The main enterprises of the locomotive-building industry in the USSR were large locomotive-building plants: Lugansk, Kolomensky, Novocherkassk, Bryansk, Lyudinovsky, as well as various enterprises of Kharkov (“Malyshev Plant”, which produced diesel locomotives and diesel diesel engines, and the “Electrotyazhmash” plant - diesel traction electric machines and devices), Tbilisi (Tbilisi Electric Locomotive Plant), Riga (Riga Carriage Plant, which produced motor-carriage electric and diesel trains, and Riga Electrotechnical - electrical equipment for them), Dnepropetrovsk (Dnepropetrovsk Electric Locomotive Plant, which produced industrial electric locomotives and traction units) , Murom (“Muromteplovoz” - 3-axle industrial diesel locomotives), Kaluga (Kaluga Machine-Building Plant - 2-axle industrial diesel locomotives with hydraulic transmission), Kambarki (narrow-gauge diesel locomotives). In the 90s Russia's ability to build locomotives was significantly weakened. The country no longer had a base for the production of freight diesel locomotives due to the separation of Ukraine (Lugansk) and DC electric locomotives that were produced by the plant in Tbilisi. Passenger electric locomotives were not built at all in the USSR; they were received from Czechoslovakia. All production of traction electric machines and diesel engines of the D100 type for diesel locomotives was concentrated in Kharkov. Since the construction of suburban multi-unit electric rolling stock was previously carried out in Latvia, at two Riga factories, a new base was created by specializing the Demikhovsky plant, where the production of electric trains, including those with increased comfort for passengers, was organized. Developed federal programs development of locomotive building in Russia.
Bryansk Machine-Building Plant
Bryansk Machine-Building Plant (BMZ) is one of the largest transport engineering enterprises in Russia with a wide range of profiles. Founded in 1873 near the railway. station Bezhitsa (Bezhitsky district of Bryansk) as a metallurgical plant (at the end of the 19th century it produced one third of steel in Russia) and later as a rail rolling plant, producing metal-intensive products for transport purposes: cars (since 1884), tanks, steam locomotives ( from 1892), cranes, steamships, barges, and agricultural implements were built at the plant. In the 30s The plant was reconstructed and expanded. In 1941, it was evacuated to Krasnoyarsk; after the liberation of Bryansk from occupation (1943), the plant was restored as a steam locomotive building plant. In 1946, it began production of L-series steam locomotives according to the design of the Kolomna Plant. In 1958, the production of steam locomotives ceased, the plant received the name of a machine-building plant, and produced three types of main products: shunting diesel locomotives with electrical transmission(TEM2, TEM18), refrigerator cars and sections and marine diesel engines for the merchant marine fleet. In addition, the plant produces locomotive diesel engines intended to replace expired ones on operating locomotives.
Kolomna plant
Kolomna Plant was founded in 1863 on the basis of workshops for the manufacture of metal structures for railways. bridge over the Oka River, near the city of Kolomna. Since 1864 - Mechanical and foundry plant of engineer A.E. Struve, since 1866 - Plant of military engineers of the Struve brothers, since 1871 - joint-stock company "Kolomensky Machine-Building Plant". In 1865, production of carriages began, and in 1869, steam locomotives for the Kursk-Kharkov-Azov Railway. The plant acquired an engineering profile: in 1879, steamship construction began (the first river tugboat was built), since 1903, the production of diesel engines developed, and in 1909, the first diesel river tugboat was built. The plant produced structures for bridges, platforms and covered cars, locomotives, and tractors. Steam locomotives remained the main type of product: from 1869 to 1956, more than 10 thousand steam locomotives were built. In 1891, the first tram car was produced for Kyiv; since 1907, cars have been produced for Moscow and other cities. In 1930-1937 together with the Moscow Dynamo plant, he participated in the creation of experimental and then serial diesel locomotives. In 1932, the first electric freight locomotive VL19 was built. In 1941, the plant was evacuated to Kirov, where the production of tanks, self-propelled mortars (Katyusha) and artillery mounts and shells for them was organized. Since 1945, the production of steam locomotives was resumed: freight type 1-5-0 series L (named after the chief designer L. S. Lebedyansky), passenger type 2-4-2 (series P36). Since 1956, the Teshyuvozostroitelny plant has been serially producing TEZ diesel locomotives (in cooperation with the Lugansk and Kharkov plants) and diesel engines for them. He specialized in the creation of passenger diesel locomotives (TEP60, 2TEP60, TEP70) and diesel locomotive diesel engines of the D49 type. The TEP80 passenger 8-axle diesel locomotive with a power of 4400 kW developed at the plant (1993) was awarded the State Prize of the Russian Federation in the field of science and technology for 1995. In the same years, the plant created samples of high-speed 8-axle passenger electric locomotives (based on the TEP80 crew part) . In 1955-1965 The plant developed and built several experimental gas turbine locomotives.
