New Russian electric trains. Electric trains of Soviet and Russian railways. New Moscow electric trains

After the destruction of the USSR in Russian Federation remained:
1. Novocherkassk Electric Locomotive Plant (NEVZ), which produced freight electric locomotives of direct and alternating current series VL8, VL10, VL11, VL15, VL22, VL23, VL60, VL80, VL85 and the only two-system VL82.
2. Tver Carriage Works (TVZ), riveted passenger cars reserved seat carriages, postal and luggage.
3. Bryansk machine-building plant(BMZ), which produced only shunting diesel locomotives TEM2 and TEM15, refrigerated sections with machine cooling and electric heating.
4. Lyudinovsky Diesel Locomotive Plant (LTZ), which worked on the production of shunting diesel locomotives with hydraulic and electric transmission, producing a line of specific mainline TG16 for the narrow gauge railway of Sakhalin.
5. Kolomna Diesel Locomotive Plant named after V.V. Kuibyshev, the only plant in the USSR that produced purely passenger diesel locomotives TEP60 and TEP70.
6. Mytishchi Machine-Building Plant (Metrovagonmash), stamped cars for the metro.
7. Leningrad Carriage Building Plant named after. I. E. Egorova (now JSC VAGONMASH), also made cars for the metro.


Behind the cordon were:
1. The flagship of the Soviet mainline diesel locomotive building is the Voroshilovgrad Plant named after the October Revolution (Lugansk Diesel Locomotive Plant), which produced absolutely all freight diesel locomotives for the railways of the USSR and socialist countries: 2TE10 in various modifications, 3TE10, 4TE10, 2TE116, M62, 2M62, 2TE12, 1 and others ;
2.Riga Carriage Works (RVZ), which made absolutely all electric trains for all roads of the Union. The ER-ok series is well known to everyone: ER1, ER2, ER9, ER22 and others. He also operated DR1 diesel trains. Nowhere in the USSR, except Riga, was multi-unit rolling stock made.
3. Tbilisi Electric Locomotive Plant (TEVZ), which produced electric freight locomotives from components of the Novocherkassk Electric Locomotive Plant.
4. With the collapse of the Council for Mutual Economic Assistance (CMEA), Skoda actually left the Russian track with all its passenger electric locomotives: ChS2, ChS2T, ChS4, ChS4T, ChS6, ChS7. ChS200. There was no production of passenger electric locomotives either in the USSR or in the Russian Federation in its early years.
5. Fell off and died safely, after the disappearance of the GDR, the only manufacturer of excellent compartment cars for USSR VEB Waggonbau Ammendorf. Those cozy brown coupes that can still be seen on Russian Railways are his brainchild.
6. Together with the Germans, the Poles also left, the plant named after. Tsigelsky, who issued a reserved seat.
7. The Hungarians also leaned back, with their D1 diesel trains, from Ganz-MAVAG.
8.ČKD (Czech-Moravian Kolben-Danek) was left alone with its shunting diesel locomotive ČME3 and trams.

Perhaps the main things are listed. We won’t even count any Poltava diesel locomotive repair plants, Dnepropetrovsk carriage repair plants, Lvov locomotive repair plants, Daugavpils locomotive repair plants, Zaporozhye electric locomotive repair plants, Izyum, Ivano-Frankivsk, Gaivoron. As we see, the unified system of railway engineering and provision of railways of the USSR (Russia) with rolling stock, which had been created for decades, was torn and destroyed. Russia was left with a big, fat horseradish.

Let's start with suburban transportation. This is an unprofitable mode of transport for Russian Railways, but a very socially significant one. Designing, building and operating electric trains is not a profitable business. And very expensive. In the USSR, the state spent billions on organizing suburban transportation, selling tickets at symbolic prices.
Russian electric trains began to be produced, in fact, from scratch, in a market economy, in the hungry nineties.
It is now Demikhovsky Machine-Building Plant is the leading enterprise for the development and serial production of electric trains for suburban and regional traffic of direct and alternating current, and is the largest plant in Europe in terms of the number of electric train cars under construction.
Until the early nineties, all sorts of narrow-gauge dregs were produced there.
Let's turn to the database of the Russian electric trains website.
We'll also steal the photo from there. They do not mind.
The first-born, in 1993, was the electric train of the ED2T - 001 series.

A total of 77 similar trains were built, including modifications ED2T - ***P and ED2T - ***G.
Several compounds were made for export. They were acquired by the Donetsk Railway.
The only representative of the ED2 series was also built.
They also took temporary forced measures, from trailer cars and an AC electric locomotive VL80, for the Far Eastern Railway, they assembled four trains of the ED1 series.

