Sapsan

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RŽD series ЭВС1 (EWS1)
RŽD series ЭВС2 (EWS2)
Sapsan EWS2-02
Sapsan EWS2-02
Numbering: ЭВС2-01 to -04
ЭВС1-05 to -16
Number: ЭВС1: 25
ЭВС2: 4
Manufacturer: Siemens
Year of construction (s): since 2007
Axis formula : Bo'Bo '+ 2'2' + 2'2 '+ Bo'Bo' + 2'2 '
+ 2'2' + Bo'Bo '+ 2'2' + 2'2 '+ Bo'Bo'
Gauge : 1,520 mm
Length over coupling: approx. 250.3 m
Height: 4,400 mm above SoK
Width: 3,265 mm
Bogie axle base: 2,500 mm
Empty mass: ЭВС1: 662 t (occupied)
ЭВС2: 678 t (occupied)
Wheel set mass : ЭВС1: 17 t
ЭВС2: 18 t
Top speed: 250 km / h
(upgradeable to up to 350 km / h)
Hourly output : 8,000 kW
Starting tractive effort: 328 kN
Acceleration: ЭВС1: 0.40 m / s² (0–120 km / h)
ЭВС2:
0.39 m / s² (0–120 km / h)
Braking delay: Braking distance: 3,900 m (250–0 km / h)
Power system : ЭВС1: 3 kV DC
ЭВС2: 3 kV DC / 25 kV 50 Hz AC
Power transmission: Overhead line
Number of traction motors: 16
Train control : KLUB-U
Seats: Total: 604
Business class: 104
Tourist class: 500
Route

Under the name Sapsan which are high speed - EMUs of series ЭВС1 (EWS1) and ЭВС2 (EWS2) of Russian Railways summarized (RŽD). These series are called Velaro RUS by the manufacturer Siemens ( RUS for Russia ). Both form the third generation of high-speed trains based on the Velaro platform , which was derived from the German ICE 3 . They were given the name Sapsan ( Russian сапсан , peregrine falcon ) for marketing . With its widened car bodies , the Sapsan is based on the Velaro CN ( CRH3 ), but drives on Russian broad gauge and is particularly adapted to the special local climatic conditions.

The first eight multiple units of the series ЭВС2 are two-system trains for direct current (3 kV) and alternating current (25 kV, 50 Hz). They have been in scheduled traffic since December 2009. The subsequent series ЭВС1 of eight ten-car multiple units are single-system trains exclusively for direct current (3 kV) and began operation in 2014.

The trains are to be replaced by new vehicles from 2026.

Planning

In 2002 the project of the RŽD series ЭС250 failed.

On December 21, 2004, Siemens, RŽD and the Russian New Transport Technologies (NTT) group , in the presence of Chancellor Schröder and President Putin , signed an agreement for the joint development and manufacture of initially 60 high-speed trains. Siemens and NTT were to work together on development, and production was to take place largely in Russia. The completion of the first train was expected in 2007; the total order value was around 1.5 billion euros. In addition, an option for a further 90 trains was agreed. Working groups clarified technical, organizational and financial questions.

On April 10, 2005 (other source: April 11, 2005) Siemens and RŽD, in the presence of Schröder and Putin, signed a contract in Hanover for the development of high-speed trains for Russia. In the context of this paper, the development and project planning was also regulated, as was the localization concept and the structure of a delivery contract to be concluded later. The development costs were estimated at 40 million euros. The delivery contract originally based on the development contract, which was supposed to be concluded in summer 2005, would have included the delivery of 60 trains with a project volume of 1.5 billion euros. The delivery of the first train was scheduled for the end of 2007. President Putin announced that the Siemens plants in Germany could be filled with orders from Russia by 2015.

At the end of 2005, the media reported that the new RZD boss Jakunin wanted to cut the volume of the planned order to six trains.

First series

On May 18, 2006, the contracts for the delivery of eight ten-car high-speed trains of the Velaro RUS type were signed in Sochi between the operator RŽD and the Siemens Mobility division .

In April 2006, a 1: 1 scale model of an end car, a so-called mock-up , was commissioned, completed three months later in Augsburg and presented on August 3, 2006 in St. Petersburg . On April 23, 2007, a maintenance contract for the trains for a period of 30 years was signed in Moscow - the contract with the longest term in Russia to date. This maintenance, for which the manufacturer is fully responsible, takes place in the Metallostroy maintenance plant , southeast of St. Petersburg. The topping-out ceremony was held there at the beginning of June 2008. In addition to a three-part workshop complex, an exterior and interior cleaning system as well as an underfloor wheel set lathe and testing system were built. In the meantime (as of 2012) there are 70 employees there, including 40 employees from Siemens (including 6 from Germany) and 30 workers borrowed from the Russian State Railways.