Lugansk Diesel Locomotive Plant
Lugansk Diesel Locomotive Plant (“Luganskteplovoz”, Lugansk, Ukraine) - founded in 1896 as a plant of the Hartmann Russian Society of Machine-Building Plants, the first steam locomotive was built in 1900. Until 1917, the plant produced more than 2000 locomotives. In the 30s Lugansk Steam Locomotive Plant (from 1935 to 1958 - Voroshilov-gradsky) was reconstructed and produced powerful steam locomotives of the FD, IS, SO series; in the post-war years - the LV series. Since 1956, it has been transferred to the production of mainline freight diesel locomotives. Until 1974, diesel locomotives of the TEZ series were produced; since 1965, diesel locomotives of the TE10 type of various modifications with diesel engines of the D100 type were produced by the Kharkov Plant named after. V. A. Malysheva”, as well as train diesel locomotives type M62 and shunting locomotives TEM2; 2TE116 diesel locomotives with 4-stroke D49 diesel engines from the Kolomna Plant were produced; powerful freight diesel locomotives with diesel engines of this type were developed - 2TE121 (produced in 1977-1992), 2TE136 (prototypes were built). In the 60s Several designs of experimental and serial diesel locomotives with hydraulic transmissions have been created. In 1961-1964. diesel locomotives of the TG102 series were built serially at the former Leningrad Diesel Locomotive Plant.
Lyudinovo Diesel Locomotive Plant
Lyudinovo Diesel Locomotive Plant (Lyudinovo, Kaluga region) is the oldest transport engineering enterprise in Russia. Founded by N. Demidov in 1745 as an iron foundry (iron-making). In 1841 they were manufactured in large quantities the first railways in Russia rails for the construction of the St. Petersburg-Moscow railway. The plant built steam engines, from 1859 - steamships, in 1870-1881. – steam locomotives, including narrow-gauge ones for our own needs. In 1882-1963. The plant was the leading enterprise in the country in the production of mobile and stationary locomotives, steam power plants and power plants. In 1941 he was evacuated to the city of Syzran, where a locomotive plant was created on its basis. Since 1957, the plant became a diesel locomotive building plant. In 1959, serial production of industrial and shunting diesel locomotives of various series with hydraulic transmissions (TGMZ, TGMZA, TGM4, etc.) began. At the plant in 1967-1974. A large batch of TG16 2-section diesel locomotives for the 1067 mm gauge track was built on Sakhalin. In the 80s production of shunting and export 8-axle diesel locomotives of the TEM7 and TEM7A series with a power of 1470 kW with electric transmission has been mastered. New diesel locomotives with hydraulic transmissions were created for the Sakhalin Railway (mainline - two-section TG21 and single-section TG22, as well as shunting TGM11). The Lyudinovsky plant, together with the General Motors Corporation (USA), built two experimental single-section diesel locomotives of the TERA1 series (RA - Russian-American) with a power plant (diesel type 710, electric AC-DC transmission and auxiliary equipment) of American production, which are being tested with the purpose of assessing the performance of foreign equipment under operating conditions on railways. D. Russia.
