The Professional Two-Monthly Magazine Of Rail Transport Worldwide
Volume 12 No. 4/12€ 10.00
RegioJet ActivitiesWarszawa’s InspiroHKX Service Starts UpThe Next Generation TrainEP20: An In-Depth Examination
RZD’s New Class EP20 LocomotivesRZD’s New Class EP20 Locomotives
Pho
to: J
arom
ír P
erni
čka
85
Axle Arrangement Bo’Bo’Bo’
Power Supply Voltages 3 kV DC/25 kV 50 Hz
Maximum Speed 200 km/h
Max. Rated Power 7,200 kW
Max. Tractive Effort 350 kN
Max. EDB Power - Recuperative 7,200 kW
- Resistive 4,500 kW
Length Over Couplings 22,532 mm
Width (incl. handrails) 3,100 mm
Height Over Rail Top 5,100 mm (pantograph lowered)
Distance Between Bogie Centres 6,765 mm
Bogie Wheelbase 2,900 mm
Wheel Diameter (new/worn) 1,280/1,200 mm
Minimum Curve Radius Negotiable 125 m
Weight 135 t
EP20: Principal Technical Data
The Russian electrified rail networkhas two voltage systems, 3 kV DCand 25 kV AC 50 Hz. With long distancepassenger services taking a matter ofdays, rather than hours, between originand destination, the time consumedchanging locomotives at the voltagebreaks (around 20 minutes or so) wasconsidered trifling. But as overall journeytimes shrink, this factor has assumedrelatively greater importance. There isnow an endeavour to eliminate loco-motive changes at the voltage breaks.For instance, on the run betweenMoskva and Sochi, somewhat over1,900 km, there are two voltage breaks,and hence two changes of locomo-tive, with a corresponding increase inend-to-end journey time. RZD decided that the best option
was to order a large batch of dual-voltage locomotives. These are desig-nated Class EP20, and are referred toas the fifth generation of the Russianelectric locomotives with an AC traction.The first generation consists of thoseequipped with stepwise power regula-tion and with comutator DC traction mo-tors. To the second generation belonglocomotives with rectifiers based onsilicium diodes. The third generationlocomotives are those equipped withcontinuous power regulation, a recu-perative brake and a system of automa-tic control. These components wereinstalled in stages since 1963 untilnow, and this family includes ClassesVL80R, VL85 and VL65, the EP1 andits derivatives, and the 2ES5K (Yermak)and its derivatives. The fourth generation of locomotives
came about with the arrival of non-comu-tator traction motors, starting in the1970s. Such locomotives are fitted withasynchronous traction motors andthyristor based traction converters.Finally, the fifth generation locomotivesare characterised by their IGBT tractionconverters, by having traction motorsregulated in an individual mode, and bythe microprocessor control and diag-nostic systems installed.During 2010/11 a new locomotive
was developed for RZD by TRTrans(Tekhnologii Relsovogo Transporta,Rail Transport Technologies). This is a Moskva-based joint venture betweenTransmashholding (50 %) and Alstom(50 %), created under an agreementsigned in early 2009. TRTrans’s branchfor developing motive power projectsis situated at Novocherkassk, wasestablished in December 2010, and hassix departments, for electric tractionequipment, traction drives, control sys-tems, bodyshells, bogies and mecha-nical integration. TRTrans has evolvedover the past couple of years into a development centre for new electriclocomotives within the TMH-Alstom con-sortium. It employs around 150 engi-neers drawn from both parent compa-nies, Alstom supplying teams from its
factories in Belfort, Tarbes, Le Creusot,Ornans and Villeurbanne in France andCharleroi in Belgium.The result of this development pro-
cedure was the EP20, a dual-voltageexpress passenger locomotive. Thismade its public debut at EXPO 1520in early September 2011, as shown inthe photo on the adjacent page. It isRZD’s second dual-voltage batch-pro-duced locomotive (the very first batch-built dual-voltage locomotive was theClass EP10, with asynchronous tractionequipment, built by NEVZ togetherwith Adtranz - see R 3/04, pp. 26 - 27).The EP20 was ordered by RZD in May2010, with the first part of this batch tobe delivered in readiness for the 2014Winter Olympics in Sochi, and is de-signed to haul up to 24 carriages at160 km/h or rakes of 17 at 200 km/hon straight and level track, comparedwith the existing Class EP1M’s capa-bilities - 19 carriages at 140 km/h.The Class EP20 is designed along
modular principles, since the basicdesign has enormous potential for de-veloping families of both passenger andfreight locomotives. This is especiallypertinent today, since RZD is moder-nising and rejuvenating its locomotivefleets and the potential for substantial
orders of various types of new electriclocomotives is considerable. The EP20,developed by the TRTrans engineer-ing centre at Novocherkassk, is thus theresult of design experience accumulatedduring development of the Prima II familyand of the Russian locomotive typesdesigned and manufactured by TMH. The task to manufacture EP20
electrics was assigned to NEVZ, which
over the 75 years of its history hasproduced 65 types of electric locomo-tives, and in all about 16,000 machines.According to the technical specifica-tions the new components and partsfor the EP20 were ordered and manu-factured. These comprise essentiallythe control system components, theprotective and commutating equipment,the brake and mechanical components,
