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, when deformed, 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.
After the destruction of the USSR, the following remained in the Russian Federation:
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 reserved seat cars, mail and luggage cars.
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. VEB Waggonbau Ammendorf, the only manufacturer of excellent compartment cars for the USSR, left and died safely after the disappearance of the GDR. 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 commuter 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.
The Central Suburban Passenger Company has abandoned 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. The further fate of the 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 and restoration 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.
This program also included a certain number of ER tanks, which, without changing the series, were used for 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 suburban train and what they want it to be, 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.
In terms of its technical characteristics, 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 modes of movement, 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 concept of the electric train assumes the possibility of creating modifications for speeds of up to 120, up to 160 km/h, and in the future for high-speed traffic - up to 250 km/h.
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 can be equipped with special places for transporting luggage, bicycles, 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. 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 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.
In Europe, people often travel to work in neighboring cities by electric trains; there it is much more convenient than a car. On a European train you can meet a successful businessman working on a laptop. Let's hope that we will have the same soon. In the meantime, in Russia they use electric trains, rather, out of poverty and hopelessness.
Let's get acquainted with new electric trains at the international exhibition Expo 1520.
Why Expo 1 520? This is exactly the official gauge of our railways, as well as railway roads in the CIS countries, the Baltics, Mongolia and Finland - 1520 mm. Its total length in the “1520 space” is over 150 thousand km. 1520 mm is called “wide” gauge.
The “broad” gauge is the second longest in the world. The most common gauge today is the so-called “European” or “standard” gauge - 1435 mm. The total length of the lines of this gauge is estimated to be 720 thousand kilometers.
The President of JSC Russian Railways, Vladimir Yakunin, came to open the Salon. (Photo by Ramiz Mustafayev):
Modifications of a regular train. The 2011 version, according to Russian Railways, “provides maximum comfort for passengers.”
Driver's cabin:
Recently Russian Railways launched train to Nice. These are the carriages in which passengers are offered the opportunity to travel to the Côte d'Azur:
The interior of the carriage is reminiscent of suites in Soviet boarding houses:
Each compartment has a shower and toilet:
Each carriage has a bar:
With various interior layouts and designs. They put a new face on the old train:
At first glance it looks good:
Train interior. The first question is what to hold on to for passengers who do not have enough seating space?
Second option:
Transition between cars on our train:
Swiss company Stadler. Everything here is the same as in ours, only better. It is already being supplied to Belarus and will be used on Minsk city routes. One train costs almost 6 million dollars.
The Swiss train provides passenger comfort at the highest European level: it has air conditioning, a special entrance for the disabled and wireless Internet.
Flirt Salon:
It’s immediately obvious that at the Swiss factory, the interior design is done by a designer, not a janitor. Everything for the people. It's just a pleasure to be here:
Convenient handrails and trash cans!
Places for disabled people and strollers:
Sockets! It is still rare to see a regular socket on our trains. This is considering the fact that now everyone has at least several gadgets that would be good to charge. In Flirt there is an outlet under each small table. A pull-out trash can is hidden in the bracket that holds the table. I don’t understand why they don’t make trash bins on our trains?
Toilet on a Swiss train. It seems that everything is the same as in ours, but look at the details. Look at how the colors are chosen and the variety of handrails:
And finally, a retro model - a masterpiece of the Stalinist Empire style, an electric train of the ER-1 series (nicknamed “Globe”). (Photo by Ramiz Mustafayev):