Novocherkassk Electric Locomotive Plant
The Novocherkassk Electric Locomotive Plant (NEVZ, Novocherkassk, Rostov region) was created in 1932 as a steam locomotive plant; Since 1936, the plant began producing steam locomotives. During the Great Patriotic War The plant was evacuated to Votkinsk, where the plant's equipment was used for the production of aircraft, guns, and repair of tanks. In 1947, the plant mastered the production of electric locomotives and then almost the full production cycle of electric locomotives. By 1992, the plant had developed and launched production of more than 20 types of mainline and 14 industrial electric locomotives. The production is specialized in the production of AC-DC freight locomotives. At the end of the 20th century. produced mainly 8-axle electric freight locomotives - modifications VL80S and VL80R with a power of 6500 kW and 12-axle VL85 with a power of 10,000 kW. The plant exported batches of electric locomotives to Finland and China.
Plant named after Malyshev
The Malyshev Plant (Kharkov, Ukraine) was founded and began construction in 1895 by the Russian Locomotive and Mechanical Joint Stock Company (RP and MO), which received a government order for the construction of 480 steam locomotives over 6 years. In 1897, the construction of the Kharkov Locomotive Plant (KhPZ) was completed and the first steam locomotive was produced. In 1903, the 1000th steam locomotive was built. In 1915, the production of powerful marine diesel engines was mastered, from 1921 - serial production of steam locomotives of the E series, and from 1925 - of the Su series. In 1928, the plant took first place in the USSR in the production of steam locomotives. Since 1929, the plant began organizing
tank production. From 1935 to 1941, serial production of SO steam locomotives was carried out. Since 1936, due to the increase in military production, the KhPZ was referred to as “Plant No. 183”; in 1941 it was evacuated to Nizhny Tagil, and its motor production (“Plant No. 75”) was evacuated to Chelyabinsk. In 1943 (after the liberation of Kharkov), repairs were carried out at the plant simultaneously with its restoration military equipment. “Plant No. 75” was named the Kharkov Transport Engineering Plant (KZTM), which, in parallel with the production of tanks, in 1946 began mastering the production of diesel locomotives (TE1, TE2, TEZ, TE7, TE10, TEP10) and diesel locomotive diesel engines (D50, 2D100, 10D100, D70). In 1957, the 1000th diesel locomotive was produced, the plant became known as the “Plant named after. V. A. Malysheva.” Since 1968, diesel locomotive construction at the plant was discontinued due to an increase in production volumes of defense equipment. The improvement of diesel locomotive diesel engines of the D100 and D70 types continued, and new models were developed - the D80 and D90.
Tbilisi Electric Locomotive Plant
Tbilisi Electric Locomotive Plant is the main enterprise of the Electric Locomotive Construction Association (Tbilisi, Georgia). Founded in 1949 as a locomotive repair plant. In 1957, the first mainline electric locomotive was built at the plant; in 1958, serial production (in cooperation with NEVZ) of 8-axle DC electric freight locomotives VL8 began (1,292 locomotives were produced by 1967). Subsequently, 8-axle electric locomotives VL10 were produced (826 locomotives were built in 1961-1975), and since 1975 - VL11. In 1984-1985 The production of powerful 12-axle DC electric freight locomotives VL15 began, the design of which was developed by the Special Design Bureau of the association. The plant's production capacity did not exceed 150 locomotives per year. In the early 90s. The plant significantly reduced the production of electric locomotives.
1 Kostroma
2 Tula
3 Bryansk
4 Kurskaya
indicate the city and region in which locomotives are produced
1 Moscow
2 Kolomna
3 Ivanovo
4 Suzdal
indicate the city and region in which buses are manufactured
1 Moscow
2 Likino Dulevo
3 Ryazan
4 Tula
What is the difference between handicrafts and latrines?
a) Central Black Earth; -c) Volgo-Vyatka; -
b) European North; d) Volga region.
2. Highlight two factors contributing to the creation of the chemical industry in the Volga region:
a) reclamation of agricultural land;
b) availability of rich water resources;
c) high population density;
d) availability of own hydrocarbon raw materials and table salt.
3. Identify a group of general industries of specialization in the Central and North-Western regions:
a) ferrous and non-ferrous metallurgy, tractor manufacturing;
b) mechanical engineering, light and chemical industry;
c) chemical and forestry industries, grain farming;
d) electric power industry, ferrous metallurgy, flax growing.
