Railroad car factories and rolling stock manufacturers. RIC class wagons

V recent times there is a whining of style: but before we did all the passenger rolling stock ourselves, and now, it’s not without Siemens, an example of whining.

It's hard to say what is more in this whining: complete ignorance, illiteracy - or outright lies, because the situation is exactly the opposite: over the past + -15 years, the production of passenger rolling stock has been created in Russia, which has never existed in Russia before.

1. Diesel trains.

These workers of suburban and interregional routes have not been previously produced in Russia. The main diesel train of the USSR railways was the Hungarian D-1 train of the Ganz – MÁVAG plant:

They were in the USSR in 1964-1988. 605 trains were delivered (plus 89 trains of its ancestor series D), 2540 cars - 1210 motor cars and 1330 trailed cars. Since 1982, trailer cars for these trains have been produced in Romania.

The second most important were diesel trains produced by the Riga Carriage Works, their list is DR-1: 55 trains of the base model, 211 model A, 80 model P:

In 1997, at our present-day Mytishchi Metrovagonmash, the production of the first domestic diesel train of a new generation RA1 was launched (91 trains were produced), since 2005 - RA2 (more than 100 trains):

Thus, in the shortest possible time, Russia not only abandoned the import of diesel trains, setting up their own production from scratch, but also exports them. The photo above is one of 12 diesel trains that we delivered to Serbia.

2. Electric trains.

I do not take the shaggy times, when in 1929 the assembly of British Vickers electric trains was organized at the Dynamo Moscow plant, but it is known that in modern times, electric trains were not of Russian production en masse on the roads of the USSR. The Riga Carriage Works produced several models of electric trains, the most massive of which was ER2, they were produced in various modifications of about 7,000:

The first electric train of Russian production - at first only one car, similar to the Riga ER29 and hooked into the same Riga ER2 electric train - was built at the Demikhovsky machine-building plant in 1993, and in the same year - the ET2 train in Torzhok. Currently, Russia has developed and mass-produced domestic electric trains of various models, in the picture - ED4MKM-AERO:

In addition, the Swallow is also an electric train. Currently Ural locomotives are completing the construction of a plant for the production of this electric train in Verkhnyaya Pyshma, Sverdlovsk region.

3. Passenger electric locomotives.

Actually, passenger electric locomotives were not developed and not produced not only in the RSFSR - but also in the USSR in general. Because of this, passenger trains were serviced by converted freight electric locomotives (cargo-passenger) - which is not good, and the size of production was small: for example, VL60P (i.e. converted into passenger) 301 units were produced.

The main passenger electric locomotives in the USSR were the Czechoslovak electric locomotives Skoda (they are based on the electric locomotive of the Swiss company Winterthur with the drive of the Sécheron company, the Czechs bought a production license from them).

The USSR bought them in large quantities:

DC - ChS1 (102 units, 1957-1960), ChS2 (944 units, 1963-1973), ChS2M (2 units, 1965), ChS2T (119 units, 1972-1976), ChS3 (87 pieces, 1961), ChS200 (12 units, 1974-1979), ChS6 (30 units, 1979-1981), ChS7 (291 units, 1981-2000)

alternating current: ChS4 (230 units, 1965-1972), ChS4T (510 units, 1971-1986), ChS8 (82 units, 1983-1989) -

In addition, the USSR purchased electric locomotives in Germany - from Siemens-Schuckert, model K:

I found them, they traveled with us in Bataysk until 1978.

Also, the USSR bought electric locomotives in France - from Alstom, model F:

These electric locomotives operated in 1959-1987, a total of 50 units were purchased.

Currently, all passenger electric locomotives are designed and manufactured in Russia., the picture shows the Novocherkassk EP20 dual power supply (both AC and DC):

Thus, In the shortest possible time, Russia developed and mass-produced what it had not previously produced, but imported.

4. Long-distance passenger cars and dining cars.

Back in 1971, the working people of the GDR with VEB Wagonbau Ammendorf solemnly reported on the transfer of the 12,000th long-distance passenger carriage to the Soviet railways. The day when the 13,000th carriage will be delivered is not far off, the workers of the plant assure:

Maybe someone forgot (or pretends) - but this was imported into the USSR:

In total, as of 1985, almost 30,000 cars were imported from the GDR alone - 22,200 cars from the Ammendorf plant and 5,200 from Görlitz. 1986-1990 5,000 more wagons were planned to be delivered.