1 - Main transformer2 - Inverter cubicle3 - Cooling plant4 - Traction motor blower5 - HVAC unit6 - Brake resistor7 - Compressor and air dryer8 - Brake equipment rack
9 - Reserved space10 - Auxiliary equipment rack11 - Batteries12 - Machinery room blower13 - Toilet14 - Sanding equipment15 - Bogie16 - ATC cubicle
17 - Low voltage compartment 18 - Antenna19 - Track receiver20 - Inductor tank 21 - Battery charge device22 - Control systems cubicle23 - Air reservoirs
The scene on the Russian rail network is changing rapidly nowadays. One of the most chal-lenging demands is the provision of new locomotives and trains to meet the demand for shorterjourney times and higher operating speeds of passenger services. One answer has been to buildhigh speed EMUs and to prepare projects for the construction of a network of dedicated highspeed lines. The other is to adapt and upgrade the existing network for higher speeds.
The EP20’s machinery room configuration:
86
power regulation blocks, modular cab,and the train protection systems.The technical features incorporated
in the EP20 will enable RZD and otherpotential operators to cut labour costsfor maintenance by 20-fold. The inter-vals between heavy overhauls are sub-stantially increased. For instance, themid-life heavy overhaul is realised after1 million km, instead of 600,000 kmas with most older electrics. The servicelife is around 40 years, compared with30 years for most electric locomotivesin RZD’s fleet.
The EP20’s Bodyshell
The EP20 is RZD’s very firstBo’Bo’Bo’ single-section passenger
locomotive capable of operating atspeeds of up to 200 km/h on bothvoltage systems in use in Russia. Byway of comparison, the Class EP10 wasdesigned for 160 km/h, while the onlyRussian locomotives designed for a topspeed of 200 km/h were the two-sec-tion 3 kV DC ChS200 machines. TheClass EP20 incorporates up to 90 %of new technological features andcomponents, and these are used invirtually all the locomotive’s systems -literally from the wheels to the panto-graph. The use of a modular design forthe cabs significantly improved the effi-ciency of the manufacturing procedure.The bodyshell incorporates impact-absorbing crash elements, thus pro-tecting the locomotive crew in the eventof a head-on collision.The bodyshell structure comprises
the underframe, the sidewalls, five re-movable roof sections, and the driver’scabs. The removable roof sections resultin the machinery spaces being easilyaccessible from above throughouttheir whole length. At both ends of thebodyshells are automatic SA3 couplings.The deformation elements within thecoupling suspension enable them toabsorb impacts of up to 40 kJ withoutdamage occurring to the locomotive’sbodyshell.The modular cab meets the latest
ergonomic and safety design require-ments. All the cab windows are madeof laminated safety glass, and thewindscreens are electrically heated.LED headlights and tail lights are fitted,together with electric windscreen wipersand electrically heated rear-view mirrorsintended for use in severe weather.The cab is enclosed in a steel-framedsafety cage, with structural elementsable to absorb an impact in the eventof a collision. The cab modules are builtby PKPP MDC (Designing and Con-struction Manufacturing Enterprise) ofDnipropetrovsk in Ukraine. The cab incorporates multi-stage
energy absorption elements in itsframe and front section to protect train
crews in the event of a head-on colli-sion. The scenarios for modelling andcalculating the parameters for passivesafety systems of this type were rea-lised in collaboration with the VNIKTIresearch institute. The standard crashtest involved the cab end, with thelocomotive travelling at a speed of 36 km/h, colliding with a loadedwagon weighing 80 t, and the systemis designed to absorb at least 2 MJ ofkinetic energy under such impacts,without exceeding the permitted longi-tudinal acceleration limit of 5 g insidethe cab. At the same time, when the totaldeformation of the crash elements hap-pens, there remains an undeformablearea, offering sufficient space for thesurvival of the locomotive crew.The bodyshell of the locomotive can
withstand the following forces:- a static end-on compressive force of2,000 kN at the coupling level,- a static end-on tractive force of1,500 kN at the coupling level.Snowploughs are fitted under the
front end beams of the underframe andform part of the crash protection safetystructure. The bottom edges of theseploughs can be set between 135 and150 mm above rail top.The cabs are equipped with a heat-
ing, ventilation and air conditioning sys-tem, designed to create a comfortablemicroclimate for the occupants, underall conceivable variations and extremes
in weather and climate. The ergonomiccomfort of the train crew is taken intoconsideration. Seat height, distancefrom console, armrest position, andbackrest angle can all be adjusted. Thearmrests can be folded up if required.The driver is also able to programmethe time when the heating or air condi-tioning can be switched on, thus ensur-ing maximum comfort levels in the cabwhen he starts work.