4. Select statements characterizing the Ural region:
a) the granary of Russia; c) mineralogical paradise;
b) Northern Palmyra; d) the supporting edge of the state.
5. Choose the correct statements:
a) the North Caucasus is characterized by a massive outflow of population to other regions of the country;
b) the territory of the North-Western region is evenly populated;
c) the main oil reserves in the Volga region are concentrated in the Republic of Tatarstan and the Samara region;
d) a feature of the industry of the Central region is its focus on highly qualified workers.
6. Establish a correspondence between the city and the area in which it is located.
1. Veliky Novgorod. A. Central.
2. Arkhangelsk. B. Volgo-Vyatsky.
3. Kazan. V. North-West.
4. Nizhny Novgorod. G. European North.
5. Orenburg. D. Volga region.
6. Vladimir. E. Ural.
7. Identify the region of Russia using a brief description.
His
The territory is located in the tundra and taiga zones. Northern part of the area
is located beyond the Arctic Circle. In addition to Russians, peoples live in the area
Uralic language family. There are large deposits of nickel,
apatite-nepheline ores, coal, oil and gas. The area is famous
Kholmogory breed of cows, unique crafts.
8. Establish a correspondence between the peoples and the area of their compact residence.
1. Karelians, Nenets. A. North Caucasus.
2. Circassians, Kumyks. B. European North.
3. Bashkirs, Udmurts. V. Volga region.
4. Tatars, Kalmyks. G. Ural.
9. Continue the chain: Millionaire cities of Central Russia: Moscow, ..
10.
Choose the correct answers. Large natural areas are identified based on
differences: a) inland waters; b) climate; c) organic world; G)
relief.
a.) Smolensk region; b.) Kostroma region; c.) Tula region; g.) Tambov region.
2. Find the error in the characteristics of the Central region:
a.) high degree of development of the territory;
b.) the exceptional importance of transport;
c.) good supply of highly qualified personnel;
d.) good supply of mineral resources.
3. Choose the correct answer. The main branch of specialization of the Volga-Vyatka region is: a.) ferrous metallurgy; b.) mechanical engineering; c.) chemical industry; d.) sheep breeding.
4. What are the features of the geographical location of the Volga-Vyatka region and how do they affect its economic development?
Help me please)
a) Magadan;
b) Nizhnevartvsk;
c) Magnitogorsk;
d) Komsomolsk-on-Amur;
d) Cherepovets.
2) Indicate the city in which the most powerful metallurgical plant is located
a) Cherepovets;
b) Magnitogorsk;
c) Lipetsk;
d) Novokuznetsk;
d) Moscow;
e) Komsomolsk-on-Amur.
3) Indicate the city in which the only one in Russia is located
electrometallurgical plant
a) Cherepovets;
b) Nizhny Tagil;
c) Magnitogorsk;
d) Stary Oskol;
d) Elektrostal;
e) Vladivostok.
4) Indicate the largest metallurgical base in Russia by output
a) Central;
b) Ural;
c) Siberian.
5) The largest center for the extraction of copper ore and copper smelting
a) Mednogorsk;
b) Kirovograd;
c) Norilsk;
d) Udokan.
5) Production of finished aluminum gravitates
a) to areas of raw material extraction;
b) to the consumer;
c) to water sources;
d) to large power plants.
1) Find errors.
The following are the coal basins:
1. Pechorsky. 2. Kansko-Achinsky. 3. Kuznetsky. 4. Podmoskovny.
2) Indicate the centers of the aluminum industry:
1. Volgograd. 2. Kaliningrad. 3. Astrakhan. 4. Vladivostok.
3) Find the error.
These areas contain the largest oil reserves:
1. Ural region. 2. Volga region. 3. West Siberian region. 4. Central region.
4) Specify:
1) the city in which the full-cycle metallurgical plant is located
1. Chelyabinsk. 2. mound. 3. Omsk. 4. Petrozavodsk.
2) full-cycle metallurgical plants in the Urals
1. Nizhny Tagil plant. 2. Chelyabinsk plant. 3. Tula plant. 4. Magnitogorsk plant.
3) full-cycle ferrous metallurgy plants in Central Russia
1. Cherepovets. 2. Tula. 3. Novokuznetsk. 4. Lipetsk.
Diesel locomotive - literal translation from Latin, in accordance with the interpretation contained in the dictionary, means a tractor, in other words, pulling.
