Exhibits

Diesel locomotives

Motor locomotive MZ/2-934

<space=1em><b>Why do we need motor locomotives</b>

<space=1em>In the first half of the 20th century, internal combustion engines were intensively developed and began to be widely used in various fields of technology. A new type of locomotive became somewhat widespread in rail transport — a low-power diesel locomotive, <nobr>20–500 hp.</nobr> According to the terminology of that time, it was called a motor locomotive.

<space=1em>The main purpose of such locomotives was light shunting work at railway stations and tracks of various industrial enterprises (factories, warehouses, elevators <nobr>etc.</nobr>) and large construction sites. Most often, it consisted of delivering and removing cars to freight fronts for loading and unloading. Due to their low power, motor locomotives were almost never used to haul trains on railways.

<space=1em>The use of motor locomotives had certain advantages over the main type of shunting locomotive of that <nobr>time —</nobr> a steam locomotive. As a rule, it took several hours to prepare a steam locomotive for work (light it up). Later, even when parked waiting for work, it continued to consume fuel. A motor locomotive could be started or stopped at any time.

<space=1em>With a fairly simple, if not primitive, design, a motor locomotive was cheap and easy to operate. Unlike a steam locomotive, it could be operated by one person. Its maintenance, in general, did not require high qualifications. Less water and fuel consumption than a steam locomotive reduced the time spent on equipment. In addition, a motor locomotive is safer in terms of fire safety than a steam locomotive, which is especially important in many industrial enterprises.

<space=1em><b>Problems of Electric Locomotives</b>

<space=1em>However, the use of electric locomotives also had its downsides. Thus, in the pre-war period, there was a shortage of gasoline and diesel fuel in the USSR. They were primarily used to meet the needs of the armed forces. This limited the use of internal combustion engines in rail transport.

<space=1em>In addition, electric locomotives proved to be relatively <nobr>short-lived —</nobr> the engine life, even with not very intensive use, as a rule, did not exceed <nobr>five to seven years</nobr>, and the remaining <nobr>components —</nobr> <nobr>10–15 years</nobr>. Steam locomotives, due to their design features, with proper maintenance could be used for <nobr>30 years or more</nobr>. As a result, mass replacement of shunting steam locomotives with railcars did not occur before the war. Nevertheless, railcars were able to occupy a certain niche among locomotive equipment used in railway transport in the USSR.
<space=1em><b>Soviet experience</b>

<space=1em>In the <nobr>1920s —</nobr> <nobr>1930s</nobr>, motor locomotives of various designs, with both gasoline and diesel engines, were produced in small quantities at several domestic plants. In the early <nobr>1930s</nobr>, the Kaluga Machine-Building Plant of the NKPS produced two-axle motor locomotives M^G, M^U and M^A, equipped with <nobr>Ford-A</nobr>, <nobr>GAZ-A</nobr> and <nobr>AMO-3</nobr> automobile engines, respectively.

<space=1em>In <nobr>1933</nobr> the plant developed a new type of motor locomotive M^Z/₂ (a motor locomotive with a ZIS engine, two-axle). It used a carburetor engine <nobr>ZIS-5</nobr> with a power of <nobr>73 hp.</nobr> It was installed on trucks of the same name, which soon became widespread in the USSR. A four-speed gearbox supplied from the Moscow Automobile Plant named after Stalin was also used.

<space=1em>Power was transmitted from the gearbox to the wheel pairs by means of Galya roller chains. The motor locomotive had a metal frame, equipped with a hand brake and a signal car siren. According to available information, other engine models were also installed on some motor locomotives.

<space=1em><b>In operation</b>

<space=1em>The M^Z/₂ locomotives were mass-produced at the Kaluga plant in <nobr>1933–1941.</nobr> With about <nobr>3,500</nobr> built, they became the most widely produced design of this type of locomotive in the USSR. They were used primarily for light shunting work at various industrial enterprises.

<space=1em>The M^Z/₂ locomotives were used in significantly smaller quantities on the NKPS railways. They were mainly used for various economic works during maintenance and repair of the railway track, communication structures and devices, power supply, for shunting in wagon depots <nobr>etc.</nobr> Sometimes, the motor locomotives were subjected to various alterations in accordance with local needs (installation of additional equipment <nobr>etc.</nobr>), as well as installation of gas generator equipment.

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

<space=1em>Motor locomotive <nobr>No. 934</nobr> presented in the museum was used for a long time in the post-war years in the service of the October Railway. Motor locomotive <nobr>№ 934</nobr> was received by the museum in <nobr>1991</nobr> from bridge train <nobr>№ 64</nobr> (<nobr>Velikiye</nobr> Luki station).

