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 as usual there is 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 indicators, 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. At the 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 that can accelerate 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 from 2017 will be tested on the Kiev direction of the Moscow Railway.
Steam locomotive type 2-3-2
The beginning of the 20th century was marked by a real boom in speed records in a variety of 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, the Voroshilovgrad Plant also worked on improving 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, whose service life 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 were ditched, and if we now try to do the same thing, we will have to start virtually from scratch again.
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. 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 commuter electric trains that are starting to operate from Kievsky 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 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 does not mean that we will launch passenger traffic tomorrow, there is still a huge amount of work to be done, 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, due 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 Station) and Skolkovo, Solntsev, Kokoshkin, Krekshin, Vnukovo, 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
A new stage of the commuter train fleet renewal program began 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.
The Moscow transport hub already operates 51 new generation trains. 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 and are 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 their extreme entertainment, the hookers used technological handrails and steps that 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 luxury fast commuter train routes (7000 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 monitor the technical condition of the train in real time;
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 carry-on 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 of public transport. Last year, the volume of passenger traffic 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 route is being built on the Domodedovo (Aviatsionnaya) - Airport section to increase the transport accessibility of the 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 begin 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 type of 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.
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. Therefore, railway companies and train designers are working in different directions - increasing speed, improving comfort, and achieving reductions in energy consumption and transportation costs. We will tell you what has been done in these areas in recent years in Russia.
Peregrine Falcon
The most famous high-speed electric train in Russia today, it even has its 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 on Russian roads its maximum speed is 250 km/h, on the Malaya Vishera – Okulovka section (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. The high-speed train "Allegro" covers the distance from our northern capital 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, running in the 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 electric trains could easily be called one of the most comfortable types of transport in 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 for 3 hours 45 minutes.
The number of cars in the Strizh train is from 7 to 11. There are 299 passenger seats in the 11-car train, and 236 seats in the standard 8-car train. The cost of travel in a carriage with standard seats is 1150 rubles, in a luxury class carriage – 7570 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.
In general, we have to admit that the “best” passenger trains in Russia are by no means the best, since they are 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 the new train would be able to reach speeds of up to 350 km/h. During the 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 October Railway.
Material from Wikipedia - the free encyclopedia
The list contains electric trains that were ever operated on Soviet and later Russian railways of normal gauge, that is, with a width of 1524/1520 mm. The list also includes experimental electric trains that were tested, but for a number of reasons were never put into operation.
Contents [remove]
1 Historical background
2 Lists of electric trains
2.1 DC electric trains
2.2 AC electric trains
2.3 Double-system electric trains
2.4 Battery electric trains
3 Notes
4 Literature
5 Links
[edit]Historical information
"The first electric passenger carriage." 1910
The first electric trains in the Russian Empire were operated on narrow-gauge (1000 mm) access tracks in the city of Lodz (now located in Poland), where they served the Lodz-Egerzskoe (10.5 km) and Lodz-Pibianskoe (15 km) directions. Motor (No. 1-16) and trailed (No. 101-120) electric cars were built in 1900 by the Russian-Baltic Carriage Works. The voltage in the contact network was 550 V. The first electric train on the territory of present-day Russia was a double battery car, built in 1910 by the Bryansk Machine-Building Plant. The electric train made several experimental trips on the St. Petersburg-Tsarskoe Selo line, during which the imperfections of its batteries were revealed.
The first projects for the electrification of suburban sections of railways were also first proposed in the Russian Empire. So, back in 1913, the Ministry of Railways considered a project for electrification of the Moscow - Rublevo - Pavlovskaya Sloboda - Voskresensk direction. Projects were also put forward for the electrification of the Moscow-Ramenskoye section (Moscow-Kazanskaya railway), the construction of the Moscow-Sergiev Posad light railway, the construction of the Crimean electric road, the electrification of the Suram Pass, and so on, about 60 projects in total. Due to the outbreak of military events, work on these projects was suspended. The first electric train on Soviet railways appeared in 1920. It was a battery electric train of the I. I. Makhonin system, which consisted of three converted motor carriages built at the Mytishchi plant (diesel engines and generators were removed) with three special tenders on which the batteries were located. The first electrified suburban route in the USSR was the Baku-Sabunchi-Surakhani section, where regular service of electric trains began on July 7, 1926. On the territory of present-day Russia, the first trial service of suburban electric trains was opened on August 3, 1929 on the Moscow-Mytishchi section, and their regular operation began on October 1.