The production of autonomous locomotives was established in the USSR. At the beginning of the 1920s, when steam locomotives became obsolete and the recently developed electric locomotives were considered too expensive, special attention was paid to the production of diesel locomotives.
Since then, long-term production and constant development have made it possible to improve the new diesel locomotives of Russia as much as possible. They have reached our days completely changed in appearance and appearance. technical specifications. Now they have completely different power, fuel consumption system and performance.
Diesel locomotives are equipped with a diesel engine that consumes liquid fuel or natural gas, converting heat into mechanical energy that helps propel the locomotive. At the same time, the electric transmission changes energy into electricity, due to which the traction motors connected to the wheel pair are recharged.
Diesel locomotives are divided into mainline (freight, passenger and mixed types), industrial and maneuverable. They have different tasks, therefore, different power. When developing freight locomotives, special attention is paid to maximum traction force. And with passenger capabilities, it can develop maximum speed.
Now the Russian industry in the production of diesel locomotives can present a huge number of models in accordance with the highest requirements. By the end of 2016, production of freight, cargo-passenger, passenger, shunting and other diesel locomotives was established in the Russian Federation.
In Russia there are more than 5 largest factories producing diesel locomotives, which have been improving and improving their work for decades.
The Bryansk Machine-Building Plant, which began in the 1980s, has brought its production to the present day at an increasing pace. Now it is the largest enterprise in the field of Russian mechanical engineering.
Lyudinovo Diesel Locomotive Plant - specializing in the production of shunting diesel locomotives equipped with electric transmission. One of the leading production facilities in the Russian Federation. Began work in 1945, currently an operating machine-building complex.
Kolomna Diesel Locomotive Plant named after V.V. Kuibyshev (JSC Kolomensky Plant). Production began in the early 1960s. Now it is the only plant in the Russian engineering market that produces diesel locomotives for transporting passengers, classified as mainline locomotives. This plant was the developer of the first diesel locomotives of this kind.
The First Locomotive Company (Engels) is a fairly young and very promising plant, founded in 2012, based on cooperation between the Russian and foreign companies Bombardier Transportation GmbH in the development and production of rolling stock. The product line includes several types of electric locomotives.
The Ural Locomotives LLC company, located in Yekaterinburg, Verkhnyaya Pyshma, was registered in the summer of 2010. This organization is also the result of cooperation between a domestic joint-stock company and a foreign concern for the development of our mechanical engineering. The primary task of the company is the development of new models in the field of locomotive construction, the manufacture and sale of diesel locomotives, as well as the maintenance of railway transport.
By the end of 2016, the Russian Federation established continuous production of mainline diesel locomotives TEP-70 and new diesel locomotives TEP-70(BS, U).
About 7 models of long-haul freight trucks, the more modern of which are Peresvet, Vityaz, as well as Gas Turbine Locomotives.
Another reason for pride in the Russian mechanical engineering industry, there are about 14 positions in the production of shunting diesel locomotives with electric transmission and more than 5 with hydraulic transmission. Production of 9 of the above locomotives will begin in the next couple of years.
Domestic mechanical engineering does not stand still; it can boast of such new products as Locomobile, Locotractor - this is a unit with the functions of moving along highways and railway lines at the same time. Equipped with a special type of guide wheels.
In order to maneuver with a train whose weight reaches up to 1000 tons, the transmission is equipped with a torque converter.
Locomotives are often used as special equipment (aerial platforms, hydraulic manipulators, excavators, etc.). The difference between a locomobile and a locotractor is the ability to develop different motor speeds. For the second, it does not exceed 25 km per hour, which makes it easier to register such vehicles with state technical registration.
Trakmobile is another type of universal transport that moves along roads and railways at the same time.