ID экспоната:  93

Аудио:  http://dpmzdr.infomedia.digital/files/91/4a/914a310c9900684543b7328c1d5b0e1b9d63615b.ogg

Галерея изображений:  http://dpmzdr.infomedia.digital/files/ac/26/s1ac269cd1aa18a7a481e32e8f191db89b4d699335.jpg / http://dpmzdr.infomedia.digital/files/54/da/s154dab952ee25f24ff08c02dc36e42c3f65aafb9c.jpg / http://dpmzdr.infomedia.digital/files/80/29/s1802902c8e983277a693bf2b68b6ecd646e416ce7.jpg

Галерея изображений (оригинал):  http://dpmzdr.infomedia.digital/files/ac/26/ac269cd1aa18a7a481e32e8f191db89b4d699335.jpg / http://dpmzdr.infomedia.digital/files/54/da/54dab952ee25f24ff08c02dc36e42c3f65aafb9c.jpg / http://dpmzdr.infomedia.digital/files/80/29/802902c8e983277a693bf2b68b6ecd646e416ce7.jpg

Галерея изображений 2000:  http://dpmzdr.infomedia.digital/files/ac/26/s2ac269cd1aa18a7a481e32e8f191db89b4d699335.jpg / http://dpmzdr.infomedia.digital/files/54/da/s254dab952ee25f24ff08c02dc36e42c3f65aafb9c.jpg / http://dpmzdr.infomedia.digital/files/80/29/s2802902c8e983277a693bf2b68b6ecd646e416ce7.jpg

Исторические фото:  http://dpmzdr.infomedia.digital/files/af/8a/s1af8ab71fcfc468e8a46e2384585c7f0483015bbd.jpg / http://dpmzdr.infomedia.digital/files/a0/b0/s1a0b0a132ec4d357902f4431ca1568dae503c5e1e.jpg / http://dpmzdr.infomedia.digital/files/a4/7f/s1a47fb8e07926cd553dd27521feef0b30b45a2265.jpg / http://dpmzdr.infomedia.digital/files/27/75/s12775a5a40c162c09c8e911c18af31a933804fea1.jpg

Параметры (технические характеристики):  Number of axles 2, both driven Length, mm 5,670 / Width, mm 3,000 Height, mm 3,020 Weight of the locomotive without ballast, mm 7 Coupling weight with ballast load, t 12 Track, mm 1,524 Rigid base, mm 2,064 Axle load, kg 6,000 Tractive effort on the hook, kg 2,400 Transmission to the drive wheels Gall chain, pitch 50.8 Reverse gear ratio for forward and reverse 3.6:1 Gear ratio on the chain drive 2.33:1 Travel speed at 2,200 rpm, km/h 1st — 6.35, 2nd — 11.2, 3rd — 22.7, 4th — 42 Brake Screw, double-sided on both axles with drive Wheels Griffin type Wheel diameter, mm 850 Fuel tank capacity, l 100 Engine type ZIS-5, four-act, Stalin plant Number of cylinders 6 Cylinder diameter, mm 101.6 Piston stroke, mm 114.3 mm Cylinder capacity, l 5.55 Compression ratio 4.8 Maximum speed, rpm 2,400 Power at 2,200 rpm, hp 73 Fuel Gasoline Fuel consumption, g per 1 t/km 20 Carburetor MAAZ-5 or MKZ-6 Ignition Battery Spark plugs, mm Thread 18×1.5 Battery 6-volt, type ZSTA-VII Capacity, A h 112

План:  http://dpmzdr.infomedia.digital/files/cb/0d/cb0d776bb8bc121d0a407d7a9f068ae9ecaf1abe.jpg / http://dpmzdr.infomedia.digital/files/dc/11/dc1103bd396e0689ef67eb90f0658be925a389ae.jpg / http://dpmzdr.infomedia.digital/files/2c/88/2c883fdb6c2d3d6ab250f8c5a7bfe784f18a2fe8.jpg

План 1000:  http://dpmzdr.infomedia.digital/files/cb/0d/s1cb0d776bb8bc121d0a407d7a9f068ae9ecaf1abe.jpg / http://dpmzdr.infomedia.digital/files/dc/11/s1dc1103bd396e0689ef67eb90f0658be925a389ae.jpg / http://dpmzdr.infomedia.digital/files/2c/88/s12c883fdb6c2d3d6ab250f8c5a7bfe784f18a2fe8.jpg

