Types of electric trains. The fastest trains in Russia and the USSR. EP2D series - without hooks

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 the trip, and a number of other factors are important for the passenger. Therefore, railway companies and train designers are working in different directions - increase speed, improve comfort, achieve lower energy consumption and cost of transportation. 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 a LiveJournal blog. The Sapsan project was developed specifically for Russia by the German company Siemens.

On December 17, 2009, Sapsan set off on its first, loudly advertised commercial flight from Moscow to St. Petersburg, 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 speeds up to 300 km/h, but on Russian roads its maximum speed is 250 km/h, on the section Malaya Vishera - Okulovka (Mstinsky bridge), and the main part of the Sapsan track moves at a speed of 200 km/h. The number of cars in the train is 10, the number of seats is 592.

The fare on the Sapsan on the Moscow-St. rubles in business class.

Allegro

This high-speed train, well-known to St. Petersburg residents, can be considered Russian, at best, half. 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. The distance from our northern capital to the capital of the Suomi Country is covered by the Allegro high-speed train 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 the disabled. The basic fare is 84 euros in the second class carriage and 104 euros in the first class.

ES "Lastochka"

This high-speed electric train, plying in the Krasnodar Territory, can rightly be considered "the most expensive electric train in Russia." Lastochka is one of the most ambitious and costly projects related to the 2014 Olympics. For its implementation, in 2009 Russian Railways signed a contract with the German company Siemens, 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 signed a new contract with Siemens for the maintenance and service 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 cars. Seats - 409; there are also 4 seats for passengers with disabilities, and a toilet room. With a large passenger flow, for example, along the Adler-Tuapse route, two coupled trains of 10 cars are sent on a flight.

And if it weren’t for the boorish controllers of the Russian Railways and the wagons packed with passengers to the eyeballs, these electric trains could be safely called one of the most comfortable modes of transport in Russia. In the summer months, despite the high season and crowds of tourists, electric trains on the Tuapse-Sochi-Olympic Park route rarely run, because of this, most passengers have to stand for hours in unsuitable aisles. It looks something like in the Moscow metro cars at rush hour, but unlike the metro, the Swallows' salons with narrow aisles are not at all suitable for standing passengers.

At home, in Spain, this high-speed train is called Talgo 250. True, Spanish, from the company Patentes Talgo S.L, there are only wagons in the train, it is planned to use domestic locomotives - EP20. Starting June 1, 2015, the Swifts will run on the route Moscow - Nizhny Novgorod. From the capital, with stops in Dzerzhinsk and Vladimir, the train will run to Nizhny Novgorod in 3 hours and 45 minutes.

The number of cars in the Strizh train is from 7 to 11. There are 299 passenger seats in an 11-car train, and 236 seats in a standard 8-car train. The fare in a car with standard seats is 1,150 rubles, in a deluxe class car - 7,570 rubles.

Since 2013, train No. 103 has been running on the Moscow-Adler route with double-deck cars manufactured at the Tver Carriage Works. In such a carriage (compartment) there are 64 berths instead of the usual 36, and in a SV-class carriage there are 32 places (instead of 18 in the usual version). Such a “compression” should have led to cheaper tickets, but so far nothing of the kind has been observed. A seat in a compartment to Adler in a double-decker car costs 7,540 rubles, and in a single-decker car it costs 7,140 rubles. From June 1, 2015, a passenger train with double-decker cars No. 5\6 will run along 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 state that the “best” passenger trains in Russia are by no means the best, because they are not the fastest, not the most comfortable and not quite “ours”. Of all the loudly publicized 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 additionally “fork out”. There was also the long-suffering "Falcon-250" and did not "take off" ....

"Falcon-250"

About sixty Russian enterprises and organizations took part in the creation of a prototype domestic model of a high-speed dual-powered electric train (on direct and alternating current) Sokol-250. It was assumed that the new train will be able to reach speeds of up to 350 km / h. At the acceptance tests of the Sokol-250 prototype in June 2001, for the first time, a speed of 236 km / h was reached - a record for the Russian railways of 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 brake system, insufficient tightness of the cars, etc. Several cars from the Sokol-250 experimental train are on the sidings of the Central Museum October railway.