Thanks to the intensive and constantly improving work of our mechanical engineering engineers, Russia is among the largest locomotive manufacturers in the world.
In the first half of 2016, JSC Russian Railways (RZD) extensively updated its locomotive fleet. More than 30 billion rubles were spent on expanding the fleet. More than 200 locomotives were purchased, of which electric and diesel locomotives were purchased in equal quantities. Russian Russian Railways have very good transport equipment with modern diesel locomotives.
The railway is the most important infrastructure sector of the economy, in its own way its “circulatory system”, without which it is impossible to imagine a modern economy. A good railway network and the presence of its own rolling stock production make any economy in the world stronger. However, after the collapse of the Soviet Union, Russia was left with a not very rich legacy. For example, the Lugansk Diesel Locomotive Plant is now located in Ukraine, but there was no production of locomotives for passenger trains in the USSR at all, and the trains were driven on our roads by Czechoslovak emergencies of various models. And it’s not worth mentioning high-speed locomotives at all. By the mid-2000s, two holdings were formed in Russia: Transmashholding and Sinara Group, which were able to organize the production of new models, and they were able to supply almost the entire range of necessary equipment for Russian Railways. Also, the “First Locomotive Company” recently appeared on the Russian market, which is also capable of occupying its niche for certain types of products. Our review will show all electric locomotives that are planned or have gone into production over the past 10-15 years.
The first Russian direct current passenger electric locomotive. It went into serial production in 2008 and more than 350 copies have already been produced. Produced at the Kolomensky plant. The electric locomotive is used mainly on the West Siberian Railway and Oktyabrskaya (St. Petersburg). Previously, such cars were not produced either in Russia or in the USSR, but were bought abroad, mainly in Czechoslovakia. At the beginning of the 90s, purchases stopped, and the plant, which produced locomotives for the USSR and social services. camps stopped producing similar products, and analogues have already appeared in Russia.
- Maximum speed - 160 km/h
- Continuous mode speed - 91 km/h
- Long-term traction force - 161 kN
- Traction force at maximum speed - 91 kN
Despite the fact that the main workhorse of Russian Railways are EP1 and EP1M, which have been produced since 1998, already at the stage of creation it was clear that they would not be able to completely replace the ChS series of locomotives, and were created primarily to quickly replace old electric locomotives, many of them which have practically exhausted their resources. After updating the fleet, the need arose to create a modern and faster locomotive. Also, this locomotive was supposed to be two-system and with an asynchronous engine, which greatly simplified its operation. The first one rolled off the assembly line of the Novocherkassk Electric Locomotive Plant in 2011. The locomotive is used primarily on the fastest routes and therefore a total of 60 units have been produced so far.
- Maximum speed - 200 km/h
- Continuous mode speed - 100 km/h
- Long-term traction force - 147.1 kN
- Traction force at maximum speed - 115 kN
The most popular modern locomotive in Russia. A total of 1,200 copies have been released since 2004. Produced at the NEVZ plant in Novocherkassk. ES5K is an AC electric freight locomotive, which is available in four versions from one to four sections. It is thanks to various modifications and great capabilities that it is the most in demand on Russian Railways, for example, one of the most powerful electric locomotives in the world, and despite having 4 sections and a length of 64 meters, it is indispensable on some difficult sections.
- Characteristics of 2ES5K
- Maximum speed - 110 km/h
- Long-term traction force - 423 kN
3ES4K
ES4K DC electric freight locomotive. It has been produced since 2008, but at the moment Russian Railways orders only 3ES4K locomotives in a three-section design, and the remaining options are inferior in characteristics to other locomotives. It is also produced at NEVZ.
- Continuous mode speed - 53.4 km/h
- Long-term traction force - 586.5 kN
2ES5 "Skif"
This locomotive is only planned to be put into production, and the first copies went for testing in 2014. 2ES5 is the first Russian AC freight locomotive to use six-pole asynchronous traction motors. Also his distinctive feature is maximum unification with the EP20 electric locomotive, which reduces the cost of production and maintenance of the electric locomotive. Currently, 5 copies have been built and are being tested on the East Siberian Railway.