[edit]Lists of electric trains
In the lists below, electric trains are divided by type of current: direct and alternating, as well as multi-system. A separate list includes battery electric trains. In the lists, it is worth noting the Composition column, in which M and P mean, respectively, motor and trailer cars, and the specifying indices r and p - head (that is, equipped with a control cabin) and intermediate, clarification (L) means that a section of an electric locomotive is used as a car . The composition of electrical sections is contained in parentheses. For example, the entry 2;(Mg+Pp) means that the electric train consists of two electric sections, each of which consists of one motor head and one trailed intermediate electric cars. You can also note the Qty (Quantity) column, which indicates the number of produced electric sections or motor cars, since the accounting of motor unit trains is carried out specifically for them. However, the number of full-fledged trains produced is also indicated in brackets, that is, without taking into account additional electrical sections. It is worth noting that this column cannot be used to determine the total fleet of Soviet and Russian electric trains, since the table is taken into account even for series obtained by converting other electric trains.
For completeness of information, all modifications are shown in the lists, and for electric trains ER2 and ER9P, changes in the head cars are also taken into account. Electric trains in the list are ordered by year of production, and captured and reparation electric trains are ordered by year they entered Soviet railways.
[edit]DC electric trains
Series Illustration Voltage, V Composition Number of seats Electric braking Years of production Factories Quantity
Baku - Surakhani railway d.
1200 (Mg+Pg) n.a. - 1926 Moscow Helicopter Plant, Dynamo, Elin 14
SV 1500 (Pg+Mp+Pg) 299-321 - 1929-1934 Cost center, Vickers, Dynamo 33
SD 1500 (Pg+Mp+Pg) 299-321 - 1932-1941 Cost center, Dynamo 232
M
1200 Mg+2Pp ... - 1924, 1927 Siemens-Schuckert 4
EM165 750 (Mg+Pp) - 1927-1930 AEG, DMV, O&K, SSW 21
EM167 750, 1500 Mg+Pp - 1938-1944 AEG, O&K Dessau, Wegmann, WEG, SSW 34
SM and SR 1500/3000 (Pg+Mn+Pg) 299-321 - 1947-1952 RVZ, Dynamo 343 SR, more than 4 SM
And
3000 (Pg+Mp+Pg) 299-321 - 1952-1958 RVZ 550
CH
3000 (Pg+Mn+Pg) n.d. - 1954, 1955 RVZ, REZ, Dynamo 2
RS
