Sapsan
Under the name Sapsan high-speed EMUs of the series ЭВС1 ( EWS1 ) and ЭВС2 ( EWS2 ) of the Russian Railways ( RŽD ) are summarized. From the Manufacturer Siemens Velaro RUS these series are called (RUS for Russia). Both constitute the third generation based on the Velaro platform developed high -speed trains, which was derived from the German ICE 3. You got to market the name Sapsan (Russian сапсан, peregrine falcon ). With its widened carbodies the Sapsan based on the Velaro CN ( CRH3 ), but goes on the Russian broad gauge and is particularly adapted to the specific climatic conditions on site. Since December 2009, there are eight trainsets in scheduled traffic in Russia.
The first supplied railcars ЭВС2 series are dual-system trains for direct current ( 3 kV ) and AC (25 kV, 50 Hz), which subsequently built multiple units of class ЭВС1 are Einsystemzüge only for direct current ( 3 kV ). Other eight ten- Einsystemzüge are scheduled to start operating from January 2014.
- 3.1 lines
Planning
In 2002 the project of RŽD series ЭС250 had failed.
December 21, 2004 included Siemens, the RŽD and the Russian group of companies New transport technologies ( NTT), in the presence of Chancellor Schroeder and President Putin, an agreement for the joint development and production of first 60 high-speed trains. In the development of Siemens and NTT should work together, the production should largely be done in Russia. The completion of the first train was expected for 2007, the total value of the contract amounted to around 1.5 billion euros. In addition, an option for a further 90 trains has been agreed. Working groups clarified technical, organizational and financial issues.
On April 10, 2005 ( another source: April 11, 2005) joined Siemens and the RŽD, in the presence of Schröder and Putin, in Hanover, a contract for the development of high- speed trains for Russia. In this paper, the development and planning was well controlled, such as the localization concept and the structure of a later closing supply contract. The development costs were estimated at 40 million euros. The original building on the development agreement contract which should be closed in the summer of 2005, had the delivery of 60 trains, with a total project volume of EUR 1.5 billion, includes. The delivery of the first train was planned for the end of 2007. President Putin announced that the Siemens plants in Germany could be busy with orders from Russia by 2015.
The end of 2005, media reported, the new chief Yakunin, RZD would reduce the volume of the scheduled job to six trains.
On 18 May 2006, the contracts for the supply of eight ten-part high speed train Velaro RUS between the operator and the Siemens Mobility Division RŽD were signed in Sochi.
In April 2006, a model of an end car in 1:1 scale, a so-called mock-up was placed in order, three months later completed in Augsburg and presented on 3 August 2006 in St. Petersburg. On April 23, followed in 2007 in Moscow, signing a maintenance contract of trains for a period of 30 years - the job with the longest running time in Russia. This maintenance for which the manufacturer is fully responsible, is in the maintenance work Metallostroy, southeast of St. Petersburg instead. Beginning of June 2008 was celebrated there topping. In addition to a tripartite workshop complex created an exterior and interior cleaning system and an underfloor wheel lathe and testing facility. In the meantime (as of 2012) there are 70 employees, including 40 employees of the Company (including 6 from Germany ) and 30 borrowed from the Russian state railway workers.
The President of the Russian State Railways, Vladimir Yakunin, put on 20 July 2007 at the Siemens plant in Krefeld- Uerdingen symbolic production of the Velaro RUS in transition. The contract is worth approximately 630 million euros, of which 276 million for the supply of trains and 354.1 million for the maintenance contract. To finance the trainsets RZD at Deutsche Bank a loan of 422 million U.S. dollars recorded in January 2008.
Second production run
On 17 December 2011, further eight ten- 3 -kV single-system EMUs were commissioned ( with preparation for 25 kV, 50 Hz ) through the Russian Railways RŽD. The contract includes a maintenance contract for a period of 30 years and amounts to a total value of around 600 million euros. The production of the trains will be held in Uerdingen at the Siemens factory.
The first car of a ten-car train has 19 seats in the premium class as well as a VIP lounge behind the driver's seat 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 economy class.
