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All these trains are to be based andmaintained at Kharkiv-Oktyabrdepot (October, in Ukrainian „Zhovten“)in Kharkiv Sortirovochny (UkrainianSortuvalny, marshalling yard), situatedin the northwestern suburbs of the city.

Here a new maintenance hall,RED (Remontno-ekipirovochnoe depo)has been established, for train repairand equipment servicing. It has beenbuilt on the site of an old building, ofwhich only the main supporting gir-ders were retained. The new moderncomplex has its own boiler room, anelectricity sub-station with transformers,a compressed air station, a fire-fightingstation, and various other facilities andis provided with a fence to protect allthe vehicle fleet and monitored bysecurity cameras. The new building,shown in the image below, is 420 mlong, 30 m wide, and has a maxi-mum height of 9.6 m. There are fourtracks, numbered 7 to 10. 7 and 8 are

plex and marshalling yard at Kharkiv -Sortirovochny. The administrative officeblock was radically modernised at thesame time that the maintenance hallwas rebuilt. For example, on the secondfloor there are now 11 new WCs, whe-reas there were previously just two,while in the whole block there are now25 WCs, instead of the original seven.The right-hand photo shows a mo-dern training classroom. The moder-nisation and reconstruction of thedepot complex cost around 150 millionUAH (around 12 million EUR).

In spite of the severe frosts early in2012, work on the new facilities conti-nued uninterrupted, to enable inau-guration in April. The arrangement is that following arrival at Kharkiv-Passazhirsky terminus, the new trainswill continue without passengers toKharkiv-Sortirovochny, where first theywill pass through a new washing instal-lation and subsequently be subjectedto maintenance. This will be carried out,in the case of low level examinations,according to what is required basedon analysis of the trains’ on-board com-puters and a visual inspection of thevehicles.

UZ started special staff trainingin 2011 in connection with the antici-pated arrival of the trains. We describedin R 1/12 what arrangements werebeing made for the HRSC2 EMUs. Forthe Class 675 EMUs, 14 employeesat Oktyabr depot were selected from a larger number of candidates who hadbeen subjected to appropriate psycho-logical tests. On 1 June 2011 theywere first sent to Lubny, where there isa professional training centre. Then, inSeptember they visited the Elektriniutraukiniu depas (EMU depot) in NaujojiVilnia, in the new eastern suburbs ofVilnius, where the maintenance base

Photo: Petr Soubusta

Ukraine Prepares For New EMUsUkrzaliznitsya is taking delivery of three batches of new EMUs. Two six-car double deck trainsare being supplied by ·KODA, whilst Hyundai Rotem is delivering ten trains (see R 1/12, p. 8).The indigenous manufacturer KVSZ is scheduled to supply two EMUs and a rake of locomotive-hauled stock (see R 5/11, pp. 31 - 32).

for the KVSZ trains, 9 is for the ŠKODAEMUs, and 10 is for the Hyundai RotemEMUs.

All four tracks have standardisedfacilities, so each can be used for themaintenance of all three train types.The tracks run on steel beams,above inspection pits (see mainphoto, taken on 28 March 2012,with HRSC2-002 and 675 001EMUs), enabling easy access to theundersides of the trains. This is thefirst depot on the Ukrainian network to have such an inspection facility.Maintenance will be realised at threephysical levels. The lowest level involveswork on the trains’ underframes andthe underfloor equipment. The secondlevel entails maintenance, servicing andcleaning of the interior and interiorfacilities. The third and highest is direc-ted at keeping the roof-mounted equip-ment in good order. Alongside tracks7 and 10 and between tracks 8 and 9adjacent to the pits platforms are to beinstalled which enable depot staff toaccess the trains at all required heights.These platforms were supplied by theItalian firm of Bertolotti (which was alsoinvolved in providing some equipmentfor the new NTV depot at Nola).

It was also necessary to rebuildother facilities within the depot com-

is situated for LG’s Class 575 EMUs(see R 1/09, p. 50), which are similarto the Ukrainian trains. The visitors weregiven opportunities to see the work ofdepot staff there, and to travel withLithuanian drivers on the 575s betweenVilnius and Kaunas (at present LG usesfour of these trains, and is consideringacquiring two more).