The ED4 series marked the transition to the production of Russian electric trains with entirely domestic equipment. In previous series, Latvian components were also used.

Further, the shortcomings of the first train were taken into account, and the ED4M series was launched, with a modified cabin.
Now these electric trains are well known throughout Russia. They look like this ED4M-0415 in the Crimean Federal District.

Approximately 634 ED4 (ED4M) trains were built. Why is it tentative: the database is very extensive, some trains were renamed, some were not built. There are very few of them, just a few. I don’t see any point in looking for them in arrays of information. The overall picture is already clear.
Not so long ago they began to use a more aerodynamically shaped cabin.
Central suburban passenger company left the corporate colors of Russian Railways.
Its electric trains are already traveling in full individual colors throughout Moscow and the Moscow region.

Also there you can see, working for the last year, ED4MKM - AERO.

7 trains were built. Soon they will be replaced by two-story ESH2 Swiss-Belarusian assembly from Stadler.
In the history of the plant there was also one interesting “geek” ED4DK. Sank into oblivion.

A couple of experimental compositions ED4E were also born.

They also degenerated some kind of ED6 in a single copy. It became an educational museum exhibit.

Along with the widespread distribution of the direct current ED4M series, the impressive ED9 series (ED9T, ED9M) has become widespread on our highways electrified with alternating current.
About 340 trains. Externally they are no different from ED4M.

Let us add to them 36 ED9E compounds.
We did a few for Kazakhstan, for JSC Suburban Transportation.

In 2013, production of two-car electric locomotives for service purposes EDS1R began. So far, two such carts have been built.

DMZ has finished with the main model range. We credit the plant with 1,105 trains. Not all of them have 10 - 12 carriages, there are also 8, 6 and 4 carriages.

They didn’t sit idle in Torzhok either. Torzhok Carriage Works rivets the ET series.
The main developer is ZAO Central Research Institute TransElectroPribor, located in St. Petersburg.
They also did not build electric trains during the USSR.
In 1996, the first model of the ET2 DC electric train (ET2T, ET2M, ET2MRL, ET2ML, ET2EM, ET2A) was released.

Some ET2s were sold to both Ukraine and Estonia.

I didn’t look at the database in detail, Pedivikia claims that only 149 similar trains were built.
These creatures have gained a foothold in St. Petersburg. The series is already outdated. It is being replaced by ET4A.

So far, only three compositions have been made for test operation. The first batch is announced for 30 cars. You can see them at the Baltic Station. Further fate project depends on the success of their operation. Such a competitor as Lastochka “Siemens Desiro RUS” is breathing in their backs.
Somewhere in testing, since 2003, another beast like ET4E has been stuck.

What's wrong with him, where is he? Don't know.
TorVZ is also interesting because it produced Russia’s first diesel-electric train, DT1. The so-called Woodpecker. 13 compositions.

Its feature is the presence of a diesel generator, which provides the possibility of autonomous operation on diesel locomotive sections. It travels under the wires like an electric train, powered by the contact network. The wires run out, starts the car and drives on. Almost all trains operate in St. Petersburg. They are terribly susceptible to weakness. They break down, but they ride with grief. Sometimes they are rescued by diesel locomotives. In principle, this is not surprising: the model is new, there are a lot of childhood diseases. They will practice and correct defects. And some next DT2 will be less capricious.
We are counting 166 multiple unit trains against TorVZ.

Diesel trains began to be produced in Mytishchi. OJSC "Metrovagonmash". The products are represented by rail buses (PA1) for low-volume lines.
They made a total of 133 of them. One even travels in the Moscow metro at night.

This bus was exported to both Hungary (hello Ganz-MAVAG) and the Czech Republic (hello Skoda).
Here he is in Budapest -

Once upon a time, the USSR bought D1 diesel trains from them.
There are no such people left in Russia anymore. Recently, in the Leningrad region, the last Pepelats collided with a bus. Used as a service one. They are still working in Ukraine -

119 trains were built. Some work in Mongolia, Lithuania and Ukraine.

Total, JSC Metrovagonmash: 252 rail buses.

It should be mentioned that in 1995 the Program “Overhaul of electric train cars after 20 years of operation” was developed and approved. The brainchild of this program were the so-called Maggots, a line of white worms EM2 (EM2I), made on the basis of the old Riga ER-ok.
They tortured them, in hellish torment, on Moscow Locomotive Repair Plant.
There are 51 trains in total.

A certain number of ER tanks also fell under this program, and without changing the series, they made KVR, welding Demikhov cabins.

A couple of years ago, the production of electric trains opened in Verkhnyaya Pyshma, at the plant LLC "Ural Locomotives". And the already well-known Swallows of the Siemens Desiro RUS project began to be made there. Electric trains received a separate ES2G series.