After the destruction of the USSR in the Russian Federation remained:
1. Novocherkassk Electric Locomotive Plant (NEVZ), which produced freight electric locomotives of direct and alternating current of the VL8, VL10, VL11, VL15, VL22, VL23, VL60, VL80, VL85 series and the only two-system VL82.
2. Tverskoy Carriage Works (TVZ), riveted passenger couchette cars, mail and baggage cars.
3. Bryansk Machine-Building Plant (BMZ), which produced only TEM2 and TEM15 shunting locomotives, refrigerated sections with machine cooling and electric heating.
4. Lyudinovsky diesel locomotive building plant (LTZ), which worked on the production of shunting diesel locomotives with hydro and electric transmission, released a line of specific mainline TG16 for Sakhalin's narrow gauge.
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 subway cars.
7.Leningrad Order of the October Revolution and the Order of the Red Star Carriage Works named after. I. E. Egorova (now CJSC VAGONMASH), also made subway cars.

Behind the cordon were:
1. The flagship of the Soviet mainline diesel locomotive construction, 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 abroad: 2TE10 in various modifications, 3TE10, 4TE10, 2TE116, M62, 2M62, TE109, 2TE121 and others ;
2. Riga Carriage Works (RVZ), which made absolutely all electric trains for all roads of the Union. The well-known ER-ok series: ER1, ER2, ER9, ER22 and others. He also worked on diesel trains DR1. Nowhere in the USSR, except for Riga, multiple-unit rolling stock was made.
3. Tbilisi Electric Locomotive Plant (TEVZ), which produced freight electric locomotives from components of the Novocherkassk Electric Locomotive Building Plant.
4. With the collapse of the Council for Mutual Economic Assistance (CMEA), Skoda with all its passenger electric locomotives actually fell off the Russian track: 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. After the disappearance of the GDR, the only manufacturer of excellent compartment cars for the USSR, VEB Waggonbau Ammendorf, left and died safely. Those cozy brown swimsuits that can still be seen on Russian Railways are his brainchild.
6. Together with the Germans, the Poles also fell off, the plant to them. Tsigelsky, who produced 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 ChME3 shunting diesel locomotive and trams.

Perhaps the main ones are listed. All sorts of Poltava diesel locomotive repair, Dnepropetrovsk car repair plants, Lvov locomotive repair, Daugavpils locomotive repair, Zaporozhye electric locomotive repair, Izyum, Ivano-Frankivsk, Gayvoron will not even count. As you can see, the unified system of railway engineering and providing railways of the USSR (Russia) with rolling stock, which had been created for decades, was torn apart and destroyed. Russia was left with a big and fat horseradish.

Let's start with suburban transportation. This is a loss-making for Russian Railways, but a very socially significant mode of transport. Designing, building and operating electric trains is not a profitable business. And very costly. In the USSR, the state spent billions on the organization of 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 Demikhov Machine Building Plant is the leading enterprise for the development and serial production of electric trains for suburban and regional communication of direct and alternating current, is the largest plant in Europe in terms of the number of electric train cars under construction.
Until the beginning of the nineties, they produced all sorts of narrow-gauge dregs.
Let's turn to the database of the site Russian electric trains.
Photos are also stolen 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 compositions were built, including modifications ED2T - ***P and ED2T - ***G.
Several compositions 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 completely domestic equipment. In previous series, Latvian components were also used.

Further, the shortcomings of the first train were taken into account, the ED4M series went, 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) compositions were built. Why approximately: the database is very extensive, some trains were renamed, some were not built. There are very few of them, few. I don't see the point in looking for them in the arrays of information. The overall picture is clear.
Not so long ago, a cabin of a more aerodynamic shape began to be used.
The Central Suburban Passenger Company has moved away from the corporate colors of Russian Railways.
Her electric trains are already completely dissected in an individual color throughout Moscow and the Moscow region.

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

Built 7 trains. Soon they will be replaced by two-story ESH2 Swiss-Belarusian assembly from Stadler.
There was in the history of the plant and one interesting "geek" ED4DK. Sunk into oblivion.