Materials which comply with thelatest fire protection and environmentalsafety standards are used, and all thenecessary internal and exterior equip-ment for the cabs are installed at PKPPMDC before they are mounted on thelocomotives. Easy to use plugs andsockets on the rear bulkhead link in-cabapparatus with equipment situated withinthe bodyshell. Cab access is indirect,via the two exterior doors, one on eachside of the bodyshell, situated behindthe rear bulkhead of the cab. The cabs are linked with the
machinery compartments by a cor-ridor running along the centreline ofthe locomotive. These compartmentsand cabinets house the traction andauxiliary components. Wiring and pipesfor pneumatic functions are led througha special prefabricated duct directlybeneath the corridor and accessed viahatches in the corridor floor. The centralcorridor in the machinery room pro-vides convenient access to the installed
The EP20 is the first Russian locomotive to be equipped with a compute-rised cab, featuring driver assistance, remote service diagnosis, remotemaintenance and centralised data. This photo shows the driving consoleof EP20-001. On the left of the driving position is a panel with a combined powercontrol which can be moved in four directions to control the locomotive: forwardsand backwards to regulate a tractive effort, whilst to the left and right to set a trainspeed. In this panel is incorporated a card slot to activate the locomotive controlsystem. On the left of the horizontal panel is a set of buttons for controlling thecab, console, WC and bogie lighting. On the left of these are the switches foroperating the in-cab air conditioning. The left-hand sloping panel houses the switches for operating equipment suchas the windscreen heating and wipers, and mirrors. On the next panel to the rightare the switches for the exterior lights, windscreen shutters, and the red buttonfor the main switch emergency shutdown. The display on the left is for operationaldata (speed and suchlike) and diagnostic, while the right-hand one is of theBLOK ATP. The sloping panel ends on the far right with the manometers for themain air reservoir, main brake pipe and the brake cylinders. On the right of the driving position are levers for the pneumatic train brake andelectrodynamic brake control, and for the locomotive brake control. The red buttonactivates the emergency brake. Underneath the displays is a row of indicatorsand buttons for pantographs, the parking brake, the automatic speed control,the compressors, the wheel flange lubricators, and other controls. Under thedriving console on the left is the train radio, while under the right-hand side windowis the auxiliary driving console for use when shunting.
Photo: Jaromír Pernička
The front of the EP20’s cabs feature a new impact energy absorptionstructure, based on a smooth, multi-stage absorption of kinetic energyupon impact. The cab floor is in thie height of 1,750 mm above rail top, and theimpact on the crash element of the cab front is calculated to be 2,000 mm aboverail top. The absorption of energy takes place at the expense of the deformationof the dedicated crash element installed in the front of the mainframe and the cab,resulting in a greatly reduced magnitude of longitudinal acceleration and, accord-ingly, of the force to which the crew and locomotive components are subjected.
a crash element of a cab
a crash element of a locomotive frame
a locomotive frame
a locomotive bodyshell
Image: PKPP MDC
a crew safety zone
The type SM 806 sanitary moduleinstalled on the EP20. The cubicleweighs 640 kg and it measures1,100 mm long, 1,080 mm wide and2,100 mm high. It is equipped witha washbasin, liquid soap dispenser,clothes hook, mirror, handrail, wastebin and paper holder.