3000 5;(Pg+Mp) 5;213 Regenerative-rheostatic 1955-1957 Perovsky EPS repair plant (conversion from SMV) 5 (1)
Estonia1
3000 2;(Pg+Mp)+3;(Pp+Mp) 1050 - 1957-1962 RVZ, REZ, KVZ 1295 (259)
Estonia6
3000 2;(Pg+Mp)+3;(Pp+Mp) 1050 Regenerative-rheostat 1959 RVZ, REZ, “Dynamo” 5 (1)
Estonia10
3000 2;(Mg+Pp) 972 Regenerative-rheostatic 1960, 1961 RVZ, RVZ, KVZ 6 (3)
ER2 (No. 300-1027)
3000 2;(Pg+Mp)+0…3;(Pp+Mp) 1044-1050 - 1962-1974 RVZ, REZ, KVZ 3472 (529)
Estonia22
3000 4;(Mg+Pp) 988 Regenerative-rheostatic 1964-1968 RVZ, REZ 264 (66)
Estonia23
3000 Pg - - 1967 RVZ -
ER22M 3000 4;(Mg+Pp) 968 Regenerative rheostat 1972 RVZ, REZ 8 (2)
Estonia2V
6000 2;(Pg+Mp),
2;(Pg+Mp)+2;(Pp+Mp) … Recuperative 1973-1975 MLRZ (converted from ER2) 12 (3)
Estonia200
3000 2;Pg+3…6;(Mp+Mp) 24 (Pg), 64 (Mp) Rheostat 1973, 1991 RVZ, REZ 11 (3)
ER2 (No. 1027-1348)
3000 2;(Pg+Mp)+0…4;(Pp+Mp) 1044-1050 - 1974-1984 RVZ, REZ, KVZ 1660 (321)
Estonia22V
3000 4;(Mg+Pp) 968 Regenerative-rheostatic 1975-1976 RVZ, REZ 8 (2)
Estonia12
3000 2;(Pg+Mp)+(Pp+Mp) 614 Recuperative 1976, 1981 RVZ, REZ, TEZ named after. M. I. Kalinina 10 (3)
Estonia2R
3000 2;(Pg+Mp)+0…4;(Pp+Mp) 1039 Regenerative rheostatic 1979-1987 RVZ, REZ 512 (89)
ER2T
3000 2;(Pg+Mp)+0…5;(Pp+Mp) 1039 Regenerative rheostat 1987-2001 RVZ, REZ 1308 (163)
ED2T
3000 2;(Pg+Mp)+0…4;(Pp+Mp) 1100 Regenerative rheostatic 1993-1999 DMZ
ET2
3000 2;(Pg+Mp)+0…4;(Pp+Mp) 989 Regenerative rheostatic 1993-1998 TorVZ, REZ 130 (26)
ED4
3000 2;(Pg+Mp)+0…4;(Pp+Mp) 1100 Regenerative rheostatic 1996-1998 DMZ, NEVZ 50 (6)
ET2R
3000 Pg 40 - 1997, 2001, 2002 TorVZ, REZ -
ET2A
3000 2;(Pg+Mp) 969 Regenerative 1999 TorVZ 2 (1)
ED4M
3000 2;(Pg+Mp)+0…4;(Pp+Mp) 1100 Regenerative rheostat 1998-present. DMZ, NEVZ 1507 (316)
ED4M1
3000 2;(Pg+Mp)+3;(Pp+Mp) 1100 Regenerative rheostat 1998 DMZ, REZ 15 (3)
ED4MK
3000 2;(Pg+Mp)+0…4;(Pp+Mp) 1100 Regenerative rheostat 1999-2005 (2006) DMZ, NEVZ 166 (38)
ET2L
3000 2;(Pg+Mp)+(Pp+Mp) … Regenerative rheostat 1999 TorVZ 3 (1)
ET2M
3000 2;(Pg+Mp)+0…4;(Pp+Mp) 989 Regenerative rheostatic 1999-2010 TorVZ, NEVZ 530 (109)
ED2
3000 Mg(L)+10;Pp+Mg(L) (project) Recuperative rheostat 2000 DMZ 2 (1)
ED6
3000 2;(Pg+Mp)+(Mp+Pp) n.a. Recuperative 2000 DMZ 3 (1)
ED4E
3000 2;(Pg+Mp)+3;(Pp+Mp) 1100 Regenerative rheostat 2001, 2004 DMZ 6 (1)
EM1K
3000 2;(Pg+Mp)+3;(Pp+Mp) 1044-1050 - 2001 MLRZ (ZAO Spetsremont) (later changed the designation to EM2, and from 2007 to ER2K) 10 (2)
EM2
3000 2;(Pg+Mp)+2…4;(Pp+Mp) 1044-1050 - 2001-2005 MLRZ (ZAO Spetsremont) (33)