Six such trains have already been built.
The first train was manufactured in June 2014. 62% of its components are made in Russia; it is planned to increase the degree of localization to 80-85 percent. By 2021, 240 trains should be produced.
Ural chumUrlens Tver answered as best she could –

The first EG2TV from TVZ. Somewhere now the emery is spinning in Shcherbinka.

A prototype of the newest Russian electric train will be exhibited on the square near the Kazansky railway station in the capital from September 4 to 15 EG2TV .


During the exhibition, a wide range of potential passengers of the new train will have the opportunity to evaluate the merits of the new project and express their wishes to the developers regarding what they expect from the new city and commuter train and what they want to see it as, reports the press service of Transmashholding.


The EG2Tv electric train is the first representative of a new family of Russian electric trains created by Transmashholding. The first two trains, consisting of five cars, will be built this year. The production of new rolling stock is organized at the facilities of the Tver Carriage Plant. The exterior and interior design of the EG2Tv were developed by one of the leading design companies in Europe, Integral Design and Development, whose projects have been implemented on many European railways.


According to their own technical specifications EG2Tv is not inferior to foreign analogues, including those on the market, and in a number of parameters even surpasses them. It was created using the most modern technical solutions to date. The electric train uses the latest asynchronous motors, new design bogies with air suspension technology, and crash systems;


a comprehensive digital control, diagnostic and safety system was used, which provides the function of automatic driving of the electric train, collecting and storing information about its movement modes, monitors the technical condition of the train in real time and allows one driver to control the train - without an assistant. Due to the use of modern technical solutions, the labor intensity of maintenance has been significantly reduced and repair intervals have been increased. Energy-saving equipment also contributes to profitability.


The electric train uses the most modern principles of modular space configuration, which makes it possible to quickly adapt the car space to the needs of various operating organizations: the train can be city, intercity, regional, intended for transporting passengers to the airport, etc. The number of seats in the car depends depending on the destination of the train and the wishes of the customer. The carriage may be equipped with special places for luggage transportation, bicycles, baby strollers, etc.


When creating a new train, special attention was paid to solutions that provide comfortable travel and movement for passengers with musculoskeletal disorders.


February 13, 2016 There is no common understanding of the term “best” in relation to passenger trains in the world, since comfort, speed, cost of travel, and a number of other factors are important for passengers. That's why railway companies and train designers work on different directions– increase speed, improve comfort, achieve reduction in energy consumption and transportation costs. We will tell you what was done in these directions in last years in Russia.

Peregrine Falcon

The most famous today high-speed electric train in Russia, he even has his own Twitter account and LiveJournal blog. The Sapsan project was developed specifically for Russia by the German company Siemens.

The Sapsan departed on its first, loudly advertised commercial flight from Moscow to St. Petersburg on December 17, 2009, and now runs on the Moscow - St. Petersburg (five trains per day) and Moscow - Nizhny Novgorod (two trains per day) lines. The electric train is capable of reaching speeds of up to 300 km/h, but at Russian roads its maximum speed is 250 km/h, on the section Malaya Vishera - Okulovka (Mstinsky Bridge), and the main part of the route "Sapsan" moves at a speed of 200 km/h. The number of carriages in the train is 10, the number of seats is 592.

The cost of travel on the Sapsan on the Moscow – St. Petersburg line in economy class is from 2320 rubles (one way) and in business class from 4200 rubles, on the Moscow – Nizhny Novgorod line from 1080 rubles in economy class and from 4650 rubles in business class.


Allegro


This high-speed train, well known to St. Petersburg residents, can be considered, at best, half Russian. The Allegro train runs between St. Petersburg and the capital of Finland, Helsinki, and is jointly operated by Russian Railways and the Finnish company Suomen Valtion Rautatiet. The project developer and manufacturer is the Finnish company Alstom.

On the territory of Finland the train moves at a speed of 220 km/h, on the territory of Russia - at a speed of 200 km/h; the railway infrastructure no longer allows it. Distance from our northern capital The high-speed train “Allegro” travels to the capital of the Country Suomi in 3 hours 50 minutes, with stops in the border Vyborg and some Finnish cities - Vainikkala, Lahti, Pasila and others.

The number of cars in the Allegro train is 7, the number of seats is 352, plus 2 seats for disabled people. The basic fare is 84 euros in a second class carriage and 104 euros in a first class carriage.


ES "Swallow"


This high-speed electric train runs in Krasnodar region, can rightfully be considered “the most expensive electric train in Russia.” “Swallow” is one of the most ambitious and costly projects related to the 2014 Olympics. To implement it, Russian Railways signed a contract with the German company Siemens in 2009, according to which the company must supply 54 Siemens Desiro Rus electric trains to Russia in the amount of 410 million euros. And in 2013, Russian Railways entered into a new contract with Siemens for technical and service maintenance of trains for 40 years, worth 500 million euros. By the way, the letters ES in the name of the train mean “Electrosiemens”.