Photo: PKPP MDC
88
equipment. This design concept permitsthe compact location of both the ACand DC equipment in the machineryroom. This required a new blockingsystem for the high-voltage cubicles,this being solved using both electriccircuits and mechanical keys. A vacuum retention WC is provided
in the machinery compartment, too. Itis fitted in a special sanitary cubicledesigned and manufactured by PKPPMDC in full compliance with sanitarynorms. These cubicles are being deli-vered to NEVZ from Dnipropetrovskfully equipped not only with the WCsystem (supplied by Evac), but alsowith the heating (2.5 kW) and ventila-tion devices and with an independentwater supply system. There is a 60-litrefresh water tank and a 90-litre wastewater tank.
Bogies
Each two-axle bogie is provided withhelical coil primary suspension and flexi-coil secondary suspension. Flangelubricators reduce wheel wear. Themechanical braking system in the bogies
consists of the Knorr-Bremse discbrakes, which include unsplit brakediscs mounted on a wheel, the RZS discbrake units, and an additional shoebrake unit for cleaning the running sur-faces of the wheels. The wheels aremonobloc, and these in combinationwith the disc brakes and the modernlubrication system allow a 1 million kminterval lifespan for the wheels beforetheir tyres become fully worn. Withwheels of the previous design used onRZD locomotives, the tyre lifespan wasa mere 500,000 km.The traction driveline within the
bogie is suspended from the bogieframe and consists of a traction motorwith a gearbox based on a Gealaifdesign, with the pinion shaft laid in twobearings in the gearbox casing, and thepinion shaft connected with the tractionmotor shaft by means of the couplingmembrane. This arrangement is knownin Russia as a third class traction motor,i. e. with the suspension of tractionmotors and gearboxes realised by a sup-porting frame (which means fully sprung).This configuration increases the dura-bility of the bearing gears (in compari-
son with the free positioned pinion)and consequently increases the lifespanof the driveline. To reduce the bogieweight various techniques were used,including hollow axles and one-sidedconnecting rods for wheelset’s hori-zontal guiding, which result in a savingof 86 kg for each axle.The longitudinal forces from the
bogies to the bodyshell are transmit-ted via angled rods, which are on oneside linked underneath each bogie at itscentral point and on the other joinedto the bodyshell (see diagram, on p. 85).The vertical and transverse horizontalforces from the bodyshell are transmit-ted to the bogie frame by the Flexicoil
springs (there are two pairs of cylindri-cal helical springs on each bogie).Each type and magnitude of a bodyshellroll is suppressed by vertically andhorizontally positioned dampers: thereare two horizontal and two anti-huntinghydraulic dampers on each bogie.Each wheelset is fitted with flange
lubrication jets, with automatic control ofthe air valve of the lubrication dispenser.Heated tubes from the sandboxes ejectsand onto all the wheels. The volumeof sand dispensed is controlled by thedriver, and sand is fed onto the leadingwheelset in the direction of travel ineach bogie of the locomotive.
Image and photo:Henschel
One of EP20-001’s bogies, which are of a new design.
EP20-001 on the VELNII/NEVZ test circuit at Novocherkassk on26 January 2012.
In early February 2012 NEVZ com-pleted EP20-002, which in compa-rison with 001 wears RZD’s newcorporate livery. The locomotive isseen here on 17 February 2012.
Henschel Antriebstechnik delivered afully suspended axle drive, which weighsaround 1,660 kg. The power transfer fromthe traction motor to the axle is realised by thegear units, in which the coupling between themotor and gearbox is created by a diaphragmcoupling with overload protection, while thatbetween the gearbox and axle is an elastic link.The ratio is 5,17 for a maximum speed of 200
km/h. The maximum speed of the traction motor is 3,750 rpm, and its maximumstarting torque is 9,255 Nm.
The traction transformer (on theleft) is installed in a machineryroom, fitted in a cubicle measuring2.33 m in length, 1.03 m in width and 2.36 m in height (overall dimensions). It weighs 8,200 kg. The DC inductancetank is underframe-mounted, its container (on the right) being 2.70 m long, 1.60 m wide and 1.39 m high(overall dimensions), and weighing 5,270 kg.