On 3 December 2012, the production of the eight new trains was started by representatives of contractors and suppliers of the Siemens plant in Krefeld -Uerdingen. The trains from the second series to be put into operation in January 2014 and run from October 2014, on the route Saint Petersburg- Moscow and further to Vladimir, where trips are provided in double traction. To accomplish this, the trains Scharfenberg front couplers type 10 with adapters on SA-3 in order to be towed or ranks of a locomotive can. The trainsets can be coupled with the first production series vehicles.
In mid-December 2013, production and delivery arrived in St. Petersburg, the first train set from the second series by sea, see paragraph.
Production and delivery
The design and planning work was carried out in Erlangen and Krefeld. Body and final assembly took place in Krefeld -Uerdingen. The bogies are from Siemens in Graz.
The first car of the Velaro RUS were mounted in Krefeld in early 2008. Officially presented one had the first three carriages of the first train on the railway fair InnoTrans on 23 September 2008 in Berlin. The first complete multi-system train was shipped on 13 November 2008 on the Port of Sassnitz -Mukran of the island of Rügen to Ust -Luga in Russia. Earlier, the train had to be transported by road from Krefeld to Rügen. Only in Sassnitz -Mukran, the only German ferry terminal with broad-gauge tracks, the train could be rerailed and rolled into two train parts on the ferry Vilnius. In these ways was the delivery of all other trains, which were followed by the four single-system units to the four multi-system units. On 26 December 2008, the first train on the Moscow railway station was presented in St. Petersburg. Commissioning and testing will take place in St. Petersburg, as well as on the route between Moscow and St. Petersburg, on the test track ring in Schtscherbinka and high-speed test track in Belorechensk in the depot.
On 22 December 2009, the last of the eight trains of the first delivery lot was shipped.
Operation
On 2 May 2009, a Sapsan presented during a test drive at a speed record at 281 km / h, which means the hitherto highest speed on a Russian railway line. On the route St. Petersburg- Moscow, between Okulovka and Mstinski Most surpassed the train mass-produced so that its speed limit by around 10 percent. Was held on August 2, 2009 in the presence of the President of the Russian State Railways, Vladimir Yakunin, the maiden voyage on the line St. Petersburg- Moscow.
Immediately before the opening drive of the Sapsan came on 27 November 2009 on rescuing the victims of the terrorist attack on the Nevsky Express to use.
To start operation, there were some technical problems that led to delays of up to 45 minutes. The Russian State Railways Siemens threatened with fines. When a train arrived late in December 2009 as a result of an engine failure 45 minutes at the destination, Yakunin called for a compensation of Siemens, the company paid.
The Radsatzverschleiß on the trains proved in the first few months as unexpectedly high.
5 April 2010, the traveling time has been increased due to construction work and more densely populated routes from 225 to 235-285 minutes. At the same time increases the range of three to five pairs of trains per day. The average occupancy rate in May 2010 was more than 90 percent.
Since July 30, 2010 Sapsan trains run between St. Petersburg and Nizhny Novgorod ( Moscow ). You will need 8 hours and 5 minutes. So far, 15 hours were required. Only the ac -capable multi-system trains run it the entire route, for Einsystemzüge is about halfway in Vladimir terminus.
In March 2011, a train due to icy valves suffered two hours late and this was the third delay of more than five minutes within one month, to Yakunin complained directly to Siemens CEO Peter Löscher. Subsequently, measures to improve winter hardiness was seized, according to Siemens.
The contractually agreed availability of 98 percent had always been significantly exceeded, according to Siemens Information (December 2012).
The trains are often pelted with stones. The cause is true, the fact that the transport supply and travel times were restricted to various suburban lines for the operation of high-speed train. Up to 150 windows be replaced during operation plant per year as a result.
Lines
The trainsets are used in regular operation between Moscow and St. Petersburg since 17 December 2009. The first five of 1520 millimeters constructed for the Russian broad gauge trainsets with a total length of 250.3 meters operate on the railway line St. Petersburg - Moscow 250 km / h in the passenger service since 17 December 2009. On this electrified with 3 kV DC line the Einsystemzüge need around 3 hours and 40 minutes between Moscow and St. Petersburg without stopping or up to 4 hours and 10 minutes at stops in Tschudowo, Okulovka, Bologoje, W. Wolotschek and Tver. So far, the journey time was for this route from 4.5 to 8 hours. After further expansion of rail infrastructure here cruising speeds of over 300 km / h can be sought.