План 2000:  http://dpmzdr.infomedia.digital/files/cb/0d/s2cb0d776bb8bc121d0a407d7a9f068ae9ecaf1abe.jpg / http://dpmzdr.infomedia.digital/files/dc/11/s2dc1103bd396e0689ef67eb90f0658be925a389ae.jpg / http://dpmzdr.infomedia.digital/files/2c/88/s22c883fdb6c2d3d6ab250f8c5a7bfe784f18a2fe8.jpg

Хронология:  <space=1em>Motor locomotives were locomotives with internal combustion engines. In 1923-1924, they were built in small quantities by the Yaroslavl Automobile Plant. <space=1em>It was necessary to organize serial production of motor locomotives and motor railcars - that's what passenger railcars with internal combustion engines were called at that time. For this purpose, on October 1, 1929, the former Main Railway Workshops of the Syzran-Vyazemskaya Railway were transformed into the Steam Locomotive Car Repair and Motor Railcar Construction Plant. <space=1em>The plant immediately began preparing to produce motor railcars and motor locomotives. In early October 1929, the first prototype of the U^a motor railcar was built. <space=1em>The plan for 1930 was to build: 366 U^a railcars, 680 SK railcars, 17 SV railcars, and trailers for them. But the plant could not cope with the plan, and in the fourth quarter of 1930 they produced: 135 U^a railcars, 65 U^p trailer cars. <space=1em>The transition in type of activity was not easy, but the plant expanded the range of railcars produced, and motor locomotive construction was emerging. <space=1em>From the end of 1931, production of 0-2-0 type Mg railcars began. By August 1931, the plant already employed 4,330 workers. <space=1em>In 1932, the plant's production program included: wide- and narrow-gauge railcars of various capacities, including shunting and passenger types; detachable railcars with low-power air-cooled motors and section railcars (U^a) with Ford motors; low-power motors (KIM) for detachable railcars. <space=1em>In 1933, the M3/2 railcar was designed (M — railcar, Z — Stalin Plant (ZiS), 2 — two-axle). The railcar was equipped with an engine from the ZiS-5 automobile, with a capacity of 73 hp. <space=1em>In 1941, production had to be evacuated to Krasnoyarsk, where, in a short time, they resumed production of products that were expected at the front. A year later, in 1942, the plant was restored, and its workshops resumed operation in June. The first products were U^p trailers. <space=1em>In 1945, railcars and freight trolleys arrived for assembly, and by the beginning of 1947, a new railcar Mk2/15 with a cardan transmission. <space=1em>Railcars were mainly used in railway construction, at industrial enterprises, grain elevators, construction sites, utility and, to some extent, shunting operations. <space=1em>Railcar No. 934, which is presented in the museum, was used for a long time in the track service of the October Railway in the post-war years. It was received by the museum in 1991 from bridge train No. 64 (Velikiye Luki station).