Electrical Equipment
Key components, such as the trac-tion and auxiliary converters, tractiontransformers and the high voltage pro-tective equipment for the initial batchof locomotives, up to EP20-036, arebeing supplied by Alstom. Four pantographs, produced by
Faiveley, are fitted: two of Type AX 023BU LT for DC and two of Type AX 024BM LT for AC operation. The pantographskid width is 2,260 mm. A device is fit-ted to ensure that the pantograph canbe lowered rapidly should the carboncurrent collection strip break. The nextstage in the traction chain is formed by the safety earthing elements andswitching devices.Each Class EP20 locomotive is
equipped with an ABB set composedof a traction transformer and induc-tances tank. The whole set is designedto operate under extremely low tempe-rature conditions (-50 0C) and is con-nected by a common hydraulic circuit,resulting in a favourable weight/powerratio. This set is designed to operateunder 25 kV 50 Hz and 3 kV DC elec-trification systems, with a maximum out-put power of 9,300 kVA for the trans-former and 8,550 kW for the induc-tance. The transformer includes oneprimary winding, six traction windingsand one heating winding. The DC inductance tank include
also six second harmonic reactors usedin AC mode. The transformer and induc-
tor containers have low temperaturesteel housings, and are of Class Finsulation. They contain ester oil, andboth have the following accessories: twooil pumps, two radiators, one oil leveldetector, two oil flow indicator, two ther-mostats with two switches each, fourtemperature sensors including conver-ters, two overpressure valves, one airdryer, 31 low voltage DIN bushings andone Elastimod high voltage bushing.A separate traction converter is
provided for each bogie, containing twoindependent IGBT drives for the two
traction motors. These combine a four-quadrant input converter, drive inverterand braking chopper. When the loco-motive is running under 25 kV AC, eachtraction converter is supplied from thesecondary winding of the tractiontransformer at 1,650 V. This voltage isrectified to a stabilised 3,000 V DCvoltage for the DC link, which is con-nected to an autonomous voltage inver-ter. This converts the 3,000 V DC volt-age into a three-phase variable maxi-mum voltage of 2,183 V. When thelocomotive is working on a 3 kV DC
electrification network, this traction volt-age is applied directly to the DC linkthrough a diode input four-quadrantconverter. Applied control algorithms in the
traction converters enable high trac-tive forces while maintaining a minimalloss of electric energy, this being sup-ported by an individual axle power regu-lation. Also integrated in the controlarchitecture are other important sys-tems such as the wheel anti-slide pro-tection system the wheel flange lubri-cation device, and the ATP systems.
Pictures: ABB
90
The three-phase asynchronoustraction motors have squirrel-cagerotors. They are six-pole motors, ofwelded construction, frameless andair-cooled. For the rapid, trouble-freeexchange of traction motors, the axletransmission box is designed with anoblique division. The cooling air for thetraction motors is sucked in through a series of vents and exhausted down-wards onto the track from the tractionmotor. The traction motors are fed fromstatic converters of variable voltage andvariable frequency, which form part ofAlstom’s traction converter family. Themotors work in parallel in each bogie,and are regulated in an individual con-trol mode.The auxiliary drives exploit their
ability to regulate their power (and con-sumption) according to the load actuallyrequired, these being fed by Alstom’sauxiliary converter. Power is suppliedfrom the DC link of the second and fifthbranch of the traction converter andthere are four outputs to enable redun-dancy in the event of faults. A modernelectric power system protection unitis installed, working on a software basisobserving specified parameters suchas voltage, current, air pressure, tem-perature and suchlike. When the limitingvalues are reached, the endangeredcomponent is switched off. A greatcontribution to the efficiency of the loco-motive is a temperature control systemwhich permanently monitors the stateof the traction motors, the axle boxesand the brake resistors.The principal braking system is
electrodynamic and recuperative. Thepriority braking is regenerative, but thelocomotive has a 4,500 kW rheostaticbrake for use in the absence of over-head line receptivity. The braking systemincludes an automatic brake which iselectro-pneumatically controlled. Crea-tion of compressed air and its treatmenttake place in a pneumatic distributor.The compressed air is supplied by a Knorr-Bremse air supply unit con-sisting of two VV270-T oil-free pistoncompressors with air dryers. The auxi-liary air supply for the pantographs isprovided by a V10-T compressor anda single-chamber air dryer. The air deli-very rate is 1,840 l/min or 3,680 l/minat 9 bar depending on whether one ortwo compressors are activated by thecompressor management. For theVV270-T compressors a „cold start“ at-50 0C is already standard which meansthat no preheating is required. The maincompressed air reservoirs have a ca-pacity of 1,020 litres, and are situatedunderneath the locomotive frame,between the second and third bogie.The EP20s are „winterised“ for
operation in temperatures as low as -50 0C, with components suitable forextreme climatic conditions and pre-heating systems for their sensitive equip-ment, such as the electronic compo-nents. In addition, the main vacuumcircuit breaker is powered electricallyrather than using compressed air, toreduce start-up times in cold weather.The type of steel used in construction,and the strength it offers, the choiceof wiring and cabling, the various typesof rubber, and the oils and lubricants
employed, are specially adapted foruse in extreme conditions.