A couple of experimental compositions of ED4E were also born.

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

Along with the large-scale distribution of the DC ED4M series, an impressive ED9 series (ED9T, ED9M) has become widespread on our highways electrified with alternating current.
About 340 compositions. Outwardly, they are no different from ED4M.

Let's add 36 compositions ED9E to them.
Several were also made for Kazakhstan, for Suburban Transportation JSC.

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

With the main model range of DMZ finished. We write down 1105 electric train trains to the account of the plant. Not all of them are for 10 - 12 wagons, there are also 8, 6 and 4 wagons.

They did not sit idle in Torzhok either. Torzhok Carriage Works rivets the ET series.
The lead developer is ZAO TsNII TransElektroPribor, located in St. Petersburg.
Under the USSR, they also did not build electric trains.
In 1996, the first model of the ET2 DC electric train (ET2T, ET2M, ET2MRL, ET2ML, ET2EM, ET2A) was produced.

Some ET2s were sold to both Ukraine and Estonia.

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

So far, for test operation, there are only three compositions. 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. A competitor like the Swallow "Siemens Desiro RUS" breathes in their backs.
Somewhere in the tests, since 2003, one such beast as ET4E was still stuck.

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

Its feature is the presence of a diesel generator that provides the possibility of autonomous running on diesel locomotive sections. Under the wires, it rides like an electric train, powered by a contact network. The wires end, he starts the torokhtelku and goes on. Almost all trains work in St. Petersburg. Terribly susceptible to weakness. They break, but with grief they drive in half. Sometimes they are rescued by locomotives. In principle, this is not surprising: the model is new, a lot of childhood diseases. Practice and fix bugs. And some next DT2 will be less capricious.
We write 166 multiple unit trains in the account of TorVZ.

Diesel trains began to be produced in Mytishchi. JSC "Metrovagonmash". Products are represented by rail buses (RA1) for low-density lines.
They made a total of 133 pieces. 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 the USSR bought D1 diesel trains from them.
There are no such people left in Russia. Recently, in the Leningrad region, the last pepelats collided with a bus. Used as a service. 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 was the so-called Maggots, a line of white worms EM2 (EM2I), made on the basis of the old Riga ER-ca.
Exhausted them, in hellish torments, on Moscow Locomotive Repair Plant.
There are 51 compositions in total.

A certain number of ER-oks fell under this program, which, without changing the series, were made by KVR, welding Demikhov cabins.

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

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

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

Russia is not a country with the fastest railways, and we are still very far from Japanese and French super trains, 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 characteristics are far from being so bad, and even in their class they are not inferior to foreign counterparts. Our rating contains only trains of Russian or Soviet production, created at domestic factories. You can say that without Sapsan and Allegro this is not a rating, but it’s a shame for us in a country like Russia to look with an open mouth at our neighbors and buy from them, and not create our own, so the rating will be exclusively from domestic trains.

I will not pretend to be 100% reliable, but will build my rating based on the available data, because there are a lot of myths about the acceleration of a particular locomotive, but as usual there is not enough documentary evidence. And so let's start our top ten fastest Russian and Soviet trains.

TEP70

TEP70 is in tenth place in our rating. This locomotive is the main diesel workhorse in passenger traffic at Russian Railways. The basic design of the 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 developing high speed, and there were even rumors that it was accelerated to 220 km/h in tests, but the speed of the long run is only 50 km/h, which does not allow us to put it higher in our rating. The diesel locomotive has been in operation since 1973, and its improved modification TEP70BS is currently being produced. It is produced at the Kolomna plant, and by now 300 of these cars and another 25 TEP70U are 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 also so massive in production, which is why it deserves its place.

"Martin"

It’s over, calling the Lastochka a purely Russian train will not turn your tongue, but it is he who is next on our list of the fastest Russian trains. The main contribution to the creation was made by the same Siemens. The one that brought Peregrine Falcons to Russia. In fact, 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 the swallow is 160 km / h, but in fact the real speed is somewhat lower, however, such trains are just perfect for Russian roads, because often we have nowhere to accelerate faster. The main purpose is suburban transportation or intercity transportation for short distances up to 200 km. At the moment, 46 ES2G formulations have already been released.

