ED9 (Elektropoezd Demikhovsky (Demikhovsky Electric Train), 9th type) is a series of AC electric trains produced from 1995 to 2016 at the Demikhovsky Machine-Building Plant (DMZ) for the railways of Russia and the former USSR.

The factory designation of the series trains (except ED9E) is 62-305. Factory designations of the cars of these trains:

  • motor intermediate trailer (MP) – model 62-306;
  • control car (PG) – model 62-307;
  • intermediate trailer (PP) – model 62-308.

The factory designation of the train ED9E is 6750. Factory designations of train cars:

  • motor intermediate trailer (MP) – model 6751;
  • control car (PG) – model 6752;
  • intermediate trailer (PP) – model 6753.


Back in the early 1980s, it was decided at the Demikhov Machine-Building Plant to begin production of electric trains similar to the trains of the Riga Carriage Works (RVZ). Previously, the plant specialized in narrow-gauge cars, but later it was decided to repurpose this plant to produce additional trailer cars for RVZ electric trains. DC electric trains were created at the DMZ (ED2T) and the Torzhok Carriage Works (ET2). It was necessary to create an AC electric train that would be as unified as possible with a DC train.

It is known that in the 1980s, the Riga Carriage Works (RVZ) developed a design for the ER24 DC electric train. Trains for this project were built at the DMZ with the above-mentioned designation ED2T.

In 1985, RVZ produced an experimental AC electric train ER29, the body of which, compared to electric trains of the ER9 family, was lengthened from 19.6 to 21.5 meters and had wider vestibules and automatic passenger doors, a slightly longer interior and a modified frontal shape. parts of head cars with visors on buffer lamps. It also had a different set of electrical equipment from the ER9 with a thyristor-pulse control system (TISU), while, unlike the ER9, current collectors, transformers and converters were located on trailer cars. Subsequently, its body design was borrowed from electric trains of the ED9 family. There is a version according to which at RVZ, in parallel with the ER24 DC electric train, a project was developed for a similar AC electric train ER27, which was supposed to have bodies similar to the ER29, but a standard set of electrical equipment with a rheostat-contactor control system, similar to the ER9T electric trains. According to another part of this version, the ER27 project (by analogy with the ER24-ED2T pair) was also implemented at the DMZ – with the designation ED9T. However, no reliable sources capable of confirming at least one part of this version have yet been found.

Production and modifications

Production of electric trains of the ED9 series began in 1995. This series began with the ED9T, similar to the ED2T in mechanical design, but designed for operation on alternating current 25 kV, 50 Hz. Soon after the appearance of the ED9T, the model was modernized. The head part of the updated train, designated ED9M, began to be designed similarly to the ED4M train. A number of other innovations have also been introduced. Along with the ED9M, the ED9MK electric trains were produced, which differed from the conventional ED9M in having a more comfortable interior. Subsequently, the ED9E modification began to be produced with its own separate numbering, equipped with an energy-saving set of equipment. During the production process, the latest ED9M and ED9E from number 0002 had a changed driver’s cabin with inclined buffer lights and began to use lean-sliding doors and sealed inter-car passages, like the ED4M of later releases. Five ED9E electric trains were produced with a new streamlined cabin, similar to the ED4M 500s.

Not counting prefabricated electric trains (composed of separately produced cars), two-car ED9M-0032 (separated from the factory ED9M-0032) and the like, as of January 1, 2017, 329 electric trains of the series were built: ED9T – 27 trains (numbers 0001-0027 ), ED9M/ED9MK – 240 trains (numbers 0028-0267), ED9E – 62 trains (numbers 0001-0062). The last electric train of the series (ED9E-0062) was released in July 2016.

Further release is not possible due to new requirements of the Customs Union countries. According to them, in particular, all passenger multiple unit trains produced after August 2016 must be equipped with a passenger crash safety system. Therefore, in August 2016, tests began on a new series – EP3D.



The ED9T AC electric train was created as an analogue of the ED2T DC electric train from the same plant and was structurally unified as much as possible with the latter.