The multi-system trains, including the last three went into operation in March, in April and in July 2010 vehicles operate on the existing 442 km long route Moscow - Nizhny Novgorod, first with a top speed of 160 km / h in 3 hours and 55 minutes. The course of the route between the cities of Vladimir and Nizhny Novgorod can be used only by the 25 kV -capable dual-system trains the first production run. Operable are platform heights 1100-1300 mm.
Technology
The Sapsan must meet both European and Russian standards. The Russian railway company RZD had instructed institutions that implemented the laid down technical requirements for multiple units and tested. In contrast to European trainsets also an admission of the individual components was necessary. The Russian special requirements for electromagnetic compatibility was supported by a variety of measures.
In addition, for example, the significant increase in power of the headlights, the trains had to be adapted to the specific climatic requirements. They are so designed that they must be up to an outside temperature of -40 ° C fully operational, safety-related systems to -50 ° C. This is achieved only by special materials in order to save additional heating. The air conditioning system ensures at ambient conditions of -40 ° C to 27 ° C, an interior temperature of 22 ° C. The cab is air conditioned separately and has an additional foot heating. In case of failure of the electrical system of the train can be heated directly from the catenary. The cooling of the underground components is from about air ducts from the car roof to avoid problems with drifting snow.
There are four Einsystemzüge (plus eight trains from the second series ) for operation with 3 kV DC and four dual-system trains for an additional 25 kV 50 Hz AC, prepared for speeds of up to 330 km / h In the two-system vehicles, the voltage systems are completely electrically isolated. If using AC power is in normal operation with one of two designated catenary pantograph down, in DC operation with two of four designated customers. All current customers are the same as those used in the Velaro E, but were adjusted by appropriate materials for operation down to -50 ° C. The width also customized the current balance is 1950 mm. The onboard power supply can be powered even when the change of the contact wire voltage without switching from a network-independent traction converter. During the passage of such separation points can be used also on the energy recovery of the traction motors.
One and two system variants offer a total length of 250 meters, 604 passenger capacity, of which 104 are in two business and 500 in economy class eight cars. The first - class areas, with the two lounges, while attached to the two ends of the train. A catering service and a bistro are available. The glass partition between the driver and passenger compartment can be switched electrically transparent or opaque by the driver as needed. Both inside and outside the trains are equipped with a video surveillance system.
The trainsets are equipped with SA-3 couplers at both end cars, but run as planned initially not in double traction. To the, according to Russian regulations, also allows an operator of the train with a stationary train drivers up to a size of 190 cm when driving over three hours to create an extra space in the cab, the head shape has been changed. Due to legal regulations must in Russian trains basically two drivers must be present because the Russian railway transport has no safety control. In contrast to China, the Russian Velaro Velaro, despite the same carbody width, in both classes of cars the seat configuration 2 2. A total of 13 standard toilets are located on all intermediate cars, another is executed disabled in the middle of the train. The exterior doors have a clear width of 900 mm and a clear height of 2050 mm.
Each Zughälfte of five cars has a self -functioning traction system whose components are mounted under the floor evenly distributed over all the cars. Both traction systems have identical power units, for example, drive and brake control, continue to work the other in case of failure of one unit and 75 percent of the traction and braking performance of the train can be maintained. In the ten-car train, there are 16 drive units in eight cars that include the drive motor, gearbox and clutch. The two middle cars are not driven. The traction motors are arranged transversely in the motor bogies. Main brake is a wear-free regenerative braking by the operation of the drive motor in each motor bogie. It allows for energy recovery. Another brake in the motor bogies is a pneumatic friction brake with disc brakes. Additionally, there are three wave disc brakes on each axle of bogies. When the parking brake in the state, there are spring brakes in each car.
The Russian operation control system and the Russian railway radio communication have been developed for the use of the Sapsan. The previous Russian frequencies of 2 MHz, 160 MHz and 460 MHz TETRA standards are integrated into a three -band system for driver and passenger. For the operation control system, a new screen will be used.
The ten-car trains are suitable for arc radius of 150 meters, at S - curves of 200 meters.
Views
Presentation of the first three cars at InnoTrans 2008 on adapter frame
Delivery on Mukraner Ferry in January 2009
In operation work Metallostroy, southeast of St. Petersburg