Each “Swallow” has five carriages. Seating - 409; There are also 4 seats for passengers with disabilities, and a toilet room. When there is a large passenger flow, for example on the Adler – Tuapse route, two coupled trains of 10 cars are sent on the route.

And if it weren’t for the rude controllers of Russian Railways and the carriages packed to capacity with passengers, these trains could easily be called one of the most comfortable views transport of Russia. In the summer months, despite the high season and crowds of tourists, trains rarely run on the Tuapse-Sochi-Olympic Park route, which is why most passengers have to stand for hours in unsuitable passages. It looks something like in the Moscow metro cars at rush hour, but unlike the metro, the Swallow salons with narrow passages are not at all suitable for standing passengers.



In its homeland, Spain, this high-speed train is called Talgo 250. True, the train is Spanish, from the company Patentes Talgo S.L. The train only has carriages; it is planned to use domestic locomotives - EP20. From June 1, 2015, Swifts will operate on the route Moscow - Nizhny Novgorod. From the capital, with stops in Dzerzhinsk and Vladimir, the train will travel to Nizhny Novgorod 3 hours 45 minutes.

The number of cars in the Strizh train is from 7 to 11. There are 299 in the 11-car train passenger seats, in a standard 8-car train - 236 seats. The cost of travel in a carriage with standard seats is 1,150 rubles, in a luxury class carriage – 7,570 rubles.



Since 2013, train No. 103 with double-decker cars produced at the Tver Carriage Plant has been running on the Moscow-Adler route. This type of carriage (compartment) has 64 berths instead of the usual 36, and the SV-class carriage has 32 berths (instead of 18 in the usual version). Such “densification” should lead to cheaper tickets, but so far nothing of the kind has been observed. A place in a compartment to Adler in a double-decker carriage costs 7,540 rubles, in a single-decker – 7,140 rubles. From June 1, 2015, a passenger train with double-decker cars No. 5/6 will run on the most popular route Moscow - St. Petersburg, the cost of a compartment ticket to St. Petersburg is 2,670 rubles.

Overall we have to say – “the best” passenger trains Russia is by no means the best, because it is not the fastest, not the most comfortable and not quite “ours”. Of all the loudly promoted projects of Russian Railways listed above, only double-decker cars are produced in Russia, but the trains that are formed from them are ordinary, except that the passengers in them had to “make room” a little and “fork out” extra money. There was also the long-suffering “Falcon-250” that never took off….

"Falcon-250"

About sixty Russian enterprises and organizations took part in the creation of a prototype domestic model of a high-speed dual-power electric train (DC and AC) “Sokol-250”. It was assumed that new train will be able to reach speeds of up to 350 km/h. During acceptance tests of the Sokol-250 prototype in June 2001, a speed of 236 km/h was achieved for the first time - a record for Russian railways at that time. However, the acceptance committee recognized the commissioning of the Sokol as impossible due to many design flaws - overheating of the brake discs, unreliability of the braking system, insufficient tightness of the cars, etc. Several cars from the Sokol-250 experimental train are located on the sidings of the Central Museum Oktyabrskaya railway.

Russia is not a country with the fastest railways, and we are still very far from Japanese and French supertrains, but this was not always the case and in our country there have always been attempts to create our own high-speed trains, and a sufficient number of locomotives and trains have been created whose high-speed the characteristics are far from being so bad, and in their class they are not inferior to their foreign counterparts. Our rating contains only Russian or Soviet-made trains created at domestic factories. You can say that without Sapsan and Allegro this is not a rating, but it is a shame for us in a country like Russia to look with our mouths open at our neighbors and buy from them, and not create our own, so the rating will be exclusively from domestic trains.

I will not claim 100% reliability, but will build my rating based on available data, because there are many myths about the acceleration of this or that locomotive, but there is, as usual, a lack of documentary evidence. And so let's begin our top ten fastest Russian and Soviet trains.

TEP70

TEP70 is in tenth place in our ranking. This locomotive is the main diesel workhorse in passenger transportation on Russian Railways. The basic design of the diesel locomotive is so successful that it can be accelerated to very high speeds, but the design maximum speed is 160 km/h. There is no doubt that the locomotive is capable of reaching high speeds, and there were even rumors that it was accelerated to 220 km/h in tests, but the long-term speed is only 50 km/h, which does not allow us to place it higher in our rating. The diesel locomotive began operation in 1973, and its improved modification TEP70BS is currently being produced. It is produced at the Kolomna plant, and to date there are 300 of these machines and another 25 TEP70U driving around Russia.