The President of the Russian State Railways, Vladimir Jakunin , symbolically started production of the Velaro RUS on July 20, 2007 in the Siemens factory in Krefeld-Uerdingen . The order is worth around 630 million euros, including 276 million for the delivery of the trains and 354.1 million for the maintenance contract. To finance the multiple units, RZD took out a loan of 422 million US dollars from Deutsche Bank in January 2008 .

Second series

On December 17, 2011, another eight ten-part 3-kV single-system multiple units (prepared for 25 kV / 50 Hz) were commissioned by the Russian State Railways RŽD. The order includes a maintenance contract for a period of 30 years and has a total value of around 600 million euros. The trains are manufactured in the Siemens factory in Krefeld-Uerdingen.

The first car of a ten-part multiple unit offers 19 seats in the premium class as well as a VIP lounge behind the driver's cab with four seats at a table. The second car has 52 seats in business class and a service area. The other eight cars each hold up to 66 seats in the tourist class.

On December 3, 2012, the production of the eight new trains was started by representatives of the contractor and provider at the Siemens plant in Krefeld-Uerdingen. The trains of the second series are to go into operation from January 2014 and from October 2014 will run on the St. Petersburg – Moscow route and on to Vladimir , with journeys in double units. In addition, the trains are equipped with type 10 Scharfenberg front couplings with adapters on SA-3 so that they can be towed or shunted by a locomotive. The multiple units can also be coupled with vehicles from the first series.

In mid-December 2013, the first multiple unit of the second series arrived in Saint Petersburg by sea, see section Production and Delivery .

According to information from Siemens in February 2018, negotiations were ongoing for eleven new multiple units and additional wagons for the existing fleet.

Third series

In June 2019, the Russian State Railways placed an order for 13 additional ten-car multiple units for the St. Petersburg – Moscow route. Including maintenance for 30 years, the contract is worth 1.1 billion euros. Siemens Mobility and Ural Locomotives, a joint venture of the Sinara Group and Siemens AG, were commissioned.

Production and delivery

The construction and project planning work was carried out in Erlangen and Krefeld. Shell construction and final assembly took place in Krefeld-Uerdingen. The bogies come from Siemens in Graz .

The first Velaro RUS wagons were assembled in Krefeld at the beginning of 2008. The first three cars of the first train were officially presented at the InnoTrans rail vehicle fair on September 23, 2008 in Berlin. The first complete multi-system train was shipped on November 13, 2008 via the Sassnitz-Mukran ferry port from the island of Rügen to Ust-Luga in Russia. Before that, the train had to be transported by road from Krefeld to Rügen. It was only in Sassnitz-Mukran, the only German ferry port with Russian broad gauge , that the train could be put on the rails and rolled onto the Vilnius ferry in two parts . All other trains were also delivered this way, with the four single-system units following the four multi-system units. On December 26, 2008, the first train was presented at Moscow Railway Station in St. Petersburg. Commissioning and tests take place in the depot in St. Petersburg as well as on the route between Moscow and St. Petersburg, on the test ring road in Shcherbinka and on high-speed test routes in Belorechensk .

On December 22nd, 2009 the last of the eight trains of the first delivery lot was shipped.

Delivery of the second series began in February 2014. For this purpose, the wagons were loaded onto a barge in the port of Krefeld-Uerdingen and transported to Amsterdam. From there it was transported by sea via Sassnitz (reloading onto a broad-gauge railway ferry) to Ust-Luga.

business

View from the driver's cab

On May 2, 2009, a Sapsan set a speed record of 281 km / h during a test drive, which was the highest speed ever on a Russian railway line. On the St. Petersburg – Moscow route, between Okulowka and Mstinski Most , the mass- produced train exceeded its maximum speed by around 10 percent. The maiden voyage on the St. Petersburg – Moscow route took place on August 2, 2009, in the presence of the President of the Russian State Railways, Vladimir Jakunin .

Immediately before the opening trip, the Sapsan was used on November 27, 2009 to rescue the injured in the terrorist attack on the Nevsky Express .