- Maximum speed - 120 km/h
- Continuous mode speed - 50 km/h
- Long-term traction force - 536 kN
2ES6 "Sinara"
The most popular Russian DC freight locomotive is 2ES6, produced at the Ural Railway Engineering Plant since 2009. It was created in close cooperation with the German company Siemens. The locomotives are produced only in a two-section version, and at the moment 750 copies have already been produced. One of the main features of 2ES6 is its high localization, which reaches almost 100%, this was one of the main conditions for signing a contract with Russian Railways, which was even exceeded, because it was necessary to increase localization to 80%.
- Maximum speed - 120 km/h
- Continuous mode speed - 51 km/h
- Long-term traction force - 418 kN
2ES10 "Granite"
In 2010, the first DC electric locomotive with asynchronous traction motors rolled off the assembly line of the Ural Railway Engineering Plant. The 2ES10 locomotive went into production in 2012. However, it did not become as widespread as its predecessor, but despite this, 150 copies have already been produced. The locomotive was also developed in close cooperation with Siemens and thanks to modern technologies, it is capable of carrying trains 1.5 times larger than its predecessor VL-11.
- Maximum speed - 120 km/h
- Continuous mode speed - 55 km/h
- Long-term traction force - 538 kN
2EV120 “Prince Vladimir”
2EV120 A modern electric locomotive with high performance, but its fate has not yet been determined. Only this year, 2017, it passed all tests and was recommended for production. It was developed in collaboration with the Canadian company Bombardier. The electric locomotive is designed to drive freight trains weighing 7000-9000 on road sections of up to 4000 km, and its main feature is its two-system design, i.e. it can be used both on roads with direct and alternating current and due to this factor it should occupy its small niche in the Russian market, and is also perfect for export.
- Maximum speed - 120 km/h
- Continuous mode speed - 52.8 km/h
- Long-term traction force - 600 kN
The latest 2-system machine.
EP20 - 7 pcs. (a total of 10 pieces have already been produced)
2ES4K - 45 pcs.
3ES5K - 111 pcs. (3 sections each!)
EP1M - 50 pcs.
2ES6 - 9
0 pcs
2ES10 - 30pcs
EP2K - 41 pcs.
In general, the production of electric locomotives in Russia since 2008
2008 - 261 pcs.
2009 - 232 pcs.
2010 - 233 pcs.
2011 - 266 pcs.
2012 - 374 pcs.
A small digression:
Russian locomotive at Nezhin station. Author of the photo -
tokatema
But such old stuff comes to us, to Ukraine. It seems that Russian Railways is concentrating old locomotives on the roads from which locomotives enter neighboring Ukraine, due to the lack of a certificate for new cars at UZ. And even this VL80S locomotive is almost 20 years younger than the old rubbish VL80K that the South-Western Railway operates.
What about Ukraine?
From 1991 to the present day, for the needs of Ukrainian railways, with their 97% worn-out locomotive fleet, Luganskteplovoz has produced:
1. Passenger diesel locomotive TEP150 - 4 pieces. They write: As of September 2012, no further release is planned. This is due to the electrification of new sections of railways, as well as the lack of targeted funding. There is no demand for this locomotive in Russia. The native TEP70BS is quite enough. The Kolomna plant has already riveted almost 200 of them. Slippers (diesel locomotives of the TEP series) have been produced in Kolomna since the 60s. So only Ukraine could become the only customer of TEP150. She could, but she couldn’t, she didn’t want to. Although there is a need for passenger diesel locomotives in Ukraine. They are needed on the lines Dzhankoy - Kerch (Feodosia), Dzhankoy - Kherson - Nikolaev - Odessa, Dnepropetrovsk - Krasnograd, Kremenchug - Bakhmach - Gomel, in many places they are needed. Now in Ukraine there are almost no diesel locomotives for passenger traffic. On the Southern Railway, the latest TEP70s are being worn out, and in some places the ancient 2TE10Us are still in service, in Nikolaev, it seems.