Testing
EP20-001 started its test runs inApril 2011 on the VELNII institute’s testcircuit at Novocherkassk (adjacent tothe NEVZ factory). These runs focusedon tuning up the software of all on-boardsystems. The locomotive then had a restin early September, being presentedat EXPO 2011 (see R 5/11, p. 41),being moved to Shcherbinka between26 and 30 August in readiness for thisevent. The return journey to Novocher-kassk took place between 10 and 20 September 2011, where the testruns on the VELNII circuit resumed on
EP20-002 on the Shcherbinka test circuit during a trial run on 30 April 2012. In late April 2012, at Moskva-Rizhskyvokzal terminus, EP20-002 was displayed at RZD’s exhibition of technical developments and presented to Russia’sPresident, Vladimir Putin.
Photo: Oleg Kotov
the 21st. Testing there was concludedon 14 February 2012. Later the samemonth EP20-001 returned to Shcher-binka, where it was subjected to dyna-mic performance trials, and realised theobligatory 5,000 km of trouble-freerunning, thus paving the way for autho-risation testing. In late April 2012 EP20-001 was
dispatched to the test „polygon“ for-med by the Belorechenskaya to Maykopline not far from Sochi in Krasnodarskayaoblast. The machine returned to theVELNII base in June 2012, for the finalphases of authorisation, which is ex-pected to be granting in September2012, thus giving EP20-001 typeapproval, and making it ready for hand-ing over to RZD.
To accelerate the whole testingprocedure a second prototype, EP20-002 was also built and involved in thetest programme. Testing of this machinestarted in October 2011 in Novocher-kassk, and as was the case with 001first involved the tuning of on-boardsoftware. This phase lasted until January2012. In March there followed a moveto Shcherbinka. Various other tests wererealised here, where the locomotivecompleted its obligatory 5,000 km oftrouble-free running. Since 11 May 2012 EP20-002 has
been back in Novocherkassk, to beprepared by VELNII for test runs onthe Belorechenskaya „polygon“ line atspeeds between 140 and 160 km/h.During these runs the influence of the
This photo taken at NEVZ on 17 June 2011 shows the Class 2ES5 demonstrator locomotive completed in June 2011to test the feasibility of proper final assembly (see R 5/11, pp. 54 - 57). 2ES5-001 is currently being resurrected intoa „real“ locomotive at NEVZ. The first deliveries of the batch are scheduled to begin in 2013 and finish in 2020.
In transportation, the most significant energy savings can be made by shifting traffic from roads and air to rail. But there are significant measures that train builders and rail operators can take to optimize operating costs and increase energy-efficiency. As one of the largest independent suppliers in the railway industry, ABB helps to keep the world moving with innovative solutions that enable customers to use energy effectively, creating a low carbon railway industry that operates with maximum efficiency and reliability. www.abb.com/railway
Working together for better efficiency. Innovative and reliable solutions to boost your returns.
INNOTRANS Berlin, 18. – 21.09.2012Hall 9, Stand 101 - Hall 25, Stand 306 Outdoor area FA/14
locomotive on the infrastructure wasalso simultaneously measured, thisserving as groundwork for test runningat speeds of between 200 and 220 km/h on the Oktyabrskaya doroga,between Moskva and St. Petersburg.These runs will be realised in lateAugust and early September 2012.Then EP20-002 will return to the VELNIItest circuit for the final stages of autho-risation testing, and it is expected thatit too will receive type approval inSeptember 2012.