The penultimate stages of the trai-ning programme were realised backhome, at Oktyabr depot, and involvinga trip to Izhevsk in Russia in February2012, to gain experience with theKLUB-U ATP equipment manufacturedby Izhevsky radiozavod (IRZ) for theClass 675s. Then, finally, eight futureClass 675 drivers travelled to the CzechRepublic between 5 and 9 March 2012.They visited the ŠKODA VAGONKAworks at Ostrava, and also the VUZVelim test base, where they were ableto drive the first of the two new trains.On 13 March a celebration was arran-ged during which the train was formallyhanded over to the UZ management.

The event was attended by BorisKolesnikov, the Deputy Prime Ministerof Ukraine and Minister of Infrastructure.

Between 26 and 30 March 2012the remaining six trainees, these allOktyabr depot maintenance staff, visitedthe Czech Republic to complete theircourse. In a sense history is beingrepeated, and older and retired UZ(ex-SZD) employees will recall the daysin the 1960s when Oktyabr depotreceived from then Czechoslovakiathe Class ChS-1, ChS-2 and ChS-3electric locomotives. Hence Ukrainianrailway staff nowadays are keen to seethe old links being re-established withthe Czech railway industry.

Ukrzaliznitsya, Jaromír Pernička

Pictures unless cited:Ukrzaliznitsya

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The trains are intended primarilyfor passenger services linking Kyiv andKharkiv, and it is intended to use themas well on long distance services bet-ween Kharkiv and Simferopol. Startingwith the production of the Class 675sfor UZ ŠKODA thus also made its debutin the field of building multiple units forlong distance passenger services. Mo-reover, these are the second type ofdual-voltage double deck trains built bythe manufacturer (after the Class 671EMUs built for ZSSK), and also, afterLG’s Class 575s, the second built byŠKODA of 1,520 mm gauge.

Operation in Ukraine implies certainspecific modifications, and hence new

UZ’s new Class 675 EMUs are designed for inter-regional long distance services on the 1,520 mm gaugeUkrainian network, parts of which are electrified at 3 kV DC and parts at 25 kV AC 50 Hz. Each train consistsof six cars (two powered end cars and four intermediate non-powered cars), has a maximum service speedof 160 km/h, and is designed for operation in an ambient temperature range of -40 to +40 0C.

requirements that had to be incor-porated in the vehicle design. Theseadaptations fell broadly into threegroups:- first there were those required by

the Ukrainian railway regulations andstandards.

- then there were the specific demandsplaced on design by the rail infrastruc-ture,

- and finally, there were the adaptationsdetermined by the geographical con-ditions and the requests specified byUZ regarding the characteristics ofthe new trains.

Fulfillment of these requests waspossible following the incorporation of

some of the new design and technicalmodifications and also by using experi-ence gained during the construction andoperation of the Lithuanian Class 575s.

In Ukraine the standards applyingto train design are those laid down bythe GOST, OST and DSTU norms,and these obliged a number of signi-ficant changes for the design of theClass 675s, compared with earlierŠKODA double deck EMUs. For instan-ce, a Ukrainian fire protection system,produced by TELSIS of Severodonetsk,was installed, and the technical equip-ment in the cabs is different. CertainATP and train safety systems were fitted(KLUB-U, TSKBM and ATC). Thesework simultaneously, and are hencedesigned for operation by either a driveralone, or by a driver and secondman.

However, the usual rule on the Ukrainiannetwork is for a driver and secondmanalways to be present in the cab.

TSKBM is a safety system whichmonitors the driver’s physiologicalcharacteristics. The driver has a sensorwhich looks rather like a watch fitted tohis hand. This can identify a suddenchange of health status, such as lossof consciousness, a stroke, or heartattack, and then works in the same wayas the driver failing to press the vigi-lance button, thus stopping the train.The automatic train control (ATC) sys-tem, unlike the Czech version whichdetermines train position through thelocation of magnets positioned on therails, works by GPS, with an aerial toreceive signals mounted on the roofabove the cab.