2. Diesel trains DEL-01 (1 piece) and DEL-02 (6 pieces). These are small three-car trains, rail buses. These diesel trains are needed only by Ukraine. And oh how needed. Russia also has enough of its own rail buses RA-1, RA-2. Russian Railways also has a diesel-electric train DT-1. It can be powered either from the contact network or from its own diesel generator. But Ukrzaliznytsia prefers to pay several times more to the Koreans for Yukhdai than to support its own manufacturer and provide jobs for the residents of Lugansk.
3. DC electric train EPL2T (35 units), AC electric train EPL9T (15 units). Since 2001, only 50 electric trains have been produced, and only for the railways of Ukraine. UZ is the only potential customer for these trains. UZ's fleet of commuter electric trains requires almost 100% replacement. However, at the moment the production of EPLs has been suspended. Ukraine does not order them, and they are not needed anywhere else. Russia has enough factories in Torzhok and Demikhovo, which, after the destruction of the USSR, after the loss of the Riga Carriage Works, were created out of the blue, and in 22 years they riveted about one and a half thousand trains of electric trains. And they continue to rivet further. Demikhovsky Machine-Building Plant: ED4M, ED4MK, ED4MKu, ED4MKM-AERO, ED4E. Torzhok Freight Car Building Plant: ET2, ET2L, ET2M, ET2ML, ET2MRL, ET2EM, ET2A. Plus the purchase of Siemens Desiro ES1 “Lastochka” and the start of their construction, in the near future, at the Ural Railway Engineering Plant in Verkhnyaya Pyshma.
4. 2EL4 DC freight-passenger electric locomotive. As many as 4 pieces! And 18 pieces 2EL5(freight-passenger AC electric locomotive).
This is the entire Ukrainian order for 22 years of independence: 4 TEP150 diesel locomotives, 7 DEL diesel trains, 50 electric trains and 22 electric locomotives.
Amused by some of the comments http://trainpix.org/photo/52829/ “... There is one more aspect - now the plant is overloaded, and if you suddenly saturate the order of one country (as is done), then there will be a social explosion in this Lugansk, people will suddenly and suddenly be left without work, and the plant without orders (others countries do not buy). But no one seems to think about it..."
The fact that LTZ, before its acquisition by Transmashholding, before receiving orders from Russian Railways, was actually without work, is that nothing? Like he (the plant) was sorting through grub, drowning in a heap of offers from European countries and his native Ukrzaliznytsia.))) With the destruction of the USSR and the destruction of the common economic space, the plant was already left without work. Nobody needed his products. It was not because of the good life that LTZ started making trams.))) Now, thanks to Russia, the plant has found a customer - Russian Railways. His products are sold throughout Russia. Lugansk diesel locomotives have already reached Yakutsk and Mongolia. There will be a social explosion at the plant only when another Svidomo Ukrainian fool, following the orders of the occupiers (Pindos), begins to create all sorts of obstacles to the development of this enterprise. We should not forget that there are uncles and aunts over the hill for whom the integration of Russia and Ukraine is extremely unprofitable.
“...They’ll do it to all sorts of “RIDs”... but what about themselves - so they’ll collapse and repair them in Zaporozhye and Lvov...”
- For the needs of Ukraine, absolutely nothing prevents us from doing, figuratively speaking, even 5TE116. Where are the orders from Ukrzaliznytsia?
Luganskteplovoz on the Russian gauge of 1520 mm. firmly occupies a niche in the production of freight mainline diesel locomotives. Few freight diesel locomotives have been produced in Russia so far. Kolomna Plant - 2TE70 (12 pieces). Bryansk Machine-Building Plant - 2TE25A “Vityaz” (17 pieces) and 2TE25K “Peresvet” (15 pieces). Ukraine does not buy electric trains and electric locomotives from LTZ. Russia will not buy them; there are enough of its own producers. Lugansk freight diesel locomotive industry needs to be developed. Its development is possible only in conditions of close cooperation with Russia. In the conditions of the Customs Union. In the event of the formation of a new union state, Luganskteplovoz will generally occupy a dominant position on 1/6 of the land.
Even in the worst nightmare it is difficult to imagine the separation of this enterprise from the Russian market. Russia can manage without LTZ. But what will the Lugansk diesel locomotives do without orders from Russian Railways?
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