In fact, there are plenty of locomotives with a design speed of 160 km/h in Russia, but this is the only diesel engine with such performance, and it is also so widely produced, which is why it deserves its place.

"Martin"

Of course, it would be hard to call the Lastochka a purely Russian train, but it is the next one on our list of the fastest Russian trains. The main contribution to the creation was made by the same Siemens. The one who brought the Peregrine Falcons to Russia. Essentially, these trains are Siemens Desiro localized for our conditions. These locomotives are assembled at the Ural Locomotives plant, located in the city of Verkhnyaya Pyshma. The maximum design speed of a swallow is 160 km/h, but in fact the actual speed is somewhat lower, however, such trains are simply ideal for Russian roads, because often we simply have nowhere to accelerate faster. The main purpose is suburban or intercity transportation over short distances up to 200 km. On this moment 46 ES2G trains have already been produced.

EP2K

EP2K is perhaps the most long-awaited locomotive of our time. In the USSR, this niche was successfully occupied by Czechoslovak emergency units of various models, and Soviet factories did not really strive to compete with them, and thus for a long time we had practically no high-speed passenger locomotives of our own production on electric traction. At the turn of the century, the first similar models began to appear in our country, however, they were all either slower, such as EP1, or, on the contrary, faster, but something completely different was required, namely the replacement of Czech emergencies. This task was successfully completed at the Kolomensky plant and in 2008 the EP2K went into production. The maximum operating speed is 160 km/h, but the locomotive can easily go faster, and the continuous speed is 90 km/h. At the moment, more than 300 EP2K locomotives have already been produced and in the future they should completely replace ChS 7.

"Oriole"

In 2014, the Tver Carriage Works presented its newest train, which was named EG2Tv Ivolga. The design speed of the train is 160 km/h, but Russian Railways made it clear that this is not exactly what was expected from the plant. For such speeds they are already producing the Lastochka, and the Oriole needs to be “accelerated”. There are rumors that during testing, a train consisting of three motor cars was accelerated to 250 km/h on a straight section, but this has not been documented anywhere, and the full train does not yet produce such a speed. At the moment, it is on the basis of the Ivolga that a passenger train is being created, capable of accelerating to 250 km/h, and time will tell whether Tverskoy Vagonostroitelny will be able to accomplish this task, but for now two trains have been built, which will be tested on Kiev direction Moscow railway.

Steam locomotive type 2-3-2

The beginning of the 20th century was marked by a real boom in speed records in the most various industries. Planes, cars, steam locomotives - all this moved faster and faster, and new records were set almost every year, and every developed country sought to join the elite by having high-speed transport. The Soviet Union did not lag behind in this direction, especially considering our distances. In 1936, the first project of the 2-3-2k steam locomotive of the Kolomna Plant appeared, which developed a power of 3070 hp, which allowed it to accelerate to 150 km/h. Through modification, the maximum speed increased to 170 km/h. The locomotive was successfully tested and showed excellent results, but the outbreak of war did not allow serial production of the model. At the same time, they worked at the Voroshilovgrad Plant in parallel to refine the steam locomotive, and created a slightly faster model under the number 2-3-2B, which had a design speed of 180 km/h. He set his last record in 1957, when he reached a speed of 175 km/h.

EP20

EP20 is one of the most successful Russian electric locomotives of recent years. It is intended to replace the old Czech ChS8 and ChS200 on Russian roads, the service life of which is coming to an end. The maximum design speed of the locomotive is 200 km/h, and there is no doubt that under certain circumstances it can move even faster, but there is no data on this in open sources, so we will consider it to be a maximum of 200 km/h. The fastest locomotive route is the Nevsky Express, which covers the distance between Moscow and St. Petersburg only 5 minutes longer than the Sapsan, which once again proves that there was no such need for the purchase of the Sapsan. The design of the EP20 turned out to be so successful that Russian Railways immediately placed an order after testing in 2011, and currently 60 locomotives of this brand have been produced at the Novocherskassk Electric Locomotive Plant, and a total of 200 of these machines are planned to be built.