EM2I
3000 2;(Pg+Mp)+2…4;(Pp+Mp) 1044-1050 - 2002-2006 MLRZ (ZAO Spetsremont) 74 (16)
ES2
3000 2;(Pg+Mp)+1…3;(Pp+Mp) 1044-1050 - 2002-2009 Altayskaya Depot (renamed ER2K in 2009) (19)
EM4 "Sputnik"
3000 2;(Pg+Mp)+1…2;(Pp+Mp) 1044 - 2003-2006 MLRZ (ZAO Spetsremont) 54 (15)
ET4E
3000 (Pg+Mp) 2003 TorVZ 1
ET2MRL
3000 2;(Pg+Mp)+2;(Pp+Mp) … Regenerative-rheostatic 2003 TorVZ 4 (1)
ET2ML
3000 2;(Pg+Mp)+1…2;(Pp+Mp) … Regenerative rheostat 2004, 2005 TorVZ 54 (7)
ET2EM
3000 2;(Pg+Mp)+2…3;(Pp+Mp) 989 Regenerative-rheostatic 2005, 2006 TorVZ 15 (3)
ED4MKM
3000 2;(Pg+Mp)+3;(Pp+Mp) 1100 Regenerative-rheostatic 2006 DMZ 5 (1)
ED4MKM-AERO
3000 2;(Pg+Mp)+2;(Pp+Mp) 294 Regenerative rheostat 2007-2009 DMZ 56 (7)
EVS1 "Sapsan"
3000 2Mg+2Mp+6Pp 604 Regenerative 2009 Siemens AG, Siemens Mobility 16 (4)
ET4A
3000 2;(Pg+Mp)+(Pp+Mp) - n.d. 2011 TorVZ 3 (1)
ED4M (No. 0500)
3000 2;(Pg+Mp)+3;(Pp+Mp) … Regenerative-rheostatic 2011-2012 DMZ 1
[edit]AC electric trains
ER7 2;(Pg+Mp)+3;(Pp+Mp) 1050 1960-1962 RVZ, REZ, KVZ, Moscow Transformer Plant, VEI 41 (4)
Estonia9
2;(Pg+Mp)+2…3;(Pp+Mp) 1035-1050 - 1961-1964 RVZ, REZ, KVZ 226 (45)
ER9P (No. 34, 48-344)
2;(Pg+Mp)+0…4;(Pp+Mp) 1035-1050 - 1963-1974 RVZ, REZ, KVZ 1429 (298)
Estonia11
4;(Mg+Pp) 992 Rheostatic 1965 RVZ, REZ, KVZ 4 (1)
Estonia9A
2;(Pg+Mp)+2;(Pp+Mp) 1035-1050 - 1970 RVZ, REZ, KVZ 5 (1)
ER9P (No. 345-377)
2;(Pg+Mp)+0…4;(Pp+Mp) 1035-1050 - 1974-1975 RVZ, REZ, KVZ 201 (33)
ER9M
2;(Pg+Mp)+0…4;(Pp+Mp) 1035-1050 - 1976-1983 RVZ, REZ, KVZ 546 (110)
Estonia9E
2;(Pg+Mp)+0…4;(Pp+Mp) 1035-1050 - 1981-1987 RVZ, REZ, KVZ 407 (79)
Estonia29
2;(Pg+Mp)+(Pp+Mp) 621 Recuperative 1985 RVZ, REZ, KVZ 3 (1)
ER9T
2;(Pg+Mp)+0…4;(Pp+Mp) 1035-1050 Rheostatic 1987-1996 RVZ, REZ, KVZ 371 (82)
ED9T
2;(Pg+Mp)+2…3;(Pp+Mp) 1100 Rheostat 1995-2000 DMZ 132 (27)
ED1
Mg(L)+10;Pp+Mg(L) 1148 Rheostat 1999-2001 DMZ, NEVZ 8 (4)
EN3
2;(Pg+Mp)+(Mp+Pp) 988 Recuperative 1999 NEVZ 3 (1)
ED9M
2;(Pg+Mp)+0…3;(Pp+Mp)+ 0…1;Pp 1100 Rheostatic 2000-2010 DMZ
EM9
2;(Pg+Mp)+2…3;(Pp+Mp) 1035-1050 - 2001-2003 DEVRZ (ER9P passed KVR and KRP) 25 (6)
Sm3 "Pendolino"
2Mg+2Mp+3Pp 262 Rheostat 2006 Fiat Ferroviaria (Alstom) 4 (1)
ED9E
2;(Pg+Mp)+0…2;(Pp+Mp)+ 0…1;Pp 1100 Rheostat 2006, 2012 DMZ 5 (2)
[edit]Two-system electric trains
As the name suggests, electric trains of this type are operated in areas where two current systems meet: direct 3000 V and alternating 25,000 V 50 Hz.
