EVS1/EVS2 Sapsan
ЭВС1/ЭВС2 «Сапсан» (Электропоезд высокоскоростной Сименс) are high-speed electric traction trains of the Velaro family, developed and manufactured by Siemens AG by order of Russian Railways for operation in Russia. EVS1 is an electric train that runs on direct current, and EVS2 is an electric train that can run on two types of current. The trains were named after the peregrine falcon, the fastest bird from the falcon family.
A total of 4 EVS2 electric trains (numbers 01 to 04) and 16 EVS1 (numbers 05 to 20) were delivered to Russia.
History
On April 11, 2005, in the presence of Russian President Vladimir Putin and German Chancellor Gerhard Schroeder, the heads of Russian Railways Gennady Fadeyev and Siemens Hans Schabert signed an agreement on the joint development and production of 60 electric trains based on the Intercity-Express with a maximum speed of 300 km/h; the amount of this contract was estimated at 1.5 billion euros. It was assumed that the trains would be manufactured in Russia at a specially created joint venture.
However, after Vladimir Yakunin took over as President of JSC Russian Railways, the project parameters underwent significant changes, finally being determined by May 2006: the number of trains to be purchased was reduced to only eight, while the contract amount was reduced to 600 million euros. There was no longer any talk of production in Russia.
The built electric trains were delivered from the plant to the Metallostroy motorcar depot of the October Railway (2009). On December 17, 2009, the EVS2-04 electric train made its first commercial trip. On December 18, 2009, regular commercial operation of electric trains began on the Moscow – St. Petersburg route. On April 5, 2010, the number of trips was increased to five. On July 30, 2010, commercial operation of electric trains began on the Moscow – Nizhny Novgorod and St. Petersburg – Moscow – Nizhny Novgorod routes. Subsequently, the number of trips between Moscow and St. Petersburg was increased to seven, and additional trains are also in circulation. On June 1, 2014, due to changes in the numbering system, all high-speed trains received the 700th number: trains on the St. Petersburg – Moscow line received numbers in the range 751/752 – 775/776. From June 1, 2015, EVS2 electric trains, having made their last trips on the Moscow – Nizhny Novgorod route, were removed from service on this route and transferred to the Moscow – St. Petersburg line; instead, locomotive-hauled Strizh trains began to be used. From March 1, 2018, Russian Railways resumed the route to Nizhny Novgorod, in 2022 the route was cancelled again.
The contract concluded provided for an agreement on the delivery of eight Velaro high-speed trains by the end of 2010, as well as their maintenance for 30 years or for a minimum mileage of 14 million km. The value of the contract for delivery was 276 million euros, with an additional 354.1 million euros for maintenance (the total cost of organizing high-speed traffic between Moscow and St. Petersburg was expected to be more than 700 million euros). The Siemens trains were to replace the outdated ER200 high-speed trains, which had been in operation on the St. Petersburg-Moscow line since 1984. In the future, it was planned to organize high-speed train traffic in the direction of Nizhny Novgorod, Kazan, and then Samara, Sochi and Kursk, and in the future between Novosibirsk, Krasnoyarsk and Omsk. The possibility of high-speed service to Kyiv, Minsk, Crimea and Adler (via Kharkov) was being explored.
Development
Siemens electric trains intended for Russia are based on the standard Velaro platform. Trains for Germany — ICE 3 (2000), Spain — Velaro E (2007) and China — Velaro CRH3 (2008) were built on the same platform.
However, for use in Russia, some changes had to be made to the design. Thus, the bogies were adapted to the 1520 mm track gauge and the features of the track superstructure. The magnetic rail brake was also removed, and the trains were given the ability to operate at temperatures down to -50 °C. In addition, a higher level of sealing of the undercarriage space was used, and the air intakes were moved to the roof to prevent fine snow from getting into them. The width of the body was increased by 33 cm to match the dimensions of the CIS rolling stock. The power of the searchlight was increased by 8 times, and the train control system is compatible with Russian communication devices and signaling.
The train was designed by a team of two hundred people under the leadership of chief designer Andreas Lipp.
It takes about a year and a half to build one train. The finished carriages are delivered by road to the port of Sassnitz-Mukran, and then by sea to the port of Ust-Luga.