Currently, Russia has completely abandoned the import of passenger cars and produces everything itself:

5. RIC class cars.

I singled them out separately, because if compartment cars were massively imported in the USSR, but they were still produced in the country, and international cars were never developed or produced in any Russian Empire, nor in the USSR, all were only imported.

Currently, Russia has completely abandoned their import, has developed and mass-produced RIC class cars.:

6. Passenger cars for narrow gauge railways.

The basic passenger carriage of narrow-gauge railways in the USSR was a carriage purchased in Poland, manufactured by Pafawag, series 1Aw / 2Aw / 3Aw. A total of 560 units were purchased.

Oh, I used to ride them as a child - after all, we used to walk along Zhukovsky, Kratovo railway, and the photo is from there:

Currently, Russia switched to its own development and production of passenger cars for narrow-gauge roads, in particular, they are produced by the Kambara machine-building plant in Udmurtia, model VP750.

The production of the electric train ES2g "Lastochka" is located in the town of Verkhnyaya Pyshma, Sverdlovsk region.
The production itself is completely new, it is located in the newly built workshops of the Ural Locomotives plant. All the equipment there is new and state-of-the-art. At the moment, these are the most modern workshops where electric trains are produced in Europe, and maybe in the world. Several years ago I was at the same production of "Swallows" in the city of Krefeld in Germany and I can say that, in my opinion, the Ural shops are superior to the German ones. It is very pleasant to be in them. For example, the dining room, located in one of the workshops, is separated from the production by a special glass partition, and in accordance with modern safety requirements, it is fireproof, and you can pamper yourself with lunch while watching the production of trains, which makes a fascinating and very pleasant impression.
Special thanks to the employees of the enterprise for their help in preparing the current captions for my photographs. Without their tremendous help, this post would not be as informative.

Body shop for the production of electric trains. Assembly and welding area for large components. Body frame machining on the Hagematic robotic milling center:

Body shop for the production of electric trains. Assembly and welding area for large components. Welding of side walls on automatic welding machines from CLOOS:

Body shop for the production of electric trains. Assembly and welding area for large components. Programming the CLOOS automatic welding unit:

Body shop for the production of electric trains. Assembly and welding area for large components. Temporary storage of "Side wall" nodes:

Body shop for the production of electric trains. Assembly and welding area for large components. Verification of the assembly stand - welding of the "Frame" units:

Body shop for the production of electric trains. Assembly and welding area for large components. Traverse for moving nodes "Buffer bar":

Body shop for the production of electric trains. Assembly and welding area for large components. Locksmith processing of "Frame" units:

Body shop for the production of electric trains. Assembly and welding area for large components. Inspection of welded joints of "Frame" units:

Body shop for the production of electric trains. Assembly and welding area for large components. Assembly stand - body welding:

Body shop for the production of electric trains. Assembly and welding area for large components. Locksmith processing of the "Body" units:

Body shop for the production of electric trains. Assembly and welding area for large components. Semi-automatic welding of the "Body" unit:

Body shop for the production of electric trains. Assembly and welding area for large components. Locksmithing of the component of the nodes "Buffer bar":

Body shop for the production of electric trains. Assembly and welding area for large components. Heating before welding of the "Buffer bar" assembly:

Body shop for the production of electric trains. Assembly and welding area for large components. Preheating temperature control before welding:

Assembly and assembly production of electric trains. Transportation of the car body using a transborder:

Assembly and assembly production of electric trains. Bonding of pins for installation of thermal insulation:

Assembly and assembly production of electric trains. Applying glue to thermal insulation mats for gluing the second layer of thermal insulation:

Assembly and assembly production of electric trains. Applying an adhesive layer before gluing windows:

Assembly and assembly production of electric trains. Automatic adhesive coating machine:

Assembly and assembly production of electric trains. Pasting windows:

Assembly and assembly production of electric trains. Leveling and removing excess sealing material:

Assembly and assembly production of electric trains. Layout of cables:

Assembly and assembly production of electric trains. Incoming control of "Mask" nodes:

Assembly and assembly production of electric trains. Final assembly area:

Assembly and assembly production of electric trains. Train commissioning section:

About the production of "Swallows" in Germany.