Series Illustration Composition Number of seats Electric braking Years of production Factories Quantity
Sokol-250 (ES250)
2Pg+2Mp+2Pp 72/76 Recuperative 1998 VNIITransMash, Almaz and others 2 (1)
ED4DK
2Mg(L)+10Pp… - 2002 NEVZ, DMZ 2 (1)
EVS2 "Sapsan"
2Mg+2Mp+6Pp 604 Regenerative 2008-2009 Siemens AG, Siemens Mobility 16 (4)
Sm6 "Allegro"
2Mg+2Mp+3Pp 354 Recuperative 2009-2010 Alstom (developed by Fiat Ferroviaria) 16 (4)
ES1 "Swallow"
2Mg+3Pp 453 Regenerative 2012 Siemens AG, Siemens Mobility 38 (6)
[edit]Battery electric trains
The power source for electric trains of this type is the batteries installed on them, which are recharged either at a special charging station or while the electric train is traveling under the contact network (for contact-battery electric trains).
Series Composition Number of seats Electric braking Years of production Plant Quantity
Systems I. I. Makhonin 3Mg+3T 222 - 1920 Formed from three converted railcars, produced by cost center 3 (1)
And
2;(Pg+Mp+Pg) 321 Recuperative 1959, 1965-1967 RVZ, REZ, OEVRZ (mounted from SR3) 18 (9)
ER2A6 2;(Pg+Mp)+(Pp+Mp) 614 Regenerative, rheostat 1972 OEVRZ (mounted from ER2B;596) 3 (1)
[edit]Notes
Russian electric trains on Wikimedia Commons?
; Show compactly
; 1 2 V. A. Rakov. Electric cars of commuter trains. General information // Locomotives of domestic railways 1845-1955. - 2nd, revised and expanded. - M.: “Transport”, 1995. - P. 433-434. - ISBN 5-277-00821-7
; V. A. Rakov. Battery car and train // Locomotives of domestic railways 1845-1955. - 2nd, revised and expanded. - M.: “Transport”, 1995. - P. 474. - ISBN 5-277-00821-7
; They came to Soviet railways in 1940 with the annexation of Estonia.
; Captured German ET 165, arrived on Soviet railways in 1945.
; Captured German ET 167, delivered to Soviet railways in 1945.
; Prototype of the head car ER200
; Only individual head cars were produced
; At the beginning of June 2011
; In 2006, only 2 separate head electric cars were produced.
; The cars were to be operated only in conjunction with electric locomotives VL10 (similar to ED1)
; 1 2 3 4 5 Modernization of completed CWR and KRP ER2
; It was tested on the Oktyabrskaya Railway, after which it was transferred to Finland.
[edit]Literature
V. A. Rakov. Locomotives of domestic railways 1845-1955. - 2nd, revised and expanded. - M.: Transport, 1995. - 564 p. - ISBN 5-277-00821-7
V. A. Rakov. Locomotives of domestic railways 1956-1975. - M.: Transport, 1999. - 444 p. - ISBN 5-277-02012-8
V. A. Rakov. Locomotives and multiple unit rolling stock of the railways of the Soviet Union 1976-1985. - M.: Transport, 1990. - 238 p.
Handbook of locomotives of the USSR railways / Red Bureau of Lokomotivoproekt. - M.: Transzheldorizdat, 1956.
[edit]Links
Registration of electric trains (Russian). Russian electric trains. Archived from the original on February 12, 2012. Retrieved May 8, 2011.
[hide] Locomotives and MVPS of the railways of the USSR and Russia
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