EP2K

EP2K is perhaps the most long-awaited locomotive of Modernity. In the USSR, this niche was successfully occupied by Czechoslovakian emergency services of various models, and Soviet factories did not really strive to compete with them, and thus for a long time we practically did not have 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, but they were all either slower, such as EP1, or vice versa, faster, but something completely different was required, namely the replacement of Czech emergency situations. This task was successfully completed at the Kolomna plant and in 2008 EP2K went into production. The maximum operating speed is 160 km/h, however, the locomotive can easily go faster, and the speed of the continuous mode 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 quite what was expected from the plant. For such speeds, the "Swallow" is already being produced, and the Oriole needs to be "dispersed". Rumor has it that during the tests, a train 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 give out 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 complete this task, but for now two trains have been built, which from 2017 will be run in 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 wide variety of industries. Airplanes, cars, steam locomotives - all this moved faster and faster, and new records were set almost every year, and every developed country sought to enter the elite, 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 steam locomotive 2-3-2k of the Kolomna Plant appeared, which developed a power of 3070 hp, which allowed it to accelerate to 150 km / h. Through refinement, the maximum speed increased to 170 km / h. The locomotive successfully passed the run-in and showed excellent results, however, the outbreak of war did not allow serial production of the model. At the same time, the Voroshilovgrad Plant also worked on finalizing the 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 topped out at 175 km/h.

EP20

EP20 is one of the most successful Russian electric locomotives of recent years. It is designed 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 it can move even faster under certain circumstances, however, there is no data on this subject in open sources, so we will consider it 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 Sapsan, which once again proves that there was no such need to buy Sapsan. The design of the EP20 turned out to be so successful that Russian Railways immediately placed an order after the run-in in 2011, and currently 60 locomotives of this brand have been produced at the Novocherskassk Electric Locomotive Plant, and a total of 200 such machines are planned to be built.

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ER 200

The rapid transit boom began in the 1960s 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 having at least one similar route, moreover, the passenger flow between Moscow and Leningrad was simply huge. The terms of reference were approved in 1967, and for six years 50 different enterprises worked on its creation at once, and in 1973 the first train was assembled at the Riga Carriage Building and entered the test, which lasted another 6 years. The train went on its first flight 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 repairs were already needed by the end of the 80s, 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 in tests it accelerated several times up to 210 km/h. It covered the distance from Moscow to Leningrad in a little less than 5 hours, which was a pretty decent figure for its time, and even now only Sapsan and Nevsky Express travel faster than it. In total, 2 trains were built, and a couple of spare head cars. The ER-200 was operated until 2006.

Ep200

The experimental locomotive EP200, built at the Kolomensky Zavod in 1996, opens the top three fastest domestic trains. EP200 appeared at an extremely unfortunate time, when it seemed to be very necessary, but there was no money to create it, run it in and refine it. The design speed of the locomotive was 250 km / h, and in operation the speed was limited to 200 kilometers. There is no exact data on the maximum speed in the tests.

For all its high-speed advantages, it was not destined to go on permanent flights. At first, the EP200 did not shine with reliability, especially at high speeds. And after the shortcomings were eliminated, it was never adopted, and in 2009 it was finally written off with the wording “Russian Railways does not need electric locomotives of this type”, which looks not only strange, but simply like direct sabotage in favor of the German Sapsan, since it was it was his competitor, especially since the development of the EP250 and EP300 was already in full swing on the basis of the EP200, the operating speed of which was supposed to be 250 and 300 km / h, respectively. After all the misadventures with the locomotive, the Kolomna 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 this will not be EP200.

Falcon 250

The fate of this train was no less sad than EP200. The technical requirements for the development of a new high-speed train were ready in 1993. The leading enterprise-developer was TsKB MT "RUBIN". The Sokol 250 went to its first tests in 1998, during which everything that was possible was checked, 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 eliminated 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 the museum. In fact, along with this locomotive, all the developments in the creation of such high-speed trains were ditched, and if we now try to do the same, we will have to start again from scratch.