Founded in 1935. Production of electric trains since 1992.

Location: Demikhovo, Moscow region.

Shareholders: JSC Transmashholding.

The head enterprise in Russia for the production of electric trains for suburban and regional communication of direct and alternating current.

OJSC Torzhok Carriage Works (TorVZ)

Founded in 1916. Production of electric trains since 1993.

Location: Torzhok, Tver region.

Shareholders: Canon LLC.

Enterprise for the production of special-purpose cars and DC electric trains.

JSC Riga Carriage Works (RVZ),
A / S RĪGAS VAGONBŪVES RŪPNĪCA (RVR)

Founded in 1895. Production of electric trains since 1945.

Location: Riga, Latvia.

Shareholders: SIA "Holdinga Kompanija FELIX" and SIA "Vairogs-K".

The head enterprise for the production of electric train cars, diesel trains and trams in the USSR in the period 1945-1992.

JSC Tver Carriage Works (TVZ)

Founded in 1898. Production of electric trains 1962-1970

Location: Tver.

In the 60s. Kalinin Freight Car Building Plant (KVZ) produced trailed and head cars for ER1 electric trains and trailed cars for ER22 electric trains.

OJSC Mytishchi Machine-Building Plant (MMZ)

Founded in 1897. Production of electric trains 1929-1941

Location: Mytishchi, Moscow region.

Shareholders: CJSC Transmashholding, Roskomimuschestvo.

OJSC Novocherkassk Electric Locomotive Plant (NEVZ)

Founded in 1897.

Location: Novocherkassk, Rostov region.

Shareholder: CJSC Transmashholding.

Production of electric trains EN3, as well as sets of electrical equipment.

OJSC Ural Locomotives (UL)

Founded in 2010. Production of electric trains since 2014.

Location: Verkhnyaya Pyshma, Sverdlovsk region.

Shareholders: CJSC Group Sinara and Siemens AG.

The plant specializes in the serial production of electric locomotives. Joint venture organized to localize the production of electric trains Lastochka.

OJSC Lugansk diesel locomotive plant (Luganskteplovoz)

Founded in 1896. Production of electric trains since 2001.

Location: Lugansk, Ukraine.

Shareholders: CJSC Transmashholding.

The plant specializes in the serial production of mainline diesel locomotives, electric locomotives and electric trains.

Siemens AG (Siemens)

The company was founded in 1847. Production of electric trains since 1879.

The headquarters are located in Berlin and Munich, Germany.

Development center location: Erlangen, Germany.

Assembly production location: Krefeld, Germany. There are enterprises in other countries.

Alstom Transport (Alstom)

The company was founded in 1928. Production of electric trains since 1932.

The head office is located in Levallois-Perret, France.

Bombardier Transportation (BT)

The railway sector in the company was founded in 1974 on the basis of several well-known European companies (Brown Bovery, AEG, Tecnomasio, ABB, Adtranz). Production of electric trains since 1899.

Head office location: Berlin, Germany.

There are enterprises in many countries of the world.

ŠKODA TRANSPORTATION a.s. (Skoda)

The company was founded in 1859.

The railway sector in the company was founded in 1918. Production of electric trains since 1961.

Head office and production location: Pilsen, Czech Republic.

Stadler AG

Founded in 1942. Production of electric trains since 1995.

Head office and production location: Bussnang, Switzerland.

There are factories in other countries of the world.

Patentes Talgo S.L. (Talgo)

Founded in 1941. Production of electric trains since 1998.

Head office location: Madrid, Spain.

The company specializes in the production of tilt-body passenger rolling stock. There are enterprises in other countries.

Yaroslavl Electric Locomotive Repair Plant - a branch of JSC Zheldorremmash (YaERZ)

Founded in 1912

Location: Yaroslavl.

The plant is a branch of Zheldorremmash OJSC.