Testing
From March to November 2009, the electric trains were tested. The goal was to check whether they meet the requirements of the technical specifications, as well as safety standards.
From March 15 to April 3 of the same year, on the Experimental Ring of the All-Russian Scientific Research Institute of Railway Transport (VNIIZhT), specialists adjusted the electric train systems and conducted preliminary tests at speeds of up to 120 kilometers per hour.
In April 2009, preliminary running tests were carried out on the Burga – Berezaika section of the October Railway. During these tests, the speed was gradually increased to 275 kilometers per hour. During the tests, the parameters of the train’s interaction with infrastructure objects were measured: tracks, turnouts, contact network, signaling and communication systems. Control braking and adjustment of current collectors were also carried out.
Several trips to Nizhny Novgorod were made. During these trips, the alternating current current collectors were adjusted. The algorithm of the systems operation during the change of the current type without stopping and with the train stopping at Vladimir station was also worked out.
To speed up the tests, they were carried out on several electric trains. On EVS2-01, dynamic-strength, aerodynamic and braking tests were carried out on the testing grounds of several railways, a high-speed testing ground and tests on the impact on track structures. On EVS2-02, traction-energy tests, tests of electrical equipment, current collection, protection and electromagnetic compatibility were carried out on the testing grounds of several railways.
On May 2, 2009, on the Okulovka – Mstinsky Bridge section, a speed of 280 km/h was reached during a test run. And on May 6, an absolute speed record for Russian Railways was set: the train accelerated to 291 km/h.
On March 3, 2014, tests of the speeds and modes of movement of the double train EVS1-09 + EVS1-10 began on the Uglovka – Mstinsky Most section.
On April 17, 2014, a test run of a double train over a distance of 5,000 km began on the main line of the October Railway. During the run, braking and traction-energy tests are carried out, and the impact on the track structures is studied.
Construction
The car body is made of extruded aluminum sections, which are joined by welding. The body has a lightweight design.
The basis of the body is the frame, to which all other elements of the electric train are attached, including the side and end walls, the roof, the frontal mask of the head cars and coupling devices.
The frontal part of the head cars of the train has a streamlined shape and a convex section. In the front part there is a double-leaf fairing of the automatic coupling, which can be extended to couple the trains. The SA-3 automatic coupling is installed at the ends of the head cars of the trains. From the train of the second batch, the Scharfenberg automatic coupling with automatic connection of pneumatic lines and electrical contacts. During normal operation, the automatic coupling is covered with an aerodynamic fairing.
The head car is equipped with an energy absorption system capable of absorbing energy of 2.4 MJ upon impact. The lights are located slightly higher under the windshield, and the spotlight is in the center.
The side walls of the cars have rounded corners, and the doors for passengers and the driver to enter and exit are located on the sides of the cars and repeat the profile of the walls at the top. The doors are single-leaf, electric, adapted for exiting onto platforms 1300 mm high. The width of the doors is 900 mm, the height is 2050 mm.
The power equipment of the electric train is designed to operate on alternating current with a voltage of 25 kV and a frequency of 50 Hz, as well as on direct current with a voltage of 3 kV.
The electrical equipment system consists of two independent parts: alternating and direct current. Each of them has its own current collectors, which are connected through the roof of the electric train. Current collectors of the alternating current system protect against current surges using the main switch.
In normal driving mode, the electric train uses only one raised current collector of the alternating current system. The DC system, in turn, has four current collectors placed in pairs. Each pair supplies only its part of the train.
In normal operation of the electric train, two current collectors of the DC system are raised.
The current collectors are asymmetrical types SSS400+ (for operation from alternating current) and SSS87 (for operation from direct current). The design of the current collectors ensures their operation at speeds of up to 400 km/h. The current collectors are manufactured by Siemens/Schunk.
Manufacturer: Siemens AG / Siemens Mobility
Assembly: Regensburg (Germany)
Years of production: 2008—2014 ; 2021—2022
Production: 16+4
Length: 25535 mm / 24175 mm
Width: 3265 mm
Height: 4400 mm
Track gauge: 1520 mm
Composition: 10 cars
Passenger capacity: 604
Powerplant: 1TB2019-1GC02
Output power: 8000 kW
Max speed: 250 km/h
Tension: 3000 V
Weight: 662 t
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