Production
Batch construction of EP20s startedin May 2012. During the remainder ofthis year eight more locomotives willbe built (up to EP20-010), while during2013 the remainder of the initial batch,numbered up to EP20-036, is to bebuilt, and these machines will be usedon passenger services linking Moskvawith Sochi. The manufacturing of the Class
EP20 prototype has allowed NEVZ totest a new, modular assembly proce-dure. Also new to the factory’s assemblytechnology was the installation of thethird class traction motors, and such-like. Alstom’s factories at Tarbes andBelfort are providing the high voltageelectrical equipment (traction and auxi-liary converters, main circuit breakersand the main transformer), and the con-trol systems for the traction drives forthe first 36 EP20s. The other compo-nents (including the bogies) are pro-duced by TMH. Starting in the fourthquarter of 2012 the bogies will bemanufactured at Bryansky mashino-stroitelny zavod (BMZ), since a newbogie production line for TMH-built loco-motives has been installed here (thebogies for EP20-001 and 002 wereNEVZ products).From EP20-037 onwards, the
French components delivered fromAlstom’s Tarbes and Belfort works,namely the traction drives (electric
equipment and traction motors) will bemanufactured by a second joint venture,called RailComp. Under an agreementsigned in 2009 between Alstom andTMH, this company was scheduled tobe founded before the end of 2011,but it was in fact founded in April 2012.The first RailComp factory, which willalso be situated within the NEVZ com-plex, will also produce traction drivesfor the 2ES5, and other locomotivetypes, starting in 2014. The assemblyof EP20s will then continue at NEVZuntil 2020, the latter establishment gra-dually benefiting from the joint progressmade on the project.
A New Locomotive Family
The EP20 is intended to form thebasis for a family of asynchronouslocomotives for passenger and freightduties, deployed across the entireRussian network. It is anticipated thatbetween 75 and 80 % of the compo-nents will be common to all membersof the new TMH family of passengerand freight electric locomotives. Thesecond of these envisaged is the two-section Class 2ES5, designed forfreight duties. The 2ES5 will have a topspeed of 120 km/h, a continuous outputof 7,600 kW and a hourly power rating
of 9,120 kW. In a contract signed inJune 2011 worth around 1 billion EUR,RZD has already ordered 200 of thesemachines. Like the EP20, the 2ES5 willbe designed by TRTrans, and its keycomponents (such as the bogies andmotor blocks) will be manufactured byRailComp.
Aleksey Parkhomenko, Yelena Beregovaya, NEVZ
Jaromír Pernička
Diagramms and photos, unless otherwise cited, by TMH
In the longer term future the TRTrans will develop two single-voltage passenger locomotive types based onthe EP20 design: the EP2 (3 kV DC) and the EP3 (25 kV 50 Hz AC), both machines with a Bo’Bo’Bo’ axle arran-gement. Further into the future, freight derivatives of the Class EP20 are planned. These will be the Class E2 (3 kV DC)and Class E3 (25 kV), and once again both types will have a Bo’Bo’Bo’ axle arrangement. However, the first to arrive onthe scene will be the 3 kV DC freight Class 2ES4, a Bo’Bo’ + Bo’Bo’ sister of the Class 2ES5, and a prototype of this isscheduled for construction in or around 2014. This diagram also shows the other variants envisaged.
3 kV DC locomotives 25 kV AC locomotivesdual voltage locomotives
passenger
freightEP4
EP2
EP20
E20
2ES20
2ES40
EP3
E3
2ES3
2ES5
EP5
E2
2ES2
2ES4
ZSSK’s Class 381 In The Vysoké Tatry On 24 and 25 July 2012 ZSSK’s 381.001 (type 109 E2) realised a series of haulage tests using scheduled ZSSK CARGO freights. The objective was to see how
the locomotive coped on the difficult main line which runs from east to west through the gap between the Vysoké Tatry and Nízke Tatry mountain ranges, betweenPoprad and Liptovský Mikuláš, focusing on the gruelling ascents and the summit at Štrba, where four uphill runs were made. With the first freight 381.001 acted as a rear-end banker, and on the otherthree it was coupled in front of the trainlocomotive. The new locomotive inde-pendently managed to start a trailingload of 1,549 t on a gradient of 15 ‰(the steepest part of the line), develop-ing a tractive effort of 277 kN. Herewe see 381.001 with two-sectionZSSK CARGO’s electric 131.033/034, just beyond Štrba station, start-ing on the downhill run to SpišskáNová Ves, on 24 July 2012. The test runs were not requested
by the Slovakian rail authorisationbody ÚRŽD, but were realised by themanufacturer, ŠKODA, for its own bene-fit. At present ÚRŽD currently has all thedocumentation necessary to evaluatethe results of tests and to eventuallygrant the Class 381 authorisation foroperation in Slovakia.
Tomáš KuchtaPhoto: Martin Ciprian
92
