\r\nThe TE5-20 031 diesel locomotive, originally operating on urkestan-Siberia Railway, was transferred to the Moscow-Ryazan Railway in 1958. Later that same year, it was moved to the Kirov Railway, which, in the summer of 1959, became part of the Oktyabrskaya Railway. In 1963, by special instruction from the Central Committee of the Ministry of Railways, the locomotive’s class was changed to TE1-20 140 to eliminate inconsistencies in the fleet’s class designations. In 1984, this locomotive was removed from the inventory of the Oktyabrskaya Railway.","subtitle":""},{"quote":"","title":"","images":[],"content":"The TE5-20 032 diesel locomotive from the Turkestan-Siberia Railway, which is displayed in the museum, was transferred to the Orenburgtransstroy Trust in February 1962, in accordance with the Ministry of Railways’ Order No. M-33161, dated 28th November 1961.","subtitle":"Museum Exhibit"}]
Характеристики (блоками):
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История (блоками):
[{"year":"March 1947","content":"The first diesel locomotive TE1-20 001 is produced."},{"year":"1947–1950","content":"The Kharkiv Locomotive Works produces 300 TE1 locomotives."},{"year":"1948","content":"The TE5-20 031 diesel locomotive is built at the Kharkiv Locomotive Works."},{"year":"Winter 1948–1949","content":"Diesel locomotives TE5 no. 031 and no. 032 are transferred to the Nyandoma Depot of the Northern Railway."},{"year":"1950","content":"The production of the class TE1 is discontinued."},{"year":"1958","content":"The TE5-20 031 diesel locomotive is transferred from the Turkestan-Siberia Railway to the Moscow-Ryazan Railway."},{"year":"1984","content":"The TE5-20 031 diesel locomotive is removed from inventory."},{"year":"1992","content":"The TE5-20 032 diesel locomotive is purchased by the Central Museum of the Oktyabrskaya Railway and delivered from Chelyabinsk to St. Petersburg."}]
Чертежи (блоками):
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Модель (деталка):
TE5-20 032
Заголовок (деталка):
Experimental Diesel Locomotive
Подвал описания:
In 1992, the locomotive, which by that time was owned by Yuzhuraltransstroy, was acquired by the Central Museum of the Oktyabrskaya Railway and delivered from Chelyabinsk to St. Petersburg.
Заголовок истории:
Chronology
Mnemonic code:
73
Code in external DB source:
363
Name:
TE5-20-032