Its electrical circuit was almost identical to the ER9T (only the letter indicating the plant changed in the designation of the new train), however, an improved set of electrical equipment produced by REZ was used. It used TEDs of type 1DT.003.11, unified with the ER2T and ED2T electric trains, added a system for automatically replacing a faulty rheostatic brake with an electropneumatic one, etc. The ED9T did not install an axial traction coefficient equalization system (PVKT). The main feature of the new scheme is an improved control system in rheostatic braking mode: the TED armatures in braking mode are connected into two circuits. In this case, with the help of a brake controller, resistors are switched, providing seven stages of rheostatic braking. At the 12th position, electro-pneumatic additional braking is activated. The TED is excited in braking mode from section 0-4 of the traction winding of the power transformer. Excitation is carried out through a semi-controlled bridge, which allows you to regulate the excitation current of the TED. The driver controller has four brake positions. When the controller is installed in the first or second position, rheostatic braking occurs with reduced force. When the controller is installed in the third position, rheostatic braking occurs at the normal setting. When the controller is moved to the fourth position, the electro-pneumatic braking of the PP and PG cars is activated – in addition to the rheostatic braking of the MP cars. When the rheostatic braking mode is turned on, the rheostatic braking control system (RBCS) regulates the armature currents of the motor at different values of the braking resistor stages and maintains the value of the excitation current of the motor constant when the specified value is reached. A similar set of REZ was almost simultaneously used at RVZ when creating the latest version of the ninth series (ER9TM).


Starting from number 0028, instead of the ED9T electric trains, the ED9M electric trains began to be produced, the main difference of which was the new shape of the driver’s cabin, similar to the cabin of the ED4M DC trains.

Compared to the electric trains of the ER9T series in operation, the ED9M electric train has the following advantages and design features:

  • higher passenger capacity of motor cars (by 17%);
  • increased power of traction motors;
  • the design of the driver’s cabin is more comfortable and meets modern ergonomic requirements;
  • it is possible to form trains of even and odd composition by including additional trailer cars in the sections;
  • new frontal architecture with enlarged windows of increased strength, electronic route indicators;
  • electric windshield wipers, windshield washers, buffer signals of a new design (with combined red and white lights in one block), a spotlight of reduced dimensions with an effective reflector;
  • electronic fire alarm system and stationary fire extinguishing installation;
  • display unit in the driver’s cabin with information about malfunctions and fires in cars; duplication of information by voice message;
  • fluorescent lighting of salons;
  • “running line” display with information about the route, duplicated by a speech synthesizer;
  • salon windows with sealed double-glazed windows;
  • fireproof finishing materials;
  • unified driver’s seat with increased vibration safety.


In 2006, an experimental nine-car train ED9E-0001 was built with a set of energy-saving electrical equipment, which was transferred at the beginning of December 2010 to the Rostov depot of the North Caucasus Railway for permanent operation.

The most important advantage of the ED9E-0001 is the use of an energy-saving set of electrical equipment KEO-25, a VIP-1000 converter and a microprocessor traction drive control system, which provide smooth voltage regulation on the traction motors, and also help to increase the traction performance of the electric train and reduce operating costs by 20-25%. through the use of regenerative braking until the train comes to a complete stop. In addition, the saving in electricity consumption per electric train per year is about 450 thousand kWh.

In 2012, production of updated electric trains ED9E began (from number 0002). In the period 2012-2013, 25 six-car electric trains with numbers 0026 inclusive were produced for the Gorky Railway (operated in Nizhny Novgorod and Kazan), and at the end of 2013 – a ten-car electric train for Kazakhstan. The cars have automatic sliding doors for access to low platforms, an air conditioning system, a video surveillance system, and inter-car passages similar to the ED4MKM-AERO series. The head cars have an enlarged vestibule and a toilet room equipped for passengers with disabilities, similar to that equipped on the ED4M-0500 electric train. The train is equipped with a new fire and security alarm system KTS-POS-OVD, which has five fire alarm loops. The front part of the head car was changed to install one route indicator for twenty signs. The electrical equipment set for the ED9E is supplied by Power Machines LLC – the Reostat plant.

Assembly: DMZ (Moscow oblast)

Years of production: 1995—2016

Production: 329 units

Passenger capacity: 205 with 64 seated (MP car); 248 with 116 seated (PG car)

Length: 22 056 mm

Width: 3522 mm

Height: 4253 mm

Track gauge: 1520 mm

Material: steel

Power: 4× 880 kW

Type of current: 2500 V (AC)

Max speed: 130 km/h

Weight: 43 t (MP car); 64.1 t (PG car)

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