Production of service electric cars АЯ4Д.

Discontinued enterprises

Sokol-350 CJSC

Period of activity: 2000-2009

Location: Tikhvin.

Shareholders: ROAO VSM and JSC Plant Transmash.

The enterprise was created to assemble and adjust the cars of high-speed electric trains Sokol on the territory of the industrial site of the Transmash plant.

Valmet Oy

Founded in 1951. Production of electric trains from 1958-1991 The activity was terminated in 1999.

Location: Finland.

The company produced locomotives and passenger rolling stock for the Finnish Railways, as well as other vehicles.

Just starting to understand and delve into railway transport, I noticed that all the trains are called the same person. Rather, on the face, they were just different (the cabins were very diverse), but in everything else (if you don't look at the cab) they were somehow indecently the same. There was even an idea at one time not to split into different models there (ER, ED, etc.), but to do everything in one material. However, for all this similarity, there were still some differences. And actually in this I want to sort it out a little.

Actually, the first projects for the electrification of railways were planned exactly where the advantages of electric traction were most obvious in the mountainous area (the Suram Pass became a pilot project) and on suburban areas with a large passenger traffic, where small distances and big number stops (I already have a question of electrification). For the first time electric traction in commuter rail passenger traffic Soviet Union was introduced in 1926 in Baku. By this time, 12 pairs of passenger trains with steam locomotives circulated on the 18.6 km long local railway section connecting Baku with the oil fields of Sabunchi and Surakhani, built in 1880. The interval of train movement was 1.5-2 hours, the route speed was about 16 km / h. Taking into account the extreme difficulties experienced by workers when traveling to work, and the presence of excess capacity at the modernized Bibi-Heybat TPP, operating on fuel oil, the Baku City Council proposed to electrify the road. Electrification began in 1924 after the transfer of the Baku-Sabunchi section from the Transcaucasian road to the jurisdiction of the Baku Council. A direct current system with a voltage of 1200 V was used using the existing pre-revolutionary developments for the Petersburg-Oranienbaum section and motor-generators and single-armature converters manufactured for it at the Dynamo plant. Motor cars for the Baku-Sabunchi railway were built at the Mytishchi Carriage Works, the electrical equipment of the Dynamo plant and the Austrian company Elin were installed on the cars, and the braking equipment was installed by the German company Knorr.

The first electrified railway in the USSR was opened on July 6, 1926 on the Baku-Sabunchi-Surakhani section

Electric traction in the RSFSR, in accordance with the GOELRO Plan, was first introduced on the suburban section Moscow - Mytishchi Northern roads in 1929. This site was one of the first launch sites of the first five-year plan. When choosing the type of current and voltage for suburban traffic, various options for direct current systems with voltages of 600-800, 1200-1500 and 3000 V, as well as single-phase alternating current, were considered. On the one hand, it was required to minimize the copper consumption for the contact network, which is achieved with an increase in voltage. On the other hand, sufficient reliability of the electrical equipment of motor cars must be ensured. In the 1920s, given the level of development of production and technologies, it was not possible to ensure the reliability of equipment operation at a voltage of 3000 V. Therefore, for electrification, a DC system with a nominal voltage of 1500 V was adopted, which later became the base for the electrification of other sections with a multiple unit traction. The 1500 V electrification system was not unique and was applied in other countries, such as France and Holland. The movement was served by three-car sections of the Sv series, consisting of a motor car and two trailed ones, one of which had a luggage compartment:

Trailed car of the SM 3 electric train, converted from C B, with pneumatic doors

Actually the electric trains of the C series, which began to be built in 1929 on various roads of the USSR, became the first series of domestic electric trains. The letter "C" indicates that electric trains were created to work on WITH Northern railways (Moscow-Mytishchi was at that moment belonged to the Northern railroad). Initially, electric trains consisted of one or two multi-unit sections (plus two trailer cars for each), however, with the growth of passenger traffic, the number of sections increased to three (9 cars). Some of the cars could be uncoupled at intermediate stations in order to increase the efficiency of transportation.