Track Gauge 1,520 mm

Loading Gauge Acc. GOST 9238-83 1-T

Supply Voltages 3 kV DC + 25 kV 50 Hz

Maximum Speed 160 km/h

Nominal Power 8 x 500 kW

EDB Power At Wheel Rim 3,400 kW

Train Length Over Couplings 158,400 mm

Car Length Over Couplings 26,400 mm

Distance Between Bogie Centres 19,000 mm

Bogie Wheelbase - Powered/Non-Powered 2,600/2,400 mm

Max. Bodyshell Width 2,820 mm

Car Height Over Rail Top (Pantograph Down) 5,100 mm

Tare Weight 334 t

Maximum Axle Load 21.5 t

Minimum Curve Radius Negotiable 120 m (up to 5 km/h)

Class 675 EMUs: Principal Technical Data

On 13 March 2012 at the VUZ test centre Velim the first Class 675 wasformally handed over to its Ukrainian owners. From left to right are VolodimirKozak, the UZ’s general director, Boris Kolesnikov, the Ukrainian DeputyPrime Minister and Minister of Infrastructure, Tomáš Krsek, the Chairmanof the Board of ŠKODA TRANSPORTATION, and Jiří Paruza, the GeneralDirector of ŠKODA VAGONKA.

Ukrzaliznitsya’s Very First Double Deck EMUs

675 001 negotiating the small test circuit on 9 March 2012.

Photo: Vladimír Fišar

Vehicle control itself is provided bythe RRCPU-8/941 vehicle controlunit. This central processing unit isequipped with eight CAN interfaces withgalvanic separation (GS), one ETH withGS, one service USB 2.0 with GS andone RS485. This unit uses CAN withCANopen bus communication protocol(meeting CiA standards) for communi-cation to the input/output units. As thekey components of the remote I/O sys-tem RRC-xxx units are used. Thoseunits meet the CANopen DS401 stan-dard for communication and are ingeneral designed and optimised forrolling stock control applications.

All CAN connectors are chained(this simplifies the wiring). Also an RRC-KM geographic configuration plug-in module is used, serving for the settingof the communication rate and addressand which could be incorporated inthe wiring of the minimised faulty con-figuration of the appropriate RRC I/Ounit in the event of servicing or replace-ment. The signal connectors are WAGO(X-COM type). The huge variability of theI/O units as well as the possibility ofcustomisation of the I/O modules, de-pending on the required type or numberof signals, makes this system a universaland thorough answer for the control of

a wide range of railway applications. Theunique system of geographical addres-sing of the I/O nodes assists speedymodule exchange, without the risk offaulty wiring. The vehicle control unitsare programmed by the TrolStudiodeveloping tool.

AMiT, working in co-operation withthen Moravskoslezská vagónka Stu-dénka, started up its first develop-ment and production in the field of rail-way technology in the mid-1990s, thefirst products being control computers

for the anti-lock braking system (ABS),and vehicle control units. In this field ithas enjoyed considerable success.

At the turn of the millennium themanufacturer started up a long-termco-operation with ELCOM. This led tothe development and subsequent pro-duction of electronics control units forpermanently installed AC power supplyunits, power converters and others moreor less special products for railway uses.Electronics components produced byAMiT can be found on board many trainsin the Praha metro, and even on the

Panel and vehicle computers

Vehicle control unit

A powerful distributed control system ACASYS CS

www.amit-transportation.comAMiT, spol. s r.o.Naskové 3/1100, 150 00 Prague, Czech Republicphone: +420 222 781 516, 222 780 100fax: +420 222 782 297e-mail: transportation@amit.cz

This robust and temperature-durable system in accordance with EN 50155 fulfi ls all extreme requirements for operating the rolling stock.