At the start of operations there were some technical problems that led to delays of up to 45 minutes. The Russian state railway threatened Siemens with fines. When a train arrived 45 minutes late in December 2009 due to an engine failure, Yakunin demanded compensation from Siemens, which the company paid for.

The wheelset wear on the trains turned out to be unexpectedly high in the first few months.

On April 5, 2010, the travel time was increased from 225 to 235 to 285 minutes due to construction work and more dense routes, while the number of trains offered was increased from three to five pairs of trains per day. The average occupancy rate in May 2010 was more than 90 percent.

Since July 30, 2010, the Sapsan trains have also been running between St. Petersburg and Nizhny Novgorod (via Moscow). You need 8 hours and 5 minutes for this. Previously, it took 15 hours. Only the AC-capable multi-system trains travel the entire route, the single-system trains only run to Vladimir , which is about halfway.

When in March 2011 a train suffered two hours delay due to iced valves and this was the third delay of more than five minutes within a month, Jakunin complained directly to the then Siemens CEO Peter Löscher . As a result, measures were taken to improve winter resistance, according to Siemens.

According to the manufacturer, the contractually agreed availability of 98 percent has always been significantly exceeded (as of December 2012).

The trains are often pelted with stones. The cause is the fact that the traffic and travel times on various suburban lines for the operation of the high-speed train were restricted. As a result, up to 150 window panes are exchanged in the plant every year.

According to a report from the beginning of 2015, Sapsan trains with 20 cars and a length of around 500 m were put into operation "recently".

Lines

Sapsan in the Saint Petersburg train station

The multiple units have been in regular service between Moscow and St. Petersburg since December 17, 2009. The first five multiple units designed for the Russian broad gauge of 1,520 millimeters with a total length of 250.3 meters have been in passenger service on the Saint Petersburg – Moscow line at 250 km / h since December 17, 2009 . On this route, electrified with 3 kV direct current, the single-system trains need around 3 hours and 40 minutes between Moscow and Saint Petersburg without stopping, or up to 4 hours and 10 minutes for stopovers in Chudowo, Okulowka, Bologoje, W. Wolotschek and Tver. So far, the travel time for this route has been between 4.5 and 8 hours. After further expansion of the rail infrastructure, travel speeds of over 300 km / h will be aimed for.

The multi-system trains, including the last three vehicles that went into operation in March, April and July 2010, will initially run on the existing 442-kilometer Moscow – Nizhny Novgorod line at a top speed of 160 km / h in 3 hours and 55 minutes. The route between the cities of Vladimir and Nizhny Novgorod can only be used by the 25 kV-capable dual-system trains of the first series. Platform heights between 1,100 and 1,300 millimeters can be operated.

technology

The Sapsan must meet both European and Russian standards. The Russian railway company RZD commissioned institutes to implement and check the technical requirements laid down for the multiple units. In contrast to European multiple units, approval of the individual components was also necessary. The special Russian requirements for electromagnetic compatibility were taken into account through a large number of measures.

In addition to the significant increase in headlight performance, the trains had to be adapted to the special climatic requirements. They are designed in such a way that they have to be fully operational down to an outside temperature of −40 ° C, safety-relevant systems down to −50 ° C. This is achieved solely by using special materials in order to save additional heating. The air conditioning ensures an interior temperature of 22 ° C in outside conditions of −40 ° C to +27 ° C. The driver's cab is separately air-conditioned and has an additional foot heating. If the on-board network fails, the train can be heated directly from the overhead contact line. The underfloor components are cooled via air ducts from the roof of the car in order to avoid problems with drifting snow.

There are four single-system trains (plus eight trains from the second series) for operation with 3 kV direct current and four dual-system trains for an additional 25 kV / 50 Hz alternating current , prepared for top speeds of up to 330 km / h. In the two-system vehicles, the voltage systems are completely separated electrically. In the case of alternating current supply, one of two overhead line pantographs provided for this purpose is used in normal operation, and two out of four intended customers in direct current operation. All pantographs are the same as those used in the Velaro E, but have been adapted for operation down to −50 ° C using the appropriate materials. The width of the current rocker , which has also been adapted, is 1950 mm. Even if the contact wire voltage changes, the vehicle electrical system can continue to be supplied from an independent traction converter without switching. Energy recovery from the traction motors can also be used during the passage of such separation points.

With a total length of 250 meters, one and two-system versions offer space for 604 passengers, 104 of them in two business and 500 in eight tourist class cars. The 1st class areas with the two lounges are attached to both ends of the train. A catering service and a bistro are available. The glass partition between the driver's and passenger compartments can be switched electrically transparent or milky by the driver as required. The trains are equipped with video surveillance both inside and outside.