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ER 200

The boom in high-speed transportation began in the 60s, when the first high-speed trains began to appear in Japan and Western Europe. In Russia, there were simply no roads for such trains, but the status of a great power simply did not allow not to have at least one similar route, and besides, the passenger traffic between Moscow and Leningrad was simply enormous. The terms of reference were approved in 1967, and for six years 50 different enterprises worked on its creation, and in 1973 the first train was assembled at the Riga Carriage Works and went into testing, which lasted another 6 years. The train set off on its first voyage in 1979, and went into permanent operation only in 1984. Why the process dragged on for almost 20 years is a huge mystery, and given the fact that by the end of the 80s repairs were already required, then one can only be surprised at the slowness Riga Carriage Works. The final design speed of the ER-200 was 200 km/h, and during testing it accelerated several times to 210 km/h. He covered the distance from Moscow to Leningrad in just under 5 hours, which was a pretty decent figure for his time, and even now only Sapsan and Nevsky Express travel faster than him. A total of 2 trains were built, and a pair of spare head cars. The ER-200 was in operation until 2006.

Ep200

The top three fastest domestic trains opens with the experimental locomotive EP200, built at the Kolomensky Zavod in 1996. The EP200 appeared at an extremely unfortunate time, when it seemed to be very much needed, but there was no money for its creation, testing and modification. The design speed of the locomotive was 250 km/h, but in operation the speed was limited to 200 kilometers. There is no exact data on the maximum speed during testing.

For all its high-speed advantages, it was not destined to go on regular flights. At first, the EP200 did not shine with reliability, especially at high speeds. And after eliminating the shortcomings, it was never accepted, and in 2009 it was finally written off with the wording “Russian Railways does not need electric locomotives of this type,” which looks not just strange, but simply like direct sabotage in favor of the German Sapsan, since it was precisely its competitor, especially since on the basis of the EP200 the development of the EP250 and EP300 was already in full swing, the operating speed of which was supposed to be 250 and 300 km/h, respectively. After all the misadventures with the locomotive, the Kolomensky Plant focused on the production and improvement of TEP70 and EP2k. Perhaps in the near future we will still see high-speed locomotives and trains that will leave the gates of the Kolomna plant, but it will not be EP200.

Falcon 250

The fate of this train was no less sad than the EP200. The technical requirements for the development of a new train for high-speed transportation were ready in 1993. The leading development company was the Central Design Bureau for MT "RUBIN". Sokol 250 went to its first tests in 1998, during which everything possible was tested, and the train itself reached a maximum speed of 236 km/h, while its design speed was 250 km/h. During the tests, quite a few different but correctable shortcomings were found, and in fact the train was 90% ready. However, for unknown reasons, the project was canceled and the Falcon was sent to a museum. In fact, along with this locomotive, all the developments in creating such high speed trains, and if we now try to do the same thing, we will have to start again practically from scratch.

TEP 80

Ahead of its time - this is exactly what they said about the fastest Russian locomotive. It’s funny to say, but the fastest locomotive in Russia is not an electric locomotive, but a diesel locomotive TEP-80. When it was created, the TEP 70 was taken as a basis, which was not so fast, but had excellent potential for development. The TEP 80 was equipped with a one and a half times more powerful engine with a capacity of 6000 hp, and it was this engine that allowed the locomotive to accelerate during testing to a record speed for Russia of 271 km/h. By the way, this record has not been broken by more than one diesel locomotive in the world to this day.

It was manufactured at the Kolomensky Plant in 1988-89, but the chaos in the country of the Soviets was not conducive to such breakthrough developments. The tests were carried out by the plant, and with the collapse of the union, no one needed the diesel locomotive at all. The speed record was set in 1993 and recorded on camera. Why this project has not yet been restored remains a mystery, but it has gone into oblivion just like Sokol and EP200 and is gathering dust in a museum, never going on regular flights, although our railways still need such locomotives, but If necessary, it will have to be built from scratch.

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The number of trains in the Kiev direction will increase by 25 percent during rush hour. On weekdays, 22 additional trains will be added, and on weekends - six. There will be more than 26 thousand new seats per day for passengers.

June 2, 2016 Moscow Mayor Sergei Sobyanin and Russian Railways President Oleg Belozerov inspected the new suburban electric trains which start running from the Kievsky railway station.

“We continue to work to improve suburban rail transportation on the Moscow Ring Road. And today there are two big pleasant events. First, the number of trains on the Kiev direction, an important, overloaded direction to Vnukovo and Naro-Fominsk, is increasing by a quarter. This means train headways during peak hours will be reduced by almost 40 percent. These are more comfortable transportation, faster, removing part of the load from the Kyiv highway, removing the load from the metro and from highways. This is a very important event,” said Sergei Sobyanin.

The second major event in the construction of the Moscow Ring Railway is the closing of the passenger ring on the Moscow Ring Road, the Mayor of Moscow said: “Moreover, the ring has been electrified. The main part of the technology has been completed. This doesn't mean we'll launch tomorrow passenger traffic, there is still a huge scope of work, but we have crossed what is called the Rubicon, technologically we have done the hardest part and got what we have been striving for in recent years: the ring has closed and begun to function.”