AMiT offers solution for railway applications: • panel computers (HMI), industrial computers (IPC) • vehicle computers, vehicle diagnostic and communication computers • vehicle control units (VCU) with CANopen and MVB • distributed remote inputs/outputs with CANopen • TCN and UIC communication, MVB, WTB • driver’s consoles

AMiT have equipped the Class 675 EMUs (factory type 8 Ev) with various components for thevehicle control system. To ensure a convenient and reliable presentation of vehicle data andvehicle control APT8100 terminals are fitted on the driving consoles. These terminals serve forvisualisation and control (as HMI) and their main features are diagnostics and communication.

Automation Solutions For Rail And Public Transport

Czech Pendolino thanks to this co-operation.

A huge milestone in the history ofthe customised development of controlequipment for rolling stock has beenthe start of co-operation with Cegelecof Praha. This has led to the design ofa new control system for the moder-nisation of trams and trolleybuses. Allthe experience gained was used overthe following years when AMiT designednew products according to customerneeds. All designs and the resultingend products are realised by AMiT’sown development team.

In recent years a very competitivesuite of products has been develo-ped meeting the EN 50155 standard,such as panel computers, special PCbased on-board computers, vehicle con-trol units with CANopen communication,driving consoles, and IP distributedsurveillance camera systems. Closeworking together between the AMiTdevelopment team and teams which inpractice are using AMiT products, suchas ŠKODA TRANSPORTATION andCegelec, has had an important positiveeffect on the development of theseproducts.

Roman UlrychAMiT, spol. s r. o.

Photo: Tomáš Kuchta

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Also required by the infrastructurecharacteristics was the installationof the KLUB-U ATP system and typeRV4 ORION train radio. Here it wasnecessary to incorporate all requiredcomponents, and to prepare the trainsso that they could communicate withthe new railway infrastructure. Ukrainianoperating conditions also required anability for the trains to function in tem-peratures as low as -40 0C. This meanta significant redesign of the thermalinsulation, together with a review of allcomponents to ensure that they func-tioned well at such low temperatures.

Then there were the specificdesign requests specified by UZ forthe new trains. These focused mainlyon modifications to the interior. Onerequest concerned the provision of a bistro section in one of the interme-diate cars. Another, the provision of a train manager’s office in both of thepowered cars. With video screensprovided in all the cars as part of theinfotainment system, a complementarysystem had to be installed for the broad-casting of programmes and films. Thismeant an important improvement in

The Class 675 EMUs are equipped withABB’s type LOT 1340 traction transfor-mers (two per power car). These werealso installed on the Class 575 EMUs forLithuania, and then on the Class 675 EMUsfor Slovakia. 38 such transformers haveby now been delivered: nine (one a reserve)for LG, 21 (one a reserve) for ZSSK, andeight for UZ. The transformers are installed in the machi-nery rooms, and measure 1,200 mm inlength, 770 mm in width and 2,051 mm inheight, and weigh 2,500 kg. They includetwo traction windings, a heating winding,and an auxiliary winding, together with a 100 Hz second harmonics filter inductordevice. Their insulation is of class A, theycontain inhibited mineral oil, and are fittedwith Buchholz relays. The cooling systemis supplied by ŠKODA.

Photo: ABB

travel comfort on board the trains. It wasthe first time that ŠKODA VAGONKAhad provided such a system on boarda train, since it is not yet found on anyservices operated within the CzechRepublic. The required equipment wassourced from the German firm of Bustec.It consists of four video screens percar and a master control unit within thetrain manager’s offices, for controllinginfotainment at the level of the wholetrain.

Seating is in open saloons. Insecond class the seats are in 2 + 2mainly in bays, while in first class theyare in 2 + 1 configuration, in a mixtureof bays and rows. In all there are 623seats, 46 in first class, and 16 tip-ups.The latter are situated in the wheel-chair harness areas - there are four ofthe latter, two in each end car. TheClass 675, duly modified with regardto structure and design from its prede-cessors, was designed for authorisationprocedures not only for operation onthe UZ network but also for possibleauthorisation and use in all membercountries of the OSZhD (this, the Or-ganisation for Co-operation between

Railways, was the Soviet counterpartto the UIC, and now has members frommost Asian countries and beyond).