Since 1933, a number of suburban areas began to be gradually transferred from steam to multi-unit traction. In 1933, the movement of multi-unit trains was opened on the Moscow-Obiralovka (now Zheleznodorozhnaya) section of the Moscow-Kursk road. The electrification of the Oktyabrskaya road began from the suburban section Leningrad - Ligovo, on which the movement of electric trains opened on March 5, 1933. In 1933, the sections of Leningrad - New Peterhof Oktyabrskaya, Moscow - Lyubertsy of the Moscow-Ryazan road were also electrified. In subsequent years, the sections Reutovo - Balashikha, Novy Peterhof - Oranienbaum, Ligovo - Gatchina and Lyubertsy - Ramenskoye were electrified on these lines with 1500 V direct current. In 1936-1937 the site was electrified Mineral water- Kislovodsk Ordzhonikidzevskaya, in 1938-1939 - the section Moscow-Kalanchevskaya - Podolsk of the Moscow-Kursk road. All suburban routes served by St. electric sections, primarily in the Moscow and Leningrad hubs, were equipped with high passenger platforms. All pre-war trains were built for 1500 V. The decision to stop further electrification at a voltage of 1500 V was made in 1947, but the commissioning of the newly electrified sections continued until 1949:

Electric train Sv

After the war, there was another increase in passenger traffic in the Moscow hub. A decision was made to gradually transfer the entire node to a progressive traction system with a voltage of 3000 V. The first in the Moscow node, the Odintsovo-Golitsyno section with a length of 20 km, electrified with a voltage of 3000 V, was launched in 1949.

In addition, the Ministry of Railways decided to introduce, starting in 1949, multi-unit traction in large railway junctions that already have electrified sections with a voltage of 3000 V (Chelyabinsk, Perm, Murmansk, Sverdlovsk, Tbilisi, Zaporozhye) for freight traffic, as well as again electrified section Riga - Kemeri of the Latvian road. In addition to the Dynamo and MMZ factories (Mytishchi Machine Building Plant), RVZ (Riga Car Building Plant) also joined the production of trains. Although at that time the Dynamo plant was the flagship of the production of electric trains, the Riga plant also began to actively develop and carry out its own developments. The production of series C trains continued until 1958, while the operation in some places was carried out almost until the end of the 90s:

Electric train С Р З Н - the letter Р in the index means "Riga", index 3 - modification under 3000 Volts

In 1955, an experimental MV electrical section was produced at RVZ. It differs from the previous electric trains Ср produced by RVZ with a new body with a more spacious control cabin in one of the cars for each section and more powerful electric motors, which, moreover, have a frame suspension. It is a kind of transitional link from electric sections C to electric trains ER:

Electrical sections SN (North New) developed by RVZ

The next stage in the development of electric trains in the USSR began in 1957 with the release of the ER1 electric train (Riga electric train, type 1) at the Riga plant. Which gave rise to the next family of electric trains in the USSR.

Relatively low acceleration during train acceleration (0.45 m / s²), low design speed (85 km / h) of C series trains by the mid-1950s began to restrain the growth of average technical speeds of suburban traffic. The sections of the CH series, although they had a higher design speed (130 km / h) and traction motors with a power of 200 kW, could not significantly increase travel speeds, especially on short hauls. In 1957, the Riga Carriage Works (RVZ), with the participation of the Riga Electric Machine Building Plant (REZ) and the Moscow Dinamo Plant, began to create the ER1 electric train.
In ER1, first of all, the principle of line-up of cars was laid, which became of three types:
Пг (trailed head), Мп (motorized intermediate) and Пп (trailed intermediate). Moreover, a necessary requirement was that there should be no less than half of the motor carriages. That is why the minimum length of the train was 4 cars (two Mp and two PG)

Electric train ER1

The ER1 electric train (produced from 1957 to 1962) not only became the first-born in the ER family, but also served as the basis for the creation of its next representatives. Various modifications immediately began to appear on its basis. For example, the ER6 has a recuperative-rheostat braking system (before that, an electro-pneumatic one was used), and for example, the ER10 model (which also did not go into series) had three vestibules instead of two - to speed up the boarding and disembarkation of passengers:

Electric train ER10

Well, in 1962, the ER2 electric train appeared, which differed from its predecessor ER1 in more advanced electrical equipment and combined outputs. In fact, the release of these trains (of various modifications) continued until 1984, for about three more decades after that, various trains of this series (also produced at RVZ) continued to appear. Needless to say, since the second half of the 1960s, for more than 4 decades, they carried out the bulk of suburban passenger traffic on the railways of the Soviet Union and the post-Soviet space:

Electric train ER2

In fact, all ideas about electric trains - their internal structure (vestibules, windows, benches, etc.) were formed on the basis of ER2:

ER2 electric train salon

Another innovation of ER2 was the ability to enter both high and unequipped low platforms (ER1 was intended only for high platforms):

Comparison of the outputs of the ER2 and ER10 electric trains

Typical rounded cabins available in the ER-ok family:

ER2 electric train cabin,

The development of the ideas implemented in the ER10 (taking into account the developments of the ER2) continued, for example, in the ER22 (in general, quite a lot of trains of the ER series were produced), but such a massive implementation as with the ER2 did not work:

Electric train ER22

But experiments with AC power supply (25 kV, 50 Hz), which also began to be introduced in the USSR already in the late 50s, went much more successfully. In 1961, on the basis of ER1, a version for alternating current was released - ER7:

electric train ER7

And in 1962, simultaneously with ER2, a similar alternating current train, ER9, was produced, which became an equally massive train. In fact, ER2 and ER9 became the main trains on suburban and short intercity routes of that time. Outwardly, in general, they practically did not differ and were unified among themselves:

Electric train ER9

In the 70s and 80s, many modifications of ER trains were made, but in fact, despite small differences in appearance(primarily in the cockpit) remained the same trains of the early 60s:

Electric train EM2

Electric train ER2K

Due to their characteristics, electric trains were used for suburban transportation, however, already in the mid-60s, a set of works was completed on the USSR railways to determine the main parameters of rolling stock with a design speed of 200-250 km / h (which would make it possible to use this type of transport for intercity messages). This is how the ER200 electric train of the same RVZ appeared - in 1973 the first train was produced, and in 1984 the regular operation of these trains between Moscow and Leningrad began. Travel time was 4 hours 50 minutes. In subsequent years, as the road sections were reconstructed, the travel time decreased (their operation essentially continued until 2006) - but unfortunately, due to the collapse of the USSR, this project was not continued (which is a pity):

Electric train ER200

After the collapse of the USSR, the Riga Carriage Works became foreign for Russia. In this regard, the need arose to master the production of electric trains for the Ministry of Railways of the Russian Federation at Russian enterprises. Back in the early 80s, it was decided to start production of electric trains similar to RVZ trains at the Demikhovsky Machine-Building Plant (DMZ). Previously, DMZ specialized in narrow-gauge cars for peat extraction and dump cars, but later it was decided to redesign this plant for the production of additional trailed cars for RVZ electric trains. The length of the car body was supposed to be 21.5 m in accordance with the body length of the project DC electric train ER24. After Latvia gained independence, it was decided to set up production of full-fledged electric trains at DMZ. At about the same time, RAO VSM began work on mastering the production of electric trains at the facilities of TorVZ (Torzhok). As a result, a struggle arises between DMZ and TorVZ for the creation of the very first Russian post-Soviet electric train.

The aforementioned promising ER24 was the basis of their train at DMZ, designating their first-born ED2T. As for TorVZ, it was decided to create a product according to the documentation of the ER2T electric train, the serial production of which had already been mastered at RVZ a little earlier (in 1988). As a result, the train created in Torzhok, designated ET2, differed from the ER2T mainly in the anti-vandal design of the seats and slightly in the elements of the car bodies. ET2 appeared a little earlier than ED2T - therefore it is considered the first Russian electric train. Outwardly, they are practically indistinguishable (as well as practically indistinguishable from ER2T):

Electric train ET2

Electric train ED2T

Similarly with direct current, at the Demikhovsky plant they mastered the production of alternating current trains. First, ED9T (analogue of ER9T), and a little later, already modernized (and more convenient - with wide vestibules, for example) ED9M:

Electric trains ED9T and ED9M

By the way, ED4M has already become an analogue of ED9M in the line of DC trains:

Electric train ED4M

If with suburban trains everything was relatively smooth, then with high-speed trains somehow it did not work out. It was not possible to use the experience of developing the ER200 in Russia, so we decided to try to develop everything from scratch. The result was an extremely unsuccessful ES-250 project (its sad story has already been described in many places and, in general, deserves a separate story), but in general, at the moment, they have abandoned the design of their high-speed trains:

Electric train ES-250 "Sokol"

Instead, for the time being, there is a process of gaining experience in operating imported high-speed and high-speed trains, with the prospects perhaps someday starting to design something like this at home:

Electric train EVS-1 "Sapsan"

Electric train Sm6 "Allegro

Electric train ESH2 "Eurasia"

By the way, high-speed trains ES2G "Lastochka" (which are a purely German development of Siemens) have already begun to be produced under license in Russia (the first "Swallows" ES1 were supplied from Germany):

Electric trains ES1 "Lastochka"

In general, if everything is still extremely vague with high-speed and high-speed trains, at the moment quite interesting processes are taking place with ordinary suburban electric trains. If the first Russian ET / ED were essentially copies of the same ER-ok and inherited both numerous advantages and many disadvantages (after all, these are all the same trains developed in the mid-50s), now new electric trains are beginning to appear. generations.

DMZ has released new trains EP2D ( D.C.) and EP3D (variable). Although, in fact, they are a further modification of the ED4M / ED9M series, some innovations have appeared (so to speak, now one of the head cars is motorized (Mg), which makes it possible to reduce the length of the train to two cars - relevant for lightly loaded sections.

Electric train EP2D

Along the way, the development and production of electric trains, for example, begins to be dealt with by the Tver Carriage Works (which before that was only engaged in the production of cars). According to the plan, the trains there will use asynchronous traction motors (before that everything was only on collector motors - like the vast majority of railway equipment). In a word, if some time ago it seemed that in this very conservative industry there was complete stagnation, then recently some kind of unhurried, but movement has been outlined:

Electric train EP2TV at the exhibition

P.S. Small clarification. In addition to my own photos (color), the post also used materials from Wikipedia!

Car-building plants are transport engineering enterprises that produce passenger and freight cars for the needs of the railways.

In accordance with technical characteristics wagons produced at carriage enterprises are classified:

• by the number of axles (four-, six-, eight-axle, multi-axle);
• according to the technology used in the manufacture of the body, and the type of material (all-metal, with a body made of light alloys, with metal or wood sheathing);
• by the structure of the chassis (non-trolley or bogie);
• by carrying capacity;
• by load per 1 running meter of railway track;
• in size;
• by weight of the car container;
• axial load.

Car-building plants replenish the Russian car fleet with four-axle all-metal carriages (compartment, reserved seat cars, cars for interregional traffic, luxury cars), restaurant cars, mail, baggage, mail and luggage cars, special purpose cars.

Freight cars produced by Russian car-building enterprises are represented by covered cars, flatcars, gondola cars, tanks, isothermal cars, hopper cars, special-purpose cars (for example, for the transportation of radioactive waste).

In addition, carriage plants produce self-propelled motorized electrified electric train cars, subway and diesel train cars, tram cars, as well as bogies for passenger cars and wheelsets.

Car-building enterprises have main and auxiliary production. The main workshops include:

• wagon assembly;
• casting;
• cold press;
• forging and pressing;
• cart;
• frame-body;
• woodworking;
• headset.

Auxiliary production processes are carried out in workshops:

• instrumental;
• boiler room;
• electric power;
• motor transport;
• painting;
• experimental;
• repair and mechanical;
• experimental products.

V modern technology A variety of technological processes are widely used in car building - mechanical, electrochemical, thermal, acoustic, electrical, chemical, etc. New cars are created using economical materials, light alloys, welded structures. New progressive forging and casting methods are being introduced into production. Standardization and unification of parts and assembly units ensures their interchangeability.

The history of Russian car building began in the middle of the 19th century. The first car structures for the Russian railway were created at the Sormovsky, Putilovsky, Kolomensky, Bryansk, Petersburg, Verkhne-Volzhsky, Mytishchi plants.