Блоки описания:  [{"quote":"A railmotor car is more cost-effective than a steam locomotive because it does not require a long start-up time and does not consume fuel while idle. It is also inexpensive and easy to operate.","title":"","images":[],"content":"In the first half of the 20th century, internal combustion engines advanced rapidly and found widespread application in various fields of technology. A new type of locomotive emerged in railway transport — a low-power diesel locomotive ranging from 20 to 500 hp. At the time, it was referred to as a “railmotor car”.\r\n\r\nThese locomotives were primarily used for light shunting operations at railway stations, industrial sites (factories, warehouses, grain elevators, etc.), and large construction projects. Their main task was typically to deliver and remove cars from loading and unloading areas. Due to their limited power, railmotor cars were rarely used for hauling trains on railway lines.","subtitle":"What is the Purpose of Railmotor Cars?"},{"quote":"","title":"","images":[],"content":"The use of railmotor cars had several advantages over the steam locomotives that were the primary type of shunting locomotive at the time. A steam locomotive required several hours to be prepared for work, as it needed to be fired up. And even when parked while waiting for work, it continued to consume fuel. A railmotor car, on the other hand, could be started or stopped at any time.\r\n\r\nWith a relatively simple design, the railmotor car was inexpensive and easy to operate. Unlike the steam locomotive, it could be run by a single person. Its maintenance did not require highly skilled personnel. It consumed less water and fuel than steam locomotives, which reduced the time needed for its upkeep. The railmotor car was also safer than the steam locomotive in terms of fire safety, which was particularly important for many industrial facilities.","subtitle":""},{"quote":"The problems with the railmotor cars included a shortage of petrol and diesel fuel and a short service life.","title":"Disadvantages","images":[],"content":"However, the use of railmotor cars also had disadvantages. Thus, in the pre-war period in the USSR, there was a shortage of petrol and diesel fuel: they were primarily allocated to meet the needs of the armed forces. This limited the widespread use of internal combustion engines in railway transport.","subtitle":"Problems with Railmotor Cars"},{"quote":"","title":"","images":[],"content":"In addition, the railmotor cars proved to be relatively short-lived — the engine life, even with not very intensive use, typically did not exceed 5 to 7 years, while other components lasted 10 to 15 years. In contrast, steam locomotives, due to their design features, could be used for 30 years or more with proper maintenance. As a result, the mass replacement of shunting steam locomotives with railmotor cars did not occur in the pre-war period. Nevertheless, railmotor cars managed to  carve out a niche for themselves in the USSR’s railway transport system.","subtitle":""},{"quote":"","title":"Soviet Experience","images":[],"content":"In the 1920s and 1930s, railmotor cars of various designs, with both petrol and diesel engines, were produced in small quantities at several domestic plants. In the early 1930s, the Kaluga Engineering Plant of the People’s Commissariat of Communication Routes produced two-axle railmotor cars М<sup>G<\/sup>, М<sup>U<\/sup>, and М<sup>A<\/sup>, equipped with Ford-A, GAZ-A, and AMO-3 automobile engines, respectively.\r\n\r\nIn 1933, the plant developed a new type of railmotor car, the М<sup>Z<\/sup>\/<sub>2<\/sub>\r\n (a two-axle railmotor car with a ZIS engine). It was equipped with a ZIS-5 carburettor engine, which had a capacity of 73 hp. This engine was installed on trucks with the same name, which soon became widely used in the USSR. A four-speed gearbox supplied by the Moscow Automobile Plant named after Stalin (“Zavod imeni Stalina”, or ZIS), was also part of the setup.\r\n\r\nPower was transmitted from the gearbox to the wheelsets using roller chains. The railmotor car had a metal frame and was equipped with a hand brake and a warning automotive siren. According to available information, some of the railmotor cars were also fitted with other engine models.","subtitle":"Kaluga Models"},{"quote":"The М<sup>Z<\/sup>\/<sub>2<\/sub> railmotor cars were produced from 1933 to 1941 and were equipped with an engine from the ZIS-5 automobile.","title":"","images":[],"content":"The М<sup>Z<\/sup>\/<sub>2<\/sub> railmotor cars were mass-produced at the Kaluga Engineering Plant in 1933–1941. With about 3,500 units built, they became the most widely produced design of this type of locomotive in the USSR. They were used mainly for light shunting work at various industrial enterprises.","subtitle":"In Operation"},{"quote":"","title":"","images":[],"content":"On the railways of the People’s Commissariat of Communication Routes, the М<sup>Z<\/sup>\/<sub>2<\/sub> railmotor cars were operated in significantly smaller numbers. They were primarily used for various maintenance and repair tasks on railway tracks, communication structures, and power supply systems, as well as for shunting in car depots, and more. Occasionally, the railmotor cars were modified to meet local needs, with additional equipment installed, while at other times, gas generator equipment was added.","subtitle":""},{"quote":"","title":"","images":[],"content":"Railmotor car no. 934 displayed in the museum was used for a long time in the post-war years in the track service of the Oktyabrskaya Railway.","subtitle":"Museum Exhibit"}]