Over the past five years alone, passenger traffic at the Moscow railway junction has grown by 35 percent and today amounts to more than 650 million people a year. To ensure growing volumes of transportation, railway workers are actively updating rolling stock and increasing the number of electric trains.

Sergei Sobyanin thanked the head of Russian Railways Oleg Belozerov for the work done.

“This is a new word in railway transportation, when, thanks to technology and schedule optimization, a completely unique solution has been created to increase the number of trains,” the Moscow Mayor emphasized.

He added that the city authorities plan to continue to cooperate with Russian Railways: “We will continue to work with you to reconstruct the main tracks, make timely connections and, of course, provide new rolling stock, it is gradually changing. I would like this to happen faster, but depending on the capabilities, technologies, financial capabilities, I am sure that within a few years the main transport on the commuter route will be the most modern.”

Additional trains

On the Kiev direction, 22 trains are added on weekdays and six trains on weekends. Thanks to this, more than 26 thousand additional passenger seats will appear per day.

On weekdays, passengers will be transported by 248 trains instead of 226. At the same time, 17 of the 22 additional trains will depart during peak hours: nine trains - from 06:00 to 10:00, six trains - from 17:00 to 20:00. As a result, during rush hour the number of electric trains will increase by 25 percent (from 64 to 81 trains), and the service interval will be reduced from eight to 10 minutes to six minutes (or by 40 percent). On weekends, passengers will be carried by 224 trains instead of 218.

In addition, an additional line of turnstiles will be opened at Kievsky Station - five, including one with expanded doors for people with limited mobility and those traveling with large luggage.

Trains on the Kiev direction carry passengers between Moscow ( Kyiv railway station) and Skolkov, Solntsev, Kokoshkin, Krekshin, Vnukov, Aprelevka, Naro-Fominsk, Maloyaroslavets and Kaluga. On average, 91.6 thousand people are transported here every day.

About 1.3 million people switched from personal to public transport thanks to the launch of traffic on the Moscow - Kryukovo section.

“In the fall we opened a new direction Moscow - Kryukovo. We planned one passenger flow. My point is that we were skeptics. More than 1.3 million people switched from their personal cars to public transport, to Lastochka,” noted Oleg Belozerov.

About two million passengers use commuter trains every day.
“The suburban railway service is the most dynamically developing of all directions; if you take the metro, cars, buses, then it is the most dynamic. Over five years, passenger traffic has increased by more than a third, this is a huge dynamic, no other type of transport can show it. Today, two million passengers are transported per day on commuter trains, and, of course, this is a serious, priority area,” said Sergei Sobyanin.

New Moscow electric trains

New stage of the fleet renewal program commuter trains started in 2013. In 2015, the Moscow Government and the Moscow Region Government held a competition for carriers who would serve passengers for 15 years. Such a long-term agreement allows companies to formulate programs for infrastructure development and rolling stock renewal.

The winners of the competition were the operating carriers OJSC Central Suburban Passenger Company (nine directions) and OJSC Moscow-Tver Suburban Passenger Company (one direction - Oktyabrskoye).

According to the railway infrastructure development programs, they plan to purchase at least 250 new electric trains (2,475 cars) by 2030. This will make it possible to comfortably transport up to a billion passengers a year.

On Moskovsky transport hub 51 new generation trains are already in operation. Among them are 16 high-speed Lastochka trains on the Moscow-Kryukovo-Tver route and 35 ED4M series trains purchased by TsPPK OJSC on other routes.

The cars of this series have a comfortable passenger compartment, equipped with modern climate control systems (including in vestibules), lighting, video surveillance, video recording and diagnostics. The vestibules and interiors of the cars are adapted for the passage of people with limited mobility, as well as for the transport of bicycles (folding ramps, places for attaching wheelchairs, large toilet cabins with handrails in the head cars). These trains are produced by the Demikhovsky Machine-Building Plant (ZAO Transmashholding).

In 2016, it is planned to purchase another 23 trains (22 electric trains and one diesel train).

EP2D series - without hooks

JSC TsPPK plans to purchase trains of the new EP2D series, which are currently undergoing certification tests. They are designed taking into account the requirements of the technical regulations of the Customs Union.

Unlike the previous ED4M series, EP2D trains can be purchased in two- or three-car trains for operation on less congested areas.

The driver's cabins are designed in such a way that they exclude cases of unauthorized lifting and passage of strangers on the protruding parts of the head cars. For our own extreme entertainment The hookers used technological handrails and steps, which are necessary for locomotive crews. Now, instead of them, drivers will have removable ladders at their disposal. And the possibility of getting caught on a train will be practically excluded.