The basic construction of thebodyshells of all types of car followsthe same principles as those used forearlier ŠKODA EMUs. The structure iswelded and integral, formed of largelightweight extruded profiles of alumi-nium alloy. The cab ends are formedfrom self-supporting moulded laminates,of fibreglass and foam thermal insula-tion, this supplied by Mosled of ČeskéBudějovice. At both ends of the trainthere are Scharfenberg-type automaticcouplings (in this case supplied byDellner), while the cars in each unit arejoined by semi-permanent couplings.

The powered end cars are desig-nated sub-Class225. Each has a caband two machinery compartments, onein the front end, one towards the innerend. The upper deck is equipped as a first class saloon, while the lowerdeck, in the centre section betweenthe bogies, is fitted with second classseating. Here also is the train manager’soffice, and the wheelchair harnesspoints. The forward entrance vestibuleis equipped with manually operatedwheelchair ramps, and situated here isthe wheelchair-accessible WC cubicle.The bogies are of a tried and tested

design. They have welded frames, andhelicoidal steel spring primary suspen-sion. The secondary suspension systemis pneumatic, with rubber air cushions.Above the cabs are the roof-mountedtrain radio aerials.

The entire traction equipmentis installed in the powered end carsand is produced by ŠKODA. Type AXNG 2600 pantographs, supplied byFAIVELEY TRANSPORT LEKOV, are si-tuated on the roof over the rear bogie,one on each end car. From the panto-graphs the current first passes througha voltage system choice selectingswitch, and then through the propermain switch. When the train is runningunder 3 kV DC the inter-circuits of thetraction converters are linked directly tothe overhead wire voltage. When thetrain is running under 25 kV AC the vol-tage is first transformed by the tractiontransformers, supplied by ABB Switzer-land, there being two of these in eachpowered car. Each transformer has twosecondary windings for the traction, onewinding to supply the 3 kV 50 Hz trainheating system and one winding to feedthe rectifier of the auxiliary drives, the out-put of which feeds the 570 V DC circuitswhen the train is operating off 25 kV AC.

Incorporated in the traction conver-ter blocks are devices that are neces-

The bistro is a new feature on board of ŠKODA’s double deck EMUs. It islocated on one of the end mezzanine decks of one of the intermediatecars, and has six perch seats grouped around tables (left), a bar counter(right), and space for passengers who wish to stand to consume their refreshments. The bistro, was developed and built by MSV interier of Studénkatogether with an architect Mr. Španihel, being custom-built and delivered in a very short time to ensure that the delivery schedule for the twotrains was met.

A view of 675.001’s cab. The layout is similar to that of the cab of the ČD’sClass 471 CityElefant, with the console positioned on the centreline ofthe train. However, it is designed for use by a driver and secondman, as isstandard practice in Ukraine. There are two fully equipped driving seats.The lever-activated traction and brake controls and direction of travelselectors are produced by FAIVELEY TRANSPORT LEKOV.

Photo: MSV interier

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sary for their functioning as well as theprimary converter of the auxiliary drives,which feeds the 570 V DC networkwith a galvanic division, this poweringthe train’s auxiliary drives. With IGBTwater-cooled elements being fitted tothe traction converters, a water coolerand an air cooling block are necessaryand form part of them. The tractionmotors are of the three-phase, asyn-chronous six-pole, self-ventilating type,built by ŠKODA ELECTRIC. The 24 Von-board voltage for powering illumi-nation and suchlike is supplied by type20 KPM 300 alkaline batteries, pro-duced by Saft Ferak of Raškovice, theCzech Republic. Each pair of seats hasa 220 V power socket for poweringpersonal electronic equipment.

The intermediate cars are of sub-Classes 226 and 227 and in thesix-car train, are always marshalled inpairs of each type. The pairs only differfrom each other in their electrical equip-ment: the Class 227 cars have theirelectrical circuits modified so that therake can be electrically divided into twoindependent three-car units. Otherwiseboth classes of car are identical, with134 second class seats in each. Theseating areas are not only on theupper and lower decks, in the centre

parts of the cars, but also on the mez-zanine decks at each end. The bistroarea occupies a mezzanine deck ofone of the Class 226 cars, and is fittedwith a bar and six perch seats, togetherwith an area where passengers canstand to eat and drink.