Характеристики (блоками):  [{"name":"Number of leading axes","type":"number","value":"2","is_two_colls":false},{"name":"Length, mm","type":"number","value":"5 670","is_two_colls":false},{"name":"Width, mm","type":"number","value":"3 000","is_two_colls":false},{"name":"Высота, mm","type":"number","value":"3 020","is_two_colls":false},{"name":"Locomotive weight without ballast, t","type":"number","value":"7","is_two_colls":false},{"name":"Traction weight with ballast, t","type":"number","value":"12","is_two_colls":false},{"name":"Track, mm","type":"number","value":"1 524","is_two_colls":false},{"name":"Hard base, mm","type":"number","value":"2 064","is_two_colls":false},{"name":"Axle load, kg","type":"number","value":"6 000","is_two_colls":false},{"name":"Hook pull at the moment of starting, kg","type":"number","value":"2,400","is_two_colls":false},{"name":"Transmission to drive wheels — chain, pitch","type":"text","value":"Hall, 50.8","is_two_colls":false},{"name":"Reverse gear ratio for forward and reverse","type":"number","value":"3,6 : 1","is_two_colls":false},{"name":"Chain gear ratio","type":"number","value":"2,33 : 1","is_two_colls":false},{"name":"Travel speed at 2,200 rpm","type":"text","value":"I — 6,35, II — 11,2, III — 22,7, VI — 42","is_two_colls":false},{"name":"Brake","type":"text","value":"Screw, double-sided drive on both axes","is_two_colls":false},{"name":"Wheels type","type":"text","value":"Griffin","is_two_colls":false},{"name":"Wheel diameter, mm","type":"number","value":"850","is_two_colls":false},{"name":"Fuel tank capacity, l","type":"number","value":"100","is_two_colls":false},{"name":"Engine","type":"text","value":"","is_two_colls":false},{"name":"Type","type":"text","value":"ZIS-5, four-stroke","is_two_colls":false},{"name":"Number of cylinders","type":"number","value":"6","is_two_colls":false},{"name":"Cylinder diameter, mm","type":"number","value":"101,6","is_two_colls":false},{"name":"Piston stroke, mm","type":"number","value":"114,3","is_two_colls":false},{"name":"Cylinder displacement, l","type":"number","value":"5,55","is_two_colls":false},{"name":"Compression ratio","type":"number","value":"4,8","is_two_colls":false},{"name":"Maximum speed, rpm","type":"number","value":"2 400","is_two_colls":false},{"name":"Power at 2,200 rpm, l. With.","type":"number","value":"73","is_two_colls":false},{"name":"Fuel","type":"text","value":"Petrol","is_two_colls":false},{"name":"Fuel consumption","type":"text","value":"20 g per 1 t\/km","is_two_colls":false},{"name":"Carburetor","type":"text","value":"MAAZ-5 or MKZ-6","is_two_colls":false},{"name":"Ignition","type":"text","value":"Battery","is_two_colls":false},{"name":"Candles, mm","type":"text","value":"Thread 18x1.5","is_two_colls":false},{"name":"Battery","type":"text","value":"Six-volt, TPP ZTA-VII","is_two_colls":false},{"name":"Capacity, amp \/ hour","type":"number","value":"112","is_two_colls":false},{"name":"Lubrication system","type":"text","value":"Mixed","is_two_colls":false},{"name":"Radiator capacity, l","type":"number","value":"72,5","is_two_colls":false},{"name":"Lubrication system capacity, l","type":"number","value":"7","is_two_colls":false},{"name":"Cooling","type":"text","value":"Water","is_two_colls":false},{"name":"Number of fan blades","type":"number","value":"4 blade","is_two_colls":false},{"name":"Blade rotation speed, rpm","type":"number","value":"3 500","is_two_colls":false},{"name":"Centrifugal pump circulation","type":"text","value":"Forced","is_two_colls":false},{"name":"Plant","type":"text","value":"Named after Stalin","is_two_colls":false},{"name":"Gearbox clutch with engine","type":"text","value":"Dry, two-disc","is_two_colls":false}]

История (блоками):  [{"year":"1933","content":"The М<sup>Z<\/sup>\/<sub>2<\/sub> railmotor car is designed, and its production begins at the Kaluga Engineering Plant."},{"year":"1941","content":"Production of М<sup>Z<\/sup>\/<sub>2<\/sub> is discontinued."},{"year":"1991","content":"М<sup>Z<\/sup>\/<sub>2<\/sub> 934 is brought to the museum from bridge construction train no. 64, the Velikiye Luki Station."}]

Чертежи (блоками):  [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/cb\/0d\/s2cb0d776bb8bc121d0a407d7a9f068ae9ecaf1abe.jpg","title":"Longitudinal and transverse section of the motor locomotive MZ\/2-934"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/dc\/11\/s2dc1103bd396e0689ef67eb90f0658be925a389ae.jpg","title":"Общий вид мотовоза МЗ\/2-934 (боковой)"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/2c\/88\/s22c883fdb6c2d3d6ab250f8c5a7bfe784f18a2fe8.jpg","title":"General view of the motor locomotive MZ\/2-934"}]

Модель (деталка):  М^Z/₂ 934

Заголовок (деталка):  Railmotor Car

Подвал описания:  Railmotor car no. 934 was brought to the museum in 1991 from bridge construction train no. 64 (the Velikiye Luki Station).

Заголовок истории:  Chronology

Mnemonic code:  93

Code in external DB source:  351

Name:  Motor locomotive MZ/2-934