In 1959, at the Bryansk Machine-Building Plant, a project of an enhanced locomotive of the TEM1 series was developed. For this diesel locomotive, the Penza diesel plant on the basis of the 2D50 diesel engine has developed a more powerful diesel PD1 (Penza diesel, type 1). In 1960, the plant produced two, and in 1961 another high-capacity shunting diesel locomotive, which received the designation of the TEM2 series. The powerful shunting single-section diesel locomotive TEM2 with electric transmission is widely used throughout the entire railway network. The reserves of fuel, oil, water, sand ensure the operation of the locomotive during maneuvers for a long time (up to 10 days) without equipment. The locomotive fits easily into curves with a radius of up to 80 meters and can operate in two sections when operating from one post. The diesel locomotive PD1M with a capacity of 1200 l is installed on the TEM2 locomotive. with., created on the basis of diesel engines D50, 2D50, 2D50M.
The body structure of these diesel locomotives differs insignificantly from the body of diesel locomotives TEM1 of the first releases: the side walls of the driver’s cab are made without a slope for a better view of the path. In addition to replacing the diesel engine, the main generator was replaced and a number of other changes were made.
After the release of several modified batches of diesel locomotives from 1963 to 1966, the BMZ, starting in 1967, switched to the serial construction of diesel locomotives TEM2. From 1969 to 1979, in parallel with the BMZ diesel locomotive TEM2 build Voroshilovgrad Diesel Locomotive Plant.
The 1970 TEM2-580 diesel locomotive was the first locomotive to be awarded the State Quality Mark.
The diesel locomotives of the TEM2 series were also supplied to Mongolia, Poland and Cuba. In Poland, they received the designation SM48 and were purchased from 1976 in the amount of 130 cars. For industrial enterprises in Poland, however, diesel locomotives were supplied with the designation TEM2 (TEM2).
Today, along with the Czechoslovak ChME3, this is the most common diesel locomotive on the territory of the former Soviet Union.
The carriage part of the locomotive is adapted for both the track width of 1520 mm and 1435 mm without changing the carts. Moreover, the index “A” remained even in the production of TEM2U.
The first experimental locomotive TEM2M-001, on which, unlike the diesel locomotive TEM2, the diesel engine 6D49 of the Kolomna Diesel Locomotive Works was installed instead of the diesel engine PD-1M, was released in 1974. Since 1984, the Bryansk Machine-Building Plant began to produce TEM2M diesel locomotives in a small amount in order to gain operational experience. The design of the locomotive was modified due to the use of another diesel engine. Since 1983, TEM2M was produced with a body similar to TEM2U (from number 069). A total of 287 diesel locomotives of this series were produced. They were delivered only to industrial enterprises.
The modification is intended for operation in areas with a tropical climate.
At the end of 1978, the Bryansk Machine-Building Plant built an experimental TEM2U diesel locomotive (number 001), which, unlike the TEM2 diesel locomotives, had a modified hood and driver’s cab, as well as a number of new devices (new control panel, noise muffler, improved thermal insulation, etc.) . The diesel locomotive has improved the design of a diesel generator, spring suspension, and electric heating of water in the cooling system is provided. The coupling mass of the locomotive is increased to 123.6 tons. The TEM2U diesel locomotives were designed both for the 1524 gauge and 1435 mm gauge (the ТЭМ2А series). Since 1984, the plant began serial production of diesel locomotives.
After conducting tests of the TEM2-1983 locomotive in 1976, in which one of the carriages was equipped with electromagnetic devices designed to increase the strength of the wheel adhesion to the rails, in 1978 the TERM2US-0001 diesel locomotive was manufactured by the Bryansk Machine Building Plant. On the bogies of this diesel locomotive electromagnets were installed, the magnetic flux of which passed through the wheels and rails and created the attraction of the bandages to the rail heads. The TEM2US-0001 locomotive was tested by VNITI, however, the decision to further equip locomotives with an electromagnetic system to increase the adhesion force was not made.
To solve the issue of the advisability of using electric braking on TEM2 diesel locomotives in 1985, BMZ manufactured two experimental TEM2T diesel locomotives, on which brake resistors and necessary apparatuses were installed, allowing to apply this type of braking. Diesel locomotives arrived for trial operation at the depot Bryansk.
In 1988, BMZ, in parallel with the diesel locomotives TEM2U, launched the production of the TEM2UM model with diesel generators 1PD-4A. The first locomotive of the TEM2UM series was equipped with a 1GPG-4 diesel generator with increased power (1,400 hp instead of 1,200 hp). As part of the TEM2UM series, 5 diesel locomotives with a standard electrodynamic brake were also released, which were indexed as TEM2UMT (TEM2UMT-521 had an electrical circuit developed in BMZ-992 in 1990). From 1988 to 2000, a total of 1084 diesel locomotives of this series were produced. They were supplied to both industrial enterprises and the Ministry of Railways.
TEM2UGMK-8688 from the side of a large bonnet.
The TEM2UGMK locomotive is the result of a deep modernization of previously released locomotives of the TEM2 series of various indices. The modernization is being carried out by the Shadrinsk Auto-Aggregate Plant under the project of Woodward-MEGA. The new body of the bonnet and the new control cabin are installed on the locomotive.
Modification for export deliveries.
It operates on the Norilsk railway and railway of Yakutia.