The bodies of the head cars have crash systems that protect passengers and members of locomotive crews in the event of head-on collisions. In a collision, the front body elements take the brunt of the impact and, by deforming, absorb the impact energy, so the train interior is not damaged.

Thanks to the new control system for electro-pneumatic brakes, the braking distance of the electric train during emergency braking is significantly reduced, and the electric stop valves operate faster.

A modern microclimate system with an air disinfection function is installed in the carriage interiors, as well as an on-board information system with running lines and side route indicators on the carriages. The new design of the internal doors provides convenient entry and exit for passengers with luggage. In addition, special solutions have been used for the passage of passengers with disabilities.

Electric trains of the EP2D series will be used both on regular commuter train routes (6000 numbering) and on fast commuter train routes increased comfort(7000th numbering).

First of all, they will replace the most worn-out rolling stock of the early years of production on the Kiev, Riga, Belorussian, Savelovsky and Kursk directions.

Train "Ivolga" - up to 120 kilometers per hour

JSC TsPPK is also considering the possibility of purchasing electric trains EG2Tv Ivolga, which are produced by the Tver Carriage Works (ZAO Transmashholding). The exterior and interior design of the train was developed by Integral Design and Development.

These trains can carry passengers at a speed of 120 kilometers per hour. Moreover, it is possible to make modifications for maximum speeds of 160 kilometers per hour, and in the future - up to 250 kilometers per hour. The guaranteed service life of such a train is up to 40 years.

The train consists of five carriages with a capacity of 1,250 people. It is also possible to form trains from three to 12 cars and double trains with a length of up to 14 cars. Ivolga trains are equipped with quick coupling technology, which allows, if necessary, to increase the number of cars and carry more passengers using one train.

Trains are equipped with:

Asynchronous traction motors and a rheostatic-regenerative braking system, which allows you to save energy in suburban conditions with frequent acceleration and braking;

An integrated control, diagnostic and safety system, thanks to which an electric train can be controlled by one driver and monitored in real time technical condition composition;

A modern fire response complex - alarm and fire extinguishing systems;

Video surveillance systems and communication with the driver.

All cars, except the head ones, have a through passage. They are equipped with information boards indicating the time, route and name of the nearest station, soft seats, hooks for clothes (on the side walls near the passenger seats), racks for small-sized hand luggage and comfortable handrails.

Thanks to air suspension technology, the electric train is characterized by increased smoothness, and passengers feel less noise and vibration.

Wide doors and through passages between cars will allow people with limited mobility to experience less inconvenience. In the head cars there are special seats and toilets for them. The carriages also have devices for quick and reliable fastening of wheelchairs.

Infrastructure development of the Moscow railway junction

The Moscow government considers suburban and urban rail transportation as one of the most important and promising elements public transport. Last year the volume passenger transportation through the Moscow railway junction amounted to 650 million people, which is 35 percent more than in 2010 (480 million passengers). The Moscow hub carries out more than 50 percent of all suburban transportation in Russia.

Under the passenger infrastructure development program, 240 kilometers of additional main tracks will be built, new generation cars will be purchased, and stations and platforms will be reconstructed.

From 2011 to 2015:

Reconstruction and improvement of stations and station areas was carried out, order was restored on passenger platforms;

A planned renewal of the rolling stock is underway with the replacement of outdated electric trains with modern comfortable trains;

Passenger traffic has been opened on the Novoperedelkino - Moscow section (Kyiv Station);

The service of suburban express trains “Lastochka” has been opened on the section Moscow (Leningradsky Station) - Kryukovo (Zelenograd);

The reconstruction of the Small Ring of the Moscow Railway for the organization of passenger traffic is being completed (commissioned in 2016);

An additional Main way on the section Domodedovo (Aviatsionnaya) - Airport for upgrade transport accessibility airport (commissioned in 2016).

Work to prepare for the launch of the Moscow Ring Railway (MKR) is almost complete. From July 4, 50 percent of trains will be launched in test mode, said Oleg Belozerov.

“Today we have a closed electrified ring. Almost 97 percent of the work on it has already been completed. Starting Monday we will start running-in, 50 percent of the trains will be released on the ring. And we will already look at how the technology works,” said the head of Russian Railways.

According to him, over the past two weeks, a large number of important decisions have been made together with the Moscow Government. He also thanked Sergei Sobyanin for promptly making decisions necessary to launch the Moscow Ring Railway.

“Now it will be a good, modern, environmentally friendly look passenger transport. It will practically cover new territories and provide an opportunity for Moscow to develop. For us, for railway workers, this is very important. I am grateful for the opportunity to implement this project together. We plan to further implement it in other cities of our country,” noted Oleg Belozerov.

He also noted that modern rolling stock provides Wi-Fi, air conditioning, smooth ride and noiselessness.

 

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