TEP 80

Ahead of 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, TEP 70 was taken as the 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 tests to a record speed of 271 km/h for Russia. By the way, this record has not been broken by more than one diesel locomotive in the world so far.

It was made at the Kolomensky Zavod in 1988-89, but the mess in the country of the Soviets did not favor such breakthrough developments. The tests were carried out by the plant, and with the collapse of the union, the diesel locomotive became completely useless. The speed record was set in 1993 and captured on camera. Why this project has not yet been restored remains a mystery, but it has gone into oblivion just like the Sokol, and EP200 and is gathering dust in the museum, without going on regular flights, although our railways still need such locomotives, but here you have to build, if necessary, from scratch.

In Europe, people often use electric trains to work in neighboring cities, where it is much more convenient than a car. In a European train, you can meet a successful businessman working on a laptop. Let's hope we have the same soon. In the meantime, electric trains are used in Russia, rather, out of poverty and hopelessness.

We get acquainted with the new electric trains at the international salon Expo 1520.

Why Expo 1 520? This is exactly the official gauge of our railways, as well as railways in the CIS countries, the Baltic States, Mongolia and Finland - 1520 mm. Its total length in the "space 1520" is over 150 thousand km. 1520 mm is called the "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 track is estimated at 720 thousand kilometers.

Vladimir Yakunin, President of Russian Railways, came to open the Salon. (Photo by Ramiz Mustafaev):

Modifications of a conventional train. The 2011 version, according to Russian Railways, "provides maximum comfort for passengers."

Recently Russian Railways launched train to Nice. Here in such cars, passengers are offered to travel to the Cote d'Azur:

The interior of the car resembles suites in Soviet boarding houses:

Each compartment has a shower and toilet:

Each carriage has a bar:

With various interior layouts and designs. A new muzzle was pulled onto the old train:

Looks good at first glance:

The interior of the train. The first question is what to hold on to for passengers who do not have enough seating space?

Second option:

Transition between cars in our train:

Swiss company Stadler. Everything here is the same as in ours, only better. It is already being delivered to Belarus and will be used on Minsk city routes. One composition 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.

Salon Flirt:

It is immediately clear that the interior design of the Swiss factory is done by a designer, not a janitor. All for the people. It's just nice to be here:

Convenient handrails and trash cans!

Places for the disabled and wheelchairs:

Sockets! In our trains, you still rarely see an ordinary socket. This is given the fact that now everyone has at least a few gadgets that would be good to charge. In Flirt, there is a socket under every small table. In the bracket on which the table rests, a retractable urn is hidden. I don’t understand why they don’t make trash cans in our trains?

Toilet on a Swiss train. Everything seems to be the same as in ours, but look at the details. See how the colors are chosen, on the variety of handrails:

And finally, the retro model is a masterpiece of the Stalinist Empire style, the electric train of the ER-1 series (nickname is “globe”). (Photo by Ramiz Mustafaev):

A prototype of the newest Russian electric train will be exhibited on the square near the Kazansky railway station of 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 electric train and how they want to see it, the press service of Transmashholding reports.

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 Works. The exterior and interior design of EG2Tv was developed by one of the leading European design companies Integral Design and Development, whose projects have been implemented on many European railways.

According to its technical characteristics, EG2Tv is not inferior to foreign analogues, including those presented on the market, and even surpasses them in a number of parameters. 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, crash systems; a complex digital control, diagnostics and safety system was used, which provides the function of automatic driving of an electric train, collection and storage of 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 complexity of maintenance has been significantly reduced and the overhaul intervals have been increased. Energy-saving equipment also contributes to economy.

The concept of an electric train implies the possibility of creating modifications for speeds 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 space of the car to the needs of various operating organizations: the train can be urban, intercity, regional, designed to transport passengers to the airport, etc. The number of seats in the car depends from the destination of the train and the desire of the customer. The car can be equipped with special places for the transport of luggage, bicycles, baby carriages, etc.

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