The bogies of the intermediate carshave frames of welded non-bolster de-sign. The primary suspension consistsof helicoidal triplex steel springs, andthe secondary suspension consists ofmembrane type air springs. These aremounted on additional rubber-metalsprings which serve to support thebodyshell on the bogie, temporarily, inthe event of a loss of air pressure in themembranes. Both the powered andnon-powered bogies ride on wheelsetssupplied by BONATRANS.

The supplier of the braking equip-ment is DAKO. In the powered carthere are disc brakes with the discsmounted on the wheels. The primarybraking system is electrodynamic,enabling energy recuperation. This isdesigned to work under both AC and DCoverhead wire voltages, but the UZinfrastructure does not permit electro-dynamic braking on the 25 kV AC net-work, so under the latter voltage thistechnique is blocked. Each of the bogies

On hand-over day, 13 March, 675 001 met another new ŠKODA product -380.003, destined for ČD. The same day the EMU was ready to be moved toHaniska pri Košiciach in Slovakia, where it arrived on 16 March. At this stationthe 1,435 mm gauge powered bogies and the wheelsets of the non-powered oneswere exchanged for 1,520 mm gauge ones, and the train then continued intoUkraine.

Following trial runs on the VUZ test circuits in Velim, completed on 9 April, thesecond Class 675 EMU was moved to Haniska pri Košiciach en route to its newhome in Ukraine. Here it is roughly at the halfway stage of its journey east,at Ostrava-Hrušov on 11 April 2012. Haulage is provided by ZSSK’s electric131.003/004. The wagons between the locomotive and EMU are carryingthe new train’s 1,520 mm gauge wheelsets and bogies.

The left-hand photo shows the interior of an upper deck second class saloon of an intermediate car, the right-hand view is of the upper deck firstclass saloon of one of the end cars. BORCAD supplied both the second class REGIO+ seat units and the first class type SEL seat units. The Altro-typeflooring materials were supplied by AnviTrade of Praha.

of the intermediate cars have threeaxle-mounted brake discs. The twopowered cars also have spring-activa-ted parking brakes. The effect of thepneumatic automatic brake is regulatedaccording to the number and henceweight of passengers in each car. Matteilamellar compressors, one in each po-wered car and supplied by MONDO ofHradec Králové, produce compressedair.

In the Czech Republic 675 001 wassubjected to static tests at the ŠKODAworks in Plzeň and Ostrava, and dyna-mic tests at the VUZ test circuits atVelim. These served for starting ofauthorisation procedures. Howevermost of the testing got under waystraight after arrival of the first train inKharkiv. That gives a mere two monthsto get the train ready for the Euro 2012championship, which starts on 8 June.The ŠKODA engineers and the Dnipro-petrovsk Institute of Railway TransportEngineering (part of DnipropetrovskNational University of Railway Transport)will have to move quickly, to get this newtype of train passed for commercialservice.

Following the obligatory customsclearance formalities upon arrival, thetrain was prepared at the RED for tes-

ting. It then went to Kharkiv station forthe DC voltage supply to be checked,and subsequently ran between Ogultsyand Kolomak. At Ogultsy station, whichis where there is a line voltage change(from 3 to 25 kV), the AC supply waschecked. Two routes are favoured fortest runs at present: the 3/25 kV linefrom Kharkiv via Ogultsy to Poltava(with a maximum speed of 160 km/h),and the 25 kV AC line from Borispil toBarishivka (where in dedicated sectionsa maximum speed of up to 180 km/his being reached).

In July, once Euro 2012 is over,testing will continue. The DnipropetrovskInstitute also has to realise authorisationfor the Hyundai Rotem EMUs and thetrains being delivered by KVSZ, andtimescales for the completion of theClass 675’s approval procedures willdepend on the workload involved.However, it is hoped that the ŠKODAEMUs will receive full authorisation bythe end of the year.

Radim SýkoraDesigner, ŠKODA VAGONKA

Photos unless otherwise cited:Tomáš Kuchta