The multiple units have SA3 couplings on both end cars, but initially do not run in double traction as planned. In order to create additional space in the driver's cab, which, according to Russian regulations, also allows the train to be operated with a standing driver up to a height of 190 cm for journeys over three hours, the shape of the head was changed. Due to legal regulations, two engine drivers must be present on Russian trains, as the Russian rail transport system does not have a safety driving mechanism . In contrast to the Velaro China , the Russian Velaro has the seat configuration 2 + 2 in both car classes despite the same car body width. A total of 13 standard toilets are distributed across all intermediate cars, and another is designed to be handicapped accessible in the middle of the train. The outer doors have a clear width of 900 mm and a clear height of 2050 mm.

Each half of the train of five cars has an independently functioning traction system, the components of which are evenly distributed under the floor over all cars. Both traction systems have identical power units, for example for drive and brake control, whereby if one unit fails, the other can continue to work and maintain 75 percent of the traction and braking power of the train. In the ten-car train there are 16 drive units in eight cars, which contain the drive motor, gearbox and clutch. The two middle cars are not powered. The traction motors are arranged transversely in the motor bogies. The main brake is a wear-free, regenerative brake through the operation of the traction motor in each drive bogie. It allows energy recovery. Another brake in the motor bogies is a pneumatic friction brake with wheel disc brakes. In addition, there are three shaft disc brakes on each axle of the running bogies. As a parking brake when stationary, there are spring-loaded brakes in each individual car.

The Russian operations control technology and the Russian train radio were further developed for the use of the Sapsan. The previous Russian frequencies of 2 MHz, 160 MHz and the 460 MHz of the TETRA standard are integrated in a three-band system for the driver and front passenger. A new screen is used for the operations control system.

The ten-part multiple units are suitable for curve radii of 150 meters, with S-curves of 200 meters.

Views

  • Mock-up , presented in Moscow Railway Station in Saint Petersburg (2006)

  • Presentation of the first three cars at InnoTrans 2008 on an adapter frame

  • Delivery at the Mukran ferry port in January 2009

  • In the Metallostroy depot , southeast of St. Petersburg

Web links

Commons : Sapsan  - collection of images, videos and audio files

Individual evidence

  1. ^ International Railway Journal. New York 2008, July.
  2. ↑ a b c The fastest train in Russia comes from Siemens - Velaro RUS. (No longer available online.) Siemens, Industry Sector, Mobility Division, September 23, 2008, archived from the original on December 17, 2014 ; Retrieved February 11, 2009 .
  3. ↑ Oliver Cuenca: Knorr-Bremse to support RZD to develop 400km / h trains. In: railjournal.com. Retrieved June 25, 2020 .
  4. ↑ News Siemens builds high-speed trains for Russia . In: Eisenbahn-Revue International , issue 2/2005, ISSN  1421-2811 , p. 76.
  5. ^ Agreement on the development and construction of high-speed trains for the Russian Railways . In: ZEVrail, Glaser's Annalen . Vol. 129, No. 1/2, Berlin 2005, p. 52. ISSN  1618-8330 .
  6. ↑ a b c Report contract for Russian high-speed trains . In: Eisenbahn-Revue International , issue 6/2005, ISSN  1421-2811 , p. 286.
  7. ↑ a b Siemens and Russian State Railways sign development contract for high-speed trains . In: ZEVrail, Glaser's Annalen . Vol. 129, No. 9, Berlin 2005, p. 394. ISSN  1618-8330 .
  8. ↑ a b Delivery of eight high-speed trains to Russia . In: tslive . No. 7, Hamburg 2006, p. 15.
  9. ↑ a b Message Bad tickets for ICE export to Russia . In: Eisenbahn-Revue International , issue 12/2005, p. 592.
  10. ↑ Message Eight fast trains for Russia . In: Eisenbahn-Revue International . Issue 7/2006, ISSN  1421-2811 , p. 360.
  11. ↑ Topping- out ceremony for Velaro RUS plant . In: The Railway Engineer . Hamburg 2008, July, p. 74. ISSN  0013-2810 .
  12. ↑ a b c d Oliver Bilger: Careful care for the peregrine falcon . In: Handelsblatt . No. 174, 7./8./9. September 2012, ISSN  0017-7296 , p. 24 f.
  13. ↑ Start of production for Velaro RUS . In: Railway technical review . Vol. 56, No. 9, Hamburg 2007, p. 574. ISSN  0013-2845
  14. ↑ More high-speed trains for Russia: Siemens builds new “Sapsan” . RIA Novosti , August 22, 2012.
  15. ^ A b Michael Ludwig: The peregrine falcon flies to Petersburg . In: Frankfurter Allgemeine Zeitung , No. 177, August 3, 2009, p. 9.
  16. ↑ Russia's railways receive USD 422 million from Deutsche Bank. In: Finanz.net. January 22, 2008, accessed February 11, 2009 .
  17. ↑ Siemens press release: Russian railways orders the Velaro super train again , December 19, 2011.
  18. ^ A b c d Siemens (ed.): Start of production for eight more high-speed trains for Russia . ( News from Rail Systems , December 3, 2012).
  19. ↑ Siemens delivers new high-speed Sapsan train to Russia , Global Rail News from December 19, 2013 (English)
  20. ↑ Russia / Siemens: RZD wants to order more Velaro RUS / Sapsan. In: eurailpress.de. February 14, 2018, accessed February 28, 2018 .
  21. ↑ Siemens Mobility receives billions in the order for high-speed trains. In: siemens.com. Siemens, June 7, 2019, accessed June 7, 2019 .
  22. ↑ Siemens keeps high speed with high-speed trains. (No longer available online.) Siemens AG, March 18, 2008, archived from the original on May 28, 2010 ; Retrieved February 11, 2009 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.siemens.com
  23. ↑ High-speed trains travel to Russia by ship. Siemens AG, November 13, 2008, accessed July 9, 2009 .
  24. ↑ Siemens presents the Velaro RUS high-speed train in Saint Petersburg. Russian Information and News Agency, December 26, 2008, accessed February 11, 2009 .
  25. ^ Deutsche Bahn AG: Last high-speed train shipped to Russia . Press release from December 21, 2009.
  26. ↑ Eisenbahn-Revue International 04/2014, p. 188
  27. ↑ Russian railways set a new speed record. In: Internet newspaper russia. May 7, 2009. Retrieved November 13, 2009 .
  28. ^ Siemens high-speed train on its maiden voyage to St. Petersburg. In: RIA Novosti. December 17, 2009, accessed December 21, 2009 .
  29. ↑ Siemens threatens fines . In: Frankfurter Allgemeine Zeitung , No. 300, December 28, 2009, p. 14.
  30. ↑ a b Russians also want to buy AGV ( Memento from March 4, 2016 in the Internet Archive ). In: The Mobility Manager (online edition), May 1, 2010
  31. ↑ Message peregrine falcons fly more slowly . In: Eisenbahn-Revue International , Issue 5, 2010, ISSN  1421-2811 , p. 246.
  32. ^ RIA Novosti, July 30, 2010
  33. ↑ In 2010, RZD will start more fast trains from Petersburg. In: Russia Current. January 6, 2010, accessed January 10, 2010 .
  34. ^ German railway technology for Russia . In: Handelsblatt . No. 39, February 24, 2011, ISSN  0017-7296 , p. 28.
  35. ↑ http://www.aktuell.ru/russland/news/dorfbevoelkerung_wirft_steine_gegen_die_sapsan_zuege_26514.html
  36. ↑ Bernd Rockstroh: Birthday of SAPSAN - Russia celebrates five years of high-speed traffic . In: Electric Railways . tape 113 , no. 2–3 , 2015, ISSN  0013-5437 , pp. 80-81 .
  37. ↑ Official RŽD website: press release ( Memento from July 13, 2012 in the web archive archive.today )
  38. ^ Siemens. Russian Velaros from Uerdingen. In: West German news. July 22, 2007, accessed November 13, 2009 .
  39. ^ A b c David John, Andreas Lipp, Siegmar Kögel: Velaro high-speed trains for Russia . In: Internationales Verkehrwesen , Heft 1 + 2, 2010, pp. 22-25.
  40. ↑ Ansgar Brockmeyer, Thomas Gerhard, Edzard Lübben, Manfred Reisner, Monika Bayrhof: High-speed trains: from power car to distributed traction . In: European Railway Review . Vol. 13, No. 3, London 2007, pp. 67-79. ISSN  1351-1599 .
Siemens Velaro

Velaro E (AVE S-103) • Velaro CN (CRH3) • Velaro RUS (Sapsan) • Velaro D (BR 407) • Velaro e320 (Eurostar 320) • Velaro TR (HT80000)